EN    EN  
 EUROPEAN  
COMMISSION 
Brussels, XXX   
[…](2015) XXX  draft 
ANNEXES 1 to 3 
  
ANNEXES 
to the 
Commission delegated Regulation (EU) .../... 
amending Delegated Regulation  (EU) No 3/2014, Delegated Re gulation (EU) No 44/2014 
and Delegated Regulation (EU) No 134/2014 wi th regard, respectively, to vehicle 
functional safety requirements, to vehicle construction and general requirements and to 
environmental and propulsion unit performance requirements 
  
EN 2   EN ANNEXES  
Annex I  
Amendments to Delegated Regulation (EU) No 3/2014  
The Annexes to Delegated Regulation (E U) No 3/2014 are amended as follows: 
(1) Annex I is replaced by the following: 
‘ANNEX I  
List of UNECE regulations whic h apply on a compulsory basis  
UNECE 
regulation 
No Subject Series of 
amendments OJ 
reference Applicabi
lity 
1 Headlamps for motor vehicles 
(R2, HS1) 02 OJ L 177, 
10.7.2010, 
p. 1 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
3 Retro-reflectors Supplement 12 to 
the 02 series of 
amendments OJ L 323, 
6.12.2011, 
p. 1 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
6 Direction indicators Supplement 25 to 
the 01 series of 
amendments OJ L 213, 
18.7.2014, 
p. 1 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
7 Front and rear position lamps 
and stop lamps Supplement 23 to 
the 02 series of 
amendments OJ L 285, 
30.9.2014, 
p. 1 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
8 Head lamps for motor 
vehicles (H1, H2, H3, HB3, 
HB4, H7, H8, H9, H11, 
HIR1, HIR2) 05 OJ L 177, 
10.7.2010, 
p. 71 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
16 Safety belts, restraint systems 
and child restraint systems Supplement 5 to 
the 06 series of 
amendments OJ L 304, 
20.11.2015, 
p. 1 L2e, L4e, 
L5e, L6e 
and L7e 
19 Front fog lamps Supplement 6 to 
the 04 series of 
amendments  OJ L 250, 
22.8.2014, 
p. 1 L3e, L4e, 
L5e and 
L7e 
20 Headlamps for motor vehicles 
(H4) 03 OJ L 177, 
10.7.2010, 
p. 170 L1e, L2e, 
L3e, L4e, L5e, L6e 
and L7e 
28 Audible warning devices Supplement 3 to 
the 00 series of 
amendments OJ L 323, 
6.12.2011, 
p. 33 L3e, L4e 
and L5e  
EN 3   EN 37 Filament bulbs Supplement 42 to 
the 03 series of 
amendments OJ L 213, 
18.7.2014, 
p. 36 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
38 Rear fog lamps Supplement 15 to 
the 00 series of 
amendments OJ L 4, 
7.1.2012, 
p. 20 L3e, L4e, 
L5e and 
L7e 
39 Uniform provisions concerning 
the approval of vehicles with regard to the speedometer 
equipment including its 
installation Supplement 5 to the 
original version of 
the Regulation OJ L 120, 
13.5.2010, p. 
