EN    EN  
 EUROPEAN 
COMMISSION  
Brussels, XXX   
[…](2013) XXX  draft 
  
COMMISSION DELEGATED REGULATION (EU) No …/.. 
of XXX  
supplementing Regulation (EU) No 168/2013 of  the European Parliament and of the 
Council with regard to the vehicle construction and general requirements for the 
approval of two- or three-whee l vehicles and quadricycles 
(Text with EEA relevance) 
 EN 2   EN EXPLANATORY MEMORANDUM  
1. CONTEXT  OF THE  DELEGATED  ACT 
(a) Grounds for and objectives of the delegated act 
The term ‘L-category vehicles’ co vers a wide range of different vehicle types with two, three or 
four wheels, e.g. two- and three-wheel mopeds, two- and three-wheel mo torcycles, motorcycles 
with side-cars and light four-wh eel vehicles (quadricycles) su ch as on-road quads and quadri-
mobiles. 
Type-approval requirements applying to new L- category vehicles are currently set out in 
Directive 2002/24/EC of the Europ ean Parliament and of the Council1 (the ‘Framework 
Directive’). In addition, a series of Directives  referred to in the Framework Directive contain 
detailed technical requirements relating to L-category vehicles. 
The Commission has identified the following key conc erns as regards the current provisions for 
the type-approval of new L-category vehicles and these concerns need to be addressed: 
– the complexity of the legal framework; 
– the level of emissions and their increase  as a proportion of total road transport 
emissions, which are decreasing overall; 
– vehicle functional safety  aspects related to t ype-approval requirements; 
– the lack of a legal framework for vehi cles fitted with new technologies; and 
– the availability on the internal market, and registration of, certain imported vehicles, 
systems, components or separate technical units which do not comply with the current 
type-approval requirements re garding vehicle functional sa fety and/or environmental 
protection. 
This delegated act consolidates current type -approval requirements regarding the vehicle 
construction of L-category vehicles, updating them in line with technical progress and 
simplifying them as much as possible by referring to  international requirements in this area (e.g. 
UNECE regulations). 
(b) Existing provisions in the area of the delegated act on vehicle construction 
– Framework Directive 2002/24/EC; 
– Directives 93/33/EEC2, 97/24/EC3, 2000/7/EC4, 2009/62/EC5, 2009/78/EC6 
2009/79/EC7 and 2009/139/EC8. 
Type-approval legislation is addressed in the CA RS 21 initiative launched in 2005 to carry out a 
regulatory and policy review of the automotive sector to inform the Commission’s thinking on 
future policy options. CARS 21 was partly a re sponse to concerns expressed by automotive 
                                                 
1 OJ L 124, 9.5.2002, p. 1. 
2 OJ L 188, 29.7.1993, p. 32. 
3 OJ L 226, 18.8.1997, p. 1. 
4 OJ L 106, 3.5.2000, p. 1. 
5 OJ L 198, 30.7.2009, p. 20. 
6 OJ L 231, 3.9.2009, p. 8. 
7 OJ L 201, 1.8.2009, p. 29. 
8 OJ L 322, 9.12.2009, p. 3. EN 3   EN industry stakeholders that th e cumulative cost of regula tion had a negative effect on 
competitiveness and made vehicles unnecessari ly expensive. The CARS 21 Final Report 
concluded that, while most of th e legislation in force should be maintained for the protection of 
citizens and the environment, arrangements shoul d be simplified by means of rationalisation and 
international harmonisation. Plans for this si mplification were set out in the Commission’s 
Second progress report on the strategy for simplifying th e regulatory environment . Any initiative 
taken should be aligned with this strategy. Re ferring to UNECE regulations that replace current 
EU legislation is a particularly effective way of reducing complexity and the burden on vehicle 
manufacturers, approval author ities and technical services. 
In line with the European stra tegy on air quality, the European Union has constantly tightened 
the emission standards for motor vehicles, in  particular for hydro carbons, carbon monoxide, 
nitrogen oxides and particulate matter. This wi ll now also be the case for L-category vehicles 
with this delegated act regard ing their vehicle construction. 
The type-approval measures in this legal framew ork are aligned with the European Road Safety 
Action Plan 2011-20 and the European Road Safety Charter (ERSC) 2000-10. The ERSC aimed to halve the number of road fa talities by 2010. Riders of L-ca tegory vehicles belong to a 
vulnerable group, with the highest fatality and injury rates of all road users. 
For these reasons, this delegate d act on vehicle construction and general requirements stipulates 
detailed technical provisions and test procedures, with reference to the Codecision act, 
Regulation (EU) No 168/2013 of the European Parl iament and of the Council of 15 January 2013 
on the approval and market survei llance of two- or three-wheel ed vehicles and quadricycles
9 to 
help achieve the EU’s goals in terms of environm ental and road safety objectives, uniform rules 
for vehicle manufacturers and othe r stakeholders for the construc tion of L-category vehicles. The 
items covered by this Regulation are either stand- alone topics relating to vehicle construction or 
affect the environmental and propulsion performance as well as the functional safety of L-category vehicles. In additi on, general detailed elements su ch as the arrangements for 
type-approval, conformity of production requirements, and the pr ocedure for the assessment of 
technical services are set out in this delegated act to Regul ation (EU) No 168/2013. 
2. CONSULTATIONS
 PRIOR  TO THE  ADOPTION  OF THE  ACT 
(a) Consultation of interested parties 
The European Commission launched a public consu ltation to gather the views of interested 
parties on its proposals for ne w legislation on L-category vehi cle approval. The consultation 
document provided background and aske d for opinions on the proposals. 
The consultation targeted the groups most a ffected, including type-a pproval authorities, 
manufacturers, suppliers and c onsumers. It was published in English, French and German on a 
dedicated website. 
The Commission has acknowledged the receipt of a ll responses to the consultation, and these 
have been made publicly available. 
(b) Consultation methods, main sectors targ eted and general profile of respondents 
The Commission consulted stakeholders in a number of ways: 
                                                 
9 OJ L60, 2.3.2013, p. 52 EN 4   EN The public consultation, covering po ssible controversial aspects of  the Codecision proposal, took 
place on the internet between 22 December 2008 a nd 27 February 2009. Reactions were received 
from Member States, the L-category vehicle an d component manufacturing industry, transport 
organisations, user organisations , other non-governmental organisa tions and private individuals. 
The contents of the draft Codecision proposal a nd the delegated acts were discussed in several 
meetings of the Commission’s Worki ng Group (MCWG) on L category vehicles. 
Finally, many bilateral meetings were held in wh ich individual stakeholde rs could freely express 
their views. 
(c) Impact assessment 
For each of the main aspects of the Codecision act, including parts of this delegated act, the 
possible economic, environmental, safety and soci al advantages and disadvantages of the various 
options were assessed in both qualitative an d quantitative terms. Th e options were then 
compared and one preferred opti on, or a logical combination of two options, was identified and 
described. These preferred options form the basi s of the Codecision act and its delegated acts. 
However, many detailed technical aspects of th is delegated act on ve hicle construction were 
carried over from the repealed Directives referred to in Article 81 of the Codecision act and for 
these an impact assessment was deemed unnecessary. 
The draft impact assessment report was scrutinised by the Impact Assessment Board, whose 
recommendations for its improvement were incor porated as far as possible. The Board’s opinion 
on the report was published togeth er with the Codecision propos al, the final report and its 
executive summary. 
3. LEGAL  ELEMENTS  OF THE  DELEGATED  ACT 
(a) Legal basis 
The legal basis of this delegated act is Regula tion (EU) No 168/2013 of th e European Parliament 
and of the of 15 January 2013 on the approval and ma rket surveillance of two- or three-wheel 
vehicles and quadricycles10. 
(b) Choice of instruments 
The use of a Regulation is considered to be appr opriate in that it provide s the required assurance 
for compliance while not requ iring transposition into Me mber States’ legislation. 
The delegated act uses the ‘split-level approach ’ originally introduced at the request of the 
European Parliament and used in other legislati on for EU type-approval of motor vehicles. This 
approach provides for legi slation in three steps: 
– the fundamental provisions and scope are la id down by the European Parliament and the 
Council in Regulation (EU) No 168/2013 base d on Article 114 of TFEU in accordance 
with the ordinary legislative procedure; 
– the technical specifications a ssociated with the fundamental  provisions are laid down in 
three delegated acts (A rticle 290 of TFEU): 
(a) a Regulation on environmental and pr opulsion performance requirements; 
                                                 
10 OJ L60, 2.3.2013, p. 52 EN 5   EN (b) a Regulation on vehicle functi onal safety requirements; 
(c) a Regulation on vehicle construction re quirements and general type-approval 
subjects containing requirements regarding: 
(1) powertrain tampering prevention measures (anti-tampering); 
(2) arrangements for type-approval procedures; 
(3) conformity of production requirements; 
(4) coupling devices and attachments; 
(5) devices to prevent unauthorised use; 
(6) electromagnetic compatibility (EMC); 
(7) external projections; 
(8) fuel storage; 
(9) load platforms; 
(10) masses and dimensions; 
(11) on-board diagnostics (OBD) functional requirements; 
(12) passenger handholds and footrests; 
(13) registration plate space; 
(14) access to repair and maintenance information; 
(15) stands; 
(16) performance standards and assessm ent of technical services; and 
– an Implementing Act (Article 291 of TFEU) sets out the administrative provisions 
regarding the information document, the defini tions in the type-approval certificate, the 
certificate of conformity and associated production conformity requirements, etc. EN 6   EN COMMISSION DELEGATED REGU LATION (EU) No …/.. 
of XXX  
supplementing Regulation (EU) No 168/2013 of  the European Parliament and of the 
Council with regard to the vehicle constructi on and general requirements for the approval 
of two- or three-wheel vehicles and quadricycles 
(Text with EEA relevance) 
THE EUROPEAN COMMISSION, 
Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EU) No 168/2013 of the European Parliament and of the Council 
of 15 January 2013 on the approval and market survei llance of two- or thr ee-wheel vehicles and 
quadricycles
11, and in particular Articles 18(3), 20(2), 21( 5), 25(8), 33(6), 57(12) and 65 thereto, 
Whereas: (1) The internal market comprises an area with out internal frontiers in which the free 
movement of goods, persons, services and capita l is ensured. To that end, comprehensive 
EU type-approval and a strengt hened market surveillance system for L-category vehicles 
and its systems, components and separate te chnical units, as defi ned by Regulation (EU) 
No 168/2013, apply. 
(2) The term ‘L-category vehicles’ covers a wide range of light vehicle types with two, three 
or four wheels, e.g. powered cycles, two- an d three-wheel mopeds, two- and three-wheel 
motorcycles, motorcycles with side-cars and fo ur-wheel vehicles (quadricycles) such as 
on-road quads, all-terrain ve hicles and quadrimobiles. 
(3) By Council Decision 97/836/EC
12, the Union acceded to the Agreement of the United 
Nations Economic Commission fo r Europe concerning the adop tion of uniform technical 
prescriptions for wheeled vehicles, equipment and parts which can be fitted to and/or be 
used on wheeled vehicles and the conditions  for reciprocal rec ognition of approvals 
granted on the basis of these prescr iptions (‘Revised 1958 Agreement’). 
(4) Manufacturers apply for type approval for L cat egory vehicles, their systems, components 
or separate technical units  in accordance with Regula tion (EU) No 168/2013. In the 
Union legislation most requirements on vehicle parts are taken over from the 
corresponding UNECE regulations . UNECE regulations are c onstantly amended in line 
with technological progress a nd the respective Union regulations have to be regularly 
updated accordingly. In order to avoid th is duplication, the CARS 21 High Level Group 
                                                 
11 OJ L 60, 2.3.2013, p 52. 
12 Council Decision 97/836/EC of 27  November 1997 with a view to accession by the European Community 
to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles, e quipment and parts which can be fitted to and/or be 
used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of 
these prescriptions ('Revised 1958 Agreement') (OJ L 346, 17.12.1997, p. 78). EN 7   EN recommended the replacement of several Uni on directives by way of the incorporation 
and compulsory application of the corres ponding UNECE regulations in Union law, 
referred to in Annex I. 
(5) The possibility of applying UNECE regulations by virtue of Union legislation that 
provides for the incorporation of those UNECE regulations for the pur pose of EU vehicle 
type-approval is provided for in Regulati on (EU) No 168/2013. Under that Regulation, 
type-approval in accordance with UNECE regul ations which apply on a compulsory basis 
is regarded as EU type-approval in accordance with that Regulation and its delegated and 
implementing acts. 
(6) UNECE regulations No 10 on electromagnetic  compatibility (EMC) should be made 
obligatory and replace Chapter 8 of Directive 97/24/EC of th e European Parliament and 
of the Council of 17 June 1997 on certain compon ents and characterist ics of two or three-
wheel motor vehicles13 in order for vehicles to comply with only one set of EMC 
requirements, which are world-wide accepte d by UN contracting parties to the 1958 
Agreement. UNECE regulation No 62 on protec tion against unauthori sed use should be 
made obligatory and replace Council Directive 93/33/EEC of 14 June 1993 on protective devices intended to prevent th e unauthorized use of two- or three-wheel motor vehicles
14 
with the same objective of mutual recognition between UN contracting parties to the 1958 Agreement. 
(7) The compulsory application of UNECE regula tions helps avoiding duplication not only of 
technical requirements but also of certification and administrative proce dures. In addition, type-
approval that is directly base d on internationally agreed sta ndards could improve market access 
in third countries, in particular those wh ich are contracting part ies to the Revised 1958 
Agreement, and thus enhance the Union industry’s competitiveness. 
(8) Pursuant to the provisions of Regulati on (EU) No 168/2013, the L-category vehicles, 
systems, components and separate technical units covered by that Regulation may not be 
placed or made available on the market or ente r into service in the Member States unless 
they comply with the provisions of that Regulation. 
(9) Functional safety or environmental performa nce requirements call for restrictions on 
tampering with certain types of  L-category vehicles. If they are not to prove an obstacle 
to owner servicing and mainte nance, such restrictions should be strictly limited to 
tampering which significantly modifies the vehicle’s performance and pollutant 
emissions, noise emissions and vehicle functi onal safety in a ha rmful way. As harmful 
tampering affects both items, detailed re quirements regarding powertrain and noise 
abatement tampering prevention requirements should be laid down in this delegated act on vehicle construction. 
(10) Subcategories L6e-A (light on-road quads),  L7e-A (heavy on-road quads) and L7e-B 
(heavy terrain quads) are vehicles with a high  point of gravity in comparison to their 
width and wheelbase. They have a wide range  of passenger/load carrying configurations 
and they may be operated in off-road conditions . Multiple lateral stat ic stability criteria 
should be established are incorporated in Annex XI regarding masses and dimensions 
because of the importance of vehicle rollover st ability in the off-road environment. Both 
                                                
 
13 OJ L 226, 18.8.1997, p. 1 
14 OJ L 188, 29.7.1993, p. 32. EN 8   EN tilt-table angle (TTA) and lateral-stability coef ficient (Kst) are used as static stability 
indicators. Kst is a three-dimensional static measurement and serves as an indicator of 
level-terrain vehicle stability, whereas the TTA test simulates a vehicle operating on a side slope and tests the static longitudinal stability. The vehicle state for these static tests 
ranges from the operational but  otherwise unloaded L6e-A, L7e-A and L7e-B vehicles to 
both loaded and unloaded conditions . In addition, the vehicle w ill have to be constructed 
by designing the masses and dimensions of the vehicle should be designed so as to 
respect minimum pitch stability. Associated test ing should be is representative of a fully 
loaded vehicle directly ascendi ng and descending a steep slope. 
(11) On -board diagnostics (‘OBD’) is essentia l for effective and efficient repair and 
maintenance of vehicles. Accurate diagnostics allows the repairer to  identify fast which 
smallest exchangeable unit has to be repaired  or replaced. [In orde r to address the rapid 
technical developments in the area of propul sion control systems it is appropriate to 
review the list of devices monitored for electric circuit malfunctions in 2017. By 01 
January 2018 it should be esta blished whether identified if additional devices and 
malfunctions should be added to the list set out in Appendix 2 to Annex XII to provide 
sufficient time to adapt to the Member Stat es, vehicle manufacturers,  their suppliers and 
the repair industry to adapt before th e entry into force of OBD stage II. 
(12) OBD stage I mandatory as of 2016 should not oblige manufacturers to change fuelling 
hardware and should not impose fitting of an electronic carburettor or electronic fuel 
injection, providing the vehicle complies with the requiremen ts laid down in Regulation 
(EU) No 168/2013 and its delegated acts. Comp liance with the OBD stage I requirements 
requires that if fuel delivery, spark delivery or  intake air are electronically controlled, the 
applicable input and/or output circuits need to be monitore d, limited to the items listed in 
appendix 2 to Annex XII. If for example a motorcycle would be equipped with a 
mechanically actuated carburettor, but at th e same time with electronically controlled 
spark delivery, the primary igniti on coil circuits need  to be monitored. In the case of a 
mechanical carburettor fitted w ith a throttle position sensor providing a circuit signal as 
input to the PCU / ECU to determine the engine  load, which on its turn would be used to 
electronically control spark de livery, requires monitoring of that throttle position sensor 
circuit. Also other sensors and/or actuator circuits captu red by points 3.3.5 and 3.3.6. of 
Annex XII will need to be monitored although not  directly used to control fuel delivery, 
spark delivery or intake air. An example of such a case would be the wheel speed sensor 
circuits in case the vehicle speed would be  calculated in the PCU / ECU from the wheel 
rotation speeds and which would subsequently  be used to control the environmental 
performance of the motorcycle or would be  used to trigger a torque limiting default 
mode. 
(13) Unrestricted access to vehicle repair informa tion, via a standardised format which can be 
used to retrieve the technical information, and effective competition on the market for 
vehicle repair and maintenance information (‘RMI’) services are necessary to improve 
the functioning of the internal market, partic ularly as regards the free movement of 
goods, freedom of establishment and freedom to  provide services. A great proportion of 
such information relates to on-board diagnosti c (OBD) systems and their interaction with 
other vehicle systems. It is appropriate to lay down technical specifications that 
manufacturers’ websites should follow, al ong with targeted measures to ensure 
reasonable access for small and medium-sized  enterprises (SMEs) . [Common standards 
agreed with the involvement of stakeholders  can facilitate the exchange of information 
between manufacturers and service providers . It is therefore appropriate that EN 9   EN manufacturers use the techni cal specifications of the OAS IS format and that the 
Commission will request in due course the European Committee for Standardisation (‘CEN’) and the International Organization for Standardization (‘ISO’) to develop this 
format into a standard with a vi ew to replacing the OASIS format. 
(14) In order to further pursue the harmonized appr oach for access to RMI in all sectors of 
type-approval legislation taken in Chap ter XV of Regulation (EU) No. 168/2013 the 
provisions of which follow Regulations of th e European Parliament and of the Council 
(EC) Nos 595/2009
15 and 715/200716 , it is appropriate to ca rry over to this Regulation 
the provisions on access to repair and maintenance information set out in the 
implementing regulation to Regulations  (EC) Nos 595/2009 and 715/2007, namely 
Commission Regulati on (EC) No 582/201117and adapt them to the specificities of the L-
category vehicle sector. 
(15) In particular, it is appropriate to adopt spec ific procedures for access to vehicle repair and 
maintenance information in the case of multi-stag e type-approval. It is also appropriate to 
adopt specific requirements and procedures fo r access to vehicle repair and maintenance 
information in the case of customer adaptations and small volume production. 
(16) In order to exclude that application of th e provisions on access to repair and maintenance 
information imposes too much burden upon vehi cle manufacturers in the short term with 
respect to certain systems which are carried over from old to new vehicle types, it is 
appropriate to introduce an exhaustive list of  certain limited derogations from the general 
provisions on access to vehicle OBD and vehicl e repair and maintenance information as 
exhaustively listed in this Regulation. 
(17) When examining the major policy areas which af fect the competitiveness of the European 
automotive industry, the ‘CARS 21 High Le vel Group’ agreed on a number of 
recommendations aimed at enhancing th e industry’s global competitiveness and 
employment while sustaining fu rther progress in safety and environmental performance, 
which was published in a report by the Commission in 2006 entitled ‘CARS 21: A 
Competitive Automotive Regulatory System for the 21st century’. In the area of 
simplification, the High Level Group proposed inter alia  two legislative measures, 
introducing the possibility of ma nufacturers conducting approval tests themselves, i.e. to 
be designated as a technical se rvice (‘self-testing’), and the possibility of using computer 
simulations instead of physical tests (‘virtual  testing’). This Regul ation should therefore 
thus sets out the detailed condi tions with respect to  virtual testing and self-testing as set 
out in Articles 32, 64 and 65 of Regulation (EU) No 168/2013. 
                                                 
15 Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-
approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and 
on access to vehicle repair and maintenance informat ion and amending Regulatio n (EC) No 715/2007 and 
Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (OJ L 188, 18.7.2009, p. 1). 
16 Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type 
approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 
and Euro 6) and on access to vehicle repair and ma intenance information (OJ L 171, 29.6.2007, p. 1). 
17 Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) 
No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty 
vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament 
and of the Council (OJ L 67, 25.6.2011, p. 1). EN 10   EN (18) Computer-Aided-x techniques (CAx), in pa rticular Computer-Aided-Design (CAD), are 
used widely throughout the engineering proces s from conceptual design and layout of 
components and equipment, through strength  and dynamic analysis of assemblies to 
definition of manufacturing methods. Availa ble software makes possible the use of 
virtual testing methods based on such t echniques, the introduc tion of which was 
identified by the ‘CARS 21 High Level Group’  as a means of reducing manufacturers’ 
costs by no longer obliging them to build pr ototypes for the purposes of type-approval.  
Manufacturers not wishing to take advantag e of virtual testing methods should be 
allowed to continue to use th e existing physical test methods. 
(19) Type-approval tests are conducted by technica l services duly notified to the Commission 
by the type-approval authorities of the Member States after their sk ills and competence 
have been assessed under the relevant international standards. Those standards contain 
the necessary requirements to allow a manuf acturer or a subcontra cting party acting on 
his behalf to be designated as a technica l service by the approval authority within the 
meaning of Directive 2002/24/ EC of the European Parliament and of the Council18the 
Framework Directive. However, in order to prevent potential conflicts of interest, the 
responsibilities of the manuf acturers should be specified.  In addition, the conditions 
under which a manufacturer may subc ontract tests should be clarified. 
(20) One of the main features of the EU type-approval system is  the high level of confidence 
which should exist between th e approval authority and the technical services it has 
appointed. It is therefore im portant to ensure that the information exchange between 
technical services and approval authority is marked by transparency and clarity. 
(21) A virtual testing method should provide for the same level of confiden ce in the results as 
a physical test. Therefore, it is appropriate to  lay down relevant conditions to ensure that 
the manufacturer acting as in -house technical service, a subcontracting party acting on 
behalf of the manufacturer or the technical service can properly validate the mathematical 
models used. 
(22) Checks on the conformity of vehicles, compone nts or separate tech nical units throughout 
the production process are an es sential part of the EU ty pe-approval process. These 
conformity checks for conformity are carri ed out through conducting physical tests on 
vehicles, components or separate technical units taken from the production line. Virtual 
methods should not be permissible for the purp oses of conformity of production testing, 
even if they have been used for type-approval purposes. 
(23) This Regulation should apply from the date  of application of Regulation (EU) No 
168/2013, 
                                                 
18 Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the 
type-approval of two or three-wheel motor vehicles and repealing Council Directive 92/61/EEC (OJ L 124, 
9.5.2002, p. 1). EN 11   EN HAS ADOPTED THIS REGULATION: 
CHAPTER I 
SUBJECT MATTER AND DEFINITIONS 
Article 1 
Subject matter 
1. This Regulation establishes th e detailed technical requirem ents and test procedures 
regarding vehicle constructi on and general requirements for the approval of L-category 
vehicles and the systems, components and separate technical units intended for such 
vehicles in accordance with Regulation (E U) No 168/2013 and sets out a list of UNECE 
regulations and amendments thereto. 
2. It also establishes performance standards fo r technical services and the procedure for 
their assessment. 
Article 2 
Definitions 
The definitions of Re gulation (EU) No 168/2013  shall  apply. In addition, the following 
definitions shall apply:  
(1) ‘anti-tampering measures’ means a series of  technical requirement s and specifications 
the aim of which is to prevent, as far as  possible, unauthorised modifications of the 
vehicle's powertrain which may prejudice functi onal safety, in particular by increasing 
vehicle performance, and damage the environment, and are not permitted by Annex II; 
(2) ‘inlet conduit’ means the combination of the inlet passage and the intake pipe; 
(3) ‘inlet passage’ means the passage for the inta ke of air within the cylinder, cylinder-head 
or crankcase; 
(4) ‘intake pipe’ means a part c onnecting the carburettor or air-control system and the 
cylinder, cylinder-head or crankcase; 
(5) ‘intake system’ means the combination of the inlet conduit and the intake silencer; 
(6) ‘exhaust system’ means the combination of  the exhaust pipe, the expansion box, the 
exhaust silencer and poll ution control device(s); 
(7) ‘special tools’ means tools in conjunction with anti-tam pering devices which are made 
available only to distributors authorised  by the vehicle manuf acturer and are not 
available to the general public; 
(8) ‘spark delivery of the ignition system’ m eans all the characteri stics of the spark 
generated in the ignition system of a positiv e ignition ‘(PI)’ engine used to ignite the 
air-fuel mixture, such includi ng timing, level and positioning; 
(9) ‘fuel feed system’ means the set of compone nts including and between fuel storage and 
air-fuel blending or injecting device(s); 
(10) ‘conformity of production’ (CoP) means the ability to ensure that each series of 
products produced is in conformity with the specification, performance and marking 
requirements in the type-approval; EN 12   EN (11) ‘quality management system’ means a set of interrelated or interacting elements that 
organisations use to direct and control how  quality policies are implemented and quality 
objectives are achieved; 
(12) ‘audit’ means an evidence-gathering process us ed to evaluate how well audit criteria are 
being applied targeting to be objective, im partial and independent, and handled in a 
systematic and documented audit process; 
(13) ‘corrective actions’ means a problem-solvi ng process in the quality management 
process with subsequent steps taken to remove the causes of a nonconformity or undesirable situation and designed to prevent their recurrence; 
(14) ‘certification’ means an atte station by a national accreditation body that an organisation 
meets the requirements set by harmonised standards and, where applicable, any additional requirements, includ ing those set out in releva nt sectorial schemes, for 
carrying out a specific conformity assessment activity; 
(15) ‘coupling device for L-category vehicle’ m eans all parts and devices fitted to the 
frames, load-bearing parts of  the bodywork and chassis of  the vehicles by means of 
which towing and towed vehicles are connected  together, including fixed or detachable 
parts for attaching, adjusting or  operating the coupling devices; 
(16) ‘coupling ball and towing bracket’ means a coupling device employing a spherical 
device and a bracket fitted on the L-category vehicle for c onnecting to the trailer by 
means of a coupling head; 
(17) ‘coupling head’ means a mechan ical coupling device on the drawbar of trailers for 
connecting to a coupling ball on the L-category vehicle; 
(18) ‘coupling point’ means the centre of engageme nt of the coupling fitted to a towed 
vehicle within the coupling fitted to a towing vehicle; 
(19) ‘secondary coupling’ means a connecting device  capable in the event of separation of 
the main coupling, to ensure that the traile r remains connected to the towing vehicle and 
that there is some residual steering action; 
(20) ‘plate edge’ means the outline of a plate which would have a total of four clearly 
identifiable edges if its shape were flat and square and of an overall material thickness 
not exceeding 10 mm; 
(21) ‘stem’ means any projection or  part which appears to have  a round or virtually round 
shape, including bolt and screw heads, with a relatively constant overall diameter and which has a free end that can be contacted; 
(22) ‘mesh size’ means the number of op enings per (linear) inch of mesh; 
(23) ‘load platform’ means a platform attached to the structure of the L- category vehicle for 
the carriage of load; 
(24) ‘standard equipment’ means th e basic configuration of a ve hicle equipped with all the 
features required under the regulatory acts re ferred to in Annex II to Regulation (EU) 
No 168/2013, including all features that are fi tted without giving rise to any further 
specifications on configuration or equipment level; 
(25) 
‘optional equipment’ means features that ar e not included in the standard equipment and 
may be fitted to a vehicle under the responsibility of the manufacturer; EN 13   EN (26) ‘mass of the optional equipment’ means the mass of the equipment which may be fitted 
to the vehicle in addition to the sta ndard equipment, in accordance with the 
manufacturer’s specifications; 
(27) ‘mass of the coupling’ means the mass of the coupling device and the parts necessary 
for attaching the coupling to the vehicle; 
(28) ‘technically permissible maximum mass at  the coupling point’ means the mass, 
corresponding to the maximum permissible st atic vertical load on the coupling point 
(‘S’ or ‘U’ value), of a towing vehicle, on the basis of the construction features of the 
coupling and the towing vehicle; 
(29) ‘actual mass’ in relation to a vehicle means the mass in running order as referred to in 
Article 5 of Regulation (EU) No 168/2013, plus the mass of the driver (75 kg), plus the 
mass of the alternative propell ant storage if applicable an d plus the mass of optional 
equipment; 
(30) ‘technically permissible maximum laden ma ss’ (M) means the maximum mass allocated 
to a vehicle on the basis of its construc tion features and design performances; 
(31) ‘technically permissible maximum towable mass’ (TM) means the maximum mass 
capable of being towed by a towing vehicle; 
(32) ‘axle’ means the common axis of rotation of  two or more wheels whether power driven 
or freely rotating, and whether in one or more segments located in the same plane 
perpendicular to the longitudina l centre-line of the vehicle; 
(33) ‘technically permissible maximum mass on th e axle’ (m) means the mass corresponding 
to the maximum permissible static vertical load transmitted to the ground by the wheels 
of the axle, on the basis of the construction f eatures of the axle and the vehicle and their 
design performances; 
(34) ‘pay-mass’ means the difference between th e technically permissible maximum laden 
mass and the actual mass of the vehicle; 
(35) ‘longitudinal plane’ means a vertical plan e running parallel to the straight-ahead 
direction of travel of the vehicle; 
(36) ‘emission control system’ means the electronic  engine management controller and any 
emission-related component in the exhaust or evaporative system which supplies an 
input to or receives an output from this that controller; 
(37) ‘malfunction indicator (‘MI’) means a visible or audible indicator that clearly informs 
the driver of the vehicle in the event of malfunctions as referred to in Article 21 of Regulation (EU) No 168/2013; 
(38) ‘malfunction’ means the failure of a component  or system that would result in emissions 
exceeding the OBD thresholds laid down in Section (B) of Annex VI to Regulation 
(EU) No 168/2013, or the triggering of any operating mode which significantly reduces 
engine torque, or the OBD system being unable to fulfil the basic monitoring requirements of Annex XII; 
(39) ‘secondary air’ means air in troduced into the exhaust sy stem by means of a pump or 
aspirator valve or other means intended to aid in the oxidation of HC and CO contained 
in the exhaust gas flow; EN 14   EN (40) ‘engine misfire’ means a lack of combustion in the cylinder of a positive-ignition engine 
due to the absence of spark, poor fuel me tering, poor compression or any other cause. 
(41) ‘type I test’ means the applicable driv ing cycle used for emission approvals; 
(42) ‘driving cycle’ means a test cycle consisti ng of engine start-up, driving mode where a 
malfunction would is detected if present, and engine shut-off; 
(43) ‘warm-up cycle’ means vehicle operation whereby the coolant temperature rises by at 
least 22 K from engine start-up to at least 343.2 K (70°C); 
(44) ‘fuel trim’ refers to feedback adju stments to the base fuel schedule; 
(45) 'short-term fuel trim' refers to dynamic or instantaneous adjustments to the base fuel 
schedule; 
(46) 'long-term fuel trim refers' to much more gradual adjustments to the fuel calibration 
schedule which compensate for vehicle differe nces and gradual changes that occur over 
time; 
(47) ‘calculated load value’ means referring to an indication of the current airflow divided by 
peak airflow, where peak airflow is corrected  for altitude, if available. This definition 
provides a dimensionless number that is not  engine-specific and provides the service 
technician with an indication of the proporti on of engine capacity being used (with wide 
open throttle as 100%); 
(48) ‘permanent emission default mode’ refers to a case where the engine management 
controller permanently switches to a setting th at does not require an input from a failed 
component or system where such a failed component or system would result in 
increasing emissions from the vehicle exceed ing the limits set out in Section (B) of 
Annex VI to Regulation (EU) No 168/2013; 
(49) ‘power take-off unit’ means an engine-dri ven output provision for the purposes of 
powering auxiliary, vehicle-mounted equipment; 
(50) ‘access to OBD’ means the ava ilability of all emission and safety critical related on-
board diagnostic information including a ll fault codes required for the inspection, 
diagnosis, servicing or repair of environmen tal or functional-safety -related parts of the 
vehicle, via the serial interf ace for the standard diagnostic connection, pursuant to point 
3.12 of appendix 1 to Annex XII. 
(51) ‘unrestricted access to the OBD system’ means: 
(a) access not dependent on an access code obtainable only from the manufacturer, or 
a similar device; or 
(b) access allowing evaluation of the data produced without the need for any unique 
decoding information, unless that informati on itself is standardised information; 
(52) ‘standardised data’ means that all data st ream information, including all fault codes 
used, produced only in accordance with industr y standards which, by virtue of the fact 
that their format and their permitted options  are clearly defined, provide for a maximum 
level of harmonisation in the L-category ve hicle industry, and the use of which is 
expressly permitted in this Regulation;  
(53) ‘deficiency’ in respect of vehicle OBD syst ems, means a situation in which up to two 
separate components or syst ems that are monitored contain temporary or permanent EN 15   EN operating characteristics that impair their otherwise efficient OB D monitoring or do not 
meet all other detailed requirements for OBD; 
(54) ‘significant reduction of propulsion torque’ m eans a propulsion torque less than or equal 
to 90  % of torque in nor mal operation mode; 
(55) ‘surface of patterned mesh’ m eans a surface consisting of a pa ttern of shapes, such as 
round, oval, diamond, rectangular or square holes, spread evenly at intervals not 
exceeding 15 mm; 
(56) ‘surface of grille’ means a su rface consisting of parallel bars spread evenly and not 
more than 15 mm apart; 
(57) ‘nominal surface’ means a theoretical geomet rically perfect surface without taking into 
account surface irregularities such as protrusions or indentations; 
(58) ‘inclination’ means the degree of angular deviation in rela tion to a vertical plane; 
(59) ‘customer adaptation’ means any change to a vehicle, system, co mponent or separate 
technical unit made at the request of a customer and subject to approval; 
(60) ‘carry-over system’ means a system, as define d in Article 3(15) of  Regulation (EU) No 
168/2013, carried over from an old type of vehicle to a new type of vehicle; 
(61) ‘stand’ means a device firmly attached to the vehicle and able to maintain the fully 
unattended vehicle in its intended parking position; 
(62) ‘prop stand’ means a stand which, when ex tended or swung into the position of use, 
supports the vehicle on one side only, leavi ng both wheels in cont act with the ground; 
(63) ‘centre stand’ means a stand which, when swung into the position of use, supports the 
vehicle by providing one or more areas of contact between the vehicle and the ground 
on both sides of the longitudinal median plane of the vehicle; 
(64) ‘transverse tilt’ means the sideways gradient , expressed as a percentage, of the actual 
supporting surface where the line formed by th e intersection of the longitudinal median 
plane of the vehicle and the supporting surface is perpendicular to the line of maximum 
gradient; 
(65) ‘longitudinal tilt’ means the fore and aft gr adient, expressed as a percentage, of the 
actual supporting su rface where the longitudinal median plane of the vehicle is parallel 
to, and thus in line with, th e line of maximum gradient; 
(66) ‘in-use position’ of a stand refers to a st and being extended or opened and put in the 
intended position for parking; 
(67) ‘not-in-use position’ of a stand refers to a sta nd being retracted or closed and kept in the 
position for travelling. EN 16   EN CHAPTER II 
OBLIGATIONS OF MANUFACTURERS REGARDING 
VEHICLE CONSTRUCTION 
Article 3 
Fitting and demonstration requirements  related to vehicle construction 
1. In order to comply with the vehicle construction requirement s as laid down in Article 18 
of, and Annex II to, Regulation (EU) No  168/2013, manufacturers shall equip L-
category vehicles with systems, component s and separate technical units affecting 
functional safety and environmental prot ection that are designed, constructed and 
assembled so as to enable the vehicle in normal use and maintained according to the prescriptions of the manufacturer to comply  with the detailed technical requirements 
and testing procedures. 
2. In accordance with Articles 6 to 20 ma nufacturers shall demonstrate by means of 
physical demonstration testing to the approva l authority that the L-category vehicles 
made available on the market, registered or entering into service in the Union comply 
with the vehicle construction requirements of Chapter III to Regulation (EU) No 
168/2013 and comply with the deta iled technical requirements and test procedures laid 
down in Articles 6 to 20 of this Regulation. 
3. Manufacturers shall ensure that spare parts and equipment that are made available on 
the market or are entering into service in the Union comply with the relevant requirements of Regulation (EU) No 168/2013, as specified by the detailed technical 
requirements and test procedures referred to  in this Regulation. An approved L-category 
vehicle equipped with such a spare part or equipment shall meet the same test 
requirements and performance limit values as a vehicle equipped with  an original part 
or equipment satisfying endurance requirements up to and including those set out in Articles 22(2), 23 and 24 of Regulation (EU) No 168/2013. 
4. Manufacturers shall also ensure that type-app roval procedures for verifying conformity 
of production are followed with regard to the detailed vehicl e construction requirements 
laid down in Article 33 of  Regulation (EU) No 168/2013 a nd the detailed technical 
requirements in this Regulation. 
5. Where applicable, the manufacturers shall submit to the approval authority a description 
of the measures taken to prevent tamperi ng with the powertrain management system 
including the emission and functi onal safety control computers. 
Article 4 
Application of UNECE regulations 
1. The UNECE regulations and amendments thereto set out in Annex I to this Regulation 
shall apply to type approval. 
2. Vehicles with a maximum design vehicle spee d lower than or equal to 25 km/h shall 
meet all the relevant requirements of UNEC E regulations applying to vehicles with a 
maximum vehicle design speed higher than 25 km/h. EN 17   EN 3. References to vehicle categories L1, L 2, L3, L4, L5, L6 and L7 in the UNECE 
regulations shall be understood as references to vehicle categories L1 e, L2e, L3e, L4e, 
L5e, L6e and L7e respectively under this Regulation, including any sub-categories. 
Article 5 
Technical specifications on vehicle constr uction requirements and test procedures  
1. The vehicle construction test procedures shal l be performed in accordance with the test 
requirements laid down in this Regulation. 
2. The test procedures shall be carried out or  witnessed by the approval authority or, if 
authorised by the approval auth ority, by the technical service. 
3. The measurement methods and test results shal l be reported to the approval authority in 
the test report format laid down set out pursu ant to Article 32(1) of Regulation (EU) No 
168/2013. 
Article 6  
Requirements applying to powertrain tampering prevention (anti-tampering) measures 
The test procedures and requirements appl ying to powertrain tampering prevention 
(anti-tampering) measures referred to in Annex II (C1) to Regulation (EU) No 168/2013 
shall be conducted and verified in acco rdance with Annex II to this Regulation. 
Article 7  
Requirements applying to the arrangem ents for type-approval procedures 
The test procedures and requirements appl ying to arrangements for type-approval 
referred to in Annex II (C2) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with Annex III to this Regulation. 
. 
Article 8  
Requirements applying to conformity of production (CoP) requirements 
The test procedures and requirements appl ying to conformity of production (CoP)  
referred to in Annex II (C3) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with Annex IV to this Regulation. 
Article 9  
Requirements applying to coupling devices and attachments 
The test procedures and requirements appl ying to coupling devi ces and attachments 
referred to in Annex II (C4) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with Annex V to this Regulation. 
Article 10  
Requirements applying to devices to prevent unauthorised use 
The test procedures and requirements applyi ng to devices to prevent unauthorised use 
referred to in Annex II (C5) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with Annex VI to this Regulation. EN 18   EN Requirements applying to electromagnetic compatibility (EMC) 
The test procedures and requirements applying to devices to electromagnetic 
compatibility (EMC) referred to in Annex II (C6) to Regulation (EU) No 168/2013 shall 
be conducted and verified in accordance with Annex VII to this Regulation. 
Article 12  
Requirements applying to external projections 
The test procedures and requirements applying  to external projections referred to in 
Annex II (C7) to Regulation (EU) No 168/ 2013 shall be conducted and verified in 
accordance with Annex VIII to this Regulation. 
Article 13 
Requirements applying to fuel storage 
The test procedures and require ments applying to fuel storag e referred to in Annex II 
(C8) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance 
with Annex IX to this Regulation. 
Article 14  
Requirements applying to load platforms 
The test procedures and requi rements applying to load platforms referred to in Annex II 
(C9) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance 
with Annex X to this Regulation. 
Article 15  
Requirements applying to masses and dimensions 
The test procedures and requirements applyi ng to masses and dimensions referred to in 
Annex II (C10) to Regulation (EU) No 168/ 2013 shall be conducted and verified in 
accordance with Annex XI to this Regulation. 
Article 16  
Requirements applying to the functional requirements of on-board diagnostics 
The test procedures and requirements applyi ng to functional requir ements of on-board 
diagnostics referred to in Annex II (C11)  to Regulation (EU) No 168/2013 shall be 
conducted and verified in accordance with Annex XII to this Regulation. 
Article 17  
Requirements applying to passe nger handholds and footrests 
The test procedures and requirements appl ying to passenger handholds and footrests 
referred to in Annex II (C12) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with Annex XIII to this Regulation. EN 19   EN Article 18  
Requirements applying to the registration plate space 
The test procedures and requirements applyi ng to the registration plate space referred to 
in Annex II (C13) to Regulation (EU) No 168/2013 shall be conducted and verified in 
accordance with Annex XIV to this Regulation. 
Article 19 
Requirements applying to access to repair and maintenance information 
The test procedures and requirements applyi ng to access to repa ir and maintenance 
information referred to in Annex II (C14)  to Regulation (EU) No 168/2013 shall be 
conducted and verified in accordance with Annex XV to this Regulation. 
Article 20  
Technical requirements applying to stands 
The test procedures and requirements applying to stands referred to in Annex II (C15) to 
Regulation (EU) No 168/2013 shall be conduct ed and verified in accordance with 
Annex XVI to this Regulation. 
CHAPTER III 
OBLIGATIONS AND REQUIREMENTS RELATING TO 
TECHNICAL SERVICES 
Article 21  
Performance standards and asse ssment of technical services 
Technical services have to comply with the performance standards and the procedure 
for their assessment referred to in Annex II (C16) to Regulation (EU) No 168/2013, 
which shall be verified in accordance  with Annex XVII to this Regulation. 
Article 22  
Permissibility of self-testing  
With respect to the Self-testing by in-house tec hnical services referred  to in Article 64 
(1) of Regulation (EU) No 168/2013, such tests shall only be conducted where permitted in Annex III to this Regulation. 
CHAPTER IV 
OBLIGATIONS OF THE MEMBER STATES 
Article 22 
Type-approval of vehicles , systems, components an d separate technical units 
In accordance with Articles 18, 25 and 33 of Regulation (EU) No 168/2013 and with 
effect from the dates laid down in Anne x IV to Regulation (EU) No 168/2013, national 
authorities shall, as regards new vehicles  not complying with Regulation (EU) No 
168/2013 and this Regulation, consider certifica tes of conformity to be no longer valid 
for the purposes of Article 43(1) of Regula tion (EU) No 168/2013 and shall, on grounds 
relating to emissions, fuel or energy consump tion, or the applicable functional safety or EN 20   EN vehicle construction requirements, prohibi t the making available on the market, 
registration or entry into service of such vehicles. 
CHAPTER V 
FINAL PROVISIONS 
Article 23 
Entry into force  
This Regulation shall enter into force on the twentieth day following that of its 
publication in the Official Journal of the European Union .  
It shall apply from 1 January 2016. 
This Regulation shall be binding in  its entirety and directly applicable in all Member States. 
Done at Brussels,  
 For the Commission 
 The President EN 21   EN LIST OF ANNEXES  
Annex 
Number Annex title Page # 
C1 Vehicle construction and general type-approval requirements 
I List of UNECE regulations whic h apply on a compulsory basis 23 
II Requirements regarding powertr ain tampering prevention (anti-
tampering) measures  24 
III Requirements regarding applying to arrangements for type-
approval procedures 31 
IV Requirements regarding applying to conformity of production 
(CoP) 39 
V Requirements applying to coup ling devices and attachments 54 
VI Requirements applying to devices  to prevent unauthorised use 64 
VII Requirements applying to regarding electromagnetic 
compatibility (EMC) 65 
VIII Requirements applying to external projections 66 
IX Requirements applying to regarding fuel storage 75 
X Requirements applying to load platforms 83 
XI Requirements regarding applyi ng to masses and dimensions 84 
XII Requirements regarding appl ying to functional on-board 
diagnostics (OBD)  94 
XIII Requirements applying to pa ssenger handholds and footrests 118 
XIV Requirements applying to the registration plate space 120 
XV Requirements regarding applying to access to repair and 
maintenance information 124 
XVI Requirements applying to stands 133 
C2 Requirements of technical services 
XVII Performance standards and asse ssment of technical services 141 EN 22   EN ANNEX I  
List of UNECE regulations whic h apply on a compulsory basis  
UNECE 
regulation 
No Subject Series of 
amendments OJ 
Reference Applicability 
10 Electromagnetic 
compatibility (EMC) 04 OJ L 254, 
20.9.2012, 
p. 1 L1e, L2e, L3e, 
L4e, L5e, L6e 
and L7e 
62 Protection against 
unauthorised use 00 OJ L 56, 
27.3.2013, 
p. 37 L1e, L2e, L3e, 
L4e, L5e, L6e 
and L7e 
Explanatory note: The fact that  a component is included in this list does not make its 
installation mandatory. For certain components, however, mandatory installation requirements 
are laid down in other anne xes to this Regulation. EN 23   EN ANNEX II  
Requirements regarding powertrain tamperin g prevention measures (anti-tampering)  
1. Purpose and scope 
1.1. The powertrain tampering prevention (a nti-tampering) measures are aimed at 
ensuring that adverse changes to the vehicle's powertrain which have 
negative impacts on functional safety and/or on the environment are discouraged. 
1.2. The measures shall include special requirements on vehicle markings as 
regards maximum power, maximum de sign vehicle speed and stationary 
sound level on the statutory plate referre d to in Article 39 (1) of Regulation 
(EU) No 168/2013. The special marki ng of original and non-original 
components, separate technical un its, parts and equipment affecting 
environmental and propulsion performance and functional safety shall comply with Articles 39(2) and 39(3 ) of Regulation (EU) No 168/2013 in 
order to allow enforcement authorities to verify whether parts and equipment fitted to a vehicle in-use are appropr iate for the type-approved vehicle. 
1.3. Scope 
All L-category vehicles referred to in Article 2 of Regulation (EU) No 
168/2013, with the exception of  (sub-) categories L3e-A3, L4e-A3 and L5e. 
2. General requirements 
2.1. The manufacturer shall ensure that the approval authority and technical 
service is provided with the necessary information and, where appropriate, 
the necessary vehicles, propulsions, co mponents and separate technical units 
to enable them to verify that the requirements of this Annex have been met. 
2.2. The manufacturer shall d eclare in the application for the type-approval its 
commitment not to market interchang eable components which could enable 
an increase in propulsion performance th at are applicable to the relevant 
(sub-) category. 
2.3. Interchangeability of non-identical pa rts between type-approved vehicles: 
2.3.1. The interchangeability of the following parts in an individual or combined 
way, shall not result in an increase of the propulsion performance exceeding 
the values measured and reported at t ype-approval meaning that in any case 
the maximum design vehicle speed a nd/or the maximum continuous rated 
and/or net engine power of the releva nt category shall remain within the 
conformity of production boundaries se t-out in point 4.1.4. of Annex IV:  
2.3.1.1. for vehicles equipped with  a two-stroke engine: cyli nder/piston combination, 
carburettor or fuel injector(s),  intake pipe, exhaust system;  
2.3.1.2. for vehicles equipped with a four-s troke engine: cylinder head, camshaft, 
cylinder/piston combination, carburettor or fu el injector(s), intake pipe, 
exhaust system.  EN 24   EN 2.4. In no case may the approved maximu m design vehicle speed and/or the 
maximum continuous rated and/or net e ngine power of the relevant (sub-) 
category, set-out in Annex I to Re gulation (EU) No 168/2013 may, be 
exceeded meaning that in any case the vehicle's propulsion performance shall remain within the conformity of production bounda ries set-out in point 
4.1.4. of Annex IV. 
2.5. In the case of chains or cogged belts,  the number of teeth shall be displayed 
on the pinions. 
2.6. The manufacturer shall decl are that manufacturer-faci litated modifications of 
the following characteristics will no t increase the propulsion performance 
exceeding the conformity of production boundaries set-out in point 4.1.4. of 
Annex IV: spark delivery of the ignition system if applicable, fuel feed and 
delivery system, air intake system in cluding air filter(s ) (modification or 
removal), propulsion battery configurati on or electric power to the electric 
motor(s) if applicable, the drive train and the control unit(s) that control the powertrain of the vehicle.  
2.7. If the ignition timing is  adjustable, the propulsi on performance shall be 
measured with the ignition advance set within ± 5° of the value at which maximum engine power is achieved. 
2.8. The manufacturer shall ensure that the approved vehicle complies with the 
following provisions on electronic system security limiting the vehicle’s environmental and propulsion performance. 
2.8.1. For vehicles equipped with (an) electr ical/electronic devi ce(s) which limit its 
propulsion performance, the vehicle ma nufacturer shall provide data and 
evidence to the test authorities to  demonstrate that modification or 
disconnection of the device or its wiring system will not increase 
performance. 
2.8.2. Any vehicle equipped with electronic control shall include features to 
prevent modification, except as permitted by the manufacturer. The manufacturer shall permit modificatio ns necessary for the diagnosis, 
servicing, inspection, re trofitting or repair of the vehicle. 
2.8.3. Any reprogrammable computer codes or operating parameter shall be 
resistant to tampering and afford a level of protection at least as high as the provisions in ISO 15031-7: 2001, provided that the se curity exchange is 
conducted using the communication protoc ols and standardised diagnostic 
connector prescribed in Appendix 1 to Annex XII. 
2.8.4. To avoid increases in propulsion performance, computer-coded propulsion 
operating parameters shall not be chang eable without the use of specialised 
tools and procedures, e.g. soldered or potted computer components, sealed or 
soldered computer enclosures. 
2.8.5. Any removable calibration memory chips shall be potted, encased in a sealed 
container or protected by electronic al gorithms, and shall not be changeable EN 25   EN without the use of specialis ed tools and procedures. 
2.8.6. Manufacturers using programmable com puter code systems (e.g. electrical 
erasable programmable read-onl y memory, EEPROM) shall deter 
unauthorised reprogramming. They shall include enhanced tamper-protection 
strategies and write-protect features requiring electronic access to an off-site 
computer maintained by the manuf acturer and to which independent 
operators shall also have access using the protection afforded in Annex XV. Methods giving an adequate level of ta mper protection, such as seed and key 
security access as per Keyword 2000 protocol, shall be approved by the 
approval authority. 
2.8.7. Stored on-board diagnostic trouble codes (DTCs) in the powertrain or engine 
control unit(s) shall not be erased by disconnecti on of the on board computer 
from the vehicle power supply or by di sconnection or failure of the vehicle 
battery or ground. 
3. Additional specific requirements fo r (sub-)category L1e, L2e and L6e 
vehicles 
3.1. The acceptable tolerance for maximum vehicle speed and/or power 
limitation of category L1e, L2e and L6e vehicles shall be +/- 5% of the maximum design vehicle speed and/or net and/or conti nuous rated power 
classification criteria referred to in  Annex I to Regulation (EU) No 168/2013.
3.2. Requirements for category L1e, L2e and L6e vehicles equipped with a 
combustion engine 
3.2.1. Intake system 3.2.1.1. Each intake pipe shall be fixed wi th shear-bolts or bolts removable only 
using special tools. A restricted sec tion, indicated on the outside, shall be 
located inside the pipes; at that point the wall shall be less than 4 mm in 
thickness, or 5 mm if composed of a flexible material such as rubber.  
3.2.1.2. Any interference with the pipes aimed at modifying the restricted section 
shall lead to either the destruction of the pipes or complete and permanent malfunctioning of the engine until they  are restored to their approved 
condition. 
3.2.1.3. A marking with indication of the ve hicle category or ca tegories shall be 
legible on the pipes. 
3.2.2. Engine 3.2.2.1. If an engine is equipped with (a) reed valve(s), this shall be fixed with shear-
bolts which prevent re-use of its support or bolts removable only using 
special tools. 
3.2.2.2. 
After mounting, the maximum thickness of a cylinder-head gasket, if any, shall 
not exceed 1.3 mm.  EN 26   EN 3.2.2.3. Piston for two-stroke engines. 
The piston, when in position at top dead centre, shall not cover the inlet port. 
This requirement does not apply to thos e parts of the transfer / scavenging 
port which coincide with the inlet port in  the case of vehicl es the engine of 
which is equipped with an induction sy stem incorporating reed valve(s). 
3.2.2.4. For two-stroke engines,  rotation of the piston th rough 180° shall not increase 
engine performance. 
3.2.3. Exhaust system 3.2.3.1. No artificial restriction is permitted in the exhaust system. The valve guides 
of a four-stroke engine are not to be  considered artificial restrictions. 
3.2.3.2. Removing the resonator tube, if instal led, shall not result in an increase in 
propulsion performance. 
3.2.3.3. The part(s) of the exhaust system insi de the silencer(s) which determine(s) 
the effective length of the exhaust pipe shall be affixed to the silencer(s) or 
expansion box(es) in such a way that it (they) cannot be removed. 
3.5. Continuous Variable Transmission (CVT) 3.5.1. CVT Transmission covers, if availabl e, shall be fixed by means of at a 
minimum 2 shear bolts or be disasse mbled only by using special tools. 
3.5.2. The CVT mechanism intended to limit th e drive ratio by limitation of the 
effective distance between two discs shall be fully integrated in one or both 
discs in such a way that it is impossible to modify the effective distance beyond a limit that would result in an  increase of the maximum vehicle 
speed of more than 10% of this maxi mum permissible vehicle speed without 
destroying the disc system. If the ma nufacturer employs interchangeable 
spacer rings in the CVT to adjust th e maximum vehicle speed, the complete 
removal of these rings sh all not increase the maximum vehicle speed with 
more than 10 %. 
4. Additional specific requirements for (sub-)categories L3e-A1 and L4e-
A1 
4.1. Sub-category L3e-A1 and L4e-A1 vehicles shall comply with the 
requirements of either point 3.2.1.or 3.2.2.1.or 3.2.3.1. and comply with the requirements set-out in points 3.2.3.2. and 3.2.3.3.  
4.2. Intake system 
An irremovable sleeve shall be  located in the inlet conduit.  
4.2.1. If such a sleeve is located in the inta ke pipe, the latter sh all be fixed to the 
engine block by means of shear-bolts or bolts removable only using special 
tools. 
4.2.2. The sleeve shall have a minimum har dness of 60 HRC. In the restricted EN 27   EN section it shall not exceed 4 mm in thickness.  
4.2.3. Any interference with th e sleeve aimed at removing or modifying it shall 
lead to either the destruction of th e sleeve and its support or complete and 
permanent malfunctioning of the engine unt il it is restored to its approved 
condition.  
4.2.4. A marking with indication of the ve hicle category or ca tegories shall be 
legible on the surface of the sleeve or not far from it.  
4.2.5. Each intake pipe shall be fixed wi th shear-bolts or bolts removable only 
using special tools. A restricted sec tion, indicated on the outside, shall be 
located inside the pipes; at that point the wall shall be less than 4 mm in thickness, or 5 mm if using a flex ible material such as rubber. 
4.2.6. Any interference with the pipes aimed at modifying the restricted section 
shall lead to either the destruction of the pipes or complete and permanent malfunctioning of the engine until they  are restored to  their approved 
condition. 
4.2.7. A marking with indication of the ve hicle (sub-) category as defined in 
Articles 2 and 4 of, and Annex I to, Regulation (EU) No 168/2013 shall be 
legible on the pipes. 
4.2.8. The part of the inlet conduit locate d in the cylinder head shall have a 
restricted section. In the whole inle t passage, there shall not be a more 
restricted section (except the valve-seat section). 
4.2.9. Any interference with th e conduit aimed at modifyi ng the restricted section 
shall lead to either the destruction of  the pipe or complete and permanent 
malfunctioning of the engine until it is restored to its approved condition. 
4.2.10. A marking with indication of the vehicle category as referred to in Article 39 
of Regulation (EU) No 168/2013 shall be legible on the cylinder head. 
4.2.11. The diameter of the restricted secti ons referred to in point 4.2. may vary 
according to the (sub-) category vehicle concerned. 
4.2.12. The manufacturer shall supply the diamete r(s) of the restricted section(s) and 
demonstrate to the approval authority  and technical service that this 
restricted section is the most critical for the passage of gases, and that there 
is no other section which, if modi fied, could increase propulsion 
performance. 
5. Additional specific requirements for other (sub-) categories of vehicle 
within the scope of point 1.3.  
5.1. For vehicles of sub-category L3e-A2  or L4e-A2 vehicle any variant or 
version among the same type shall not  have a maximum net engine power 
and/or maximum continuous rated pow er that exceed the double of that 
power. EN 28   EN 5.2. The manufacturer shall declare that modifications and interchangeability of 
the characteristics and components listed below shall not lead to: 
– for vehicles of sub-category L3 e-A2 and L4e-A2, exceeding the 
double of the net engine power or maximum continuous rated power; or, 
– for vehicles of category L7e, exceeding the approved propulsion 
performance;: 
5.2.1. spark delivery of the ignition system, if applicable; 5.2.3. fuel feed and delivery system; 5.2.4. air intake system including air fi lter(s) (modification or removal); 
5.2.5. the drive train; 5.2.6. the control unit(s) that control(s)  the propulsion performance of the 
powertrain; 
5.2.7. removal of any component (mechanical , electrical, structural, etc.) which 
limits full engine load leading to any change in the propulsion performance 
approved in accordance with Annex II (A) to Regulation (EU) No 168/2013. EN 29   EN ANNEX III  
Requirements regarding applying to a rrangements for type-approval procedures  
1. Type-approval process 
1.1. When receiving an application for vehi cle type-approval, the approval authority 
shall: 
1.1.1. verify that all EU type-approval certific ates issued pursuant to the regulatory 
acts which are applicable for vehicle t ype-approval cover the vehicle type and 
correspond to the prescribed requirements; 
1.1.2.  by reference to the documentation make su re that the vehicle specifications and 
data contained in the vehicle informati on document are included in the data in 
the information packages and in the EU type-approval certificates in respect of 
the relevant regulatory acts; 
1.1.3.  when an item number in the information document is not included in the 
information package of any of the regulator y acts, confirm that the relevant part 
or characteristic conforms to the particulars in the information folder; 
1.1.4.  on a selected sample of vehicles from the type to be approved carry out or 
arrange to be carried out inspections of vehicle parts and systems to verify that 
the vehicle(s) is/are built in accordance with the relevant data contained in the authenticated information package in resp ect of the relevant EU type-approval 
certificates; 
1.1.5.  carry out or arrange to be carried out re levant installation checks in respect of 
separate technical un its where applicable; 
1.1.6.  carry out or arrange to be carried out necessary checks in respect of the 
presence of the devices provided for in Annex II to Regulation (EU) No 
168/2013; 
1.1.7.  carry out or arrange to be carried out n ecessary checks in order to ensure that 
the requirements regarding gaseous-fuel systems are fulfilled, if applicable. 
2. Combination of technical specifications 
2.1. The number of vehicles to be submitted shall be sufficient to permit the proper 
check of the various combinations to be type-approved according to the following criteria: 
2.1.1. vehicle type, variants and versions; 2.1.2.  vehicle and propulsion family; 
2.1.3.  transmission; 
2.1.4.  body style; 
2.1.5.  number of doors; EN 30   EN 2.1.6.  number of seating positions. 
3. Specific provisions 
3.1. Where no approval certificates for any of the relevant regulatory acts are 
available, the approval authority shall: 
3.1.1.  arrange for the necessary tests and check s as required by each of the relevant 
regulatory acts; 
3.1.2.  verify that the vehicle conforms to the particulars in the vehicle information 
folder and that it meets the technical requirements of each of the relevant regulatory acts; 
3.1.3.  carry out or arrange to be carried out re levant installation checks in respect of 
separate technical un its where applicable; 
3.1.4.  carry out or arrange to be carried out necessary checks in respect of the 
presence of the devices provided for in Annex II to Regulation (EU) No 
168/2013 where applicable; 
3.1.5.  carry out or arrange to be carried out n ecessary checks in order to ensure that 
the requirements regarding gaseous-fuel systems are fulfilled, if applicable. 
4. Provisions regarding conversion of  subcategories (L3e/ L4e)-A2 and 
(L3e/L4e)-A3 motorcycles 
4.1. General 
Provisions for conversion shall only appl y to subcategories (L3e/ L4e)-A2 and 
(L3e/L4e)-A3 motorcycles with a nd without sidecar and vice versa. 
4.2. Conversion specified for subcategor y (L3e/ L4e)-A2 motorcycle to a 
(L3e/L4e)-A3 motorcycle and vice versa shall be permitted under the following controlled conditions: 
4.2.1. Type-approval 
The manufacturer shall conduct in type -approval separate tests for the 
(L3e/L4e)-A2 and (L3e/L4e)-A3 motorcycle  configurations and demonstrate to 
the technical service and to the satisf action of the approval authority the L3e 
motorcycle's compliance with and separately report on the following requirements: 
4.2.2. Environmental and propulsi on performance requirements  set-out in Chapter III 
of Regulation (EU) No 168/2013, and tests referred to in Annexes II, V, VI and 
VII to that Regulation (EU) No 168/2013: 
4.2.2.1. the environmental test types I, II, V, V II, VIII and IX referred to in Annex V to 
Regulation (EU) No 168/2013; 
4.2.2.2. the propulsion performance requirements a nd tests referred to in Annex II(A2) 
to Regulation (EU) No 168/2013; EN 31   EN 4.2.2.3. the vehicle / propulsion family definiti ons shall be separately determined and 
reported for the (L3e/L4e)-A2 and for the (L3e/L4e)-A3 motorcycle configurations. 
4.2.3. Functional safety requirements: tests shall be conducted a nd the associated 
requirements shall be met according to points (B2), (B4), (B14), (B17) and (B18) of Annex II to Regulation (EU) No 168/2013; 
4.2.4. Vehicle construction tests shall be c onducted and the associated requirements 
shall be met according to points (C1) and (C10) of Annex II to Regulation (EU) No 168/2013 in the (L3e/ L4e)-A2 configuration. 
4.2.5. All other type-approval requirements than  the ones listed in point 4.1.1.1. which 
are set-out in Annex II to  Regulation (EU) No 168/2013 shall be regarded as 
common and equal between the (L3e/ L4e)-A2 and (L3e/L4e)-A3 motorcycle configurations and shall therefore only  be tested and reported once for both 
performance configurations. For the syst ems, components, separate technical 
units, parts or equipment of the vehicle unaffected by the conversion it shall be 
allowed to use the same test reports. 
4.2.6. One WVTA shall be issued for the category L3e-A2 motorcycle having a 
unique EU type-approval number. A sp ecial section in the information 
document and in the type-a pproval certificate shall re flect the information on 
the type-designation, type-a pproval number, technical data of the converted 
vehicle as well as the description of th e parts, software, etc. to convert the 
vehicle into the L3e-A3 configuration. 
4.2.7. One WVTA shall be issued for the L3 e-A3 motorcycle having a unique EU 
type-approval number. The special sect ion in the information document as 
referred to in point 4.1.2. shall be added into the type-approval  file of the L3e-
A3 vehicle. 
4.2.8. If the complete information for the conve rsion is not availabl e at the time of 
type-approval the completed information may be introduced w ith an extension 
of the EU-WVTA. If onl y the number of the other EU-WVTA is missing, it 
may be added with a revision of the EU-WVTA. 
4.2.9. Electronic information of the (L 3e/ L4e)-A2 or A3 motorcycle 
The manufacturer shall program the app licable motorcycle sub-category "L3e-
A2" or "L3e-A3" in the PCU / ECU memory of the motorcycle when converting from the (L3e/ L4e)-A2 to  (L3e/L4e)-A3 configuration or vice 
versa. 
4.2.9.1. This electronic information shall be ma de available in a readable format on 
request of a generic scan tool in comply ing with the provisions set-out in Annex 
XII. 
4.2.9.2. This electronic information shall be pr otected against tamp ering in accordance 
with point 2.8 of Annex II. 
4.2.9.3. On request of the motorcycle manufactur er the vehicle may be exempted from EN 32   EN complying with the requirements in point 4.2.9.1 and 4.2.9.2. up until 1 January 
2020 under the condition that a comprehens ive technical justification will be 
added to the information folder. 
4.2.10. The Certificate of Confor mity (CoC) shall only bear  the data of one vehicle 
configuration, either (L3e/L4e)-A2 or  (L3e/L4e)-A3, at the end of the 
production line in the factory when fi nally set to one of the two possible 
configurations. 
4.2.11. Only one vehicle identification numbe r (VIN) of the (L3e/L4e)-A2 and A3 
motorcycle type shall be assigned to motorcycles wh ich can be converted from 
subcategories (L3e/ L4e)-A2 to (L3e/L4e )-A3 or vice versa. The statutory plate 
fitted on the vehicle shall contain this VIN and shall bear the two EU type-approval numbers with clear indication of the stationary  noise levels and engine 
powers in both configurations. 
4.3. Conversion 
Conversion of the (L3e/L4e)-A2 or (L3e /L4e)-A3 configuration or vice versa 
shall only be performed and contro lled by the motorcycle manufacturer. 
4.3.1. The manufacturer shall issue a declara tion on request of the vehicle owner 
bearing the necessary information for the conversion linked by the VIN to the 
CoC according to the template in the anne x of the certificate of conformity set -
out in Article 38(2) of Regulation (E U) No 168/2013 and declare that from the 
technical perspective the approved L3e motorcycle may be converted to the 
(L3e/L4e)-A2 or (L3e/L4e)-A3 performance levels. 
4.3.2. This manufacturer declaration shall include: the EU-Whole Vehicle type-
approval (‘WVTA’) numbers, the changed data (with reference to the type-
approval numbers concerned in the CoC), a brief description of the parts or 
equipment to be changed and the soft ware ID and calibration verification 
numbers for both configurations. A sp ecimen of the filled-out manufacturer 
declaration shall be included in the information folder. 
4.4. First registration 
A Member State shall not refuse first registration and shall not require any 
additional testing for the purposes of firs t registration of a new (L3e/L4e)-A2 or 
(L3e/L4e)-A3 motorcycle if the new moto rcycle (L3e/L4e)-A2  is converted to 
the (L3e/L4e)-A3 performance level or  vice versa unde r the following 
conditions: 
4.4.1. the reading of the generi c scan tool referred to in  point 4.2.9. indicates the 
appropriate (L3e/L4e)-A2 or (L3e/L 4e)-A3 configuration and a visual 
inspection leads to the conc lusion, that all part s of the motorcycle necessary for 
the conversion are changed and/or mounted; 
4.4.2. the vehicle owner presents a valid Cer tificate of Conformity  with the annexed 
manufacturer declaration referred to in point 4.3.1. 
5. Procedures to be followed dur ing multi-stage EU type-approval EN 33   EN 5.1.  General  
5.1.1. The satisfactory operation of the pr ocess of multi-stage EU type-approval 
requires joint action by all the manufact urers concerned. To this end type-
approval authorities shall ensure, before  granting first and subsequent stage 
approval, that suitable arrangements ex ist between the relevant manufacturers 
for the supply and interchange of documents and information such that the completed vehicle type meets the techni cal requirements of all the provisions 
laid down in Regulation (EU) No 168/ 2013. Such information shall include 
details of relevant system, component a nd separate technical unit approvals and 
of vehicle parts which form part of the incomplete vehicle but are not yet 
approved.  
5.1.2. Type-approvals in accordance with poi nt 5. are granted on the basis of the 
current state of completion of the ve hicle type and shall incorporate all 
approvals granted at earlier stages.  
5.1.3. Each manufacturer in a multi-stage EU t ype-approval process is responsible for 
the approval and conformity of production of all systems, components or separate technical units ma nufactured by him or added by him to the previously 
built stage. He is not responsible for subjects which have been approved in an earlier stage except in those cases where he  modifies relevant parts to an extent 
that the previously grante d approval becomes invalid.  
5.2.  Procedures. 
The approval authority shall:  
5.2.1. verify that all EU type-approval certific ates issued pursuant to the regulatory 
acts which are applicable for vehicle type -approval cover the vehicle type at its 
state of completion and correspond to the prescribed requirements;  
5.2.2. verify, in accordance with Article 25 (6) of Regulation (EU) No 168/2013 that 
the vehicle type-approved at the final st age meets at that time all applicable 
technical requirements. That shall include a documentary check of all 
requirements covered by a type-approval for an incomplete vehicle granted in the course of a multistage procedure, even where granted for a different (sub-) category of vehicle.  
5.2.3. ensure, in accordance with Article 25  (7) of Regulation (EU) No 168/2013, that 
the choice of approval procedure does not  affect the applicable substantive 
requirements with which the approved vehi cle type has to comply at the time of 
issuing of the whole-ve hicle type-approval. 
5.2.2. ensure that all the relevant data, taki ng account of the state of completion of the 
vehicle, is included in the information folder;  
5.2.3. by reference to the documentation make sure that the vehicle specification(s) 
and data contained in Part I of the vehicle information folder are included in the 
data in the information packages and in the EU type-approval certificates, in respect of the relevant regulatory acts; and in the case of a completed vehicle, 
where an item number in Part I of the information folder is not included in the EN 34   EN information package of any of the regulator y acts, confirm that the relevant part 
of characteristic conforms to the particulars in the information folder;  
5.2.4. on a selected sample of vehicles from the type to be approved carry out or 
arrange to be carried out inspections of vehicle parts and systems to verify that 
the vehicle(s) is/are built in accordance with the relevant data contained in the authenticated information package in re spect of all relevant regulatory acts;  
5.2.5. carry out or arrange to be  carried out relevant instal lation checks in respect of 
separate technical un its where applicable.  
5.3. The number of vehicles to be inspecte d for the purposes of point 4.2.4. shall be 
sufficient to permit the proper control of  the various combinations to be EU 
type-approved according to the state of completion of the vehicle and the criteria set-out in 2.1.  
6. Specific conditions required of virtual testing methods and 
regulatory acts for which virtual and/or self-testi ng methods may be used 
by a manufacturer or a technical service 
6.0.  Objectives and scope 
6.0.1. This point 6 lays down appropriate pr ovisions concerning virtual testing in 
accordance with Article 32(6) of Regul ation (EU) No 168/2013. It shall not 
apply to the second sub point of Ar ticle 32(3) of that Regulation.  
6.0.2. This point 6 also sets out topics for self-testing in accordance with the 
requirements in Article 64(1) of Regulation (EU) No 168/2013. 
6.1. List of delegated acts and their annexes 
Delegated act 
reference Annex 
No Virtual 
and/or self-
testing Subject Restrictions / Comments 
REPPR19 IX Self-testing Testing procedures on maximum 
design vehicle speed Only for subcategories L3e-
A3, L4e-A3 and L5e and does 
not include any other 
propulsion performance testing. 
RVFSR20 II Self-testing Audible warn ing devices Installation only 
RVFSR VIII Self-testing Driver-operated controls including 
identification of controls, tell-tales 
and indicators Speedometer only 
RVFSR IX Virtual testing Installation of lighting and light 
signalling devices Dimensions only 
RVFSR X Virtual testing Rearward visibility Installation only; 
only according to UNECE regulation No 81 
RVFSR XIV Virtual testing Installation of tyres Only where clearance exceeds 
10 mm. 
RVCR21 XIV Self & Virtual 
testing Registration plate space  EN 35   EN RVCR XVI Self-testing Stands Only point 2.5. stand retention 
systems. 
RAR22 VIII Self-testing Statutory plate and EU type-
approval mark   
Table 3-1: overview items from A nnex II to Regulation (EU) No 168/2013 
regarding virtual and self-testing. 
7. General conditions required for virtual testing methods 
7.1. Virtual test pattern 
The following scheme shall be used as  a basic structure for describing and 
conducting virtual testing: 
7.1.1.  purpose; 
7.1.2.  structure model; 
7.1.3.  boundary conditions; 
7.1.4.  load assumptions; 
7.1.5.  calculation; 
7.1.6.  assessment; 
7.1.7.  documentation. 
7.2. Fundamentals of computer simulation and calculation 
7.2.1. Mathematical model 
The mathematical model shall be supplie d by the manufacturer. It shall reflect 
the complexity of the structure of the vehicle, system and components to be 
tested in relation to the requirements of the regulatory act and its boundary 
conditions. The same pr ovisions shall apply mutatis mutandis  for testing 
components or technical units in dependently from the vehicle. 
7.2.2. Process of validating the mathematical model 
The mathematical model shall be validated  in comparison with the actual test 
conditions. A physical test shall be conduc ted for the purposes of comparing the 
results obtained when using the mathem atical model with the results of a 
physical test. Comparability of the test  results shall be proven. A validation 
report shall be drafted by the manufactur er or by the technical service and 
submitted to the approval authority. Any change made to the mathematical model or to the software likely to i nvalidate the validation report shall be 
brought to the attention of the approval authority, which may require that a new 
validation process is conducted. The flow  chart of the vali dation process is 
shown in Appendix 3. 
7.2.3. Documentation 
The data and auxiliary tools used for the simulation and calculation shall be EN 36   EN made available by the manufacturer a nd be documented in a suitable way. 
7.2.4. Tools and support 
At the request of the technical service, the manufacturer shall supply or provide 
access to the necessary tools, including appropriate software. 
7.2.5. In addition, the manufacturer shall provide  appropriate suppor t to the technical 
service. 
7.2.6. Providing access and support to a tec hnical service does not remove any 
obligation of the technical service regarding the ski lls of its personnel, the 
payment of licence rights and respect of confidentiality. EN 37   EN 8. Validation process virtual testing 
8.1. 
 Manufacturer 
Mathematical model 
Validation process 
Physical prototype 
Validation report 
Agreement  
Approval Authority Physical 
Test Computer 
Simulation Approval process 
Virtual Prototypes I, II,… 
Technical Report acc. to EU 
Regulation 
Approval Authority Computer 
Simulation 
 