40 L1e, L2e, 
L3e, L4e, L5e, L6e 
and L7e 
43 Safety glazing Supplement 2 to 
the 01 series of 
amendments OJ L 42, 
12.2.2014, 
p. 1 L1e, L2e, 
L3e, L4e, 
L5e, L6e and L7e 
46 Devices for indirect vision 
(rear-view mirrors) Supplement 1 to 
the 04 series of 
amendments OJ L 237, 
8.8.2014, 
p. 24 L2e, L5e, 
L6e and 
L7e 
50 Lighting components for 
vehicles of category L Supplement 16 to 
the 00 series of 
amendments OJ L97, 
29.3.14, 
p.1 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
53 Installation of lighting 
(motorcycle) Supplement 14 to 
the 01 series of 
amendments OJ L 166, 
18.6.2013, 
p. 55 L3e 
56 Headlamps for mopeds and 
vehicles treated as such 01 OJ L 89, 
25.3.2014, 
p. 1 L1e, L2e 
and L6e 
57 Headlamps for motorcycles 
and vehicles treated as such 02 OJ L 130, 
1.5.2014, 
p. 45 L3e, L4e, 
L5e and 
L7e 
60 Identification of controls tell-
tales and indicators Supplement 4 to 
the 00 series of 
amendments OJ L 297, 
15.10.201
4, p. 23 L1e and 
L3e 
72 Headlamps for motorcycles 
and vehicles treated as such 
(HS1) 01 OJ L 75, 
14.3.2014, 
p. 1 L3e, L4e, 
L5e and 
L7e 
74 Installation of lighting 
(moped) Supplement 7 to 
the 00 series of 
amendments OJ L 166, 
18.6.2013, 
p. 88 L1e 
75 Tyres Supplement 13 to 
the 01 series of 
amendments OJ L 84, 
30.3.2011, 
p. 46 L1e, L2e, 
L3e, L4e 
and L5e 
78 Braking, including anti-lock Corrigendum 2 to 
the 03 series of OJ L 24, 
30.1.2015, L1e, L2e, 
L3e, L4e  
EN 4   EN and combined brake systems amendments p. 30 and L5e 
81 Rear-view mirrors Supplement 2 to 
the 00 series of 
amendments OJ L 185, 
13.7.2012, 
p. 1 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
82 Headlamps for mopeds and 
vehicles treated as such (HS2) 01 OJ L 89, 
25.3.2014, 
p. 92 L1e, L2e 
and L6e 
87 Daytime running lamps Supplement 15 to 
the 00 series of 
amendments OJ L 4, 
7.1.2012, 
p. 24 L1e, L2e, 
L3e, L4e, L5e, L6e 
and L7e 
90 Replacement brake lining 
assemblies and drum brake 
linings 02 OJ L 185, 
13.7.2012, 
p. 24 L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
98 Headlamps with gas-
discharge light sources Supplement 4 to 
the 01 series of 
amendments OJ L 176, 
14.6.2014, 
p. 64 L3e 
99 Gas-discharge light sources Supplement 9 to 
the 00 series of 
amendments OJ L 285, 
30.9.2014, 
p. 35 L3e 
112 Headlamps with asymmetrical 
beams Supplement 4 to 
the 01 series of 
amendments OJ L 250, 
22.8.2014, 
p. 67 L1e, L2e, 
L3e, L4e, 
L5e, L6e and L7e 
113 Headlamps with symmetrical 
beams Supplement 3 to 
the 01 series of 
amendments OJ L 176, 
14.6.2014, 
p. 128 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 annexes to this Regulation.’;  
(2) Annex IV is amended as follows: 
 (a) point 4.1.4. is replaced by the following: 
‘4.1.4. If the on-board REESS can be exte rnally charged by the driver, vehicle 
movement by its own propulsion system shall be  impossible as long as the connector of 
the external electric power supply is physic ally connected to the vehicle inlet. For 
vehicles of category L1e with a mass in running order ≤ 35 kg vehicle movement by its 
own propulsion system shall be inhibited as l ong as the connector of the battery charger 
is physically connected to th e external electric power su pply. Compliance with this 
requirement shall be demonstrated by using the connector or batt ery charger specified 
by the vehicle manufacturer. In case of permanently connected charge cables, the 
requirement above is deemed to be met when use of the charge cable  obviously prevents 
the use of the vehicle (e.g. cable is always routed over operator controls, rider’s saddle,  
EN 5   EN driver’s seat, handle bar or st eering wheel, or the seat c overing the cable storage space 
needs to remain in open position).’; 
(b) point 4.3. is replaced by the following: ‘4.3 Driving backwards It shall not be possible to act ivate the vehicle reverse contro l function in an uncontrolled 
manner whilst the vehicle is in forward moti on, insofar as such ac tivation could cause a 
sudden and strong deceleration or wheel lo ck. However, it may be possible for the 
vehicle reverse control function to be activat ed in such a way that it may slow down the 
vehicle gradually.’; 
(3) in Annex VII, in Part 1, point 1.1.1. is replaced by the following:  
‘1.1.1. All safety glazing fitted to the vehicle shall be type-approved in accordance with 
UNECE regulation No 43*. 
___________________ * OJ L 42, 12.2.2014, p. 1.’; 
(4) Annex VIII is amended as follows: 
(a) points 1.1.1.1. and 1.1.1.2. are replaced by the following: ‘1.1.1.1. It shall be ensured th at no deviations in the sh ape and orientation of the 
provided symbols are permitted, notably that any customised appearance of the provided symbols sh all be prohibited. 