Figure 3-1: Virtual testing va lidation process flow chart. EN 38   EN ANNEX IV  
Requirements regarding applying to co nformity of production requirements  
0. Objectives 
0.1. The conformity of production procedure aims to ensure that each vehicle, 
system, component, separate technical uni t, part or equipment produced is in 
conformity with the approved type. 
0.2.  Procedures include inseparably the assessment of quality-assurance 
management systems, referred to below as  ‘initial assessment’ and verification 
and production-related controls, refe rred to as ‘pr oduct conformity 
arrangements’. 
1. Initial assessment 
1.1. Before granting type-approval, the approva l authority shall verify the existence 
of satisfactory arrangements and procedures  established by the manufacturer for 
ensuring effective control so that vehicl es, systems, components or separate 
technical units when in producti on conform to the approved type. 
1.2. Guidance for conducting assessments may be found in the EN ISO 19011:2011 
standard — Guidelines for quality and/or en vironmental management systems 
auditing . 
1.3. The requirement in point 1.1.shall be veri fied to the satisfact ion of the approval 
authority granting type-approval. The appr oval authority shall be satisfied with 
the initial assessment and the product conformity arrangements in section 2 
below, taking account — as necessary — of one of the arrangements described 
in points 1.3.1. to 1.3.3. or a combination of those arrangements in full or in 
part as appropriate. 
1.3.1. The initial assessment and/or verifica tion of product conformity arrangements 
shall be carried out by the approval authority granting th e approval or by a 
technical service designated to act on behalf of that authority. 
1.3.1.1. When considering the extent of the in itial assessment to be  carried out, the 
approval authority may take account of  available information relating to: 
1.3.1.1.1. the manufacturer’s certification descri bed in point 1.3.3. below, which has not 
been qualified or rec ognised under that point; 
1.3.1.1.2. in the case of type-approval of systems,  components or sepa rate technical units, 
quality system assessments performe d by vehicle manufacturer(s) on the 
premises of the manufactur er(s) of the system, compone nt or separate technical 
units, according to one or more of the i ndustry sector specifications satisfying 
the requirements in the EN ISO 9001:2008 or ISO/TS16949:2009 standards. 
1.3.2. The initial assessment and/or verifica tion of product conformity arrangements 
may be carried out by the approval author ity of another Member State, or the 
technical service designated for th is purpose by that authority. EN 39   EN 1.3.2.1. In such a case, the approval authority of  the other Member State shall prepare a 
statement of compliance outlining the areas and production facilities it has 
covered as relevant to the product(s) to  be type-approved and to the Regulations 
according to which these products are to be type-approved. 
1.3.2.2. On receiving an application for a compliance statement from the approval 
authority granting type-approval, the a pproval authority of another Member 
State shall send forthwith the statement of compliance or advise that it is not in a position to provide such a statement. 
1.3.2.3.  The statement of compliance sha ll include at least the following: 
1.3.2.3.1. group or company (e.g. XYZ automotive); 1.3.2.3.2. particular organisation (e.g. regional division); 
1.3.2.3.3. plants/sites (e.g. engine plant 1 (in country A) — ve hicle plant 2 ( in country 
B)); 
1.3.2.3.4. vehicle/component range (e .g. all category LXe models); 
1.3.2.3.5. areas assessed (e.g. en gine assembly, body pressing  and assembly, vehicle 
assembly); 
1.3.2.3.6. documents examined (e.g. company and site quality manual and procedures); 1.3.2.3.7. date of the assessment (e.g. audit conducted from dd/mm/yyyy to dd/mm/yyyy 
); 
1.3.2.3.8. planned monitoring visit (e.g. mm/yyyy); 1.3.3. The approval authority may also accept the manufacturer’s certification to the 
international EN ISO 9001:2008 or IS O/TS16949:2009 standard (the scope of 
this certification shall in that case cover the product(s) to be approved) or an 
equivalent certification standard as  satisfying the initial assessment 
requirements of point 1.1., provided that conformity of production is indeed 
covered by the quality management sy stem. The manufactur er shall provide 
details of the certific ation and undertake to inform the approval authority of any 
revisions to its validity or scope of that certification. 
1.4. For the purpose of vehicle type-approval,  the initial assessments carried out for 
granting approvals for systems, component s and separate tec hnical units of the 
vehicle need not be repeated but sh all be complemented by an assessment 
covering the locations and activities relating to the assembly of the whole 
vehicle not covered by the former assessments. 
2. Product conformity arrangements 
2.1. Every vehicle, system, component, separa te technical unit, part or item of 
equipment pursuant to a UNECE regul ation annexed to the Revised 1958 
Agreement and to Regulation (EU) No 168/ 2013 shall be so manufactured as to 
conform to the type approved by meeti ng the requirements of this Annex, the EN 40   EN said UNECE regulation(s) a nd Regulation (EU) No 168/2013. 
2.2. Before granting a type-approval pursuant to Regulation (EU) No 168/2013 and 
to a UNECE regulation annexed to the Revised 1958 Agreement, the approval authority shall verify the existence of  adequate arrangements and documented 
control plans, to be agreed with the manu facturer for each approval, to carry out 
at specified intervals those tests or associated checks necessary to verify 
continued conformity with the approved  type, including, wher e applicable, tests 
specified in Regulation (EU) No 168 /2013 and the said UNECE regulation. 
2.3. The holder of the type-appr oval shall, in particular: 
2.3.1. ensure the existence and application of procedures for effective control of the 
conformity of products (vehicles, syst ems, components, separate technical 
units, parts or equipment) to the approved type; 
2.3.2. have access to the testing or othe r appropriate equipment necessary for 
checking conformity to each approved type; 
2.3.3. ensure that test or check  result data are recorded and that annexed documents 
remain available for a period of up to 10 years to be determined in agreement 
with the approval authority; 
2.3.4. analyse the results of each type of test or check, in order to  verify and ensure 
the stability of the product characterist ics, making allowance for variation in 
industrial production; 
2.3.5. ensure that for each type of product, at  least the checks and the tests prescribed 
in Regulation (EU) No 168/2013 and its delegated and implementing acts as 
well as set out in the referenced and applicable UNECE regulation therein are 
carried out; 
2.3.6. ensure that any set of sa mples or test pieces giving evidence of non-conformity 
in the type of test in question gives ri se to a further sampling and test. All the 
necessary steps shall be taken to re store the production process to ensure 
conformity with the approved type. 
2.4. In the case of step-by-step, mixed or  multi-stage type-approvals, the approval 
authority granting whole ve hicle type-approval may re quest specific details 
regarding compliance with the conformity  of production requirements set out in 
this Annex from any approval authorit y that granted type -approval of any 
relevant system, component or  separate technical unit. 
2.5. If the approval authority granting whol e vehicle type-approval is not satisfied 
with the reported information referred to in point 2.4. and has communicated 
this in writing to the manufacturer in question and the approval authority 
granting type-approval for the system, com ponent or separate technical unit, the 
approval authority granting whole ve hicle type-approval shall demand 
additional conformity of production audits or checks to be perf ormed at the site 
of the manufacturer(s) of t hose systems, components or  separate technical units 
and the results shall immediately be ma de available to th e approval authority EN 41   EN concerned.  
2.6. If points 2.4. and 2.5. apply and the furt her audit or check results are deemed 
not to be satisfactory in the opinion of the approval authority granting whole 
vehicle type-approval, the manufacturer shall ensure that conformity of 
production is restored as soon as po ssible by corrective actions to the 
satisfaction of the approval authority granting whole vehicle type-approval and 
to the satisfaction of the approval au thority granting type -approval of the 
system, component or separate technical unit. 
3. Continued verification arrangements 
3.1 The authority which has granted type-approval may at any time verify the 
conformity of production control methods applied in each produc tion facility by 
means of periodic audits. The manufactur er shall for that purpose allow access 
to the manufacture, inspecti on, testing, storage and di stribution sites and shall 
provide all necessary information with  regard to the quality management 
system documentation and records. 
3.1.1.  The normal approach for such periodic au dits shall be to monitor the continued 
effectiveness of the procedures laid down  in Sections 1 and 2 (initial assessment 
and product conformity arrangements). 
3.1.1.1.  Surveillance activities carried out by th e technical services (qualified or 
recognised as required in point 1.3.3) shall be accepted as satisfying the requirements of point 3.1.1 with regard to  the procedures established at initial 
assessment. 
3.1.1.2. The normal frequency of these verificat ions by the approval authority (other 
than those referred to in point 3.1.1.1.) sh all be such as to  ensure that the 
relevant conformity of production controls  applied in accordance with sections 
1 and 2 are reviewed over a period consistent with the climate of trust 
established by the approval authority. 
3.2. At every review, the records of tests and checks and production records, in 
particular records of those tests or checks documented as required in point 2.2., 
shall be available to the inspector;  
3.3. The inspector may select random samples to be tested in the manufacturer’s 
laboratory or in the facilities of th e technical service, in which case only 
physical tests shall be carried out. Th e minimum number of samples may be 
determined according to the results of the manufacturer’s own verification. 
3.4. Where the level of control appears unsatisfactory, or wh en it seems necessary to 
verify the validity of the tests carried out in app lication of point 3.2., the 
inspector shall select samples to be sent to the technical service to perform physical tests according to the CoP requirements regarding conformity of production set out in point 4 and in th e UNECE regulations referred to in 
Regulation (EU) No 168/2013 or  in its delegated acts. 
3.5. Where unsatisfactory results are found dur ing an inspection or a monitoring 
review, the approval authority shall ensure  that all necessary steps are taken to EN 42   EN restore conformity of producti on as rapidly as possible. 
3.6. In cases where compliance with UNECE regulations is required by Regulation 
(EU) No 168/2013 or its delegated acts, the manufacturer may choose to apply 
the provisions of this Annex as an equiva lent alternative to the conformity of 
production requirements in the respectiv e UNECE regulations. However, if 
points 3.5. or 3.6. apply, all separate c onformity of production requirements in 
the UNECE regulations have to be complied with to the satisfaction of the approval authority until it decides th at conformity of production has been 
restored. 
4. Conformity of production test requi rements in cases of an unsatisfactory 
level of product conformity control as referred to in point 3.4. 
4.1. Environmental and propulsi on performance requirements 
4.1.1 Test type I on emissions after cold start, type II on increased idle emissions and 
type VII on measurement of CO
2 emissions, fuel consumption, electric energy 
consumption and electric range determination 
4.1.1.1. Vehicles shall be manufac tured in conformity with the approved vehicle type.  
4.1.1.2. Appropriate conformity of production ch ecks shall be carried out to verify 
compliance with the conditions referred to in point 4.1.1.1. 
4.1.1.3. Vehicles powered by an inte rnal combustion engine only: 
4.1.1.3.1. As a general rule, measures to ensure the conformity of pr oduction with regard 
to tailpipe and CO 2 emissions from vehicles are to be checked on the basis of 
the description in the type -approval certificate confor ming to the model set-out 
in Article 30(2) Regulation (EU) No 168/2013. 
The control of production conf ormity is based on an assessment by the approval 
authority of the manufacturer’s audi ting procedure in order to ensure 
conformity of the manufactured vehicl e with respect to the tailpipe and CO 2 
emissions. 
If the approval authority is not satisfied with the standard of the manufacturer’s 
auditing procedure, it may require that  verification tests be carried out on 
vehicles in production. 
4.1.1.3.1.
1. Measurements of the tailpipe and CO 2 emissions of a vehicle type that has had 
one or several extensions shall be carried  out on the vehicle(s) available at the 
time of the test (vehicle(s) described in  the first document or in subsequent 
extensions). 
4.1.1.3.1.
1.1. Conformity of the vehicle for type I, tail pipe emissions after cold start and type 
VII, CO 2 emission test 
4.1.1.3.1.
1.1.1. Three vehicles shall be randomly selected  from the series and tested according 
to the requirements set out in Articl es 23 and 24 of Regulation (EU) No 
168/2013. Deterioration factors sh all be applied on the aver age of the test type I 
pollutant emission test results as follows: EN 43   EN 4.1.1.3.1.
1.1.1.1. If the durability method set out in Ar ticle 23(3a) of Regulation (EU) No 
168/2013 is applicable, the deterioration factors shall be calculated from the 
type I emission test results up to and in cluding full mileage referred to in Annex 
VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear 
calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: 
Equation 4-1: y = a·x+b where: a = slope value determined according to test type V according to Annex V(A) 
to Regulation (EU) No 168/2013; 
b= offset value determined according to test type V according to Annex V(A) to 
Regulation (EU) No 168/2013; 
x = pollutant emission (HC, CO, NOx, NMHC  and PM if applicable) test result 
per emission constituent of a degreened vehicle (maximum accumulated 100 km after first start on the production line) in mg/km. 
y = CoP emission result per pollutant emission constituent in mg/km. The 
average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) of Regulation (EU) No 168/2013. 
4.1.1.3.1.
1.1.1.2. If the durability method set out in Article 23(3b)  of Regulation (EU) No 
168/2013 is applicable, the deterioration f actor shall consist of the slope and 
offset value per emission constituent cal culated to comply with test type V 
according to Annex V(A) to Regulati on (EU) No 168/2013. Equation 4-1 shall 
be used to calculate the CoP emission results per pollutant emission constituent 
(y). 
4.1.1.3.1.
1.1.1.3. If the durability method set out in Ar ticle 23(3c) of Regulation (EU) No 
168/2013 is applicable, the fixed deteriorat ion factors, set out in Annex VII(A) 
to Regulation (EU) No 168/2013, shall be us ed as slope values with the offset 
value set to 0. Equation 4-1 shall be used  to calculate the average CoP emission 
results per pollutant emission constituent (y). 
4.1.1.3.1.
1.1.1.4. The average test type VII results (CO
2 emissions, fuel / energy consumption and 
electric range if applicable) shall be lowe r than or equal to the declared values 
by the manufacturer at type-approval. 
4.1.1.3.1.
1.1.1.5. If the first two vehicles comply with  the requirements laid down in point 
4.1.1.3.1.1.1.1. then the production conformity is considered as satisfactory. 
4.1.1.3.1.
1.1.2. If the first two vehicles do not comply, the CoP procedure continues as follows: 
4.1.1.3.1.
1.1.2.1. If the authority is satisfied with the production standard de viation given by the 
manufacturer, the tests are carri ed out according to point 4.1.1.3.2. 
 EN 44   EN 4.1.1.3.1.
1.1.2.2. If the authority is not satisfied with the production standard deviation given by 
the manufacturer, the tests are carried out according to point 4.1.1.3.3. 
4.1.1.3.1.
1.1.3.  The production of a series is regarded as conforming or non-conforming, on the 
basis of tests on th e three sampled vehicles, once a pass or fail decision is 
reached for tailpipe and CO 2 emissions according to the test criteria applied in 
the appropriate table. 
If no pass or fail decision is reached for tailpipe and CO 2 emissions, a test is 
carried out on an addition al vehicle (see Figure 4-1). 
4.1.1.3.1.
1.1.4.  In the case of periodically regenerating systems, the results shall be multiplied 
by the factor K i at the time when type-approval was granted. 
At the request of the manufacturer, testi ng may be carried out immediately after 
a regeneration has been completed. 
 
 Test on three vehicles 
Computation of the test 
statistic 
According to the appropriate table does the test statistic 
agree with the criteria for failing the series ? 
According to the appropriate table does the test statistic 
agree with the criteria for passing the series ? 
Test of an additional 
vehicle Series 
Rejected 
Series 
Accepted 
 
Figure 4-1: Pass / fail criteria fo r Type I, II a nd VII testing. 
4.1.1.3.1.
1.2. Notwithstanding the environmental require ments set-out in Article 23 and 24 of 
Regulation (EU) No 168/2013, the tests will be carried  out on vehicles which 
have travelled a maximum distance of 100 km after first st art at the production 
line. 
4.1.1.3.1.
1.2.1. However, at the request of the manufact urer, the tests will be carried out on 
vehicles which have been run-in a maximum of 1000 km. 
In this case, the running-in procedur e will be conducted by the manufacturer, 
who shall undertake not to make a ny adjustments to those vehicles. 
4.1.1.3.1. If the manufacturer asks to be allowed to conduct a running- in procedure (‘x’ EN 45   EN 1.2.2. km, where x ≤ 1000 km), it may be carried out as follows: 
The tailpipe and CO 2 emissions will be measured at maximum 100 km after 
first start on the production line and at ‘x ’ km on the first tested vehicle (which 
can be the type-approval vehicle); 
The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km 
will be calculated as follows: 
Equation 4-1: 
km_100_ Max_at_ Emissionskm_x_at_ EmissionsEC=  
The value of EC ma y be less than 1. 
The subsequent vehicles will not be subj ected to the running-in procedure, but 
their 100 km emissions will be modified by the EC. 
In this case, the values to be taken will be: The value at ‘x’ km for the first vehicle; The values at maximum 100 km multiplied  by the evolution coefficient (EC) 
for the subsequent vehicles. 
4.1.1.3.1.
1.2.3. As an alternative to this procedure, th e vehicle manufacturer  can use a fixed EC 
of 0.92 and multiply all values of tailpipe and CO
2 emissions measured at zero 
km by this factor. 
4.1.1.3.1.
1.2.4. Tests for conformity of production may be performed with a commercial fuel of 
which the C3/C4 ratio lies between those of the reference fuels referred to in 
Annex II (A1) to Regulation (EU) No 168/ 2013 in the case of LPG, or of which 
the Wobbe index lies between those of th e extreme reference fuels in the case 
of NG or H2NG. In that case, a fuel anal ysis shall be presen ted to the approval 
authority. 
4.1.1.3.2. Conformity of production wh en manufacturer’s statis tical data are available 
4.1.1.3.2.
1. The following sections describe the proce dure to be used to verify the tailpipe 
and CO 2 emission conformity of production requirements when the 
manufacturer’s production standard  deviation is again satisfactory. 
4.1.1.3.2.
2. With a minimum sample size of three, the sampling procedure is set so that the 
probability of a lot passing a test with  40 % of the production defective is 0.95 
(producer’s risk = 5%), while the probabi lity of a lot bei ng accepted with 65% 
of the production defective is 0.1 (consumer’s risk = 10%). 
4.1.1.3.2.
3. The following procedure is used (see Figure 4-1): 
Let L be the natural logarithm of the tailpipe emission limits set out in Annex 
VI(A) of Regulation (EU) No 168/2013 and the declared CO 2 type-approval 
emission value: 
xi = the natural logarithm of the measurement for the i-th vehicle of the sample; 
s = an estimate of the production standa rd deviation (after  taking the natural EN 46   EN logarithm of the measurements); 
n = the current sample number. 
4.1.1.3.2.
4. Compute for the sample, the test statistic quantifying the sum of the 
standardised deviations to the limit and defined as: 
Equation 4-2: 
∑
=−n
1iix Ls1
) (  
4.1.1.3.2.
5. Then: 
4.1.1.3.2.
5.1. if the test statistic is greater than the pass decision number for the sample given 
in Table 4-1, a pass decision is reached; 
4.1.1.3.2.
5.2. if the test statistic is less than the fail decision number for the sample size given 
in Table 4-1, a fail decision is reached; 
4.1.1.3.2.
5.3. otherwise, an additional vehicle is tested accord ing to Annex II (A) to 
Regulation (EU) No 168/2013 and the procedure is app lied to the sample with 
one unit more. 
4.1.1.3.2.
5.4.  
Sample Size 
(cumulative number of 
vehicles tested) Pass Decision No Fail Decision No 
(a) (b) (c) 
3 3.327 -4.724 
4 3.261 -4.79 
5 3.195 -4.856 
6 3.129 -4.922 
7 3.063 -4.988 
8 2.997 -5.054 
9 2.931 -5.12 
10 2.865 -5.185 
11 2.799 -5.251 
12 2.733 -5.317 
13 2.667 -5.383 
14 2.601 -5.449 EN 47   EN 16 2.469 -5.581 
17 2.403 -5.647 
18 2.337 -5.713 
19 2.271 -5.779 
20 2.205 -5.845 
21 2.139 -5.911 
22 2.073 -5.977 
23 2.007 -6.043 
24 1.941 -6.109 
25 1.875 -6.175 
26 1.809 -6.241 
27 1.743 -6.307 
28 1.677 -6.373 
29 1.611 -6.439 
30 1.545 -6.505 
31 1.479 -6.571 
32 - 2.112 -2.112 
Table 4-1: Pass / fail decision dependi ng on sample size; conformity of 
production when manufacturer’s st atistical data are available 
4.1.1.3.3. Conformity of production when manuf acturer’s statistical data remain 
unsatisfactory or unavailable 
4.1.1.3.3.
1. The following sections describe the proce dure to be used to verify the tailpipe 
and CO 2 emission conformity of production requirements when the 
manufacturer’s evidence of production standard deviation is either 
unsatisfactory or unavailable. 
4.1.1.3.3.
2. With a minimum sample size of three, the sampling procedure is set so that the 
probability of a lot passing a test with 40% of the production defective is 0.95 
(producer’s risk = 5%), while the probabi lity of a lot bei ng accepted with 65% 
of the production defective is 0.1 (consumer’s risk = 10%). 
4.1.1.3.3.
3. The measurement of tailpipe and CO 2 emissions is considered to be log 
normally distributed and should first be  transformed by taking the natural 
logarithms. Let mo and m denote the minimum and maximum sample sizes 
respectively (mo = 3 and m = 32) and let n denote the current sample number. 
4.1.1.3.3. If the natural logarithms of the measurements in the series are x1, x2, ..., xj and 
L is the natural logarithm of the pollutant emission limits set out in Annex EN 48   EN 4. VI(A) of Regulation (EU0 No 168/2013 and the declared CO 2 type-approval 
value, then define: 
Equations 4-3 
 
4.1.1.3.3.
5.  Table 4-2 below shows values of the pass (A n) and fail (B n) decision numbers 
against current sample number. The test statistic is the ratio 
 and shall be 
used to determine whether the series has passed or failed as follows: 
for m o ≤ n ≤ m: 
4.1.1.3.3.
5.1.  pass the series if 
 ≤ An ; 
4.1.1.3.3.
5.2. fail the series if 
 ≥ Bn ; 
4.1.1.3.3.
5.3. take another measurement if A n < 
 < B n 
  
Sample Size 
(cumulative number of 
vehicles tested) Pass Decision No 
An Fail Decision No 
Bn 
(a) (b) (c) 
3 - 0.80380 16.64743 
4 - 0.76339 7.68627 
5 - 0.72982 4.67136 
6 - 0.69962 3.25573 
7 - 0.67129 2.45431 
8 - 0.64406 1.94369 
9 - 0.61750 1.59105 
10 - 0.59135 1.33295 
11 - 0.56542 1.13566 
12 - 0.53960 0.97970 
13 - 0.51379 0.85307 EN 49   EN 15 - 0.46191 0.65928 
16 - 0.43573 0.58321 
17 - 0.40933 0.51718 
18 - 0.38266 0.45922 
19 - 0.35570 0.40788 
20 - 0.32840 0.36203 
21 - 0.30072 0.32078 
22 - 0.27263 0.28343 
23 - 0.24410 0.24943 
24 - 0.21509 0.21831 
25 - 0.18557 0.18970 
26 - 0.15550 0.16328 
27 - 0.12483 0.13880 
28 - 0.09354 0.11603 
29 - 0.06159 0.09480 
30 - 0.02892 0.07493 
31 0.00449 0.05629 
32 0.03876 0.03876 
Table 4-2: Pass / fail decision depend ing on sample size; conformity of 
production when manufacturer’s statis tical data are unsatisfactory or 
unavailable. 
4.1.1.3.3.
6. Remarks 
The following recursive formulae are useful  for computing successive values of 
the test statistic: 
Equations 4-4: 
 
4.1.1.3.4. The type-approval authorities issuing the approval may at any time verify the 
methods applied in each production unit. EN 50   EN 4.1.1.3.5 In every inspection, the records of tests and production monitoring shall be 
communicated to the visiting inspector. 
4.1.1.3.6. The inspector may select at random  the samples to be tested in the 
manufacturer’s laboratory. The mini mum number of samples may be 
determined on the basis of the results  of the manufacturer’s own checks. 
4.1.1.3.7. When the quality standard does not seem satisfactory or when it seems 
necessary to verify the validity of the tests conducted under point 9.4.2.2., the 
inspector shall collect samples to be sent to the technical service which carried out the approval tests. 
4.1.1.3.8. The type-approval authorities may carry out all the tests pr escribed in this 
Annex. 
4.1.1.4. Vehicles powered by a hybrid electric powertrain 
As a general rule, measures to ensure th e conformity of prod uction with regard 
to tailpipe and CO
2 emissions, electric energy c onsumption and electric range 
from hybrid electric vehicles is checke d on the basis of the description in the 
type-approval certificate conforming to the model in Article 30(2) of Regulation (EU) No 168/2013. 
Checks on production conformity are base d on an assessment made by the 
approval authority of the ma nufacturer’s auditing pro cedure in order to ensure 
conformity of the vehicle type with respect to the emission of tailpipe and CO
2 
emissions, electric energy consumption and range. 
If the authority is not satisfied with th e standard of the ma nufacturer’s auditing 
procedure, they may require that verificat ion tests be carried out on vehicles in 
production. 
Conformity for tailpipe and CO 2 emissions is checked using the statistical 
procedures described in points 4.1.1.3.1. to 4.1.1.3.3. Vehicles are tested 
according to the procedure described in  Annex II (A) to Regulation (EU) No 
168/2013. 
4.1.1.5. Replacement pollution control devices 4.1.1.5.1. In order to test conformity as required above, a sample replacement pollution 
control device shall be taken from th e production line of the type-approved 
vehicle. 
4.1.1.5.2. Production will be regarded as being in conformity with the provisions of this 
Annex if a representative parent ve hicle equipped with a pollution control 
device randomly selected from the pr oduction line complies w ith the applicable 
requirements set-out in Article 23  of Regulation (EU) No 168/2013 on 
environmental performance. The perfor mance of the propulsion fitted to the 
representative parent vehicle shall be measured according to Annex II (A) to 
Regulation (EU) No 168/2013 and shall no t exceed the propulsion performance 
of the original pollution control device it replaces. 
4.1.1.6. Actions to be taken in case  of non-conformity of production EN 51   EN If, during inspections, non-conformity is  observed, the approval authority shall 
ensure that all necessary steps are taken to re-establish conformity of production as soon as possible. 
4.1.1.7. Penalties for non-conformities of production 4.1.1.7.1. The approval granted in respect of a vehicle type may be withdrawn if the 
requirements in point 4.1.1.1. are not complied with. 
4.1.1.7.2. If a Member State withdr aws an approval it has prev iously granted, it shall 
forthwith notify the other Member States. 
4.1.2. Conformity of production for test  type IV, evaporative emissions 
For routine end-of-production-line testi ng, the manufacturer may demonstrate 
compliance by sampling vehicles which sh all meet the following requirements. 
Alternatively, the full test procedure desc ribed in this Annex shall be carried 
out. At the request of the manufacturer an alternative test procedure may be 
used, if the procedure has been presen ted to and has been accepted during the 
type approval procedure by the technica l service to the satisfaction of the 
approval authority.  
4.1.2.1. Test for leakage 4.1.2.1.1. Vents to the atmosphere from the eva porative emission contro l system shall be 
isolated. 
4.1.2.1.2. A pressure of 3.7 kPa ± 0.1 kPa (370 ± 10 mm of H
2O) shall be applied to the 
fuel system. 
4.1.2.1.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from 
the pressure source. 
4.1.2.1.4. Following isolation of the fuel system, the pressure shall drop by no more than 
0.5 kPa (50 mm of H 2O) in five minutes. 
4.1.2.2. Test for venting 
4.1.2.2.1. Vents to the atmosphere from the emission control shall be isolated. 
4.1.2.2.2. A pressure of 3.7 kPa ± 0.1 kPa (370 ± 10 mm of H 2O) shall be applied to the 
fuel system. 
4.1.2.2.3. The pressure shall be allowed to stabilise before the fuel system is isolated from 
the pressure source. 
4.1.2.2.4. The venting outlets from the emission c ontrol systems to the atmosphere shall 
be reinstated to the production condition. 
4.1.2.2.5. The pressure of the fuel system shall drop to below 1.0 kPa (100 mm of H 2O) 
within two minutes. 
4.1.2.3. Purge test EN 52   EN 4.1.2.3.1. Equipment capable of detecting an airf low rate of 0.25 litre in one minute shall 
be attached to the purge inlet and a pre ssure vessel of sufficient size to have 
negligible effect on the pur ge system shall be connected via a switching valve 
to the purge inlet, or alternatively: 
4.1.2.3.2. The manufacturer may use a flow meter of his own choice, if acceptable to the 
approval authority. 
4.1.2.3.3. The vehicle shall be operated in such  a manner that any design feature of the 
purge system that could restrict pur ge operation is detected and the 
circumstances noted. 
4.1.2.3.4. Whilst the engine is operating within th e bounds noted in this point the air flow 
shall be determined by either: 
4.1.2.3.4.
1. The device being switched in a pressure  drop from atmospheric to a level 
indicating that a volume of 0.25 litre of air has flowed into the evaporative 
emission control system within one minute; or 
4.1.2.3.4.
2. An alternative flow measuring device w ith a detectable reading of no less than 
0.25 litre per minute. 
4.1.2.3.4.
3. At the request of the manufacturer, an a lternative purge test procedure can be 
used if the procedure has been pres ented to, and accepted by, the technical 
service during the type-approval procedure. 
4.1.2.4. Control Methods 4.1.2.4.1. The approval authority which has grante d type-approval may at any time verify 
the conformity control methods app licable to each production unit. 
4.1.3. Test type VIII on sound level 4.1.3.1. Vehicle conformity regarding sound level 
Any vehicle manufactured shall conform to an approved type of vehicle and 
shall be equipped with the silencer with  which it was type-a pproved and satisfy 
the requirements of Article 23 and A nnex VI (D) to Regulation (EU) No 
168/2013 relating to the type of vehicle concerned. 
4.1.3.1.1. In order to test conformity as require d above, a sample vehi cle shall be taken 
from the production line of  the type approved pursu ant to this point 4.1.3. 
Production will be regarded as conforming to  the provisions of this point if the 
sound level measured using the test me thod referred to in Annex VI (D) to 
Regulation (EU) No 168/2013 does not exceed  by more than 3 dB (A) the value 
measured at the time of type-approval, nor by more than 1 dB (A) the limits laid 
down in this point. 
4.1.3.2. Conformity of production of a non-or iginal replacement exhaust system 
4.1.3.2.1. Any exhaust system manufactured shall conform to a type approved pursuant to 
this point and satisfy the requirements of  Annex VI (D) to Regulation (EU) No EN 53   EN 168/2013 relating to the type of ve hicle for which it is intended. 
4.1.3.2.2. In order to test conformity as require d above, a sample exhaust will be taken 
from the production line of the type approved pursuant to this point 4.1.3. 
4.1.3.2.3. Production will be regarded as comp lying with this point 4.1.3. if the 
requirements of Annex VI(D ) to Regulation (EU) No 168/2013 are satisfied and 
if the sound level measured using the te st method referred to in that Annex does 
not exceed by more than 3 dB(A) the va lue measured at the time of type-
approval. 
4.1.4. Conformity of production (CoP) re quirements regarding maximum design 
vehicle speed, maximum torque, ma ximum continuous rated power and 
maximum peak power 
4.1.4.1. Maximum vehicle speed measurement tolerances during conformity of 
production (CoP) testing 
During a production conformity check, the maximum design vehicle speed may 
differ by ± 5% from the value determ ined during the type-approval test. 
4.1.4.2. Maximum torque, maximum continuous rated power, maximum net power and 
maximum peak power tolerances during CoP testing 
Measured power Acceptabl e tolerance on maximum 
torque, maximum continuous rated 
power, maximum net power and 
maximum peak power 
< 1 kW ≤ 20 % 
1 kW ≤ measured power <11 kW ≤ 10 % 
> 11 kW ≤ 5 % 
Table 4-3: measurement tolerance on maximum torque, maximum continuous 
rated power, maximum net power and maximum peak power dependent on 
measured power 
4.1.5. Conformity of production (CoP) requir ements regarding the mass in running 
order. 
The mass in running order of an L-cat egory vehicle may deviate from the 
nominal value by no more than 8  % as regards the permissible lower and upper 
deviations, which is the negative a nd positive deviation around the declared 
nominal value of up to a nd including the mass in r unning order thresholds 
referred to in Annex I of  Regulation (EU) No 168/2013. EN 54   EN ANNEX V  
Requirements applying to coupling devices and attachments  
1. Scope 
1.1.  This Annex applies to coupling de vices and attachments for L-category 
vehicles, if fitted.  
1.2.  This Annex states the requirement s which coupling devices for L-category 
vehicles shall satis fy in order to:  
1.2.1. Ensure compatibility when combining L- category vehicles w ith different types 
of trailers;  
1.2.2. Ensure the safe coupling of the vehicle and trailer under all conditions of use;  
1.2.3. Ensure safe procedures  for coupling and uncoupling.  
2.  General requirements 
2.1.  The coupling devices for L-category vehicles shall be manufactured and 
attached in accordance with good engineer ing practice, and shall be safe to 
operate. They may be approved as se parate technical units under this 
Regulation or approved unde r UNECE regulation No 5523. 
2.2.  The coupling devices shall be so desi gned and manufactured that in normal use, 
with proper maintenance and the timely repl acement of wearing parts, they will 
continue to function satisfactorily.  
2.3.  Every coupling device shall be a ccompanied by installa tion and operating 
instructions giving sufficient informati on for a competent person to install it on 
the vehicle and operate it properly. The in structions shall be in the official 
language or languages of the Member St ate in which the coupling device will 
be offered for sale. 
2.4.  The materials that may be used are thos e for which the properties relevant to the 
application are laid down in a standard  or those for which the properties are 
given in the application documentation.  
2.5. All parts of the coupling devices the fa ilure of which could result in separation 
of the two vehicles shall be made of  steel. Other materials may be used 
provided equivalence has been demons trated by the manufacturer to the 
satisfaction of the t echnical service.  
2.6. All couplings shall be designed for positive mechanical engagement, and the 
closed position shall be secured at least once by positive mechanical engagement. 
2.7. If equipped with a coupling device, a coupling ball as specified in accordance 
with Appendix 1, Figure Ap1-1 shall be  used on an L-category vehicle. The 
coupling type shall be chosen and pos itioned to allow maxi mum compatibility 
with a range of trailer type s. However, a device other than such a coupling ball EN 55   EN may be used, provided the requirements  of point 2.8 are met and that the 
compatibility and interchangeability of trailers is neither necessary nor possible (dedicated combinations). 
2.8. Coupling devices shall be designed so as to meet the requirements for case of 
operation, position, mobility and strengt h in line with points 2.9, 2.10, 2.11 and 
points 3, 4 and 5. 
2.9.  The coupling devices shall be designed and attached so as to achieve maximum 
safety according to good engineering practic e; this also applies to the operation 
of the coupling. 
2.10. It shall be possible for one person safe ly to couple and un couple the vehicles 
without the use of tools. 
2.11. It shall be possible to operate the de tachable coupling devices easily by hand 
and without the use of tools. 
2.12. When placing products on the market, ma nufacturers of coupling devices or 
vehicles shall provide the consumer with guidelines and information in all official languages regarding the impact on driveability of driving an L-category 
vehicle with a trailer. 
3. Requirements for position 
3.1. Coupling devices attached to the vehi cles shall ensure unhindered and safe 
operation. 
3.2. Coupling balls attached to the vehicles shall correspond to the geometric 
conditions specified in fi gure Ap1-2 of Appendix 1.  
3.3.  The height of the coupling point of a coupling device other than a coupling ball 
shall correspond to the height of the coup ling point of the draw bar of the trailer 
within a range of ± 35 mm, provided th e trailer is in a horizontal position. 
3.4.  The shape and dimensions of the towing brackets shall correspond to the 
vehicle manufacturer’s requirements w ith respect to fixing points and any 
additional mounting devices required. 
3.5.  The requirements of the vehicle manufact urer with regard to  the type of the 
coupling device, the permissible mass of the trailer and the permissible static 
vertical load imposed at the c oupling point shall be observed. 
3.6.  The mounted coupling device shall not obs cure the visibility of the rear licence 
plate and/or lighting com ponents; otherwise a coupli ng device shall be used 
which can be dismantled without special tools. 
3.7. Manufacturers of towing brackets shall in corporate attachment points to which 
either secondary couplings or devices necessary to enable the trailer to be stopped automatically in the event of se paration of the main coupling, may be 
attached. EN 56   EN 3.7.1.  The attachment points for a secondar y coupling and/or breakaway cable shall 
be positioned such that wh en in use, the secondary coupling or breakaway cable 
does not restrict the normal articulation of the coupling or interfere with the 
normal inertia braking system operation. 
3.7.2. A single attachment point shall be pos itioned within 100 mm of a vertical plane 
passing through the centre of articulati on of the coupling. If this is not 
practicable, two attachment points shall be provided, one on each side of the 
vertical centre line and equidistant from the centr e line by a maximum of 250 
mm. The attachment point(s) shall be as rearward and as high as practicable. 
4. Requirements for articulation 
4.1. The following articulation shall be possible with the coupling device not 
attached to the vehicle: 
4.1.1. An angle of free vertical pitch of 20° above and below the horizontal centre line 
at all angles of horizontal rotation up to at least 90° each side of the longitudinal 
centre line of the device. 
4.1.2.  At all angles of horizonta l rotation up to 90° each si de of the longitudinal centre 
line of the device, there sh all be an angle of free ax ial roll each side of the 
vertical centre line of 25° for three-a nd four-wheel vehicles or 40° for two-
wheel vehicles. 
4.2.  At all angles of horizontal rotation th e following combinations of articulation 
shall be possible: 
4.2.1. In the case of two-wheel  vehicles, except where the device is used with one-
wheel trailers which tilt with the two-wheel vehicle: 
4.2.1.1. Vertical pitch of ± 15° with axial roll of ± 40°; 
4.2.1.2. Axial roll of ± 30° with vertical pitch of ± 20°; 
4.2.2. In the case of three-wheel vehicles or quadricycles: 
4.2.2.1. Vertical pitch of ± 15° with axial roll of ± 25°; 
4.2.2.2. Axial roll of ± 10° with vertical pitch of ± 20°. 
4.3. It shall be possible to couple and uncouple ba ll couplings when the longitudinal 
axis of the ball coupling in relation to the centre line of the coupling ball and mounting: 
4.3.1. Is horizontally β = 60° right or left; 
4.3.2. Is vertically α = 10° up or down; 
4.3.3. Is axially rotated 10° right or left. 
5.  Requirements for strength EN 57   EN 5.1. A dynamic strength test (endur ance test) shall be performed. 
5.1.1. The endurance test shall be performe d with an alternating approximately 
sinusoidal load with a number of load  cycles depending on the material. No 
cracks or fractures or other visible exte rnal damage, or any excessive permanent 
distortion which would be detrimental to the satisfactory operation of the 
device, shall occur. 
5.1.2. The loading basis for the dynamic test is the D-value shown below. The static 
vertical load shall be taken into consider ation in the direction of the test load 
relative to the horizontal plane, dependi ng on the position of the coupling point 
and the static vertical load permitted at the coupling point. 
Equation 3-1: 
)kN(RTRTgD+⋅⋅=  
where 
T = technically permissible maximum ma ss (in tonnes) of the towing vehicle; 
R = technically permissible maximum mass (in tonnes) of  the trailer; 
g = acceleration due to gravity (assumed g = 9.81 m/s2). 
5.1.3. The characteristic values D and S on whic h the test is to be  based are specified 
in the manufacturer’s type-approval application, S being the permitted maximum static vertical load (in kg) at the coupling point. 
5.2. Test procedure 5.2.1.  For the dynamic tests, the sample shall be  placed in a suitable rig with a suitable 
means of force application so that it is not subjected to any additional forces or 
moments apart from the specified test force. In the case of alternating tests, the direction of force application shall not  deviate by more than ± 10° from the 
specified direction. To avoid unspecified  forces and moments in the sample, it 
may be necessary to have one joint at the point of force application and a second joint a suitab le distance away. 
5.2.2.  The test frequency shall not exceed 35  Hz. The selected frequency shall be well 
separated from resonant frequencies of  the test set-up, including the device 
being tested. The number of lo ad cycles shall be 2 × 10
6 for coupling devices 
made of steel. A higher number of load  cycles may be required for coupling 
devices made of other materials. Generall y, the crack test is to be performed in 
accordance with the dye penetr ation procedure; equivalent other procedures are 
also permissible. 
5.2.3. The coupling devices on test are to be  normally mounted as rigidly as possible 
on a test rig in the actual position in whic h they will be used on the vehicle. The 
fixing devices shall be those specified by the manufacturer or applicant and be 
those intended for its attachment to  the vehicle and/or have identical 
mechanical characteristics. EN 58   EN 5.2.4. Test conditions 
5.2.4.1. Preferably, couplings shall be tested in  original condition as intended for use on 
the road. At the discretion of the manu facturer and in agreement with the 
technical service, flexible components ma y be neutralised if this is necessary 
for the test procedure and if there is no concern about unrealistic influence on 
the test result.  
5.2.4.2. Flexible components which are obviously  overheated due to this accelerated 
test procedure may be replaced during the test. 
5.2.4.3. The test loads may be applied by m eans of special sl ack-free devices. 
5.2.4.4. The devices submitted for test shall be provided with all design details which 
may have an influence on the strength cr iteria (for example electrical socket 
plates, any markings, etc.). The test peri phery ends at the anchorage points or 
fitting points. The geometric location of the coupling ball and the fixing points of the coupling device relating to the reference line shall be provided by the 
vehicle manufacturer and s hown in the test report. 
5.2.4.5. All relative positions of th e attachment points with respect to the reference line 
as shown in Appendix 2, for which th e towing vehicle ma nufacturer shall 
provide all the necessary information to  the towing device manufacturer, shall 
be repeated on the test bed. 
5.3. Test of coupling balls and towing brackets 5.3.1. The assembly mounted on the test bed is subjected to a dynamic test on an 
alternating stress tensile testing machin e (e.g. a resonance pulser). This test 
shall contain the following: 
5.3.1.1. The test load shall be an alternating fo rce and applied to the coupling ball at an 
angle of 15 ± 1°, as shown in figures Ap2-1 and Ap2-2 of Appendix 2.  
5.3.1.2. If the ball centre is above that line pa rallel to the reference line as shown in 
figure Ap2-3 of Appendix 2, which contains  the highest of the nearest fixing 
points, the test shall be carried out with an angle α = -15 ± 1° (figure Ap2-1 of 
Appendix 2,). 
5.3.1.3. If the ball centre is below the line para llel to the reference line as shown in 
figure Ap2-3 of Appendix 2, which contains  the highest of the nearest fixing 
points, the test shall be carried out with an angle α = + 15 ± 1° (figure Ap2-2 of 
Appendix 2). This angle is chosen in orde r to take account of the vertical static 
and dynamic load. This test method is applicable only to a permitted static load of no more than: 
Equation 3-2: 
gD 120S⋅=  
5.3.1.4. If a greater static load is requested, the test angle shall be increased to 20°. The EN 59   EN dynamic test shall be performed with the following test force: 
Equation 3-3: F
res = ± 0.6 D 
5.3.2.  One-piece coupling balls, includi ng devices with non-interchangeable 
detachable balls and towing brackets with  interchangeable balls which can be 
dismantled (excluding balls on integral s upport), shall be tested in accordance 
with 5.3.1. 
5.3.3.  The test of a towing bracket which can be  used with different ball units is to be 
carried out in accordance with the test requirements of UNECE regulation No 55. 
5.4.  The testing requirements in point 5.3.1. shall be also applicable to coupling 
devices other than coupling balls.  
6. Coupling heads 
6.1. Coupling heads shall be designed so that  they can be used safely with the 
coupling balls described in Figure Ap 1-1 of Appendix 1. 
6.2. Coupling heads intended to be fitted to unbr aked trailers , shall be f itted with a 
secondary coupling device or at leas t attachment point(s) to permit the 
connection of a secondary c oupling device(s). The attachment point(s) shall be 
positioned such that when in use, the secondary coupling device(s) does not restrict the normal articulation of the coupling. 
6.3. An endurance test shall be performed with  an alternating test force and a static 
test (lifting test) on each test sample. 
6.4. The dynamic test shall be performed with  a suitable coupling ball of appropriate 
strength. On the test rig, the coupling head and the ball coupling shall be 
arranged as instructed by the manufact urer and in a way corresponding to their 
attachment in a vehicle. There shall be no possibility of extra forces in addition 
to the test force acting on the sample. The test force shall be applied along a 
line passing through the centre of the ball and inclined downwards to the rear at 
15° (see figure Ap3-1 of An endurance test  shall be performed on a test sample 
with the following test force: 
Equation 3-3: F
res = ± 0.6 D. 
6.5. The coupling ball used for the test  shall have a diameter of 49 – 0+0;13 mm in 
order to represent a worn coupling ball. The lifting force F A shall be increased 
smoothly and quickly to a value of: 
Equation 3-4: 
⎟
⎠⎞⎜
⎝⎛+⋅=1000SCg FA  
and held for 10 seconds, where: EN 60   EN C = mass of the trailer (sum of the axle  loads of the trailer carrying maximum 
permissible load) in tonnes. 
6.6. If coupling devices other than ball couplings are used, the coupling head shall 
be tested, as applicable, in accordance with the relevant requirements of UNECE regulation No 55.  EN 61   EN Appendix 1  
Specification dimensions of ball coup ling if fitted on L-category vehicles  
1. The ball coupling system for trailers does not exclude the use of other systems 
(e.g. cardan couplings); howev er, if a ball-coupling system  is used, this system 
shall correspond to the speci fication laid down in Ap1-1. 
1.1. 
Figure Ap1-1: Ball coupling dimensions 
1.1.1. The connecting radius between the ball and the neck is tangential both to the 
neck and to the lower horizont al surface of the coupling ball.  
1.1.2. Refer to ISO/R 468:1982 and ISO 1302:2002;  the roughness number N9 refers 
to a R a value of 6.3 μm. EN 62   EN 1.2. 
 
Figure Ap1-2: Clearing space for coupling balls 
Comments: 1) 350 – 420 mm measured at the maximum permissible vehicle mass = T; 2) 
min. = minimum distance, max. = maximum distance. EN 63   EN Appendix 2  
Specifications for dynamic test of coupling ball and towing bracket  
1. The test direction is shown by the ex ample of a coupling ball with towing 
bracket. (Applicable by analogy to other coupling systems). 
1.1. 
 
Figure Ap2-1: Dynamic test direction on coupling ball and towing bracket– 
Test rig I. RL = reference line. 
1.2. 
 
Figure Ap2-2: Dynamic test direction on coupling ball and towing bracket– 
Test rig II. RL = reference line. 
1.3. 
 
Figure Ap2-3: Relative positions of the a ttachment points of a coupling device 
with respect to the re ference line — Criteria fo r dynamic test angles. EN 64   EN Comments: 1) HFP= highest fixing point; 2) PRL = parallel reference line; 3) 
RL = reference line; 4) BC=ball centre EN 65   EN Appendix 3  
Specifications for dynamic test on coupling head  
1. The test direction is shown by the example of a coupling head. 
1.1. 
 
Figure Ap3-1: Dynamic test direction on coupling head. 
1.2. 
 
Figure Ap3-2: Static lifting te st direction on coupling head. EN 66   EN ANNEX VI  
Requirements applying to devices  to prevent unauthorised use  
1. Requirements 
1.1. ‘Type of vehicle with regard to devi ces to prevent unauthorised use’ means a 
category of vehicles which do not differ in  such essential respects as the design 
characteristics of the protective device preventing the unauthorised use of the 
vehicle; 
1.2. Vehicles of categories L1e with a ma ss in running order > 35 kg, L2e, L3e, L4e 
and L5e which are fitted with handlebars sh all meet all the relevant requirements 
of UNECE regulation No 6224. 
1.2.1. Vehicles of categories L1e, L2e, L3e,  L4e and L5e which are not fitted with 
handlebars shall meet all the relevant requirements of UNECE regulation No 1825 
as prescribed for vehicle category N2. 
1.3. Vehicles of category L6e which are fitted with handlebars shall meet all the 
relevant requirements of UNECE regulat ion No 62, as prescribed for vehicle 
category L2e. 
1.3.1. Vehicles of category L6e wh ich are not fitted with hand lebars shall meet all the 
relevant requirements of UNECE regulat ion No 18, as prescribed for vehicle 
category N2. 
1.4. Vehicles of category L7e which are fitted with handlebars shall meet all the 
relevant requirements of UNECE regulat ion No 62, as prescribed for vehicle 
category L5e. 
1.4.1. Vehicles of category L7e wh ich are not fitted with hand lebars shall meet all the 
relevant requirements of UNECE regulat ion No 18, as prescribed for vehicle 
category N2. EN 67   EN ANNEX VII  
Requirements regarding applying to electromagnetic compatibility (EMC)  
1. Requirements 
1.1. ‘Type of vehicle with regard to elec tromagnetic compatibility’ means a category 
of vehicles which do not differ in such essential respects as the design characteristics of the electronic component s, spark-plugs and their wire harnesses, 
and their method of attachment  and location on the vehicle;  
1.2. Vehicles of categories L1e, L2e, L3e, L4e, L5e, L6e and L7e shall meet all the 
relevant requirements of UNECE regulation No 10
26. EN 68   EN ANNEX VIII  
Requirements applying to external projections  
1. Requirements applying to two-wheel mopeds and two-wheel motorcycles 
with or without side-car 
1.1. General requirements 
1.1.2. Vehicles of categories L1e, L3e a nd L4e shall meet the following general 
requirements: 
1.1.2.1. Vehicles shall incorporate no pointe d, sharp or protruding parts, pointing 
outwards, of such a shape, dimension, a ngle of direction and hardness that they 
increase the risk or seriousness of b ody lesions and lacerations suffered by any 
person struck or grazed by the vehicle in the event of an accident. Vehicles shall 
be designed so that parts and edges with  which vulnerable road users such as 
pedestrians are likely to come into cont act in the event of an accident comply 
with the requirements in points 1. to 1.3.8. 
1.1.2.2. All contactable projections or edges which are made of or covered with material 
such as soft rubber or soft  plastic having a hardness of  less than 60 Shore (A) are 
considered to meet the requirement s in points 1.3. to 1.3.8. The hardness 
measurement shall be carried  out with the material fitted to the vehicle as 
intended. 
1.1.3. Specific provisions for vehicles of categories L1e, L3e and L4e 1.1.3.1. Vehicles shall be assessed in accord ance with the provisions in points 1.2. to 
1.2.4.1. 
1.1.3.2. In the case of vehicles fitted with a fo rm of structure or panels intended to 
partially or fully enclose the rider, pa ssenger or luggage or  to cover certain 
vehicle components, the vehicle manufactur er may as an alte rnative choose to 
apply the relevant requirements of UNECE regulation No 26 as prescribed for 
vehicle category M1, covering either speci fic external projections or the full 
external surface of the vehicle. 
The relevant external projections assessed in  conformity with this clause shall be 
clearly identified in the information document and any remaining external surface shall comply with the requirements of points 1. to 1.3.8. 
1.1.4. Specific provisions for vehicles of category L4e 1.1.4.1. When the side-car is connected to the motorcycle, either permanently or in a 
detachable way, the space between the motorcycle and the side-car is exempted from assessment (see Figure 8-1). EN 69   EN 1.1.4.1.1. 
 
Figure 8-1: Top-down view of categor y L4e motorcycle with side-car 
1.1.4.2. If the side-car can be detached from th e motorcycle so that the motorcycle can 
be used without it, the motorcycle itsel f shall fulfil the requirements for solo 
motorcycles in points 1. to 1.3.8. 
1.2. Assessment of external projections 1.2.1 A testing device conforming to the speci fications laid down by Figure Ap1-1 in 
Appendix 1 shall be used to check the external projections of the vehicle. 
1.2.2. The vehicle shall be placed on a horiz ontal surface and kept in an upright 
position, initially with the steering control and steered wheel in the straight-ahead position. 
1.2.2.1. A 50
th percentile anthropomorphic dummy or a person with similar physical 
characteristics shall be seated on the test vehicle in the normal riding position in such a way that it does not hamper the free rotation of the st eering control. The 
feet shall be placed on the designated f oot supports and shall not be resting on 
any gear shift lever or brake pedal. 
1.2.3. The testing device shall be moved from th e front towards the rear of the vehicle, 
in a smooth motion, on both sides of it. If  the testing device contacts the steering 
control or any parts mounted on it, it shall be rotated away into its fully locked position, during and after wh ich the test continues. The testing device shall 
remain in contact with the vehicle or  rider during the te st (see Figure 8-2). EN 70   EN 1.2.3.1. 
Figure 8-2: Test de vice movement zones 
1.2.3.1. The front of the vehicle shall be the firs t point of contact and the testing device 
shall move sideways in an outward direction following the contour of the vehicle and the rider if a pplicable. The testing device shall also be allowed to 
move inward at a rate not exceeding the rate of rearward movement (i.e. at an 
angle of 45
° in relation to the longitudinal median plane of the vehicle). 
1.2.3.2. The hands and feet of the rider shall be pushed away by the testing device if it 
comes into direct contact with them and any relevant supports (e.g. foot supports) shall be allowed to freely rota te, fold, bend or flex as a result of 
contact with the testing device and assessed in all resulting intermediate positions. 
1.2.3.3. Parts and components of rear-view mirrors which are duly covered by the 
relevant component type-approval are d eemed to comply with the requirements 
of points 1. to 1.3.8. 
1.2.3.4. Projections which may be contacted by the testing device in any position of 
intended use (e.g. passenger foot supports  both in stowed and folded-out 
condition) shall be assessed in all positions of intended use. 
1.2.4. When the testing device is moved along the vehicle as described above, the 
projections and edges of the vehicle which are contacted by that device are 
considered to fall within: 
– group 1: if the testing device gr azes parts of the vehicle; or 
– group 2: if the testing device collides with parts of the vehicle. EN 71   EN 1.2.4.1. In order to differentiate in which gro up the contacted projections and edges fall, 
the testing device shall be used in accordance with the assessment method 
shown in Figure 8-3 below and considered to belong to: 
group 1 if 0 ° ≤ α < 45°; and 
group 2 if 45 ° ≤ α ≤ 90°. 
 
Figure 8-3: Top-down view of the testi ng device grazing the side of a vehicle 
and colliding with a protruding part 
1.3. Specific requirements 1.3.1. Radius requirements concerning gr oup 1 parts (contacted by grazing): 
1.3.1.1. Plates: 
– plate edges shall have a radius of curvature of at least 0.5 mm; 
Structure, fairings, bodywork, etc.: – corners shall have a radius of curv ature of at least 3.0 mm. A ‘corner’ 
means the three-dimensional shape of a surface which is not a plate edge or a stem; 
1.3.1.1.1. The radii on corners and plate edges sh all be determined at the point(s) of 
contact with the testing device and continue or progressively diminish in the directions where contact between the test ing device and corner or edge no longer 
occurs. 
1.3.1.2. Stems 
– stems or similar parts shall have an overall diameter of at least 10 mm; 
– the edges on the end of a stem shall have a radius of curvature of at 
least 2.0 mm. 
1.3.1.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of 
contact with the testing device and ma y be progressively less around the full 
circumference of the stem end. 
1.3.2. Radius requirements concerning group 2 parts (contacted by collision): 1.3.2.1. Plates: EN 72   EN – plate edges shall have a radius of curvature of at least 2.0 mm; 
Structure, fairings, bodywork, etc.: – corners shall have a radius of curvature of at least 2.0 mm. 
1.3.2.1.1. The radii on corners and plate edges sh all be determined at the point(s) of 
contact with the testing devi ce and shall be continued or progressively less in the 
directions where contact between the test ing device and corner or edge no longer 
occurs. 
1.3.2.2. Stems 
– stems or similar parts shall have an overall diameter of at least 20 mm; 
– however, stems or similar parts may have an overall diameter of less 
than 20 mm, provided that its projection is less than half of its overall diameter; 
– the edges on the end of a stem shall have a radius of curvature of at 
least 2.0 mm. 
1.3.2.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of 
contact with the testing device and ma y be progressively less around the full 
circumference of the stem end. 
1.3.3. The upper edge of a windscreen or fairi ng, transparent or not, shall have a radius 
of curvature of at least 2.0 mm or may be covered with protective material in 
compliance with point 1.1.1.2. 
1.3.3.1. The upper edge is bounded by planes at a 45
° angle in relation to the horizontal 
plane (see Figure 8-4). 
Figure 8-4: View of rider through transparent windshield  EN 73   EN 1.3.3.2. If a radius is applied to the upper edge, it shall not be larger than 0.70 times the 
thickness of the windscreen or fair ing measured at the upper edge. 
1.3.3.3. Covers which resemble windscreens or fa irings and which ar e installed only to 
protect the rider’s instrume nt cluster or headlamp device and which have an 
overall projection of no mo re than 50 mm measured fr om the top surface of the 
relevant instrument cluster or headlamp device are exempted from the requirements in points 1.3.3, 1.3.3.1 and to 1.3.3.2. 
1.3.4. The end of clutch and brake levers mounted on the steering control shall be 
perceptibly spherical and have a radius  of curvature of at least 7.0 mm. The 
remaining outward edges of these levers sh all have a radius of curvature of not 
less than 2.0 mm along the complete grip application area. Th e verification is 
done with the levers in non-applied position. 
1.3.4.1. If the levers are fully covered by prot ection shields and can therefore not come 
into contact with a person struck by the ve hicle, the levers are deemed to comply 
with the requirements of point 1.3.4. 
1.3.5. The leading edge of the front mudguard or any parts mounted onto it shall have a 
radius of curvature of at least 2.0 mm. 
1.3.5.1. The leading edge of the front mudgua rd is bounded by two vertical planes 
forming a horizontal angle of 45
° in relation to the longi tudinal median plane of 
the vehicle. 
1.3.5.2. If a radius is applied to  the leading edge of the fr ont mudguard, it shall not be 
larger than 0.70 times the thickness of the mudguard measured at the leading 
edge. 
1.3.6. The rear edge of a fuel filler cap or  similar shaped device located on the upper 
surface of the fuel tank, for instance, and likely to be struck by the rider moving 
forward during a collision, shall not project more than 15 mm from the 
underlying surface and the transition from the underlying surface shall be smooth or perceptibly spherical. An ex ample is given in Figure 8-5. It may 
project more than 15 mm from the underl ying surface provided that a protective 
device is located behind it ensuring that  the relative projection of 15 mm is not 
exceeded. EN 74   EN  
Figure 8-5: Fitting requirement for filler cap on fuel tank 
1.3.6.1. Fuel filler caps or similar shaped devices  with are not placed forward of the rider 
or located below the level of the rider’s  seating position are exempted from the 
requirements of point 1.3.6. 
1.3.7. Ignition key heads shall have a protectiv e cap made from rubber or plastic with 
blunted edges. 
1.3.7.1. Ignition keys which are not required to be inserted in the ignition lock during 
vehicle operation, which are flush with or encased by the surrounding surface, of which the head can fold in relation to its shaft or barrel, which is located below the level of the rider’s seating position or which is not located forward of the 
rider are exempted from th e requirements of point 1.3.7. 
1.3.8. Outward pointed and protruding parts of  the vehicle in its normal and upright 
position which are not contacted by the te sting device, but which could increase 
the risk or seriousness of body lesions and lacerations as a re sult of any contact 
with a person being struck in  a collision, shall be blunted. 
2. Requirements applying to three-w heel vehicles and quadricycles 
2.1. General requirements 
2.1.1. Vehicles of categories L2e, L5e, L6e and L7e shall meet the following general 
requirements. 
2.1.1.1. Vehicles shall incorporate no pointe d, sharp or protruding parts, pointing 
outwards, of such a shape, dimension, a ngle of direction and hardness that they 
increase the risk or seriousness of b ody lesions and lacerations suffered by any 
person struck or grazed by the vehicle in the event of an accident. Vehicles shall 
be designed in such a way that parts and edges with which vulnerable road users 
such as pedestrians are likely to come in to contact in the event of an accident 
comply with the requirements in points 2.1.2. to 2.1.2.1.4. 
2.1.2. Specific provisions for vehicles of categories L2e, L5e, L6e and L7e EN 75   EN 2.1.2.1. Vehicles shall meet all the relevant requirements of  UNECE regulation No 26 as 
prescribed for vehicle category M1. 
2.1.2.1.1. However, bearing in mind the variet y of forms of construction of these 
categories of vehicle, and whether or not  the vehicle is equipped with a device 
for reversing, the vehicle manufactur er may, as an alternative to the 
requirements in point 2.1.2.1., choose to ap ply the requirements of points 1.1. to 
1.1.2.1. and points 1.2. to 1.3.8., as prescribed for vehicles of categories L1e and 
L3e, covering specific external projections  (e.g. of front forks, wheels, fenders, 
mud guards and fairings and the rear s ection of vehicles not equipped with a 
device for reversing) of the vehicle to be type-approved, in agreement with the 
technical service and approval authority (e .g. for a type of ve hicle which has the 
overall appearance of a motorcycle, but  which is equipped with three wheels 
classifying it as an L5e category vehicle). 
The relevant external projections assessed in  conformity with this clause shall be 
clearly identified in the information document and any remaining external surface shall comply with the requirements of points 2. to 2.1.2.1.4. 
2.1.2.1.2. Where vehicles are fitted with a form of structure or panels intended to partially 
or fully enclose the rider, passenger or  luggage or to cover certain vehicle 
components and parts of the external surface cannot be assessed appropriately 
by application of point 2.1.2.1.1. (e.g. as re gards the roof, roof pillars, doors, 
door handles, glazing, bonnet top, trunk li d, opening buttons, load platforms), 
these remaining external projections shall comply with all the relevant 
requirements of UNECE regulation No 26  as prescribed for vehicle category 
M1. 
2.1.2.1.3. In case of vehicles of categories L2e- U, L5e-B, L6e-BU and L7e-CU, the edges 
which can be contacted in accordance w ith the provisions laid down above and 
which are located behind the rear bulkhead, or where no  rear bulkhead is present 
a vertical transverse plane passing thr ough a point located 50 cm behind the R-
point of the most rearward seating positi on, shall at least be  blunted when their 
projection is 1.5 mm or more. 
2.1.2.1.4. Compliance with the requirements shal l be checked without any registration 
plate affixed to the vehicle and any registration plate sp ace or surface shall thus 
not be exempted from assessment. 
Appendix 1 — Testing device 
1. External projections testing device EN 76   EN 1.1. 
 