1.1.1.2. Small irregularities concerning line thic kness, the marking application and other 
relevant production tolerances shall be accep ted, as provided in paragraph 4 of ISO 
2575:2010/Amd1:2011 (design principles).’; 
(b) point 2.1.3. is replaced by the following: ‘2.1.3. It shall be ensured that no deviations in the shape an d orientation of the provided 
symbols are permitted, notably that any customised appearance of the provided symbols shall be prohibited. 
Small irregularities concerning line thic kness, the marking application and other 
relevant production tolerances shall be accep ted, as provided in paragraph 4 of ISO 
2575:2010/Amd1:2011 (design principles).’;  
(5) Annex IX is amended as follows: 
(a) point 1.12 is replaced by the following:  ‘1.12 Where automatically switched-on headlamp  or daytime running lamp activation is 
linked to the running of an engine, this shall be construed, for vehicl es with electric or 
other alternative propulsion unit systems an d vehicles equipped with an automatic 
stop/start system of the propulsion unit, as being linked to the ma ster control switch 
having been activated with the ve hicle in normal operation mode.’; 
 (b) point 2.3.11.8. is replaced by the following:  
‘2.3.11.8. Other requirements: 
— in the absence of prescriptions for reversing lamp lighting devices which can be 
type-approved for vehicles of category L, the reversing lamp sh all be type-approved  
EN 6   EN according to UNECE regulation No 23*. 
___________________ *  OJ L 237, 8.8.2014, p. 1’; 
 (c) point 2.3.15.8. is replaced by the following:  
‘2.3.15.8. Other requirements: 
— in the absence of prescriptions for side  marker lamp lighting devices which can 
be type-approved for vehicles of categor y L, the lamps sha ll be type-approved 
according to UNECE regulation No 91*. 
___________________ * OJ L 4, 7.1.2012, p. 27’; 
(6) Annex XV is amended as follows: 
(a) points 1.1. and 1.1.1. are replaced by the following: ‘1.1. Subject to the provisions of points 1.1.1. to 1.1.2., all tyres fitted to vehicles, 
including any spare tyre, shall be type-approved according to UNECE regulation No 75. 
1.1.1. Where a vehicle is designed for conditions  of use which are incompatible with the 
characteristics of tyres type-approved according to UNECE regulation No 75 as 
applicable in the Union legislation at the time of type-approval testing of the vehicle 
and it is therefore necessary to fit tyres with  different characteristics, the requirements 
of point 1.1. do not apply, provided that  the following conditions are met: 
− the tyres are type-approved according to Council Directive 92/23/EEC*, 
Regulation (EC) No 661/2009 of the Europ ean Parliament and of the Council** 
or UNECE regulation No 106; and 
− the approval authority and technical service are satisfied that the tyres fitted are 
suitable for the operating conditions of the vehicle. The nature of this exemption 
and reasons for acceptance shall be cl early stated in the test report. 
________________ * Council Directive 92/23/EEC  of 31 March 1992 on tyres for motor vehicles and 
 their trailers (OJ L 129, 14.5.1992, p. 95). 
** Regulation (EC) No 661/2009 of the European Parliament and of the 
 Council of 13 July 2009 concerning type-approval requirements for the  general safety of motor vehicles, thei r trailers and systems, components and 
 separate technical units inte nded therefor (OJ L 200, 31.7.2009, p. 1).’; 
 (b) point 1.2. is deleted; 
 (c) point 2.2. is replaced by the following: 
‘2.2. The vehicle manufacturer may restrict  the category of us e of original and 
replacement tyres that may be installed on the vehicle. In this case, the categories of use 
of tyres that may be fitted to the vehicl e shall be clearly stated in the vehicle's 
instruction manual.’; 
 (d) point 2.2.1. is deleted;  
EN 7   EN  (e) point 2.3 is replaced by the following: 
‘2.3. The space in which each wheel revolves sh all be such as to allow unrestricted 
movement when using the maximum permissi ble size of tyres and rim widths, taking 
into account the minimum and maximum wheel  off-sets if applicable, within the 
minimum and maximum suspension and steering constraints as declared by the vehicle manufacturer. This shall be verified by performing the chec ks for the largest and the 
widest tyre in each space, taking into acc ount the applicable rim size and the maximum 
allowed section width and outer  diameter of the tyre, in relation to the tyre size 
designation as specified in the applicable legislation. The ch ecks shall be performed by 
rotating a representation of the tyre’s perm issible overall dimensions in the form of a 
maximum envelope, not just th e actual tyre, in the space for the wheel in question.’;  
 (f) the following points 2.3.1., 2.3.2. and 2.4 are inserted: 
‘2.3.1. All tyres that may be fitted to the ve hicle in accordance with  point 2.2. shall be 
taken into account for the determination of the permissible overall dimensions (i.e. the 
maximum envelope) of the relevant tyre, as applicable in the Union legislation at the 
time of type-approval testing of the vehicle. For this purpose, either the specifications as 
provided for in Annex 5 of UNECE Regulati on No 75 or the permitted percentages as 
provided for sizes not included in that Annex sha ll be taken into account (e.g. overall 
width of multiservice tyres (MST) +25%, normal and snow service tyres +10% in case of rim diameter code 13 and above and +8% in case of rim diameter codes up to 12 inclusive).’ 
2.3.2. In addition, the permissible dynamic growth  of the height of bias and bias/belted 
construction tyres which are type-approve d according to UNECE regulation No 75 
depends on the speed category and the categ ory of use of the tyre. To ensure an 
appropriate selection of bias and bias/belte d replacement tyres for the end-user of the 
vehicle, the vehicle manufacturer shall ta ke into account both the permitted categories 
of use as well as the speed ca tegory that is compatible wi th the maximum design vehicle 
speed, for the determination of the permitted tolerance laid down in point 4.1. of Annex 
9 to UNECE regulation No 75 (i.e. H
dyn = H × 1.10 up to H dyn = H × 1.18). More 
stringent categories may be taken into account at the discretion of the vehicle 
manufacturer. 
2.4. The technical service may agr ee to an alternative test pro cedure (e.g. virtual testing) 
to verify that the requirements of point 2.3. to 2.3.2. are met, provided that the clearance 
between the tyre’s maximum envelope and vehicle structure exceeds 10 mm at all 
points.’; 
 (g) point 4.2.2. is replaced by the following: 
‘4.2.2. In the case of vehicles normally equipped with ordinary tyres and occasionally 
fitted with snow tyres, where the speed category symbol of the snow tyre shall 
correspond to a speed either greater than th e maximum design vehicle speed or not less 
than 130 km/h (or both). However, if the ma ximum design vehicle speed is greater than 
the speed corresponding to the lowest speed ca tegory symbol of the fi tted snow tyres, a 
maximum speed warning label, specifying the lowest value of the maximum speed 
capability of the fitted snow tyres or the manufacturer's recommended speed for the vehicle (whichever is lower), shall be di splayed inside the vehicle in a prominent 
position or, if the vehicle does not have an inte rior, as close as possi ble to the instrument 
cluster, readily and permanen tly visible to the driver.’;   
EN 8   EN (7) Annex XVI is amended as follows: 
(a) point 2.1 is replaced by the following: ‘2.1. All characters on the plate shall be formed by retro-reflective material 
type-approved as Class D, E or D/ E according to UNECE regulation No 104*. 
___________________ * OJ L 75, 14.3.2014, p. 29’; 
 (b) point 3.3.1. is replaced by the following:  
‘3.3.1. The plate shall be perpendicular, ± 5°, to the longitudinal pl ane of the vehicle.’;  
 (c) in point 3.6.1, the first indent is replaced by the following: 
‘— the two vertical planes touching the two lateral edges of the plate and forming an 
angle measured outwards to the left and to th e right of the plate of  30º in relation to 
the longitudinal plane, parallel to the l ongitudinal median plane of the vehicle, 
passing through the centr e of the plate;’; 
 (d) in point 3.6.2, the first indent is replaced by the following: 
‘— the two vertical planes touching the two lateral edge s of the plate and forming 
an angle measured outwards to the left and to  the right of the plate of 30º in relation 
to the longitudinal plane, pa rallel to the longitu dinal median plane of the vehicle, 
passing through the centr e of the plate;’; 
(8) Annex XVII is amended as follows: 
(a) the following point  1.1.6.3.1. is inserted: 
‘1.1.6.3.1. However, in case the level of the in strument panel is lo cated above the level 
of the horizontal plane coinciding with the R- point of the seating position of the driver, 
a knee-form testing apparatus shall be used above the upper horizontal boundary of interior zone 2 to assess contactable edges of the instrument panel, as well as any 
elements mounted directly onto it, located be low the level of the in strument panel. The 
technical service shall clearly indicate in the test report which parts of the interior are 
deemed to be instrument panel and releva nt elements, in agreement with the type-
approval authority. The steering control shall be  disregarded for the determination of the 
level of the instrument panel.’; 
 (b) the following point 2.1.8. is inserted: 