Figure Ap1-1: Diagram of the testing device 
2. Procedure for use 
2.1. The testing device shall be ke pt in an orientation such as  to ensure that the line 
corresponding to the angle of α = 90° remains parallel to the longitudinal median 
plane of the vehicl e throughout the test. 
2.2. The lower portion of the testing device (i .e. the 100 mm high base) may be of a 
different design for stability or conveni ence purposes. However, if this lower 
portion comes into direct contact with the vehicle, it shall be adapted (e.g. locally trimmed down to a minimum of 150 mm in diameter) in order to allow 
full contact between the vehicle and th e portion of the testing device between 
100 mm to 1200 mm in height. EN 77   EN ANNEX IX  
Requirements regarding applying to fuel storage  
1. General requirements 
1.1. ‘Type of vehicle with regard to fuel st orage’ means a category of vehicles which 
do not differ in such essentia l respects as shape, size a nd material characteristics, 
and the method of mounting and locati on of the fuel tank on the vehicle; 
1.2. Fuel tanks of vehicles fitted with one or  more of these shall meet the following 
general requirements: 
1.2.1. Fuel tanks shall be made with material s of which the thermal, mechanical and 
chemical behaviour continues to be a ppropriate under their intended conditions 
of use. 
1.2.2. Fuel tanks and adjacent vehicle parts shal l be designed in such a way as not to 
generate any electrostatic charge whic h could result in sparking between the 
tank and the chassis of the vehicle which could ignite a mixture of air and fuel. 
1.2.3. Fuel tanks shall be made so as to be corrosion-resistant. 1.2.4. Fuel tanks shall be fitted with appropriate  devices (e.g. orifices or safety valves) 
which automatically release any excess pr essure or any pressure exceeding the 
service pressure. Such devices shall be so designed as to pr eclude any risk of 
ignition of a mixture of air and fuel. 
1.2.5. Fuel tanks shall be so designed that any fuel that may leak when they are being 
filled cannot fall on the vehicle’s exhaust sy stem, engine or other drivetrain parts 
or on the inside of any passenger or lugga ge compartment, but is channelled to 
the ground. 
1.2.6. Fuel shall be unable to flow from the f iller cap or any devices fitted in order to 
release excess pressure, even if the tank is  fully inverted. Dri pping is tolerated to 
a maximum of 30 g/min, to be verified by means of the test described in points 
2.1. to 2.1.4. If the leakage rate does not appe ar to be constant in nature, it shall 
be ensured that maximum leakage rate  is determined within a one minute 
timeframe (i.e. not averaged over a longer timeframe). 
1.2.7. No tank shall be situated in, or form, a surface (e.g. floor, wall, roof or 
bulkhead) of the passenger compartment or other compartment integral with it, if the vehicle is fitted with bodywork. 
1.2.7.1. For the purpose of this A nnex, a vehicle is deemed to have a passenger or other 
compartment integral with it if it is fitted with  safety glazing, side doors, a rear 
door, side pillars and/or a roof creating an enclos ed or partly enclosed 
compartment. The technical service shall cl early justify the judgment criteria in 
the test report. 
1.2.8. The fuel filler port shall not be situated in the passenger compartment, luggage 
compartment or engine compartment, if any. EN 78   EN 1.2.8.1. Further to point 1.2.7.1. above, a vehicl e is deemed to have an engine 
compartment or a luggage compartment if  it is fitted with side panels in 
combination with a bonnet/ hood lid and/or a boot/trunk lid creatin g an enclosed 
or partly enclosed compartment. The t echnical service shall clearly justify the 
judgment criteria in the test report. 
1.2.9. Fuel tanks shall pass the l eak-tightness tests carried out with an internal pressure 
equal to twice the relative service pressure  (design pressure) or an overpressure 
of 30 kPa, whichever is higher, as desc ribed in points 2.2. to 2.2.1. Any orifices 
may be blocked for the purpose of this test . The fuel tank shall not crack or leak 
during the test, but may remain permanently deformed. 
1.2.9.1. Fuel tanks made of materi als other than metal are c onsidered as meeting this 
requirement if they have passed the test described in  points 3.4. to 3.4.1. 
1.2.10. Fuel tanks made of materials other than  metal shall be subject to the tests in 
accordance with points 3. to 3.7.5.1. in additi on to those described in points 2.1. 
to 2.1.4. 
1.3. Vehicles fitted with one or more fu el tanks shall meet the following general 
requirements: 
1.3.1. Fuel tanks shall be fitted and installed in  such a way as to fulfil their function in 
all foreseeable operating conditions. 
1.3.2. All parts and components of the vehicle’s fuel supply system shall be adequately 
protected by parts of the frame or bodywork against contact with possible 
obstacles on the ground. Such protection sh all not be required  if the relevant 
parts or components located beneath the ve hicle are further fr om the ground than 
the parts of the frame or bodywork which are located immediately ahead of them. 
1.3.3. All parts and components of the vehicle’ s fuel supply system shall be designed, 
manufactured and installed in such a way as to withstand the effects of any 
internal and external corrosion to which it is exposed. No motion due to torsion, 
flexing and vibration of the vehicle stru cture, engine and transmission shall 
subject any part or component  of the fuel supply system to abnormal friction or 
stress. 
1.3.4. Vehicles using liquefied petroleum ga s (LPG) in their propulsion system, and 
the LPG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 67
27 as prescribed for vehicle category M 1. 
1.3.5. Vehicles using compressed natural ga s (CNG) in their propulsion system, and 
the CNG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 110
28 as prescribed for vehicle category M 1. 
2. Fuel tank tests 
2.1. Overturn test EN 79   EN 2.1.1. The tank and all its accessories shall be mounted onto a test fixture in a manner 
corresponding to the mode of installation on the vehi cle for which the tank is 
intended. This also applies to systems for the compensation of the interior excess 
pressure. 
2.1.2. The test fixture shall rotate about an axis lying parallel to the longitudinal 
vehicle axis. 
2.1.3. The test shall be carried out with the ta nk filled to 30% of its total rated capacity 
and also 90% of its total rated capac ity with a non-flammable liquid having a 
density and a viscosity close to those of the fuel normally used, or with water. 
2.1.4. The tank shall be turned from its instal led position 90° to the left. The tank shall 
remain in this position for at least five minutes. The tank shall then be turned 90° further in the same direction. The tank shall be held in this position, in 
which it is completely inverted, for at least another five minutes. The tank shall be rotated back to its normal position. 
Testing liquid that has not flowed back from the venting system into the tank 
may be drained and replenished if necessary. 
The tank shall be turned from its inst alled position 90° to the right. The tank 
shall remain in this position for at leas t five minutes. The tank shall then be 
turned 90° further in the same direction. The tank shall be held in this position, in which it is completely inverted, for at least another fi ve minutes. The tank 
shall be rotated back to its normal position. 
The 90° rotations shall take place at one to three minute intervals. 
2.2. Hydraulic test 2.2.1. The tank shall be subjected to a hydrauli c internal pressure test which shall be 
carried out on an isolated unit complete with all its accessories. The tank shall be completely filled with a non-flammable liquid having a density and a viscosity 
close to those of the fuel normally used, or with water. After all communication 
with the outside has been cut off, the pressure shall be gradually increased, through the pipe connection through which fuel is fed to th e engine, to the 
internal pressure specifie d in point 1.1.9. and this pre ssure shall be maintained 
for at least 60 seconds. 
3. Specific requirements and tests for fuel  tanks made of materials other than 
metal 
3.1. Fuel tanks made of materials other th an metal are subjected to the following 
additional tests: 
– permeability test; 
– shock test; 
– mechanical strength test; 
– fuel resistance test; 
– high-temperature test; EN 80   EN – fire-resistance test. 
3.2. Permeability test to be carried out on completely new fuel tank 3.2.1. The permeability test as part of type IV  testing referred to  in Annex V(A) to 
Regulation (EU) No 168/2013 without having to take into account any diffusion 
measurements for the purpose of the test in accordance with this Annex, shall be 
carried out on a sufficient number of ta nks for the purpos e of testing in 
accordance with points 3.3. to 3.7.5.1. 
3.3. Shock test to be carried out on a fuel  tank which has undergone the permeability 
test 
3.3.1. The fuel tank is filled up to its tota l rated capacity with a mixture of 50% water 
and ethylene glycol or with any other c oolant which does not deteriorate the fuel 
tank material, the cryoscopic point of which is lower than 243.2 ± 2K (-30 ± 
2
°C). 
The temperature of the substances contained in the fuel tank during the test shall 
be 253.2 ± 2K (-20 ± 2 °C). The tank is cooled down to a corresponding ambient 
temperature. The fuel tank may also be filled with a suitably refrigerated liquid 
provided that it is left at the test temperature for at least an hour. 
A pendulum is used for the test. Its imp act head shall have the form of an 
equilateral triangular pyrami d with a radius of curvature of 3.0 mm at its peak 
and edges. The freely moving mass of the pendulum shall have a mass of 15 kg 
± 0.5 kg and the exerted pendulum’s energy shall not be less than 30.0 J for each impact on the fuel tank. 
The technical service may select any num ber of points on the fuel tank to be 
tested and these points shall reflect locati ons which are considered at risk as a 
result of the fitting of the tank and its position on the vehicle. Non-metal shielding shall be disregarded and frame tubing or chassis sec tions may be taken 
into account for the assessment of risk. 
More than one fuel tank may be used fo r the completion of all impacts, provided 
that all fuel tanks to be used have undergone the permeability test. 
There shall be no leakage of  liquid following a single im pact at any one of the 
tested points. 
3.4. Mechanical strength test  to be carried out on a fu el tank which has undergone 
the permeability test 
3.4.1. The fuel tank shall be filled up to its total rated capacity, the test liquid used 
being water at 326.2 ± 2K (53 ± 2
°C). The tank shall then be subjected to an 
internal pressure equal to twice the relati ve service pressure (design pressure) or 
an overpressure of 30 kPa, whichever is higher. The tank shall remain closed and pressurised for a period of not less than five hours at an ambient temperature of 
326.2 ± 2K (53 ± 2
°C). 
The fuel tank shall not show signs of leakage and any temporary or permanent 
deformation which may arise shall not re nder it unusable. Account shall be taken 
of specific fitting conditions if the deformation of the tank is to be assessed. EN 81   EN 3.5. Fuel resistance test to be  carried out on samples of a completely new fuel tank 
and samples of a fuel tank which has undergone the permeability test 
3.5.1. Six tensile test-pieces of approximately the same thickness are taken from flat or 
nearly flat faces of the completely new fuel tank. Their tensile strength and 
elastic limits are establis hed at 296.2 ± 2K (23 ± 2 °C) at an elongation rate of 50 
mm/min. The obtained values shall then be compared with the tensile strength 
and elasticity values obtained from sim ilar tests carried out using a fuel tank 
which has undergone the permeability test. The material shall be considered to 
be acceptable if the tensile strength differs by no more than 25%. 
3.6. High temperature test to be carried out on samples of a fuel tank which has 
undergone the permeability test 
3.6.1. The fuel tank shall be fitted to a representative part of the vehicle and filled to 
50% of its total rated capacity with water at 29 3.2 ± 2K (20 ± 2 °C). The test 
setup including the fuel tank shall then be placed in an ambient temperature of 
343.2 ± 2K (70 ± 2 °C) for 60 minutes, after which the fuel tank shall not display 
any permanent deformation or leaks and shall be in fully usable condition. 
3.7. Fire resistance test to be carried out on samples of a fuel tank which has 
undergone the permeability test 
3.7.1. Preparation of test samples 3.7.1.1. At least ten flat or nearly flat test samples 125 ± 5 mm long and 12.5 ± 0.2 mm 
wide shall be taken from one or more  fuel tanks which have undergone the 
permeability test. However, if obtaining such test samples is prevented by the design characteristics (i.e. shape) of the fuel tank, it is deemed acceptable for the purpose of this test to prepare one or more special tanks with similar characteristics but with more flat or n early flat surfaces in corporated in the 
walls. The overall thickness of all samples shall be within ±5% of the thickest sample. 
3.7.1.2. Two lines shall be cut into each samp le, one at 25mm and the other at 100 mm 
from one end. 
3.7.1.3. The edges of the test samples shall be sharply defined. Edges obtained by 
sawing shall be fine-sanded down in order to obtain a smooth finish. 
3.7.2. Test equipment 
3.7.2.1. The test chamber shall consist of a tota lly enclosed laborator y fume hood with a 
heat-resistant test-observation window. A mirror may be used in certain test 
enclosures in order to provide  a rear view of the sample. 
The fume extractor fan shall be shut dow n during the test and should be restarted 
immediately after the test in orde r to extract combustion products. 
The test may also be carried out insi de a metal box placed beneath the fume 
hood with the extractor fan operating. 
The top and bottom walls of the box sha ll incorporate ventilation holes enabling EN 82   EN sufficient air for the combustion to pass through while not subjecting the 
burning sample to a draught. 
3.7.2.2. The supporting base shall consist of tw o grips which can be set in any position 
by means of swivel joints. 
3.7.2.3. The burner shall be a gas-fired ‘Bunsen’  or ‘Tirill’ type with a 10 mm nozzle. 
The nozzle shall not be fitted with any accessory. 
3.7.2.4. A metal screen with a mesh size of 20 and overall dimensions of approximately 
100 × 100 mm shall be provided. 
3.7.2.5. A water bath with suggested dimens ions of approximately 150 × 75 × 30 mm 
shall be provided. 
3.7.2.6. A timing device (in seconds) shall be provided. 3.7.2.7. A graduated scale (in millimetres) shall be provided. 3.7.2.8. A sliding calliper (with an accuracy of at least 0.05 mm) or equivalent measuring 
device shall be provided. 
3.7.3. Test procedure 3.7.3.1. A sample is attached to one of the grip s on the base by the end closest to the 100 
mm mark, with its longitudinal axis horiz ontal and its transverse axis at 45
° to 
the horizontal. Below the test sample, a cl ean woven metal screen is attached to 
the second grip and located 10 mm horiz ontally below the edge of the sample 
such that the sample protrudes appr oximately 13 mm beyond the end of the 
screen (see Figure 9-1). A bath full of water shall be placed on the fume hood 
table in such a way as to receive any incandescent particles which may fall during the test. 
 