‘2.1.8. Contactable edges of type-approved in terior rear-view mi rrors (Class I) are 
deemed to comply with the requirements of this Annex.’; 
 (c) point 2.2.1. is replaced by the following: 
‘2.2.1. In this zone, as well as that covered by point  1.1.6.3.1., a knee-form testing 
apparatus shall be moved from any given st arting location in a hor izontal and forward 
direction, while the orientation of the X-axis of the device  may be varied within the 
specified limits. All contactable edges, excep t those mentioned below, shall be rounded 
with a radius of curvature of at least 3.2 mm. Contacts made with the rear face of the 
device shall be disregarded.’;  
EN 9   EN  (d) the following points 2.4., 2.4.1. and 2.4.2. are added: 
‘2.4. Interior zones 1, 2 and 3 2.4.1. Radii of contactable edges that cannot be  determined accurately  with the use of 
conventional measuring tools (e.g. radius gauge) due to oblique corners, limited 
protrusions, character or styl e lines, ribs and bumps as well as surface graining, are 
deemed in compliance with the requirement s provided that such edges are at least 
blunted. 
2.4.2. The vehicle manufacturer may as an alternative choose to apply in full all relevant 
requirements of UNECE regulation No 21* as prescribed for vehicle category M
1, 
covering the entire, not just  portions, of the interior. 
____________________ * OJ L 188, 16.7.2008, p. 32.’;  
(9) Annex XVIII is amended as follows: 
(a) point 1.1.2.1.1. is replaced by the following: ‘1.1.2.1.1.  Adjustment of the spark properties, including timing and/or presence, in 
order to limit the maximum design vehicl e speed and/or maximum power shall be 
allowed for (sub)categories L3e- A2 (only if maximum net power ≥ 20 kW), L3e-A3, 
L4e-A, L5e, L6eB and L7eC. It may also be  allowed for other (sub)categories provided 
that the adjustment concept does not negativ ely affect emission of gaseous pollutants, 
CO
2 emissions and fuel consumption while at maximum design vehicle speed and/or 
maximum power conditions which shall be verified by the tec hnical service.’; 
 (b) point 1.1.2.5. is replaced by the following: 
‘1.1.2.5. At least two of the limitation methods used, as referred to in points 1.1.2.1 to 
1.1.2.4., shall operate independently of each othe r, be different in nature and have 
different design philosophies, although they may apply si milar elements (e.g. both 
methods based on the notion of rotation speed as a criterion, but one measured inside a 
motor and the other in the drive-train’s tran smission). Failure of one method to work as 
intended (e.g. due to tampering) shall not  impair the limitation function of other 
methods. In this case, the maximum power a nd/or vehicle speed which can be attained 
may be lower than under normal conditions. Without prejudice to the conformity of 
production tolerance set out in point 4.1.4. of  Annex IV to Regulation (EU) No 44/2014, 
the maximum power and/or vehicle speed may not  be higher than demonstrated at type-
approval, if one out of th e two redundant limitation methods is eliminated.’; 
 (c) the following points 1.1.2.6. to 1.1.2.9. are inserted: 
‘1.1.2.6. The vehicle manufacturer shall be al lowed to make use of limitation methods 
other than those listed in points 1.1.2.1 to 1.1.2.4. if the manufacturer can prove to the 
technical service and to the satisfaction of  the type approval au thority that those 
alternative limitation methods meet the prin ciples of redundancy set out in point 1.1.2.5. 
and provided that at least one of the parameters listed in points 1.1.2.1., 1.1.2.2. or 
1.1.2.3. (e.g. limitation of fuel mass, air mass, spark delivery and drivetrain rotation 
limitation) is applied in one of the limitation methods. 
1.1.2.7. The manufacturer shall be allowed to combine two or more of the individual 
limitation methods referred to in points 1.1.2.1 to  1.1.2.4. as part of a limitation strategy.  
EN 10   EN Such combination of limitation methods sh all not be regarded as a single limitation 
method within the meaning of point 1.1.2.5. 