 
Figure 9-1: Set-up for fire resistance test. Comments: 1) TS = test sample; 2) 
WMF = woven metal fibre. 
3.7.3.2. The air supply to the burner shall be set in such a way as to obtain a blue flame 
with an approximate height of 25 mm. 
3.7.3.3. The burner shall be placed so that its flame touches th e outer edge of the test EN 83   EN sample (see Figure 1) at the same time the timer is started. 
The flame is held in cont act for 30 seconds. If the sample deforms, melts or 
shrinks away, the flame shall be repositione d in order to maintain contact with it. 
However, significant deformation of the sample during the test may invalidate 
the result. 
The burner shall be withdrawn after 30 seconds or when the flame-front reaches 
the 25 mm mark, whichever occurs first.  The burner shall be moved away at 
least 450 mm from the sample and the fume hood shall be closed. 
3.7.3.4. When the flame front reaches the 25 mm  mark, the indicated time in seconds 
shall be noted as time t 1. 
3.7.3.5. The timer is stopped when combustion (with  or without flame) stops or reaches 
the mark 100 mm from the free end. The i ndicated time shall be noted as time t. 
When a sample is reignited by burning material deposited on the woven metal 
screen, the test result may be invalidated. 
3.7.3.6. If the combustion does not reach the 100 mm mark, the unburnt length from the 
100 mm mark along the lower edge of the sample is measured and rounded up or 
down to the nearest millimetre. The burnt  length is thus equal to 100 mm minus 
the unburnt length expressed in mm. 
3.7.3.7 If a sample has burnt up to or be yond the 100 mm mark, the combustion speed 
shall be calculated as follows: ((75)/(t — t 1)) and expressed in mm/s. 
3.7.3.8 The test described in points 3.7.3.1. to  3.7.3.7. shall be repeated on different 
samples until three samples have burnt up to or beyond the 100 mm mark or ten 
samples have been tested. 
3.7.3.9. If only one sample out of ten burns up to the 100 mm mark or beyond, the test 
described in points 3.7.3.1. to 3.7.3.7. shall be repeated on a maximum of ten 
new samples. 
3.7.4. Expression of results 
3.7.4.1. The test report shall contain at leas t the following detailed information: 
– number of samples tested; 
and concerning each of the individual samples: – means of identification; 
– method of preparation and storage; 
– thickness measured in each third of the sample’s length (mm with at 
least one decimal); 
– combustion time (s); 
– combustion length (mm); 
– statement and reason where a samp le does not burn up to the 100 mm 
mark (e.g. because it drips, runs or breaks up into burnt particles); 
– statement when a sample is reigni ted by burning material deposited on EN 84   EN the woven metal screen. 
3.7.4.2. If at least two samples have burnt up  to or beyond the 100 mm mark, the average 
speed of combustion (expressed in mm/s a nd as derived from the multiple results 
calculated in accordance with the formul a in point 3.7.3.7.) shall be determined. 
The average speed of combustion is thus  the average of th e combustion speeds 
of all of the samples that have burnt  up to or beyond the 100 mm mark. This 
value shall be compared against th e requirement in points 3.7.5. to 3.7.5.1. and 
the calculations and verification referre d to in point 3.7.4.3. sh all not be carried 
out. 
3.7.4.3. The average combustion time (ACT) a nd average combustion length (ACL) 
shall be calculated if no sa mple out of ten or no more  than one out of 20 has 
burnt up to the 100 mm mark. 
Equation 9-1: 
ACT (s) = 
 · ((ti — 30)/(n)) 
where n is the number of samples. 
The result is rounded up or down to the nearest five-second increment. However, 
an ACT of 0 seconds shall not be used. (i.e. if the combustion lasts between less 
than 2 seconds and 7 seconds, the ACT is 5 seconds; if the combustion lasts between 8 and 12 seconds, the ACT is 10 seconds; if the combustion lasts between 13 and 17 seconds, the ACT is 15 seconds, etc.). 
Equation 9-2: 
ACL (mm) = 
· ((100 — unburnt length i)/(n)) 
where n is the number of samples The result is expressed in relation to the nearest 5 mm increment (i.e. ‘less than 5 
mm’ shall be stated if the combustion le ngth is less than 2 mm and thus in no 
case can an ACL of 0 mm be given). 
Where a single sample out of 20 burn s up to or beyond the 100 mm mark, the 
combustion length (i.e. the value of (100 — unburnt length
i) for that sample) 
shall be taken as 100 mm. 
Equation 9-3: The average speed of combustion is t hus (ACL / ACT) (expressed in mm/s). 
This value shall be compared against the requirement as laid down in points 
3.7.5. to 3.7.5.1. 
3.7.5. Requirements concerning the fire resist ance of fuel tank materials other than 
metal 
3.7.5.1. The fuel tank material shall not burn at an average speed of combustion greater 
than 0.64 mm/s as determined in accordance with the test procedure laid down in points 3.7. to 3.7.4.3. EN 85   EN ANNEX X  
Requirements applying to load platforms  
1. Purpose 
1.1. If a load platform is fitted on an L2 e, L5e-B, L6e-B, L7e-B or L7e-C (sub-) 
category vehicle, the assembly of vehicle and load platform shall comply with a 
minimum set of construction criteria in order to safely transport goods. 
2. Requirements 
2.1. If fitted, the load platform shall be designed to carry goods only and have an 
open or enclosed loading bed, which sha ll be virtually even  and horizontal. 
2.2. The centre of gravity of the L-categor y vehicle with loaded platform and 
without driver shall be si tuated between the axles.  
2.3. The dimensions of the platform shall be such that:  
2.3.1.  The length of the loading bed, which m eans the distance from the foremost 
internal point to the rearmost intern al point of the cargo area, measured 
horizontally in the longitudi nal plane of the vehicle le ngth of the loading bed, 
shall not exceed 1.4 times the front or rear track width of the L-category 
vehicle, whichever is the larger.; 
Sub-Subcategories L6e-BU and L7e-CU are exempted from this requirement.  
2.3.2.  The width of the loading bed does not ex ceed the maximum overall width of the 
L-category vehicle without platform.  
2.3.3.  Adequate side protection shall be provi ded to prevent goods loaded on the load 
platform from falling off.  
2.4. The platform shall be laid out symmetri cally in relation to the longitudinal 
median plane of the L-category vehicle.  
2.5. The height of the load platform above  the ground shall be no more than 1000 
mm. 
2.6. The load platform shall be attached to the L-category vehicle in such a way as 
to avoid any risk of accidental detachment.  
2.7. The type of platform and th e way it is attached shall be such that, with a normal 
load, the driver’s field of vision remains adequate and the various mandatory lighting and light-signalling devices continue to fulf il their proper function. 
2.8. The vehicle manufacturer sh all declare safe load carry ing capacity for such load 
platform.  
2.9. Adequate fixing points for securing devi ces for the pay-mass shall be provided 
at the load platform. EN 86   EN ANNEX XI  
Requirements regarding applying to masses and dimensions  
1. Purpose 
1.1. This Annex lays down the requirements for the type-approval of L-category 
vehicles with regard to their masses and dimensions. 
2. Submission of the vehicl e’s mass specifications a nd test requirements to 
determine the mass specifications 
2.1. In the application for EU type-approval fo r a type of vehicle as regard its masses 
and dimensions, the manufacturer shall pr ovide the approval authority, for each 
version within a vehicle type, irrespect ive of the state of completion of the 
vehicle, details of the following masses:  
2.1.1. the mass in running order as referred to  in Article 5 of Regulation (EU) No 
168/2013; 
2.1.2. the actual mass; 2.1.3. the technically permissible maximum laden mass;  
2.1.4. the technically permissible maximum mass on the axles;  
2.1.5. if applicable, the technically permissible maximum towable mass;  
2.1.6. if applicable, the technically permissi ble maximum masses at the coupling point, 
taking into account the technical features of  the couplings that are fitted or can be 
fitted to the vehicle, as the case may be;  
2.1.7. if applicable the mass of the optional equipment; 
2.1.8. if applicable the mass of the superstructure; 
2.1.9. If applicable the mass of the propulsion battery. 
2.2. When determining the masses referred to in point 2, the manufacturer shall take 
into account the best practices of good engineering and the best available 
technical knowledge in order to minimise  the risks of mechanical failure, in 
particular those due to fatigue of materi als, and to avoid damage to the road 
infrastructure. 
2.3. When determining the masses referred to in point 2, the manufacturer shall take 
into account the maximum vehicle speed by construction of the vehicle. 
Where the vehicle is equipped by the manufacturer with a vehicle speed 
limitation device, the maximum vehicle speed  by construction shall be the true 
vehicle speed permitted by the vehicle speed limitation device. 
2.4. When determining the masses referred to  in point 2, the manufacturer shall not 
impose restrictions on the use of the vehicle except those concerning the tyre EN 87   EN capacities that can be adjusted  to the speed by construction. 
2.5. For incomplete vehicles, including chassi s-cabin vehicles, that  require a further 
stage of completion, the manufacturer sha ll provide all releva nt information to 
the next-stage manufacturers so that the requirements of this Regulation continue 
to be fulfilled. 
For the purposes of the first sub point, the manufacturer shall specify the position 
of the centre of gravity of the mass corresponding to the sum of the load. 
2.6. Where the optional equipment significantly affects the masses and dimensions of 
the vehicle, the manufacturer shall pr ovide the technical service with the 
location, mass and geometrical position of th e gravity centre with respect to the 
axles of the optional equipment that can be fitted to the vehicle. 
2.7. Where the approval authority or the t echnical service deems it necessary, they 
may request the manufacturer to make ava ilable a vehicle representative of the 
type to be approved for the purposes of inspection. 
2.8. In the case of utility vehicles of s ubcategories L5e-B, L6e-BU and L7e-CU 
intended for carrying goods and designed to be equipped with exchangeable 
superstructures, the total mass of these superstructures shall be part of the pay-mass. In this case, the following additional conditions shall be fulfilled: 
2.8.1. a superstructure is consid ered to be exchangeable if it can be easily removed 
from the chassis cab; 
2.8.2. in the information document, the vehicle manufacturer shall provide the 
maximum permitted dimensions, the total mass of the superstructure, the limits for the position of the centre  of gravity and a drawing with the position of fixing 
devices. 
2.9. The test conditions and requirements of Appendix 1 shall be fulfilled to 
determine the masses to be submitted by the manufacturer to the approval 
authority. 
3. Submission of the vehicle’s dimensions  and test requirements to determine 
the dimensions 
3.1. In the application for EU type-approval fo r a type of vehicle as regard its masses 
and dimensions, the manufacturer shall pr ovide the approval authority, for each 
version within a vehicle type, irrespect ive of the state of completion of the 
vehicle, the following dimensi ons [in mm] of the vehicle:  
3.1.1. length of the vehicle, which means th e distance between tw o vertical planes 
perpendicular to the longitudinal plane of the vehicle and tangent  to the front and 
rear of the vehicle, respectively; 
3.1.2. width of the vehicle, which means the dist ance between two plan es parallel  to the 
longitudinal plane of the vehicle and tangent  to the vehicle on e ither side of that 
plane; EN 88   EN 3.1.3. height of the vehicle, which means th e distance between the plane supporting the 
vehicle and a parallel plane tangent to the upper part of the vehicle; 
3.1.4. wheelbase of the vehicle, which means the dimension referred to in point 6.4.1 of 
Standard ISO 612:1978; 
3.1.5. for vehicles with twinned wheels or for three- or four-wheeled vehicles: track-
width front and/or rear, which means the distance referred to in point 6.5 of 
Standard ISO 612:1978; 
3.1.6. if applicable, length loading bed and width loading bed  
3.2. The test conditions and requirements of Appendix 1 shall be fulfilled to 
determine the dimensions to be submitted. 
3.3. The actual dimensions referred to in poi nt 3.1. may differ fro m those stated by 
the manufacturer by not more than 3%. EN 89   EN Appendix 1  
Specific requirements with regard to masse s and dimensions of L-category vehicles  
1. Specific requirements regarding vehicle dimensions. 
1.1.  For the purposes of measurement of the di mensions set out in point 3 of Annex 
XI:  
1.1.1. The vehicle shall be at its mass in running order, placed on a horizontal and 
flat surface with tyres inflated at the pressure recommended by the 
manufacturer; 
1.1.2. The vehicle shall be in a vertical position and the wheels in a position 
corresponding to travel in a straight line; 
1.1.3. All the wheels of the vehicle shall be borne by the supporting plane, with the 
exception of any spare wheel. 
1.2.  Only the devices and equipment referred to in this point 1 shall not be taken 
into account for the determination of  the dimensions of the vehicle. 
1.3. With regard to the length of the vehi cle, all components of the vehicle and, in 
particular, any fixed component extending towards the front or rear (bumpers, 
mudguards, etc.) shall be in cluded within those two pl anes as referred to in 
point 3.1.1. of Annex XI, with the exception of the coupling device. 
1.4. With regard to the width of a vehicl e, all components of the vehicle and, in 
particular, all fixed components extendi ng sideways shall be included within 
those two planes referred to in point 3.1.2. of Annex XI, with the exception of 
the rear view mirror(s). 
1.5. With regard to the height of a vehi cle, all fixed components of the vehicle 
shall be included within those two plan es referred to in point 3.1.3. of Annex 
XI, with the exception of th e rear view mirror(s).  
1.6. With regard to the ground clearance of  a vehicle which is loaded to the 
technically permissible maximum laden mass, the shortest distance between 
the ground plane and the lowe st fixed point of the ve hicle shall be measured 
between the axles and under the axle(s) if applicable in  accordance with 
Appendix 1 to Annex II to Directive 2007/46/EC29. The minimum measured 
distance shall be regarded as the ground clearance of the vehicle. 
1.7. An L7e-B2 vehicle (all terrain buggy) loaded to the technically permissible 
maximum laden mass shall satisfy at least five of the following six requirements: 
1.7.1. approach angle ≥ 25 degrees; 
1.7.2. departure angle ≥ 20 degrees; 
1.7.3. ramp angle ≥ 20 degrees; EN 90   EN 1.7.4. ground clearance under the front axle ≥ 180 mm; 
1.7.5. ground clearance under the rear axle ≥ 180 mm; 
1.7.6. ground clearance between the axles ≥ 180 mm. 
1.8. The approach angle, departure an gle and the ground clearances shall be 
measured in accordance with Appe ndix 1 to Annex II to Directive 
2007/46/EC. 
2. Specific requirements regarding vehicle masses  
2.1. The sum of the technically permissibl e maximum mass on the axles shall not 
be less than the technically permissibl e maximum laden mass of the vehicle. 
2.2. Specific requirements regarding limita tion of the optional equipment mass and 
the technically permissible maximum laden mass of the vehicle 
2.2.1. For vehicle categories L2e, L5e, L6e and L7e which are limited in mass in 
running order, the mass of optional equipment shall be limited to 10% of the mass in running order limits laid down in Annex I of Regulation (EU) No 168/2013. 
2.2.2. The technically permissible maximum la den mass of the vehicle shall not be 
less than the actual mass. 
2.3. Where the vehicle is laden to the t echnically permissible maximum laden 
mass, the mass on each axle shall not exceed the technically permissible 
maximum mass on that axle. 
2.4.  Where the vehicle is laden to the t echnically permissible maximum laden 
mass, the mass on the front axle shall in no event be less than 30
 % of the 
technically permissible maximu m laden mass of the vehicle. 
2.4.1.  Where the vehicle is laden to the tec hnically permissible maximum laden mass 
plus the technically permissible maxi mum mass at the coupling point, the mass 
on the front axle shall in no event be less than 20  % of the technically 
permissible maximum laden mass of the vehicle. 
2.5. L-category vehicles can be authorised to tow a trailer ≤ 50% of the mass in 
running order of the vehicle. 
2.6.  Where a vehicle is equipped with removable seats, the verification procedure 
shall be limited to the condition with  the maximum number of seating 
positions. 
2.7. Where a vehicle is equipped with seats and for the purposes of verifying the 
requirements in points 2.2, 2.3 and 2.4: 
(a) the seats shall be adjusted  as prescribed in point 2.7.1; 
(b) the masses of the passengers, the pay-mass and the mass of the optional EN 91   EN equipment shall be distributed as  prescribed in points 2.7.2. to 2.7.6. 
2.7.1.  Seat adjustment 
2.7.1.1.  Where adjustable, the seats shall be  moved to their rearmost position. 
2.7.1.2.  Where there are other possibilities for adju sting the seat (ver tical, angled, seat 
back, etc.), the adjusted positions shall be as specified by the vehicle 
manufacturer. 
2.7.1.3.  In the case of suspension seats, the seat shall be locked in the position 
specified by the manufacturer. 
2.7.2.  Distribution of the mass of the driver and passengers to measure the vehicle 
masses 
2.7.2.1. For (sub-)categories L1e and L3e the ma ss of the driver is assumed to be 75 
kg, subdivided into 65 kg occupant mass at  the R-point of the rider’s seating 
position and 10 kg luggage mass in accordance with ISO standard 2416-1992. Where the vehicle has only one seating position (no buddy seat), a rider mass 
of 75 kg shall be located at that seating position. 
2.7.2.2.  For all other L-category vehi cles, the mass representing the driver shall be 75 
kg and the mass(es) representing passenger(s) shall be 65 kg each. 
2.7.2.3.  The mass for the driver and for each passenger shall be located at the seating 
position reference points  (the ‘R points’). 
2.7.3.  Distribution of the mass of the optional equipment 
2.7.3.1.  The mass of the optional equipment shall be  distributed in accordance with the 
manufacturer’s specifications. 
2.7.4.  Distribution of the pay-mass 
2.7.4.1. The pay-mass shall be distributed in accordance with the manufacturer’s 
specifications in agreement w ith the technical service. 
2.7.5. As regards utility vehicles with bodyw ork of (sub-)categories L2e-U, L5e-B, 
L6e–BU , L7e-B or L7e-CU, the pay-ma ss shall be distributed uniformly on 
the loading bed. 
2.7.6. As regards utility vehicles without bodywork (e.g. chassis-cab) of (sub-) 
categories L2e-U, L5e-B, L6e-BU, L7e- B or L7e-CU the manufacturer shall 
state the extreme permissible positions of  the centre of gravity of the pay-mass 
(e.g. from 0.20 m to 0.50 m in front  of the first rear axle). 
2.8. Maximum permissible pay-mass 2.8.1. The maximum permissible pay-mass of the vehicle shall be  limited according 
to the values set out in table Ap1-1 below. EN 92   EN Vehicle (sub-) category Maxi mum permissible pay-mass (kg) 
L1e-A / L1e-B /L2e-P / 
L6e-A / L6e-BP 250. 
L2e-U / L6e-BU 300. 
L3e / L4e / L5e-A / L7e-A / 
L7e-B / L7e-CP Maximum pay-mass declared by the manufacturer, 
but in no case more than the mass in running order of the vehicle. 
L5e-B / L7e-CU Maximum pay-mass declared by the manufacturer, 
but in no case more than 1000 kg. 
Table Ap1-1: Maximum permissible pay-mass 
2.9. Mass of the alternative propellant storage 
When determining the vehicle’s mass specif ications and in the applicable test 
requirements to determine these mass specifications, the mass of the alternative propellant storage sh all be assumed being equal to: 
2.9.1. the mass of the propulsion batteries in  the case of hybrid or fully electric 
vehicles; 
2.9.2. the mass of a gaseous-fuelling system and the mass of storage tanks for 
gaseous fuel in the case of mono-, bi- or multi-fuel vehicles; 
2.9.3. the mass of storage tank(s) to store th e compressed air in the case of vehicles 
propelled by pre-compressed air; 
2.9.4. a liquefied gaseous fuel or compressed air filled to 90% of the capacit(y)(ies) 
of ‘fuel’ mass in the gaseous fuel tank(s) if this ‘fuel’ is not  taken into account 
in the mass in running order, in the cas e of a vehicle being propelled with a 
gaseous fuel; 
3. Specific requirements regarding the vehicle masses and dimensions of 
subcategories L6e-A, L7e-A and L7e-B relating to static vehicle stability 
3.0.1. Objectives and scope 
3.0.1.1. Subcategories L6e-A (light on-road quads), L7e-A (heavy on-road quads) and 
L7e-B (heavy all-terrain quads) are 4-wheel  vehicles that may have to fulfil 
conflicting design criteria, as they might not only be used on hard paved 
surfaces but also off-road. The consequen ce of having to cope with all kinds of 
terrain may be a high centre of gravit y, resulting in an in stable vehicle. 
Minimum test requirements for static ve hicle stability may positively influence 
the configuration of masses and dimensions in the design stage of the vehicle and increase vehicle static stability. 
3.0.1.2. Vehicles of subcategories L6e-A, L7e- A and L7e-B shall comply with the test 
requirements and performance crite ria laid down in this point. EN 93   EN 3.1. Test vehicle 
3.1.1. The test vehicle shall be representativ e in terms of masses, dimensions and 
shape for the type-approved vehicle. It sha ll conform in all its components 
with the production series or, if the L- category vehicle is different from the 
production series, a full description sha ll be given in the test report. In 
selecting the test vehicle, the manufacturer and the technical service shall agree to the satisfaction of the approva l authority which L-category vehicle 
test model is representative for related vehi cle variants. 
3.1.2. Checks 
The following minimum checks on the test vehicle shall be made in 
accordance with the manufacturer’s specifications for the use considered: wheels, wheel rims, tyres (representative make, type, pressure), axle geometry, adjustment of the suspension and vehi cle ground clearance (set according to 
manufacturer specifications). 
3.2. Lateral static stability tests 3.2.1. All L6e-A, L7e-A and L7e-B subcategor y vehicles shall meet the stability 
performance requirements listed in sections 3.2.3.3.and 3.2. 4.1.3. when tested 
as described below. Tilt table tests shall be conducted in both the loaded 
configuration and operator and passenger configuration. 
3.2.2. Tilt Table Test 3.2.2.1. Test Conditions 
Test conditions shall be as follows:  
3.2.2.1.1.  Loaded Configuration  
3.2.2.1.1.1  The test vehicle shall be in standard condition, without accessories. The test 
vehicle and components shall be asse mbled and adjusted according to the 
manufacturer’s instructi ons and specifications with the exception of point 
3.2.2.1.1.5.  
3.2.2.1.1.2  Tyres shall be inflated to the vehicl e manufacturer’s recommended settings for 
normal operation. If more than one pre ssure is specified, the highest value 
shall be used.  
3.2.2.1.1.3  All fluids shall be at the recommended level and the fuel tank shall be full.  
3.2.2.1.1.4  Steerable wheels shall be held in the straight-ahead position.  
3.2.2.1.1.5  Adjustable suspension components sha ll be set to the highest positions.  
3.2.2.1.1.6  The test vehicle shall be loaded so that a test occupant weight  or equivalent is 
placed in each seating position so that th e centre of gravity of the weight(s) is 
152 mm above the lowest point of the occupant-supportin g surface and 254 
mm forward of the seat back. A test load shall be securely and evenly EN 94   EN distributed to the cargo area(s) so that  the cargo limit(s) and the technically 
permissible mass declared by the ma nufacturer (maximum mass) are not 
exceeded.  
3.2.2.2.  Operator and passenger configuration  
3.2.2.2.1.  The test vehicle shall be in standard condition, without accessories. The test 
vehicle and components shall be asse mbled and adjusted according to the 
manufacturer’s instruct ions and specifications.  
3.2.2.2.2.  Tyres shall be inflated to the vehicl e manufacturer’s recommended settings for 
normal operation. If more than one pressure  is specified, the lowest value shall 
be used.  
3.2.2.2.3.  All fluids shall be at the recommended level and the fuel tank shall be full. 
3.2.2.2.4.  Steerable wheels shall be held in  the straight-ahead position. 
3.2.2.2.5.  Adjustable suspension components shall be  set to the manufacturer’s specified 
values at the point of delivery to the dealer. 
3.2.2.2.6.  The test vehicle shall be loaded so that a test occupant weight  or equivalent is 
placed in the operator seating positi on and the front outermost occupant 
seating position so that th e centre of gravity of the weight(s) is 152 mm above 
the lowest point of the occupant-s upporting surface and 254 mm forward of 
the seat back. 
3.2.2.3. Test Device 
A test platform shall be rigid, flat and cons tructed to be an adjustable slope, tilt 
table or similar device with a surf ace finish providing a minimum friction 
coefficient of 1.0, or a rail, stopper or  other means no greater than 25.4 mm in 
height capable of preventing tyres fr om sliding under normal test conditions. 
The platform surface shall be large e nough to support all wheels of the vehicle 
to be tested. 
3.2.2.4. Test Procedure 
The test procedure shall be as follows: 
3.2.2.4.1. The test vehicle with test loads in place shall be put on the tilt platform so that 
a line through the centre of the footprint of the two lowest tyres shall be parallel to the tilt axis of the table and the steerable wheels of the machine 
shall be placed in the straight-ahead position. 
3.2.2.4.2. The stability of the vehicle shall be dete rmined directly by tilting the platform 
to: 
3.2.2.4.2.1. Loaded configuration — 20 degrees (36.4%) 3.2.2.4.2.2 Operator and passenger confi guration — 28 degrees (53.2%). EN 95   EN 3.2.2.4.3. The platform shall be tilted back to level. 
3.2.2.4.4. The tyre inflation of all tyres shall be re-v erified to ensure that they still 
conform to the test requirements. 
3.2.2.3.5. The test is to be conducted with one si de of the vehicle facing the platform tilt 
axis and repeated with the other side facing the platform tilt axis. 
3.2.2.5. Performance Requirements 
Acceptance of the lateral stability test shall require that at least one of the 
supporting tyre or tyres on the uphill side remains in contact with the surface. 
3.2.3. Static stability coefficient — Kst 
3.2.3.1 Test Conditions 
Test conditions shall be as follows: 
3.2.3.1.1. The test vehicle shall be in standard  condition, without accessories. The test 
vehicle and components shall be asse mbled and adjusted according to the 
manufacturer’s instruct ions and specifications. 
3.2.3.1.2. Tyres shall be inflated to the te st vehicle manufacturer’s recommended 
settings for normal operation. If more than  one pressure is specified, the lowest 
value shall be used. 
3.2.3.1.3. All fluids shall be at th e recommended level and the fuel tank shall be full. 
3.2.3.1.4. Steerable wheels shall be held in the straight-a head position. 
3.2.3.1.5. Adjustable suspension components shall be  set to the values specified at the 
point of delivery to the dealer. 
3.2.3.1.6. The CG height shall be determin ed by ISO 10392:2011, the Balance Angle 
method or another scientifically vali d method that produces comparable and 
repeatable results. 
3.2.3.2. Calculation Kst 
Equation 11-1: 
CGCG
LHtt L LtKst2) ( 2 1 2 −+=  
Where: 
Kst: static stability coefficient CG: centre of gravity Lcg: location of the cg fo rward of the rear axle 
Hcg: location of the cg  above the ground plane 
t
1: front track width EN 96   EN t2: rear track width 
L: wheelbase 
3.2.3.3. Performance Requirements 3.2.3.3.1. (Sub-)categories L6e-A, L7e-A and L7e-B2: Kst ≥ 1.0 
3.2.3.3.2. (Sub-)category L7e-B1: Kst ≥ 0.7 
3.2.4. Pitch stability 3.2.4.1. Test Conditions 
Test conditions shall meet those of point 3.2.2.1. 
3.2.4.1.1. Test Device 
A test platform shall be used that  meets the requirements of point 3.2.2. 
3.2.4.1.2.  Test Procedure 
The loaded test vehicle shall be placed on the tilting platform so that the 
longitudinal centreline is perpendicular to the platform tilt axis. The forward 
end of the test vehicle shall face the plat form tilt axis. Tilt th e platform to a 25 
degree (46.6%) gradient and repeat  item listed in points 3.2.3 and 3.2.4. 
Repeat the procedure with the rear end of the test vehicle facing the platform 
tilt axis. 
3.2.4.1.3.  Pitch stability perfor mance requirements 
Acceptance of the pitch stability test sh all require that at least one of the 
supporting tyre or tyres on the uphill side remains in contact with the surface. 
 EN 97   EN ANNEX XII  
Requirements applying to functional on-boar d diagnostics (OBD) functional requirements  
1. Introduction 
This Annex applies to the functional re quirements of on-board diagnostic (OBD) 
systems for L-category vehicles and specifies  requirements as referred to in Article 
21 of Regulation (EU) No 168/2013 according to  the timetable set out in Annex IV 
to that Regulation and referring to the OBD threshold limits set out in section B of 
Annex VI to that Regulation. 
2. OBD stage I and stage II  
2.1. OBD stage I. 
2.1.1. The technical requirements of this Annex shall be mandatory for L-category 
vehicles equipped with an OBD stage I sy stem as set out in  Article 21 of, and 
Annex IV to Regulation (EU) No 168/2013. This obligation concerns compliance 
with all subsequent points with the ex ception of those specifying OBD stage II 
requirements in points 2.2. and 2.3. 
2.2. OBD stage II 2.2.1. An L-category vehicle may be equipped with an OBD stage II system if the 
manufacturer so chooses. 
2.2.2. Where an OBD stage II system is fitted, the technical requirements of this Annex 
shall apply. This concerns in particular the applicable points listed in Table 12-1 
Topic Paragraphs in this Annex and Appendix 1 
Catalytic converter monitoring 3.3.3.1. / 3.3.4.1. 
EGR efficiency / flow monitoring 3.3.4.4. 
In-use performance monitoring point 4 of Appendix 1. 
Misfire detection 3.3.3.2. / 3.5.3. / 3.6.2. / 3.7.1. / 3.1.2. of 
Appendix 1 
NOx after-treatment system monitoring 3.3.4.5./ 3.3.4.6. 
Oxygen sensor deterioration monitoring 3.3.3.3. 
Particulate filter monitoring 3.3.4.2. 
Particulate matter (PM) emission monitoring 3.3.3.5. 
Table 12-1: OBD stage II functions and a ssociated requirements in the points of 
this Annex and Appendix 1 
2.3. Electric circuit diagnostic EN 98   EN 2.3.1. For the purposes of points 3.3.5. and 3.3.6. the electric circ uit and electronic 
failure diagnostics with regard to OBD stage I and/or II shall at a minimum 
contain the sensor and actua tor diagnostics as well as th e internal diagnostics of 
the electronic control units  listed in appendix 2. 
2.3.2. Non-continuously running electric circ uit monitoring diagnostics, i.e. those 
electric circuit monitoring diagnostics that  will run until thei r tests have passed on 
a non-continuous basis, and completion of  point 3.3.6 for the items included in 
appendix 2, shall be part of OBD stage II. 
2.3.3. By 31 December 2018, the list in appendi x 2 shall be reviewed and updated for 
technical progress if deemed necessary. Any malfunctions of supplemental devices 
to be monitored shall be applicable for OBD stage II in addition to those already identified in the table. 
3. Functional OBD requirements 
3.1. L-category vehicles shall be equippe d with an OBD system so designed, 
constructed and installed in a vehicle as  to enable it to identify types of 
deterioration or malfunction over the entire  life of the vehicle.  In achieving this 
objective, the approval author ity shall accept that vehicles which have travelled 
distances in excess of the Type V durabi lity distance in Section (A) of Annex VII 
to Regulation (EU) No 168/2013 may show some deterioration in OBD system 
performance such that the OBD emission th resholds given in S ection (B) of Annex 
VI to Regulation (EU) No 168/2013 may be exceeded before the OBD system 
signals a failure to the driver of the vehicle.  
3.1.1.  Access to the OBD system required for the inspection, diagnosis, servicing or 
repair of the vehicle shall be unrestricted and standardis ed. All OBD-relevant fault 
codes shall be consistent with poi nt 3.11. of Appendix 1 to this Annex.  
3.1.2. At the manufacturer’s discretion, to aid technicians in the efficient repair of L-
category vehicles, the OBD system may be  extended to monitor and report on any 
other on-board system. Extended diagnostic systems shall not be considered as falling under the scope of type-approval requirements. 
3.2. The OBD system shall be so designed, constructed and installed in a vehicle as to 
enable it to comply with the requireme nts of this Annex during conditions of 
normal use.  
3.2.1.  Temporary disablement of the OBD system  
3.2.1.1.  A manufacturer may disable the OBD system if  its ability to mon itor is affected by 
low fuel levels. Disablement shall not occu r when the fuel tank level is above 20 
per cent of the nominal capacity of the fuel tank.  
3.2.1.2. A manufacturer may disa ble the OBD system at ambient engine starting 
temperatures below 266.2 K (-7°C) or at elevations over 2500 metres above sea 
level, provided it submits data and/or an  engineering evaluation which adequately 
demonstrate that monitoring would be unre liable in such conditions. It may also EN 99   EN request disablement of the OBD system at other ambient engine starting 
temperatures if it demonstrates to the au thority with data a nd/or an engineering 
evaluation that misdiagnosis would occu r under such conditions. It is not 
necessary to illuminate the malfunction indicator (MI) if the OBD thresholds are exceeded during regeneration, provided no defect is present. 
3.2.1.3. For vehicles designed to accommodate th e installation of power take-off units, 
disablement of affected monitoring systems is permitted provided disablement occurs only when the power take-off unit is active. 
In addition to the provisions of this section, the manufactur er may temporarily 
disable the OBD system in  the following conditions: 
(a) For flex fuel or mono/bi fuel gas ve hicles for one minute after re-fuelling to 
allow for the recognition of fuel quality and composition by the powertrain control unit(s) (PCU); 
(b) For bi fuel vehicles for five seconds after fuel switching to allow for engine 
parameters to be readjusted; 
(c) The manufacturer may deviate from these time limits if it can be demonstrated 
that stabilisation of the fuelling system after re-fuelling or fuel switching takes longer for justified technical  reasons. In any case, th e OBD system shall be re-
enabled as soon as either the fuel quali ty or composition is recognised or the 
engine parameters are readjusted. 
3.2.2. Engine misfire in vehicles equi pped with positive-ignition engines. 
3.2.2.1. Manufacturers may adopt higher misfire per centage malfunction cr iteria than those 
declared to the authority, under specific engine speed and load conditions where it can be demonstrated to the authority that the detection of lower levels of misfire 
would be unreliable. In term s of OBD monitoring, it is that  percentage of misfires 
out of a total number of firi ng events (as declared by the manufacturer) that would 
result in emissions exceeding the OBD thre sholds set out in Section (B) of Annex 
VI to Regulation (EU) No 168/2013, or that  percentage that could lead to an 
exhaust catalyst, or catalysts, overh eating, causing irreversible damage; 
3.2.2.1. When a manufacturer can demonstrate to th e authority that the detection of higher 
levels of misfire percentages is still not feasible, or that misfire cannot be 
distinguished from other effects (e.g. rough roads, transmission shifts, after engine 
starting, etc.), the misfire monitoring system may be disabled when such 
conditions exist. 
3.3. Description of tests 3.3.1. The OBD system shall indicate the failure of an emission-related component or 
system when that failure results in emissions exceeding the OBD emission threshold limits referred to in Annex VI(B) to Regulation (EU) No 168/2013. 
3.3.2. Monitoring requirements for vehicles equipped with positive-ignition engines 
In satisfying the requirements of Artic le 21 of Regulati on (EU) No 168/2013., the 
OBD system shall, at a minimum, monitor for: EN 100   EN 3.3.2.1. The reduction in the efficiency of the cat alytic converter with respect to emissions 
of hydrocarbons and nitrogen oxides. Manufacturers may monitor the front 
catalyst alone or in combination with the next catalyst(s) downstream. Each 
monitored catalyst or catalyst combin ation shall be considered to be 
malfunctioning if the emissions exceed the NMHC or NOx thresholds provided for 
in section B of Annex VI to Regulation (EU) No 168/2013. 
3.3.2. Engine misfire 
The presence of engine misfire in the engine operating region bounded by the 
following lines: 
(a) maximum design engine speed minus 500 min-1; 
(b) the positive torque line (i.e. engine load with th e transmission in neutral); 
(c) linear lines joining the following engi ne operating points: the positive torque 
line at 3000 min-1 and a point on the maximum sp eed line defined in (a) above 
with the engine’s manifold vacuum at 13.3 kPa lower than that at the positive torque line. 
3.3.2.3. Oxygen sensor deterioration 
This section shall mean that the deterior ation of all oxygen sensors fitted and used 
for monitoring malfunctions of the cataly tic converter in accordance with the 
requirements of this Annex shall be monitored. 
3.3.2.4. The electronic evaporative emission pur ge control shall, at a minimum, be 
monitored for circuit continuity. 
3.3.2.5. For direct injection positive ignition engi nes, any malfunction that could lead to 
emissions exceeding the particulate mass (P M) OBD emission thresholds provided 
for in section B of Annex VI to Regulation (EU) No 168/2013 shall be monitored in accordance with the requirements of  this Annex for compression ignition 
engines. 
3.3.3. Monitoring requirements for vehicles equi pped with compression ignition engines. 
In satisfying the require ments of Article 21 of Regulation (EU) No 168/2013, the 
OBD system shall monitor: 
3.3.3.1. Reduction in the efficiency of the catalytic converter, where fitted; 
3.3.3.2. The functionality and integrity of  the particulate trap, where fitted. 
3.3.3.3. The fuel-injection system electronic fuel  quantity and timing actuator(s) is/are 
monitored for circuit continuity  and total functional failure. 
3.3.3.4. Malfunctions and the reduction in effi ciency of the EGR system, shall be 
monitored. 
3.3.3.5. Malfunctions and the reduction in effici ency of a NOx after-treatment system 
using a reagent and the reagent dosin g sub-system shall be monitored. EN 101   EN 3.3.3.6. Malfunctions and the reduction in efficien cy of NOx after-treatment not using a 
reagent shall be monitored. 
3.3.4. If active on the selected fuel, other emission control system components or 
systems, or emission-related powertrai n components or systems, which are 
connected to a computer shall be monito red, the failure of which may result in 
tailpipe emissions exceeding the OBD emi ssion thresholds given in section B of 
Annex VI to Regulation (EU) No 168/2013. 
3.3.5. Unless otherwise monitored, any other el ectronic powertrain component connected 
to a computer relevant for environmenta l performance and/or functional safety, 
including any relevant sensor s to enable monitoring func tions to be carried out, 
shall be monitored for electric / electronic circuit failures. In particular these electronic components shall be continuously monitored for any electric circuit 
continuity failure, shorted electric circ uits, electric range/performance and stuck 
signal of the emissions control system
; 
3.3.6. Unless otherwise monitored, any other powertrain component connected to a 
computer relevant for the environmental performance and/or functional safety, 
triggering any programmed ‘limp-home ’ operating mode which significantly 
reduces engine torque, e.g. to safe guard powertrain components. Without 
prejudice to the list Ap2-1 the relevant diagnos tic trouble code sh all be stored ; 
3.3.7. Manufacturers may demonstrate to the a pproval authority that  certain components 
or systems need not be monito red if, in the event of their total failure or removal, 
emissions do not exceed the emission limits given in section B of Annex VI to Regulation (EU) No 168/2013. 
3.4. A sequence of diagnostic checks shall be  initiated at each engine start and 
completed at least once provided that the correct test conditions are met. The test conditions shall be selected in such a wa y that they all occur in the course of 
normal driving as represented by the Type I test. If the failure cannot be reliably detected under the Type  I test conditions, the manufacturer may propose 
supplemental test conditions that do allow robust detection of the failure to be 
agreed with the technical service to the satisfaction of the approval authority. 
3.5. Activation of malfunction indicator (MI) 3.5.1. The OBD system shall incorporate a malf unction indicator read ily perceivable to 
the vehicle operator. The MI shall not be  used for any purposes other than to 
indicate emergency st art-up or limp-home routines to  the driver. The MI shall be 
visible in all reasonable lighting conditi ons. When activated, it shall display a 
symbol in conformity with ISO 2575: 2010, symbol 4.36. A vehi cle shall not be 
equipped with more than one general purpose MI for emission-related problems or powertrain faults leading to significantly reduced torque. Separate specific purpose tell-tales (e. g. brake system, fasten seat belt, oil pressure, et c.) are permitted. The 
use of red colour for an MI is prohibited. 
3.5.2. For strategies requiring more than tw o preconditioning cycles for MI activation, 
the manufacturer shall provide data an d/or an engineeri ng evaluation which EN 102   EN adequately demonstrate that the monitoring system is equally effective and timely 
in detecting component deterioration. Stra tegies requiring on average more than 
ten driving cycles for MI activation are not  accepted. The MI shall also activate 
whenever the powertrain control enters a permanent default mode of operation leading to a significant torque reduction or if the OBD emission thresholds in 
Section (B) of Annex VI to Regulation (EU) No 168/2013 are exceeded or if the 
OBD system is unable to fulfil the basi c monitoring requirements in point 3.2.2. or 
3.2.3.  
3.5.3. The MI shall operate in a distinct warning mode, e .g. a flashing light, during any 
period in which engine misfire occurs at a level likely to cause catalyst damage, as 
specified by the manufacturer. 
3.5.4. The MI shall also activate when the ve hicle’s ignition is in the ‘key on’ position 
before engine starting or cranking and deactivate afte r engine starting if no 
malfunction has been detected. For vehicl es not equipped with a battery, the MI 
shall illuminate immediately after engi ne starting and shall subsequently be 
deactivated after 5 seconds, if no malf unction has previously been detected. 
3.6. The OBD system shall record fault code(s ) indicating the status of the emission 
control system or of the functional safe ty system leading to an operation mode 
with significantly reduced torque in  comparison to normal operation mode. 
Separate status codes shall be used to identify correctly functioning emission 
control systems, functional safety syst ems and those emission control systems 
which need further vehicle operation to be fully evaluated. If the MI is activated 
due to deterioration or malfunction or  permanent emission default modes of 
operation, a fault code shall be stored th at identifies the type  of malfunction. A 
fault code shall also be stored in th e cases referred to in points 3.2.2.5. and 3.2.3.5. 
3.6.1. The distance travelled by the vehicle while the MI is activated sh all be available at 
any moment through the serial port on th e standardised diag nostic connector. By 
means of derogation for vehicles equi pped with a mechanically operating 
odometer that does not allow input to the electronic contro l unit, “distance 
travelled” may be replaced with “engi ne operation time” and shall be made 
available at any moment through the seri al port on the standardised diagnostic 
connector. 
3.6.2. In the case of vehicles equipped with pos itive-ignition engines, misfiring cylinders 
need not be uniquely identified if a distinct  single or multiple cylinder misfire fault 
code is stored. 
3.6.3. The MI may be activated at levels of emissions below the OBD emission 
thresholds set-out in section B of Annex VI to Regulation (EU) No 168/2013. 
3.6.3. The MI may be activated if a default m ode is active without significant reduction 
of propulsion torque. 
3.7. Extinguishing the MI 3.7.1. If misfire at levels likely to ca use catalyst damage (as specified by the 
manufacturer) is no longer taking place, or if the engine is operated after changes EN 103   EN to speed and load conditions where the level of misfire will not cause catalyst 
damage, the MI may be switched back to the previous state of activation during 
the first driving cycle on which the misfire level was detected and to the normal activated mode on subsequent driving cycl es. If the MI is switched back to the 
previous state of activati on, the corresponding fault codes and stored freeze-frame 
conditions may be erased. 
3.7.2. For all other malfunctions, the MI may be deactivated afte r three subsequent 
sequential driving cycles during which the monitoring system responsible for 
activating the MI ceases to detect the ma lfunction and if no other malfunction has 
been identified that would i ndependently activate the MI. 
3.8. Erasing a fault code 3.8.1. The OBD system may erase a fault code  and the distance travelled and freeze-
frame information if the same fault is not re-registered in at least 40 engine warm-up cycles. 
3.8.2. Stored faults shall not be erased by di sconnection of the on-board computer from 
the vehicle power supply or by disconnection or failure of the vehicle battery or 
batteries. 
3.9. Bi-fuelled gas vehicles 
In general, all the OBD requirements appl ying to a mono-fuelle d vehicle apply to 
bi-fuelled gas vehicles for each of the fuel types (petrol and (NG/biomethane)/LPG)). To this end, one of the following two alternatives in 
points 3.8.1. or 3.8.2. or any combin ation thereof shall be used. 
3.9.1. One OBD system for both fuel types 3.9.1.1. The following procedures shall be execut ed for each diagnostic in a single OBD 
system for operation on petrol and on ( NG/biomethane)/LPG, either independent 
of the fuel currently in use or fuel-type specific: 
(a) Activation of malfunction in dicator (MI) (see point 3.5.); 
(b) Fault code stor age (see point 3.6.); 
(c) Extinguishing the MI (see point 3.7.); (d) Erasing a fault code (see point 3.8.). For components or systems to be monitore d, either separate di agnostics for each 
fuel type can be used or a common diagnostic. 
3.9.1.2. The OBD system can reside in either one or more computers. 
3.9.2. Two separate OBD systems, one for each fuel type. 3.9.2.1. The following procedures shall be execute d independently of each other when the 
vehicle is operated on petrol  or on (NG/biomethane)/LPG: 
(a) Activation of malfunction in dicator (MI) (see point 3.5.); EN 104   EN (b) Fault code stor age (see point 3.6.); 
(c) Extinguishing the MI (see point 3.7.); (d) Erasing a fault code (see point 3.8.). 
3.9.2.2. The separate OBD systems can reside in either one or more computers. 3.9.3. Specific requirements regarding the tran smission of diagnostic signals from bi-
fuelled gas vehicles. 
3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be 
transmitted on one or more source addresses. The use of source addresses is set out in ISO 15031-5:2011. 
3.9.3.2. Identification of fuel specifi c information can be realised: 
(a) By use of source addresses; and/or (b) By use of a fuel select switch; and/or (c) By use of fuel specific fault codes. 
3.9.4. Regarding the status code (described in point 3.6.), one of the following two 
alternatives has to be  used if one or more of the diagnostics reporting readiness is 
fuel-type specific: 
(a) The status code is fuel specific, i.e. use of two status codes, one for each fuel 
type; 
(b) The status code shall indicate fully  evaluated control systems for both fuel 
types (petrol and (NG/biomethane)/LPG )) when the control systems are fully 
evaluated for one of the fuel types. 
If none of the diagnostics reporting readine ss is fuel-type specifi c, only one status 
code has to be supported. 
4. Requirements relating to the type-a pproval of on-board diagnostic systems 
4.1. A manufacturer may ask the authority to accept an OBD system for type-approval 
even if the system contains one or mo re deficiencies so that the specific 
requirements of this Annex are not fully met. 
4.2. In considering the request, the authority  shall determine whet her compliance with 
the requirements of this Annex is unfeasible or unreasonable. 
The authority shall take into consideration data from the manufacturer detailing 
factors such as, but not limited to, tec hnical feasibility, lead time and production 
cycles including phase-in or phase-out of engines or ve hicle designs and 
programmed upgrades of computers, the exte nt to which the resultant OBD system 
will be effective in complying with the requirements of this Regulation and whether the manufacturer has demonstrated an acceptable level of effort to comply with those requirements. 
4.2.1. The authority shall not accept any deficien cy request that includes the complete EN 105   EN lack of a required diagnostic monitor. 
4.2.2. The authority shall not accept any defici ency request that does not respect the 
OBD threshold in Section (B) of An nex VI to Regulation (EU) No 168/2013. 
4.3. In the identified order of deficien cies, those relating to points 3.3.3.1., 3.3.3.2. and 
3.3.3.3. for positive-ignition engines and points 3.3.4.1., 3.3.4.2. and 3.3.4.3. for compression-ignition engines shall be identified first. 
4.4. Prior to, or at the time of, type-approval,  no deficiency shall be granted in respect 
of the requirements of point 3.5., except point 3.5.3.4. of Appendix 1. 
4.5. Deficiency period 
4.5.1. A deficiency may be carried over for a pe riod of two years afte r the date of type-
approval of the vehicle type unless it can be adequately demonstrated that 
substantial vehicle hardware modifica tions and additional lead-time beyond two 
years would be necessary to correct it. In such a case, it may be carried over for a 
period not exceeding three years. 
4.5.2. A manufacturer may ask the approva l authority to grant a deficiency 
retrospectively when it is discovered after the original type-approval. In this case, the deficiency may be carried over for a period of two years after the date of 
notification to the administrative depa rtment unless it can be adequately 
demonstrated that substantial vehicle ha rdware modifications and additional lead-
time beyond two years would be necessary to correct it. In such a case, it may be 
carried over for a period not exceeding three years. 
4.6. The authority shall notify all other Memb er States of its decision on granting a 
deficiency request. EN 106   EN Appendix 1  
Functional aspects of on-b oard diagnostic (OBD) systems  
1. Introduction 
The on-board diagnostic systems fitted on L-category vehicles shall comply with 
the detailed information and functiona l requirements and verification test 
procedures of this Appendix in order to harmonise the systems and verify if the 
system is capable of meeting the requirements in Article 21 of Regulation (EU) No 168/2013. 
2. On-board diagnostic function al verification testing 
2.1. The on-board diagnostic environmental system performance and functional 
capabilities shall be verified and demonstrated to the approval authority by performing the type VIII test procedure re ferred to in Annex V(A) to Regulation 
(EU) No 168/2013. 
3. Diagnostic signals 
3.1. Upon determination of the first malfuncti on of any component or system, ‘freeze-
frame’ engine conditions pres ent at the time shall be st ored in computer memory. 
Stored engine conditions shall include, but are not limited to, calculated load value, engine speed, fuel trim value(s) (i f available), fuel pressure (if available), 
vehicle speed (if available), coolant temp erature, intake manifold pressure (if 
available), closed- or open -loop operation (if available)  and the fault code which 
caused the data to be stored. 
3.1.1. The manufacturer shall choos e the most appropriate set of conditions for effective 
and efficient repairs for freeze-frame storage.  Only one frame of data is required. 
Manufacturers may choose to store additi onal frames provided that at least the 
required frame can be read by a generic s can tool meeting the specifications of 
points 3.9. and 3.10. If the fault code causing the conditions to  be stored is erased 
in accordance with point 3.8. of Annex XII,  the stored engine conditions may also 
be erased. 
3.1.2. Should a subsequent fuel system or mi sfire malfunction occur, any previously 
stored freeze-frame conditions shall be replaced by the fuel system or misfire 
conditions (whichever occurs first). 
3.2. If available, the following signals in  addition to the required freeze-frame 
information shall be made available on demand through the serial port on the standardised diagnostic connector, if the information is available to the on-board 
computer or can be determined using information availabl e to the on-board 
computer: diagnostic trouble codes, engine  coolant temperature, fuel control 
system status (closed-loop, open-loop, othe r), fuel trim, ignition timing advance, 
intake air temperature, manifold air pressu re, air flow rate, e ngine speed, throttle 
position sensor output value, secondary air status (upstream, downstream or 
atmosphere), calculated load value, ve hicle speed, the position of the antilock 
brake system switch (on/off), the activated default mode(s) and fuel pressure. 
The signals shall be provided in standard  units based on the specifications in point EN 107   EN 3.7. Actual signals shall be cl early identified sepa rately from default value or limp-
home signals. 
3.3. For all control systems for which speci fic on-board evaluati on tests are conducted 
(catalyst, oxygen sensor, etc. ) except, if applic able, misfire detection, fuel system 
monitoring and comprehensive component monitoring, the results of the most 
recent test performed by the vehicle a nd the limits to which the system is 
compared shall be made available through the serial data port on the standardised diagnostic connector according to the specifications in point 3.8. For the 
monitored components and systems excepte d above, a pass/fail indication for the 
most recent test results shall be available through the standardised diagnostic 
connector. 
All OBD in-use performance da ta that have to be stored  under point 4.6. of this 
Appendix shall be made available through th e serial data port on the standardised 
diagnostic connector according to the specifications in point 3.8. 
3.4. The OBD requirements to which the vehicle is certified (i.e. Annex XII or the 
alternative requirements specified in poi nt 5.) and the major control systems 
monitored by the OBD system consistent with point 3.10. shall be made available 
through the serial data port on the standa rdised diagnostic connector according to 
the specifications in point 3.8.of this Appendix. 
3.5. The software identification and calibra tion verification numbers shall be made 
available through the serial port on the st andardised diagnostic connector. Both 
numbers shall be provided in a standardised format. 
3.6.  The diagnostic system is not required to evaluate components during malfunction 
if such evaluation would result in a risk to functional safety or component failure. 
3.7. The diagnostic system shall provide for standardised and unrestricted access to 
OBD and conform with the following IS O standards and/or SAE specification: 
3.8. One of the following standards with the rest rictions described shall be used as the 
on-board to off-board communications link: 
– ISO 9141-2:1994/Amd 1:1996: ‘Road Vehi cles — Diagnostic Systems — 
Part 2: CARB requirements for interchange of digital information’; 
– SAE J1850: March 1998 ‘Class B Data Communi cation Network 
Interface. Emission related messages shall use the cyclic redundancy check and the three-byte header an d not use inter byte separation or 
checksums’; 
– ISO 14230-4:2000: ‘Road Vehicles — Keyword protocol 2000 for 
diagnostic systems — Part 4: Requirements for emission-relate systems’; 
– ISO 15765-4:2011:‘Road vehicles — Diagnostics on Controller Area 
Network (CAN) — Part 4: Requireme nts for emissions-related systems’, 
dated 1 November 2001. 
3.9. Test equipment and diagnostic tools n eeded to communicate with OBD systems 
shall meet or exceed the functional sp ecification in ISO 15031-4:2005: ‘Road EN 108   EN vehicles — Communication between vehicl e and external test equipment for 
emissions-related diagnostics — Part  4: External test equipment’. 
3.10. Basic diagnostic data (as specified in  point 6.5.1.) and bi-directional control 
information shall be provided using the format and units described in ISO 15031-5:2011 ‘Road vehicles — Co mmunication between vehicl e and external test 
equipment for emissions-related diagnos tics — Part 5: Emissions-related 
diagnostic services’ and shall be availa ble using a diagnostic tool meeting the 
requirements of ISO 15031-4:2005. 
3.10.1. The vehicle manufacturer shall provide th e approval authority with details of any 
diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in ISO 
15031-5:2011 but relating to this Regulation. 
3.11. When a fault is registered, the manufact urer shall identify the fault using an 
appropriate fault code consistent with those in Section 6.3.  of ISO 15031-6:2010 
‘Road vehicles — Communication between vehicle and external  test equipment 
for emissions-related diagnostics — Part 6: Diagnostic trouble code definitions’ 
relating to ‘emission-related system dia gnostic trouble codes’ . If this is not 
possible, the manufacturer may use the diagnostic troubl e codes in Sections 5.3. 
and 5.6. of ISO DIS 15031-6:2010. Alterna tively, fault codes may be compiled 
and reported according to ISO14229:2006. The fault codes shall be fully accessible by standardised diagnostic equipment complying with point 3.9 
The vehicle manufacturer shall provide to a national standardisation body the 
details of any emission-related diagnostic data, e.g. PID’s, OBD monitor Id’s, Test 
Id’s not specified in ISO 15031-5:2011 or ISO14229:2006, but relating to this 
Regulation. 
3.12. The connection interface between the vehi cle and the diagnostic tester shall be 
standardised and meet all the requirements of  ISO DIS 15031-3:2004 ‘Road 
vehicles — Communication between vehicl e and external test equipment for 
emissions-related diagnostics — Part 3: Di agnostic connector and related electric 
circuits: specification a nd use’. The preferred inst allation position is under the 
seating position. Any other position of the diagnostic connector sh all be subject to 
the approval authority’s agreement and be readily accessible by service personnel 
but protected from tampering by non-qua lified personnel. The position of the 
connection interface shall be clearly  indicated in the user manual. 
3.13. At the request of the vehicle manufacture r, an alternative connection interface may 
be used. Where an alternative connect ion interface is used, the vehicle 
manufacturer shall provide an adapter en abling connection to a generic scan tool. 
Such an adapter shall be provided in a non-discriminating manner to all 
independent operators. 
4. In-use performance 
4.1. General requirements 
4.1.1. Each monitor of the OBD system shall be  executed at least once per driving cycle 
in which the monitoring conditions in point 3.2. of Annex XII are met. EN 109   EN Manufacturers shall not use the calculated ratio (or any element thereof) or any 
other indication of monitor frequency as  a monitoring condition for any monitor. 
4.1.2. The in-use performance ratio (‘IUPR’) of a specific monitor M of the OBD 
systems and in-use performance of pollution control devices shall be: 
Equation Ap1-1: IUPRM = NumeratorM / DenominatorM 
4.1.3. Comparison of Numerator and Denominato r gives an indication of how often a 
specific monitor is operating relative to vehicle operation. To ensure all 
manufacturers are tracking IUPRM in the same manner, detailed requirements are 
given for defining and incrementing these counters. 
4.1.4. If, according to the requirements of this Annex, the vehicle is equipped with a 
specific monitor M, IUPRM shall be grea ter or equal 0.1 for all monitors M. 
4.1.5. The requirements of this point are deemed to be met for a particular monitor M, if 
for all vehicles of a particular vehicl e and propulsion family manufactured in a 
particular calendar year the follo wing statistical conditions hold: 
(a) The average IUPRM is e qual or above the minimum value applicable to the 
monitor; 
(b) More than 50% of  all vehicles have an IUPR M equal or above the minimum 
value applicable to the monitor. 
4.1.6. The manufacturer shall demonstrate to th e approval authority th at these statistical 
conditions are satisfied for ve hicles manufactured in a given calendar year for all 
monitors required to be reported by the OBD system according to point 4.6. of this 
Appendix not later than 18 months after the end of a calendar year. For this 
purpose, statistical tests shall be used  which implement recognised statistical 
principles and confidence levels. 
4.1.7. For demonstration purposes of this point , the manufacturer may group vehicles 
within a vehicle and propulsion fam ily by any successive non-overlapping 
12-month manufacturing periods instead of  calendar years. Fo r establishing the 
test sample of vehicles, at least the se lection criteria of Appendix 3, point 2. shall 
be applied. For the entire test sample of  vehicles, the manufacturer shall report to 
the approval authority all of the in-use performance data to be reported by the 
OBD system in accordance with point 4.6. of this Appendix. Upon request, the 
approval authority which grants the approva l shall make these data and the results 
of the statistical evaluation availa ble to other approval authorities. 
4.1.8. The approval authority and the technica l service may pursue further tests on 
vehicles or collect appropriate data record ed by vehicles to verify compliance with 
the requirements of this Annex. 
4.1.9. In-use performance-related data to be  stored and reported by a vehicle’s OBD 
system shall be made readily available by the manufacturer to national authorities 
and independent operators  without any encryption. EN 110   EN 4.2. NumeratorM 
4.2.1. The numerator of a specific monitor is a counter measuring the number of times a 
vehicle has been operated in such a way that all monitoring conditions necessary 
for the specific monitor to detect a malfunction in order to warn the driver, as they have been implemented by the manuf acturer, have been encountered. The 
numerator shall not be incremented more than once per driving cycle, unless there is reasoned technical justification. 
4.3. DenominatorM 4.3.1. The purpose of the denominator is to pr ovide a counter indica ting the number of 
vehicle driving events, taking into acc ount special conditions for a specific 
monitor. The denominator shall be incremented at least once per driving cycle, if during this driving cycle su ch conditions are met and th e general denominator is 
incremented as specified in point 4.5., unless the denominator is disabled 
according to point 4.7. 
4.3.2. In addition to the requirements of point 4.3.1.: 
Secondary air system monitor denominat or(s) shall be incremented if the 
commanded ‘on’ operation of the secondary air system occurs for a time greater 
than or equal to 10 seconds. For purpos es of determining this commanded ‘on’ 
time, the OBD system shall not include  time during intrusive operation of the 
secondary air system solely fo r the purposes of monitoring. 
Denominators of monitors of systems only active during cold start shall be 
incremented if the component or strate gy is commanded ‘on’ for a time greater 
than or equal to 10 seconds. 
The denominator(s) for monitors of Vari able Valve Timing (VVT) and/or control 
systems shall be incremented if the component is commanded to function (e.g. commanded ‘on’, ‘open’, ‘closed’, ‘locked’ , etc.) on two or more occasions during 
the driving cycle or for a time greater than or equal to 10 seconds, whichever 
occurs first. 
For the following monitors, the denominato r(s) shall be increm ented by one if, in 
addition to meeting the requirements of this  point on at least one  driving cycle, at 
least 800 cumulative kilometres of vehicl e operation have been experienced since 
the last time the denominator was incremented: 
(i) Diesel oxidation catalyst; (ii) Diesel particulate filter. 
4.3.3. For hybrid vehicles, vehicl es that employ alternative engine start hardware or 
strategies (e.g. integrated star ter and generators), or alte rnative fuel vehicles (e.g. 
dedicated, bi-fuel, or dual-fuel applica tions), the manufacturer may request the 
approval of the approval authority to use alternative criteria to those set out in this point for incrementing the denominator. In  general, the approval authority shall 
not approve alternative criteria for vehicles  that employ engine s hut off only at or 
near idle/vehicle stop c onditions. The authority’s appr oval of the alternative 
criteria shall be based on their equivale nce to determine the amount of vehicle EN 111   EN operation relative to the measure of conve ntional vehicle operation in accordance 
with the criteria in this point. 
4.4. Ignition Cycle Counter 4.4.1. The ignition cycle counter indicates the number of ignition cycles a vehicle has 
experienced. The ignition cycle counter ma y not be incremented more than once 
per driving cycle. 
4.5. General Denominator 4.5.1. The general denominator is a counter meas uring the number of times a vehicle has 
been operated. It shall be incremented within 10 seconds, if and only if, the 
following criteria are satisfie d on a single driving cycle: 
(a) Cumulative time since engi ne start is greater than or  equal to 600 seconds at an 
elevation of less than 2
 440 m above sea leve l and an ambient temperature of 266.2 
K (-7° C) or more; 
(b) Cumulative vehicle operation at or abov e 25 km/h occurs for 300 seconds or 
more at an elevation of less than 2  440 m above sea level and an ambient 
temperature of 266.2 K (-7°C) or more; 
(c) Continuous vehicle operation at idle (i .e. accelerator pedal released by driver 
and vehicle speed of 1.6 km/h or less) fo r 30 seconds or more at an elevation of 
less than 2440 m above sea level and an ambient temperature of 266.2 K (-7°C) or 
more. 
4.6. Reporting and increasing counters 4.6.1. The OBD system shall report in accordance with the ISO 15031-5:2011 
specifications the ignition cycle counter  and general denominator as well as 
separate numerators and denominators for the following monitors, if their presence 
on the vehicle is required by this Annex: 
(a) Catalysts (each bank to be reported separately); (b) Oxygen/exhaust gas sensors, includi ng secondary oxygen sensors (each sensor 
to be reported separately); 
(c) Evaporative system; (d) Exhaust Gas Recirculation (EGR) system; (e) Variable Valve Train (VVT) system; (f) Secondary air system; (g) Particulate filter; (h) NOx after-treatment system (e.g. NOx adsorber, NO
x reagent/ catalyst system); 
(i) Boost pressure control system. 
4.6.2. For specific components or systems that have multiple monitors which have to be 
reported under this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor ch aracteristics), the OBD system shall EN 112   EN separately track numerators and denominato rs for each of the specific monitors 
and report only the corresponding numerat or and denominator for the specific 
monitor that has the lowest numerical rati o. If two or more specific monitors have 
identical ratios, the corresponding numera tor and denominator for the specific 
monitor that has the highest denominato r shall be reported for the specific 
component. 
4.6.3. All counters, when incremented, shall be incremented by an integer of one. 4.6.4. The minimum value of each counter is 0; the maximum value shall not be less than 
65535, notwithstanding any other requirements regarding standardised storage and 
reporting of the OBD system. 
4.6.5. If either the numerator or denominator for a specific monitor reaches its maximum 
value, both counters for that specific monitor shall be divided by two before being 
incremented again in accordance with points 4.2 and 4.3. If the ignition cycle 
counter or the general denominator reach es its maximum value, the respective 
counter shall change to zero at its next increment in accordance with points 4.4. 
and 4.5. respectively. 
4.6.6. Each counter shall be reset to zero only  when a non-volatile memory reset occurs 
(e.g. reprogramming event, etc.) or, if the numbers are stored in keep-alive 
memory (KAM), when KAM is lost due to an interruption in electrical power to 
the control module (e.g. ba ttery disconnect, etc.). 
4.6.7. The manufacturer shall take measures to ensure that the valu es of numerator and 
denominator cannot be reset or modified, ex cept in cases provided  for explicitly in 
this point. 
4.7. Disablement of Numerators and Denominators and of the General Denominator 4.7.1. Within 10 seconds of detection of a ma lfunction which disables a monitor required 
to meet the monitoring conditions of this  Annex (i.e. a pending or confirmed code 
is stored), the OBD system  shall disable further incrementing of the corresponding 
numerator and denominator for each m onitor that is disabled. When the 
malfunction is no longer dete cted (i.e. the pending code  is erased through self-
clearing or a scan tool command), incr ementing of all corresponding numerators 
and denominators shall resu me within 10 seconds. 
4.7.2. Within 10 seconds of the start of a power  take-off operation (PTO ) that disables a 
monitor required to meet the monito ring conditions of th is Annex, the OBD 
system shall disable further incremen ting of the corresponding numerator and 
denominator for each monitor that is disabled. When the PTO operation ends, 
incrementing of all corresponding numerat ors and denominators shall resume 
within 10 seconds. 
4.7.3. The OBD system shall disable furthe r incrementing of the numerator and 
denominator of a specific monitor with in 10 seconds, if a malfunction of any 
component used to determine the criteria  within the definition of the specific 
monitor’s denominator (i.e. vehicle spee d, ambient temperatur e, elevation, idle 
operation, engine cold start or time of operation) has been detected and the EN 113   EN corresponding pending fault code has been stored. Incrementing of the numerator 
and denominator shall resume within 10 seconds when the malfunction is no longer present (e.g. pending code erased th rough self-clearing or by a scan tool 
command). 
4.7.4. The OBD system shall disable further incrementing of the general denominator 
within 10 seconds if a malfunction has been  detected of any component used to 
determine whether the criteria in point  3.5. are satisfied (i.e. vehicle speed, 
ambient temperature, eleva tion, idle operation or ti me of operation) and the 
corresponding pending fault code has been  stored. The general denominator may 
not be disabled from incrementing for any other condition. Incrementing of the 
general denominator shall resume within 10 seconds when the malfunction is no 
longer present (e.g. pending code erased th rough self-clearing or by a scan tool 
command). 
5. Access to OBD information 
5.1. Applications for type-app roval or type-approval amen dment shall be accompanied 
by the relevant information concerning th e vehicle OBD system. This information 
shall enable manufacturers of replacement or retrofit components to make the parts 
they manufacture compatible with the ve hicle OBD system, with a view to fault-
free operation assuring the vehicle user  against malfunctions. Similarly, such 
relevant information shall enable the ma nufacturers of diagnos tic tools and test 
equipment to make tools and equipment th at provide for the effective and accurate 
diagnosis of vehicle emission control systems. 
5.2. Upon request, the vehicle manufacturer shal l make the relevant information on the 
OBD system available to any interested  components, diagnostic tools or test 
equipment manufacturer on a non-discriminatory basis: 
5.2.1. A description of the type and number of preconditioning cycles used for the 
original type-approva l of the vehicle; 
5.2.2. A description of the type of the OBD de monstration cycle used for the original 
type-approval of the vehicle for the component monitored by the OBD system; 
5.2.3. A comprehensive document describing all sensed components with the strategy for 
fault detection and MI activation (fixed number of driving cycles or statistical 
method), including a list of relevant secondary sensed parameters for each 
component monitored by the OBD system and a list of all OBD output codes and 
format used (with an explanation of  each) associated with individual 
emission-related powertrain component s and individual non-emission-related 
components, where monitoring of the component is used to determine MI activation. In particular, a comprehensive e xplanation for the data in service $ 05 
Test ID $
 21 to FF and the data in service $ 06  shall be provided. In the case of 
vehicle types that use a communicati on link in accordance with ISO 15765-4 
‘Road vehicles — Diagnostics on Contro ller Area Network (CAN) — Part 4: 
Requirements for emissions-related systems’ , a comprehensive explanation for the 
data in service $ 06 Test ID $ 00 to FF,  for each OBD monitor ID supported, shall 
be provided. EN 114   EN 5.2.4. This information may be provided in the form of a table, as follows: 
Component 
Diagnostic 
trouble code 
Monitoring 
strategy 
Fault detection 
criteria 
MI 
activation 
criteria 
Secondary 
parameters 
Precondi-
tioning 
Demonstration 
test 
Default mode 
Catalyst P0420 Oxygen 
sensor 
1 and 2 
signals Difference 
between 
sensor 1 and 
sensor 2 
signals 3rd 
cycle Engine 
speed, 
engine load, 
A/F mode, 
catalyst temperature Two 
Type I 
cycles Type 
I None 
Figure Ap1-1: Template OBD information list 
5.2.5. If an approval authority receives a re quest from any interested components, 
diagnostic tools or test equipment ma nufacturer for information on the OBD 
system of a vehicle that has been t ype-approved to a pr evious version of 
Regulation, 
(a) the authority shall, within 30 days, ask the manufacturer of the vehicle in 
question to make available the inform ation required in points 5.1. and 5.2.; 
(b) the manufacturer shall submit this info rmation to the approval authority within 
two months of the request; 
(c) the authority shall transmit this information to the other Member States’ 
approval authorities and the approval aut hority which granted the original type-
approval shall attach  this information to the ve hicle type-approval information. 
5.2.6. Information can be requested only for replacement or service components that are 
subject to type-approval or for components that form part  of a system subject to 
type-approval. 
5.2.7. The request for information shall identif y the exact specificat ion of the vehicle 
model for which the information is require d. It shall confirm that the information 
is required for the development of repl acement or retrofit parts or components or 
diagnostic tools or test equipment. 
6. Information required for the ma nufacture of diagnostic tools 
6.1. In order to facilitate the provision of generic diagnostic tools for multi-make 
repairers, vehicle manufacturers shall make available the information referred to in 
the points below through their re pair information websites. 
6.2. This information shall include all diagnos tic tool functions and all the links to 
repair information and troubleshooting instructions. Access to this information may be subject to the paym ent of a reasonable fee. 
6.2.1. Communication Protocol Information 
The following information shall be require d, indexed against vehicle make, model 
and variant, or other workable definitio n such as VIN or vehicle and systems EN 115   EN identification: 
6.2.1.1. Any additional protocol information sy stem necessary to enable complete 
diagnostics in addition to the standards prescribed in point 3.8. of appendix 1 to 
Annex XII, including any additional hardware or software protocol information, parameter identification, transfer functions, ‘keep alive’ requirements, or error conditions; 
6.2.1.2. Details of how to obtain and interpret al l fault codes not in accordance with the 
standards prescribed in point 3.11.; 
6.2.1.3. A list of all available live data pa rameters, including scaling and access 
information; 
6.2.1.4. A list of all available functional tests, including device activa tion or control and 
the means to implement them; 
6.2.1.5. Details of how to obtain all component  and status information, time stamps, 
pending DTC and freeze frames; 
6.2.1.6. Resetting adaptive learning parameters, variant coding and replacement 
component setup, and customer preferences; 
6.2.1.7. PCU / ECU identificatio n and variant coding; 
6.2.1.8. Details of how to reset service lights; 6.2.1.9. Location of standardised diagnosti c connector and c onnector details; 
6.2.1.10. Engine code identification. 6.2.2. Test and diagnosis of OBD monitored components 
The following information shall be required: 
6.2.2.1. A description of tests to confirm its f unctionality, at the component or in the 
harness; 
6.2.2.2. Test procedure including test para meters and component information; 
6.2.2.3. Connection details including minimum a nd maximum input and output and driving 
and loading values; 
6.2.2.4. Values expected under certain dr iving conditions including idling; 
6.2.2.5. Electrical values for the component  in its static and dynamic states; 
6.2.2.6. Failure mode values for each of the above scenarios; 6.2.2.7. Failure mode diagnostic sequences incl uding fault trees an d guided diagnostics 
elimination; EN 116   EN 6.2.3. Data required to perform the repair 
The following information shall be required: 
6.2.3.1. ECU and component initialisation (in th e event of replacem ents being fitted); 
6.2.3.2. Initialisation of new or replacement ECUs where relevant using pass-through 
(re-)programming techniques. EN 117   EN Appendix 2  
Minimum monitoring requirements On-board diagnostic (OBD) system stages I and II  
1. Subject matter 
The following minimum monitoring require ments shall apply for OBD systems 
complying with the requirements of stages I and II30 regarding electric circuit 
diagnostics. 
2. Scope and monitoring requirements 
If fitted, the following listed sensors and ac tuators shall be monitored for electric 
circuit malfunctions which may cause emissions to exceed the designated OBD 
emission thresholds laid down to in sectio n B of Annex VI to Regulation (EU) No 
168/2013 and/or lead to activa tion of a default mode that  result in a significant 
reduction of propulsion torque. 
2.1.  
No Device circuits 
 Circuit 
continuity Circuit rationality Comment 
No  
 
Level, refer to 2.3. 
Circuit High 
Circuit Low 
Open Circuit 
Out of Range 
Performance / 
Plausibilit y 
Signal stuck 
Device operational / 
Device present 
 
1 Control module (ECU / 
PCU) internal error 3       I 
& 
II (1) 
Sensor (input to control units) 
1 Accelerator (pedal / 
handle) position sensor 1
&
3 I 
& 
II I 
& 
II I 
& 
II (I 
& 
II) (I  
&  
II) (I 
& 
II)  (2) 
2 Barometric pressure 
sensor 1 I 
& 
II I 
& 
II I 
& 
II  II    
3 Camshaft position 
sensor 3 (II) (II) (II)    I 
& 
II (3) 
4 Crankshaft position 
sensor 3       I 
& 
II  
5 Engine coolant 
temperature sensor 1 I 
& I 
& I 
& (II) (II) (II)  (4) EN 118   EN II II II 
6 Exhaust control valve 
angle sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
7 Exhaust gas 
recirculation sensor 1
&
3 II II II (II) (II) (II)  (4) 
8 Fuel rail pressure 
sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
9 Fuel rail temperature 
sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
10 Gear shift position 
sensor (potentiometer 
type) 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
11 Gear shift position 
sensor (switch type) 3     (II)  I 
& 
II  
12 Intake air temperature 
sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
13 Knock sensor (Non- 
resonance type) 3     (II)  I 
& 
II  
14 Knock sensor 
(Resonance type) 3     I 
& 
II    
15 Manifold absolute 
pressure sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
16 Mass air flow sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
17 Engine oil temperature 
sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
18 O2 sensor (binary / 
linear) signals 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
19 Fuel (high) pressure 
sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) EN 119   EN 20 Fuel storage 
temperature sensor 1 I 
& 
II I 
& 
II I 
& 
II (II) (II) (II)  (4) 
21 Throttle position sensor 1 I 
& 
II I 
& 
II I 
& 
II (I 
& 
II) (I  
&  
II) (I 
& 
II)  (2) 
22 Vehicle speed sensor 3     (II)  I 
& 
II (5) 
23 Wheel speed sensor 3     (II)  I 
& 
II (5) 
Actuators (output control units) 
1 Evaporative emission 
system purge control 
valve 2 (II) I 
& 
II (II)      
2 Exhaust control valve 
actuator (motor driven) 3     II  I 
& 
II  
3 Exhaust gas 
recirculation control 3     II    
4 Fuel injector 2  I 
& 
II     (I 
& 
II) (6) 
5 Idle air control system 1 I 
& 
II I 
& II
 I & II
  II  (I 
& 
II) (6) 
6 Ignition coil primary 
control circuits 2  I 
& 
II     (I 
& 
II) (6) 
7 O2 sensor heater 1 I 
& 
II I 
& 
II I 
& 
II  II  (I 
& 
II) (6) 
8 Secondary air injection 
system 2 (II) I 
& 
II (II)    (I 
& 
II) (6) 
9 Throttle by wire 
actuator 3  I 
& II
     (I 
& 
II) (6) 
Comments: 
(1) Only in case of an activated default mode l eading to a significantly reduced propulsion torque 
or if a throttle by wire system is fitted. 
(2) If there is only one APS or TPS fitted, AP S or TPS circuit rationality monitoring is not 
mandatory. 
(3) OBD stage II: level 1 & 3. (4) OBD stage II: two out of three of the circuit rationality malfunctions marked with “II” shall be EN 120   EN monitored in addition to circ uit continuity monitoring. 
(5) only if used as input to ECU / PCU with relevance to environmental or functional safety 
performance. 
(6) Derogation allowed if manuf acturer requests, level 3 instead, actuator signal present only 
without indication of symptom. 
Table Ap2-1: overview devices (if fitted) to be monitored in OBD stage I and/or 
II. 
2.2. If there are more of the same device type s fitted on the vehicle listed in the table 
Ap2-1, those devices shall be separate ly monitored and reported in case of 
malfunctions. If a malfunction is marked with  “I” in table Ap2-1 it shall mean that 
monitoring is mandatory for OBD stage I and if it is marked with “II” it shall also 
be mandatory monitoring the malfunction for OBD stage II. 
2.3. Sensors and actuators shall be associated with  a specific diagnostic level set out 
below that defines which type of diag nostic monitoring shall be performed: 
2.3.1. Level 1: sensor/actuator of which at leas t two circuit continuity symptoms can be 
detected and reported (i.e. short circuit to ground, short circuit to power and open 
circuit). 
2.3.2. Level 2: sensor/actuator of which at l east one circuit contin uity symptom can be 
detected and reported (i.e. short circuit to ground, short circuit to power and open 
circuit). 
2.3.3. Level 3: sensor/actuator of which at l east one symptom can be  detected, but not 
reported separately. 
2.4. Two out of three symptoms in circuit cont inuity as well as in circuit rationality 
monitoring diagnostic may be combined, e .g. circuit high or ope n and low circuit / 
high and low or open circuit / signal out of  range or circuit pe rformance and signal 
stuck. 
2.5. Exemption to detect certain electric circ uit monitoring symptoms can be granted in 
the following cases if the manufacturer ca n demonstrate to the technical service to 
the satisfaction of the approval authority that: 
2.5.1. a listed malfunction will not cause emissions to exceed the designated OBD 
emission threshold set out in section B of Annex VI  to regulation (EU) No 
168/2013; or 
2.5.2. a listed malfunction will not cause  a significant to rque loss; or 
2.5.3. the only feasible monitoring strategy w ould negatively affect vehicle functional 
safety or driveability in a significant way. 
2.6. At the request of the manu facturer and based on a tec hnical justification to the 
satisfaction of the approval authority, certain OBD monitors listed in table Ap2-1 may be exempted from test type VIII em ission verification testing referred to in 
Annex V of Regulation (EU) No 168/ 2013. The comprehensive, technical EN 121   EN justification why such an OBD monito r cannot run shall be added to the 
information folder. EN 122   EN ANNEX XIII  
Requirements applying to passenger handholds and footrests  
1. General requirements 
1.1. ‘Type of vehicle with regard to handhol ds and footrests’ means a category of 
vehicles which do not differ in such essent ial respects as shape, size, material and 
mounting characteristics of the passenger handhold and f ootrests of the vehicle. 
1.2. For vehicles designed to carry one or  more passengers but not equipped with 
safety belts for those passengers, the seat ing positions in question shall be fitted 
with a passenger handhold sy stem consisting of either  a strap or one or two 
hand-grip bars. 
1.2.1. Handhold straps shall be fitted close to th e relevant seating position in such a way 
that they can be easily used by the passe nger. They shall be symmetrical with 
respect to the longitudinal median plane of the seating positi on. The strap and its 
attachments shall be able to withstand, without snapping, a vert ical traction force 
of 2000 N applied statically to the centre of its surface at a maximum pressure of 
2.0 MPa. 
1.2.2. Single hand-grip bars shall be  fitted close to the relevant  seating position in such a 
way that they can be easily used by the passenger. They shall be symmetrical with respect to the longitudinal median plane of the seating position. The hand-grip bar 
and its attachments shall be able to with stand, without snapping, a vertical traction 
force of 2000 N applied sta tically to the cen tre of its surface at a maximum 
pressure of 2.0 MPa. 
1.2.3. Two hand-grip bars shall be fitted close to the relevant seatin g position in such a 
way that they can be easily used by the passenger. They shall be symmetrical with respect to each other and the longitudinal median plane of the seating position. 
They shall each be able to withstand si multaneously, without sn apping, a vertical 
traction force of 1000 N applied statica lly to the centre of their surface at a 
maximum pressure of 1.0 MPa. 
1.2.4. Design features of the vehicle which could be confused with the designated 
passenger handhold system shall not be permitted, unless they also meet the requirements of points 1.2.1. to 1.2.3. 
1.3. All seating positions of the vehicle shall be  fitted either with designated footrests 
or a floor or floor boards on which both of th e rider’s, driver’s or passenger’s feet 
can rest. 
1.3.1. The vehicle’s floor, each designated floor board and each designated footrest shall 
be capable of withstanding, without any re sulting permanent deformation which is 
harmful to its function, a ve rtical compression force of 1700 N, applied statically 
to any point on the floor or floor board or  15 mm from the end of the footrest, at a 
maximum pressure of 2.0 MPa. 
1.3.2. The space provided by each designated footrest, including the space on the floor 
or floor board, shall be sufficient for a f oot at least 300 mm long and at least 110 EN 123   EN mm wide to be placed safely without hampering the vehicle operator’s feet. 
Footrests shall be located so that no di rect contact between the foot/leg and 
rotating parts (e.g. tyres)  of the vehicle is possible when in use. 
1.3.3. Design features of the vehicle which could be confused with the designated 
footrests, floor boards or vehicle floor shall not be permitted, unless they also 
meet the requirements of points 1.3.1. to 1.3.2. 
1.3.4. Pedals enabling the vehicle to be prope lled by the rider’s musc ular leg power are 
deemed to meet the requirements of points 1.3. to 1.3.3 EN 124   EN ANNEX XIV  
Requirements applying to the registration plate space  
1. General requirements 
1.1. ‘Type of vehicle with regard to regi stration plate space’ means a category of 
vehicles which do not differ in such esse ntial respects as the dimensions of the 
space for mounting and fixing the registrati on plate(s), the location of that space 
and the design characteristics of the surface for mounting and fixing the front 
registration plate, if applicable; 
1.2. Vehicles shall be equipped with a sp ace for mounting and fixing rear registration 
plates. 
1.3. Vehicles of categories L6e and L7e shall in addition be equipped with a space for 
mounting and fixing front registration plates. 
1.3.1. Front registration plates are deemed uns uitable for vehicles of categories L1e, 
L2e, L3e, L4e and L5e, which shall ther efore not be equipped with such spaces. 
1.4. Shape and dimensions of the space for mounting a registration plate 1.4.1. The space for mounting shall comprise of a rectangular area with the following 
minimum dimensions: 
For vehicles of categories L1e, L2e and L6e: either 
width: 100 mm height: 175 mm or width: 145 mm height: 125 mm 
For vehicles of categories L3e, L4e, L5e and L7e: width: 280 mm 
height: 200 mm 
1.5. Mounting and fixing of a rear registration plate on vehicles  of categories L1e, L2e, 
L3e, L4e and L5e 
1.5.1. The space for mounting a rear registrati on plate shall be such that, after being 
fixed according to the manufacturer’s in structions, the plate shall have the 
following characteristics: 
1.5.1.1. Location of the space for moun ting a rear regi stration plate: 
1.5.1.1.1. The space for mounting a registration plate at the rear of the vehicle shall be such 
that the plate can be positioned entirely within the two parallel longitudinal vertical planes passing through the outer extremities of the vehicle, not taking into account any rear-view mirrors. The space itself shall not form the widest point of the vehicle. EN 125   EN 1.5.1.2. The plate shall be perpendi cular to the longitudinal medi an plane of the vehicle. 
1.5.1.3. Position of the plate in relation to  the vertical transverse plane: 
1.5.1.3.1. The plate may be inclined to  the vertical at not less than -15º and not more than 
30º. 
1.5.1.4. Height of the plate from the ground surface: 1.5.1.4.1. The lower edge of the plate shall not be less than 0.20 m above  the ground or less 
than the radius of any rear wheel abov e the ground if that is less than 0.20 m. 
1.5.1.4.2. The height of the upper edge of the pl ate from the ground shall not exceed 1.50 m. 
1.5.1.5. Geometrical visibility: 
1.5.1.5.1. The plate shall be visible in the whol e space within the following four planes: 
– the two vertical planes touching the two lateral edges of the plate and 
forming an angle measured outwards of 30
° to the longitudinal median 
plane of the vehicle; 
– the plane touching the upper edge of  the plate and forming an angle 
measured upwards of 15 ° to the horizontal; 
– the horizontal plane through the lower edge of the plate. 
1.5.1.5.2. No structural element, even when fully transparent, shall be located in the space 
described above. 
1.6. Mounting and fixing of front and rear registration plates on vehicles of categories 
L6e and L7e 
1.6.1. The space for mounting a front or rear regi stration plate shall comprise a flat or 
virtually flat rectangular surface. A ‘virtua lly flat surface’ mean s a surface of solid 
material, which may also consist of patte rned mesh or grille, with a radius of 
curvature of at least 5000 mm; 
1.6.2. The surface to be covered by a front or re ar registration plate may have holes or 
gaps; however, these shall be no more th an 40 mm wide without  having to take 
into account their length (i.e . a gap or slot sh all never be wider than 40 mm, but 
may be longer than 40 mm).  
1.6.3. The surface to be covered by a front  or rear registration plate may have 
protrusions, provided that these do not project more than 5.0 mm from the 
nominal surface. Patches of very soft mate rials, such as foam or felt to stop the 
registration plate vibrating, sh all not be taken into account. 
1.6.4. The space for mounting a front or rear regi stration plate shall be such that, after 
being fixed according to the manufacturer’s instructions, the plate shall have the 
following characteristics: EN 126   EN 1.6.4.1. Location of the space for mounting a front or rear re gistration plate: 
1.6.4.1.1. The space for mounting a registration plate at  the front of the vehicle shall be such 
that the plate can be positioned entirely within the two parallel longitudinal vertical planes passing through the outer extremities of the vehicle, not taking into account any rear-view mirrors. The space itself shall not form the widest point of the vehicle. 
1.6.4.1.2. The space for mounting a registration plate at the rear of the vehicle shall be such 
that the plate can be positioned entirely within the two parallel longitudinal vertical planes passing through the outer extremities of the vehicle, not taking into 
account any rear-view mirrors. The space itself shall not form the widest point of 
the vehicle. 
1.6.4.1.3. Front and rear registration plates shall be perpendicula r to the longitudinal median 
plane of the vehicle. 
1.6.4.2. Position of the front and rear plate in re lation to the vertical transverse plane: 
1.6.4.2.1. The plate may be inclined to  the vertical at not less than -15º and not more than 
30º. 
1.6.4.3. Height of the front and rear plate from the ground surface: 
1.6.4.3.1. The lower edge of the plate shall not be less than 0.20 m above  the ground or less 
than the radius of any front wheel abov e the ground if that is less than 0.20 m. 
1.6.4.3.2. The height of the upper edge of the plat e from the ground surface shall not exceed 
1.50 m. 
1.6.4.4. Geometrical visibility: 1.6.4.4.1. Front and rear plates sha ll be visible in the whole space within the following four 
planes: 
– the two vertical planes touching the two lateral edges of the plate and 
forming an angle measured outwards of 30
° to the longitudinal median 
plane of the vehicle; 
– the plane touching the upper edge of  the plate and forming an angle 
measured upwards of 15 ° to the horizontal; 
– the horizontal plane through the lower edge of the plate. 
The front plate shall be visi ble towards the front of the vehicle and the rear plate 
shall be visible towards the rear of the vehicle. 
1.6.4.4.2. No structural element, even when fully transparent, shall be  located within the 
space described above. 
1.6.4.5. The gap between the edges of a mounted a nd fixed registration plate and the actual 
surface of the plate space shall not exceed 5.0 mm along the complete outline of EN 127   EN the plate. 
1.6.4.5.1. This gap may be exceeded if measured at  a hole or gap in the surface of patterned 
mesh or between parallel ba rs in a surface of a grille. 
1.7. Other requirements 1.7.1. The presence of a registration plate may not  form the basis or part of the basis for 
attaching, mounting or clipping any other vehicle part, component or device onto 
it (e.g. lighting device supports may not be fixed onto a re gistration plate). 
1.7.2. No vehicle part, component or device sh all become loosened or detached as a 
result of removal of a registration plate. 
1.7.3. When a registration plate is fixed, its vi sibility shall not be reduced under normal 
conditions of use due, in particular, to vibrations and dynamic forces such as 
driving wind forces. 
1.7.4. It is not permitted to provide a regi stration plate mounting location which can 
easily pivot up and/or down beyond the angles laid down in points 1.5.1.3.1. and 
1.6.4.2.1. in relation to the vehicle structure in normal driving conditions (i.e. with 
doors or access panels closed). 
1.7.5. If the vehicle has the tendency to l ean, a mounted registration plate of the 
applicable maximum dimensions which is not located in the longitudinal median 
plane of the vehicle shall not be the lim iting factor of the maximum lean angle. 
2. Test procedure 
2.1. Determination of the verti cal inclination and height of  the registration plate from 
the ground surface 
2.1.1. The vehicle shall be placed on a horizontal surface and, if necessary, kept in an 
upright position. The steered wheel(s) shall be pointed  in the straight-ahead 
position and the vehicle’s mass shall be ad justed to that of the mass in running 
order, as declared by th e manufacturer, before th e measurements are made. 
2.1.2. If the vehicle is equipped with hydr o-pneumatic, hydraulic or pneumatic 
suspension or another device which can be ad justed in relation to load, it shall be 
tested with the suspension or device in the normal running c ondition, as specified 
by the manufacturer. 
2.1.3. If the primary and visible side of the registration plate is facing downwards, the 
inclination measurement shall be expr essed as a negative (minus) angle. 
2.2. Projections shall be measured perpendi cularly and directly towards the nominal 
surface to be covered by the registration plate. 
2.3. The gap between the edge of the mount ed and fixed registration plate and the 
surface shall be measured perpendicularly and directly towards the actual surface 
to be covered by the plate. EN 128   EN 2.4. The registration plate used for checking c onformity shall be of the following size: 
– for vehicles of categories L1e, L2e a nd L6e: one of the two sizes in point 
1.4.1., as specified by the vehicle manufacturer; 
– for vehicles of categories L3e, L4e,  L5e and L7e: the size in point 1.4.1. EN 129   EN ANNEX XV  
Requirements regarding applying to acce ss to repair and maintenance information  
1. Purpose 
1.1. Access to information means the avai lability of all OBD and repair and 
maintenance information required for the inspection, diagnosis, servicing or repair of the vehicle. 
1.1. When applying for EU type-approval or national type-approval, the manufacturer 
shall provide the approval authority with proof of compliance with this Regulation 
as regards access to vehicle repair and maintenance information and to the 
information referred to in point 2(6). 
2. Access to vehicle OBD and vehicle repair and maintenance information 
2.1. Approval authorities shall grant type-a pproval only after receiving from the 
manufacturer a Certificate on Access to  Vehicle OBD and Vehicle Repair and 
Maintenance Information.  
2.2. The Certificate on Access to Vehicle OB D and Vehicle Repair  and Maintenance 
Information shall serve as the proof of compliance with Chapter XV of Regulation (EU) No 168/2013.  
2.3. The Certificate on Access to Vehicle OB D and Vehicle Repair  and Maintenance 
Information shall be drawn up in accordance with the model referred to in Article 
57(8) to Regulation (EU) No 168/2013. 
2.4. The manufacturer shall make the followi ng information available to interested 
parties:  
2.4.1. relevant information to enable the development of replacement components which 
are critical to the correct functioning of the OBD system;  
2.4.2. information to enable the development of generic diagnostic tools.  
2.5. For the purposes of point 2.10.1., the de velopment of replacement components 
shall not be restricted by any of the following:  
2.5.1. the unavailability of pertinent information;  
2.5.2. the technical requirements relating to ma lfunction indication strategies if the OBD 
thresholds are exceeded or if the OBD sy stem is unable to fulfil the basic OBD 
monitoring requirements of this Regulation;  
2.5.3. specific modifications to the handling of  OBD information to deal independently 
with vehicle operation on liquid or gaseous fuels;  
2.5.4. the type-approval of gaseous-fuelled vehi cles that contain a limited number of 
minor deficiencies.  EN 130   EN 2.6. For the purposes of point 2.10.2., where ma nufacturers use diagnostic and test 
tools in accordance with ISO 22900- 2:2009 regarding Modular Vehicle 
Communication Interface (MVCI) and ISO 22901-2:2011 on Open Diagnostic 
Data Exchange (‘ODX’) in their franch ised networks, the ODX files shall be 
accessible to independent operators via the manufacturer’s website.  
2.7. In addition to time-based access unde r Article 59 of Regulation (EU) No 
168/2013, manufacturers may offer transact ion-based access for which fees are 
charged per transaction and not based on the time for which access is granted. 
Where manufacturers offer both time-based  and transaction-based access systems, 
independent repairers shall choose one or the other. 
2.8. The manufacturer shall ensure complian ce with the technical requirements in 
Appendix 1 regarding access to vehicle OB D and vehicle repair and maintenance 
information. 
3. Multi-stage type-approval 
3.1. In the case of multi-stage type-approval,  as defined in Article 25 of Regulation 
(EU) No 168/2013, the final manufacturer  shall be responsible for providing 
access to vehicle OBD and vehicle repair and maintenance information regarding 
its own manufacturing stage(s) and the link to the previous stage(s). 
3.2. In addition, the final manufacturer shall on its website provide independent 
operators with the following information: 
3.2.1. website address of the manufacturer(s) responsible for the previous stage(s); 
3.2.2. name and address of all the manufacturer s responsible for the previous stage(s); 
3.2.3. type-approval number(s) of the previous stage(s); 3.2.4. the engine number. 3.3. Manufacturers responsible for a particular st age or stages of type-approval shall be 
responsible for providing through their we bsite access to vehicle OBD and vehicle 
repair and maintenance information rega rding the stage(s) of type-approval for 
which they are responsible and th e link to the previous stage(s). 
3.4. The manufacturer responsible for a particul ar stage or stages of type-approval shall 
provide the following information to the manufacturer responsible for the next 
stage: 
3.4.1. the Certificate of Conform ity relating to the stage(s) for which it is responsible; 
3.4.2. the Certificate on Access to Vehicle OB D and Vehicle Repair and Maintenance 
Information, including its appendices; 
3.4.3. the type-approval number corresponding to th e stage(s) for which it is responsible; 
3.4.4. the documents referred to in points 3.4.1., 3.4.2. and 3.4.3. as provided by the EN 131   EN manufacturer(s) involved in  the previous stage(s). 
3.5. Each manufacturer shall au thorise the manufacturer res ponsible for the next stage 
to pass the documents to the manufacturer s responsible for subsequent and final 
stages. 
3.6. In addition, on a contractual basis, the manufacturer responsible for a particular 
stage or stages of  type-approval shall: 
3.6.1. provide the manufacturer responsible for the next st age with access to OBD and 
repair and maintenance information and in terface information corresponding to the 
particular stage(s) for which it is responsible; 
3.6.2. provide, at the request of a manufacturer responsible for a subsequent stage of 
type-approval, with access to vehicle OBD and vehicle repair and maintenance 
information and interface information corre sponding to the particular stage(s) for 
which he is responsible. 
3.7. A manufacturer, including a final manufacturer, may char ge fees in accordance 
with Article 59 of Regulation (EU) No 168/2013 only in respect of the particular 
stage(s) for which he is responsible. 
3.8. A manufacturer, including a final manufacturer, shall not charge fees for providing 
information relating to the website addr ess or contact deta ils of any other 
manufacturer. 
4. Customer adaptations 
4.1. By way of derogation from point 2.4, if the number of systems, components or 
separate technical units subj ect to a specific customer ad aptation is less than 250 
units produced worldwide, repair and main tenance information for the adaptation 
shall be provided in a readily accessi ble and prompt manner, and in a manner 
which is non-discriminatory as compared with the provisions given or access granted to authorised dealers and repairers. 
4.2. For the servicing and reprogr amming of the electronic c ontrol units relating to the 
customer adaptation, the manufacturer sh all make available to independent 
operators the same proprietary specialist  diagnostic tool or test equipment as 
provided to authorised repairers. 
4.3. The customer adaptations shall be lis ted on the manufacturer’s repair and 
maintenance information website and mentioned in the Certificate on Access to Vehicle OBD and Vehicle Repair and Ma intenance Information at the time of 
type-approval. 
4.4. Until 31 December 2020, if the number of  systems, components or separate 
technical units subject to a specific cust omer adaptation is more than 250 units 
worldwide, the manufacturer may derogate  from the obligatio n under point 2.4. to 
provide access to vehicle OBD and vehicl e repair and maintenance information 
using a standardised format. Where the manufacturer makes use of such a derogation, it shall provide ac cess to such information in  a readily accessible and EN 132   EN prompt manner, and in a manner which is  non-discriminatory as compared with 
the provisions given or access granted to authorised dealers and repairers. 
4.5. Manufacturers shall make the proprietary  specialist diagnostic tool or test 
equipment to service the customer-adapted systems, components or technical units 
available to independent ope rators via sale and rent. 
4.6. The manufacturer shall mention in the Certificate on Access to Vehicle OBD and 
Vehicle Repair and Maintenance Informa tion at the time of type-approval the 
customer adaptations which are the subject  of a derogation from the obligation 
under point 2.4 to provide access to ve hicle OBD and vehicle repair and 
maintenance information using a standard ised format, and any electronic control 
unit relating to them. 
4.7. The adaptations and any electronic control unit relating to them shall also be listed 
on the manufacturer’s repair and maintenance information website. 
5. Small volume manufacturers 
5.1. By way of derogation from point 2.4, manufacturers whose world-wide annual 
production of a type of vehicle, system , component or separate technical unit 
covered by this Regulation is less than 250 units shall provide access to repair and 
maintenance information in a readily accessible and prompt manner, and in a manner which is non-discriminatory as co mpared with the provisions given or 
access granted to authorised dealers and repairers. 
5.2. Vehicles, systems, components and separa te technical units covered by point 1 
shall be listed on the manufacturer’s repa ir and maintenance information website. 
5.3. The approval authority shall inform the Commission of all type-approvals granted 
to small-volume manufacturers. 
6. Carry-over systems 
6.1. Until 31 December 2020, with respect to th e carry-over systems listed in appendix 
2, the manufacturer may derogate from the obligation to reprogram the electronic 
control units in accordance with the standards mentioned in that appendix. 
6.2. Such derogations shall be indicated on the Certificate on Access to Vehicle OBD 
and Vehicle Repair and Maintenance Info rmation at the time of type-approval. 
6.3. The systems for which a manufacturer der ogates from the obligation to reprogram 
the electronic control units in accordan ce with the standards mentioned in point 
3.8. of appendix 1 to Annex XII shall be listed on its repair and maintenance information website. 
6.4. For the servicing and reprogramming of th e electronic control units in the carry-
over systems that are the subject of such  derogations, manufacturers shall ensure 
that the respective proprietary tool or equipment can be purchased or rented by 
independent operators. EN 133   EN 7. Compliance with the obligations regardi ng access to vehicle OBD and vehicle 
repair and maintenance information 
7.1. Approval authorities may, at any time, on their own initiative, or on the basis of a 
complaint or of an assessment by a tech nical service, check a manufacturer’s 
compliance with its obligations unde r Regulation (EU) No 168/2013, this 
Regulation and the terms of the Certificat e on Access to Vehicle OBD and Vehicle 
Repair and Maintenance Information. 
7.2. Where an approval authority finds that a manufacturer has failed to comply with 
its obligations regarding access to ve hicle OBD and vehicle repair and 
maintenance information, the approval aut hority which granted the relevant type-
approval shall take appropriate m easures to remedy the situation. 
7.3. Such measures may include withdrawal or suspension of type-approval, fines or 
other measures adopted in accordance with Regulation (EU) No 168/2013. 
7.4. If an independent operator or a trad e association representing independent 
operators files a complaint to the approva l authority, the authority shall carry out 
an audit to verify the manufacturer’s compliance with obligations concerning 
access to vehicle OBD and vehicle re pair and maintenance information. 
7.5. When carrying out the audit, the approval authority may ask a t echnical service or 
any other independent expert to carry out an assessment to verify whether these obligations are met. 
7.6. In order to receive EU type-approval of a propulsion performance family as a 
separate technical unit,  of a vehicle with an approved engine system with regard to 
on-board diagnostic fault codes and vehicl e repair and maintenance information, 
the manufacturer shall, demonstrate that th e vehicles or engine systems are subject 
to the tests and comply w ith the requirements of Anne x XII regarding functional 
OBD. 
7.7. If the vehicle OBD and vehicle repair  and maintenance information is not 
available when the application for type-a pproval is made, the manufacturer shall 
provide that information within six months  of the date set in  Article 82(2) of 
Regulation (EC) No 168/2013 or within six months of the date of type-approval, 
whichever is later. 
7.8. Where the vehicle is placed on the mark et more than six months after type-
approval, the information shall be provide d on the date on wh ich the vehicle is 
placed on the market. 
7.9. The approval authority may presume on th e basis of a completed Certificate on 
Access to Vehicle OBD and Vehicle Repair  and Maintenance Information that the 
manufacturer has put in place satisfact ory arrangements and procedures with 
regard to access to vehicle OBD and vehi cle repair and maintenance information, 
provided that no complaint was made and that the manufacturer provides the 
certificate within the periods  referred to in point 7.7. EN 134   EN 7.10. If the certificate of compliance is not provided within that period, the approval 
authority shall take appropriate measures to ensure compliance. EN 135   EN Appendix 1  
Access to vehicle OBD and vehicle repair and maintenance information  
1. Introduction 
1.1. This Appendix lays down technical requi rements for the accessibility of vehicle 
OBD and vehicle repair and maintenance information. 
2. Requirements 
2.1. The manufacturer shall provi de vehicle repair  and maintenance information using 
only open text and graphic formats or fo rmats which can be viewed and printed 
using only standard software pl ug-ins that are freely available, easy to install, in 
the same format as made available to authorised repairers and which run with 
computer operating systems commonly in use. 
2.1.1. For the purpose of point 1, OBD and repair and mainte nance information available 
through websites may follow the technica l specifications of  OASIS Document 
SC2-D5, Format of Automotive Repair  Information, version 1.0, 28 May 2003 and 
of Sections 3.2, 3.5, (excluding 3.5.2), 3.6, 3.7 and 3.8 of OASIS Document SC1-
D2, Autorepair Requirements Specifi cation version 6.1, dated 10 January 2003. 
2.1.2. Where possible, keywords  in the metadata shall conform to ISO 15031-2:2010. 
Such information shall be always available, except as required for website maintenance purposes. Those requiring the right to duplicate or re-publish the 
information should negotiate directly  with the manufact urer concerned. 
Information for training material shall al so be available, but  may be presented 
through media other than websites. 
2.2. Information on all parts of the vehicle, w ith which the vehicle, as identified by the 
vehicle identification number (VIN) and a ny additional criteria such as wheelbase, 
engine output, trim level or options, is  equipped by the vehicle manufacturer and 
which can be replaced by spare parts offe red by the vehicle manufacturer to its 
authorised repairers or dealers or third parties by means of reference to original 
equipment (OE) parts numbers, may be made available in a database easily 
accessible to independent operators or be  provided in the same accessible format 
as provided to the authorised repairer network. 
2.3. This database or alternative accessible format shall comprise the VIN, Original 
Equipment (OE) parts numbers, OE naming of  the parts, validity attributes (valid-
from and valid-to dates), fi tting attributes and, wher e applicable, structuring 
characteristics. 
2.3. The information on the database or availa ble in another accessi ble format shall be 
regularly updated. In particular, the upda tes shall include all modifications to 
individual vehicles after their production if this info rmation is available to 
authorised dealers. 
2.4. Independent operators shall be given access to vehicle security features used by 
authorised dealers and repair shops under protection of security  technology in line EN 136   EN with the following requirements: 
2.4.1. data shall be exchanged ensuring confidentiality, integrity and protection against 
replay; 
2.4.2. the standard https//ssl- tls (RFC4346) shall be used; 
2.4.3. security certificates in accordance with ISO 20828:2006 shall be used for mutual 
authentication of independent operators and manufacturers; 
2.4.4. the independent operator’s private key shall be protected by secure hardware. 
2.5. The Forum on Access to Vehicle Info rmation provided for by Article 60 of 
Regulation (EU) No 168/2013 will specify st ate-of-the-art parameters for fulfilling 
these requirements. 
2.6. The independent operator shall be approve d and authorised for this purpose on the 
basis of documents demonstrating that it  pursues a legitimate business activity and 
has not been convicted of relevant criminal activity. 
2.8. Reprogramming of control units shall be conducted in accordance with either ISO 
22900-2 or SAE J2534 or TMC RP1210B using non-proprietary hardware. 
Ethernet, serial cable or Local Area Network (LAN) interface and alternative 
media like Compact Disc (CD), Digital Versatile Disc (DVD) or solid state 
memory device for infotainment systems (e.g. navigation systems, telephone) may 
also be used, but on the condition that no propriet ary communication software 
(e.g. drivers or plug-ins) and hardware is  required. For the validation of the 
compatibility of the manufacturer-s pecific application and the vehicle 
communication interfaces (VCI) comp lying to ISO 22900-2 or SAE J2534 or 
TMC RP1210B, the manufacturer shall offer either a validation of independently 
developed VCIs or the information, and loan  of any special hardware, required for 
a VCI manufacturer to conduc t such validation himself. The conditions of Article 
59 of Regulation (EU) No 168/2013 shall a pply to fees for such validation or 
information and hardware 
2.9. All on-board diagnostic trouble codes sha ll be consistent with the requirements 
set-out in Annex XII. 
2.10. For access to any OBD and repair and ma intenance information other than that 
relating to secure areas of  the vehicle, registration requirements for use of the 
manufacturer’s website by an independe nt operator shall require only such 
information as is necessary to confirm how  payment for the information is to be 
made. 
2.11. For information concerning access to secure  areas of the vehicle, the independent 
operator shall present a certificate in  accordance with ISO 20828:2006 to identify 
itself and the organisation to which it belongs. The manufacturer shall respond 
with its own certificate in accordance with ISO 20828:2006 to confirm to the independent operator that it is accessing a le gitimate site of the manufacturer in 
question. Both parties shall keep a log of any such transactions indicating the EN 137   EN vehicles and changes made to them under this provision. 
2.12. In the event that vehicle OBD and vehicle repair and maintenance information 
available on a manufacturer’s websit e does not contain specific relevant 
information to permit the proper design and manufacture of alternative fuels 
retrofit systems, then any interested a lternative fuels retrofit system manufacturer 
shall be able to access the information re quired in points 0, 2, and 3 of Appendix 3 
to Annex 1 by contacting the manufacturer directly with such  a request. Contact 
details for that purpose shall be clearly  indicated on the manufacturer’s website 
and the information shall be provided within 30 days. Such information need only 
be provided for alternative fuels retrofit systems that are subject to UNECE 
regulation 115 or for altern ative fuels retrofit compone nts that form part of 
systems subject to UNECE regulation 115, and need only be provided in response 
to a request that clearly specifies the ex act specification of the vehicle model for 
which the information is required and that specifically confirms that the information is required for the development of alternative fuels retrofit systems or components subject to UNECE regulation 115. 
2.13. Manufacturers’ repair information websit es shall indicate type-approval numbers 
by model. 
2.14. Manufacturers shall establish reasonable  and proportionate fees for hourly, daily, 
monthly, annual and per-tra nsaction access to their re pair and maintenance 
information websites. 
Appendix 2
 
List of carry-over systems  
1.  
No System name Details 
1. Climate systems (a) Temper ature control systems;  
(b) Engine-independent heater;  
(c) Engine-independent air-conditioning. 
2. Fuel storage   
Table Ap2-1: list of carry over systems 
 
 EN 138   EN ANNEX XVI  
Requirements applying to stands  
1. General requirements 
1.1. ‘Type of vehicle with regard to stands ’ means a category of vehicles which do not 
differ in such essential respects as ve hicle mass, distribut ion of mass between 
axles, tyre sizes and wheel dimensi ons, and the design characteristics and 
construction material of the vehicle stand. 
1.2. Vehicles of categories L1e and L3e sh all be fitted with at least one stand. 
1.2.1. Each stand fitted to the vehicle shall en able the vehicle to meet the performance 
requirements in points 2. to 2.5.2. without being held or sup ported by a person or 
any other external means. 
1.2.2. Vehicles fitted with twinned wheels ma y not need to be fitted with a stand 
provided that the performance requirements in points 3. to 3.2.5. and 3.4. to 3.4.2.1. are met. 
1.2.3. Prop stands fitted to vehicl es of category L1e with a mass in running order of less 
than 35 kg are exempted from the requirements in points 2.3.3, to 2.3.4. and 2.5.2. 
1.3. Vehicles of category L4e shall be fitted  with at least one stand under the following 
conditions:  
1.3.1. If the side-car can be det ached from the motorcycle so that the motorcycle can be 
used without it, the motorcycle shall fu lfil the requirements for solo motorcycles 
in points 1.2. to 1.2.2. 
2. Specific requirements 
2.1. A stand shall be either a prop stand or centre stand. 
2.2. Where the stand swivels below or about th e lower part of the vehicle, its free end 
shall swing to the rear of the vehi cle to reach the not-in-use position. 
2.3. Specific requirements for prop stands 2.3.1. A prop stand shall be able to support the vehicle in such a way as to provide its 
lateral stability whether th e vehicle is on a horizontal supporting surface or on a 
slope. It shall also prevent the stationary  vehicle leaning more deeply or being 
moved too easily into an upright position to such an extent that it becomes 
unstable and can fall or tip over. 
2.3.2. A prop stand shall be able to  support the vehicle in such a way as to maintain full 
stability when the vehicle is parked on a slope. This requirement is checked in accordance with the procedures and perf ormance requirements in points 3. to 
3.2.5. and 3.4. to 3.4.2.1. 
2.3.3. A prop stand shall be able to swing back  automatically into the not-in-use position EN 139   EN under the following conditions: 
– when the vehicle is returned to its normal upright driving position; or 
– when the vehicle starts to move forw ard as a result of deliberate action by 
the driver, while in its norm al upright driving position. 
2.3.4. The requirements in point 2.3.3. are not app licable if the vehi cle is designed in 
such a way that it cannot be propelled when the prop stand is in the in-use 
position. 
2.3.5. A prop stand shall be so designed and constructed that it does not swing back 
automatically if the vehicle is being lean ed down in order to bring the free end of 
the prop stand into contact  with the ground surface. 
2.3.6. A prop stand shall be so designed and constructed that it does not swing back 
automatically if the angle of lean is a ltered unexpectedly or unintentionally (e.g. if 
the vehicle is pushed lightly by a third party or if the vehicle is subjected to a gust 
of wind arising from the passage of a large vehicle) under the following conditions: 
– when the vehicle is left unattended in its parked position; and 
– when the prop stand is in the in-use position. 
Compliance with this requirement sha ll be checked in accordance with the 
procedure in points 3.3, 3.3.1 and. to 3.3.2. 
2.4. Specific requirements for centre stands 2.4.1. A centre stand shall be able to support the vehicle, whether or not one or both 
wheels are in contact with the ground surface,  so as to provide its lateral stability 
whether the vehicle is on a horizon tal supporting surface or on a slope. 
2.4.2. A centre stand shall be able to support the vehicle so as to maintain full stability 
when the vehicle is parked on a slope. Th is requirement is checked in accordance 
with the procedures and performance requirements in  points 3. to 3.2.5. and 3.4. to 
3.4.2.2. 
2.4.3. A centre stand shall be able to swing back automatically into the not-in-use 
position when the vehicle is moved forwar d purposely so as to raise the centre 
stand from the ground surface. 
2.4.4. The requirement in point 2.4.3. is not applicab le if the vehicle is so designed that it 
cannot be propelled when the centre stand is in the in-use position. 
2.5. Stand retention systems 2.5.1. Stands shall be provided with a retenti on system which holds them in the not-in-
use position. 
2.5.2. A retention system shall consist of: 
– Two independent devices such as two separate springs or one spring and EN 140   EN one other retaining device; or 
– A single device which shall be able to operate without failing for at least 
10000 normal-use cycles if the vehicle has been fitted with two stands; or 15000 normal-use cycles if the vehicl e is fitted with only one stand. 
3. Test procedure 
3.1. Test surface specifications 
3.1.1. A testing platform shall be used for carry ing out the tests and shall be so designed 
that it can assume a position simulating th e longitudinal and tr ansverse tilts. 
3.1.2. The testing platform shall be flat, recta ngular and of sufficient dimensions to fully 
support the vehicle in the parked position while simulating the longitudinal and 
transverse tilts. It shall not exhibit any perceptible flexing or deformation during 
the tests. 
3.1.3. The surface of the testing platform sh all be clean and dry and of sufficient 
roughness and friction to prevent the vehicl e’s tyres from sliding on the surface 
during the tests. 
3.2. Vehicle preparation (valid for all tests) 3.2.1. The vehicle’s mass shall be adjusted to th at of the manufacture r’s declared mass in 
running order, without the rider, plus  the mass of any propulsion batteries. 
3.2.2. The vehicle’s tyre pressures shall be adjusted to the manufacturer’s specified 
values. 
3.2.3. The vehicle’s transmission shall be put in the ‘park’ position, if  available, in the 
case of an automatic transmission, or the ‘neutral’ position in all other cases. 
3.2.4. If the vehicle is fitted with a pa rking brake, this shall be engaged. 
3.2.5. The vehicle’s steering system shall be put  in the locked position. If there is more 
than one position in which the steering can be locked, the vehicle shall undergo 
the following tests with the steering system locked in each available position: 
3.3. Test of stability of a vehicle fitted  with a prop stan d on a horizontal ground 
surface 
3.3.1. The vehicle is parked on the horizontal te sting platform with the prop stand in the 
in-use position. 
3.3.2. The vehicle shall be manipulated in such  a way as to increase by 3.0° the angle 
between the displaced longitudinal median pl ane of the vehicle (i.e. as the vehicle 
is parked and leaning the longitudinal median plane is displaced and thus no longer vertical) and the horizontal surf ace by pushing and moving the vehicle into 
a more vertical position. 
3.4. Test of stability of a vehicle parked on an inclined surface EN 141   EN 3.4.1. The vehicle is parked on th e horizontal testing platform. 
3.4.1.1. The vehicle’s stand shall be in the in-use position. If the vehicle is fitted with more 
than one stand, each stand shall be assesse d separately by repeating all prescribed 
tests. 
3.4.1.2. If the vehicle is fitted wi th twinned wheels and not fitt ed with a stand, compliance 
with point 1.2.2. may be demonstrated by performing the tests without the 
presence of a stand in  the in-use position. 
3.4.2. The testing platform shall be shifted or rota ted to achieve the minimum prescribed 
inclination in relation to the transverse ti lt towards the left and the right of the 
vehicle, and the longitudinal tilt to the fr ont and the back of the vehicle. These 
four tilt orientations sha ll be carried out separatel y, always starting from a 
horizontal position. The vehicle shall remain stable when the testing platform is being brought into the inclined position or may be moved into position after the 
platform has been set in the inclined position. 
3.4.3.  
Tilt Prop stand Centre stand 
 Moped Motorcycle Moped Motorcycle 
Transverse tilt 
(to the left) 5% 6% 6% 8% 
Transverse tilt 
(to the right) 5% 6% 6% 8% 
Longitudinal tilt 
(downstream) 5% 6% 6% 8% 
Longitudinal tilt 
(upstream) 6% 8% 12% 14% 
Table 14-1: Tilt requirements for prop and cen tre stands (see also Figures 14-1 to 
14-3). EN 142   EN 3.4.3.1. 
 
Figure 14-1: Transverse tilt to th e left and right (prop stand) EN 143   EN 3.4.3.2. 
 
Figure 14-2: Transverse tilt to th e left and right (centre stand) EN 144   EN 3.4.3.3. 
Figure 14-3: Longitudinal tilt downstream 
Figure 14-4: Longitudinal tilt upstream EN 145   EN 3.4.2.2. Where a vehicle on a tilted te sting platform is resting on its centre stand and just 
one wheel and when this vehicle may be maintained in a position with either the centre stand and the front wheel in contact with the testing platform or the centre 
stand and the rear wheel in contact with th e testing platform, th e tests as described 
in points 3.4.2. to 3.4.2.1. shall be conducted solely with the vehicle resting on the 
centre stand and its rear wheel in contact with the testing platform. EN 146   EN ANNEX XVII  
Performance standards and asse ssment of technical services  
1. General requirements 
1.1. 
 Technical services shall demonstrate appropriate skills, specific technical 
knowledge and proven experience in the specific fields of competence covered by 
Chapter XVI of Regulation (EU) No 168/2013 and Appendices 1 and 2 to Annex 
V to Directive 2007/46/EC. 
1.2. Standards with which technical services  of the different categories set out in 
Article 63 of Regulation (EU) No 168/2013 shall comply 
1.2.1. The different categories of technical serv ices shall comply w ith the standards set 
out in Appendix 1 to Annex V to Directive 2007/46/EC  
1.2.2. The reference to Article 41 of Direc tive 2007/46/EC in that Appendix shall be 
construed as a reference to Articl e 63 of Regulation (EU) No 168/2013. 
1.2.3. The reference to Annex IV of Direc tive 2007/46/EC in that  Appendix shall be 
construed as a reference to Anne x II to Regulation (EU) No 168/2013. 
1.3. Procedure for the assessment  of the technical services 
1.3.1. The technical services are assessed in accordance with the procedure set out in 
Appendix 2 to Annex V to Directive 2007/46/EC. 
1.3.2. References to Article 42 of Directive 2007/46/EC in Appendix 1 to Annex V to 
Directive 2007/46/EC shall be construed as references to Article 66 of Regulation 
(EU) No 168/2013.