1.1.2.8. Individual limitation methods or comb inations of the limitation methods 
referred to in points 1.1.2.1 to 1.1.2.4. may be  applied more than once provided that 
their multiple uses operate independently of each other, as required by point 1.1.2.5., so 
that failure of one of the methods to work  as intended (e.g. due to tampering) does not 
impair the functioning in another applicat ion, of the same limitation method or 
combination of methods. 
1.1.2.9. A limitation strategy that in case of failu re (e.g. due to tampering) includes the 
activation of a special operating (e.g. ‘limp home’) mode with s ubstantially reduced 
maximum vehicle speed and/or maximum pow er not suitable for normal operation or 
that activates an ignition interlock preventi ng the engine from running for as long as the 
failure remains, shall be rega rded as one limitation method.’; 
 (d) point 1.1.4. is replaced by the following: 
‘1.1.4. The provision and use of any other means enabling the vehicle operator to 
directly or indirec tly adjust, set, select or al ter the maximum propulsion unit 
performance determined on the basis of the information submitted in accordance with Annex I, Part B, point 2.8., items 1.8.2. to  1.8.9. of Regulation (EU) No 901/2014 (e.g. 
high performance switch, special encoded recognition transponder in ignition key, physical or electronic jumper setting, selectable option through electronic menu, 
programmable feature of control unit) re sulting in exceedance is prohibited.’; 
 (e) point 2.1. is replaced by the following: 
‘2.1. The vehicle manufacturer shall dem onstrate compliance with the specific 
requirements of points 1.1 to 1.1.2.9 by proving that two or more of the methods 
implemented, by integrating specific devices an d/or functions in th e vehicle propulsion 
system, ensure the required maximum con tinuous rated or net power and/or maximum 
vehicle speed limitation and th at each method does so in a fully independent manner.’; 
(10) Annex XIX is amended as follows: 
(a) point 1.1.1. of is replaced by the following: ‘1.1.1. Vehicles of category L1e-A and cycles  designed to pedal of vehicle category 
L1e-B shall be designed and constructed as to  conform with all pr escriptions regarding 
requirements and test methods laid down for handlebar stem-assembly, seat-post, front 
forks and frames as encompassed in sta ndard ISO 4210:2014, irrespective of any scope 
mismatch in that technical standard. The mini mum value of the required test forces shall 
be in accordance with Table 19-1 in point 1.1.1.1.’; 
 (b) the following point 1.1.1.1. is inserted: 
‘1.1.1.1. 
Subject Name of test Reference of test 
which shall be used Minimum value of the 
required test force or minimum number of 
test cycles 
Handlebar and stem Lateral bending test 
(static test) ISO 4210-5:2014, test 
method 4.3 800 N (= Force, F 2)  
EN 11   EN Fatigue test (Stage 1 – 
Out of phase loading) ISO 4210-5:2014, test 
method 4.9 270 N (= Force, F 6) 
Fatigue test (Stage 2 – 
In phase loading) ISO 4210-5:2014, test 
method 4.9 2014, test method 4.9 
370 N (= Force, F 7) 
Fatigue test with 
pedalling forces ISO 4210-6:2014, test 
method 4.3 1000 N (= Force, F 1) 
Fatigue test with 
horizontal forces ISO 4210-6:2014, test 
method 4.4 C1 = 100.000 
(=Number of test 
cycles) Frame 
Fatigue test with a 
vertical force ISO 4210-6:2014, test 
method 4.5 1100 N (= Force, F 4) 
Front fork Static bending test ISO 4210-6:2014, test 
method 5.3 1500 N (= Force, F 5) 
Stage 1, fatigue test ISO 4210-9:2014, test 
method 4.5.2 1100 N (= Force, F 3) 
Seat-post  
Stage 2, static strength 
test ISO 4210-9:2014, test 
method 4.5.3 2000 N (= Force, F 4) 
Table 19-1: Test and minimum forces or numbe r of test cycles for vehicles of category 
L1e-A and cycles designed to pe dal of vehicle category L1e-B’; 
 (c) in point 1.2, ‘drivetrain’ is replaced by ‘powertrain’.  
EN 12   EN Annex II  
Amendments to Delegated Regulation (EU) No 44/2014  
The Annexes to Delegated Regulation (E U) No 44/2014 are amended as follows:  
(1) Annex I is replaced by the following: 
‘ANNEX I 
List of UNECE regulations whic h apply on a compulsory basis  
UNECE 
regulation 
No Subject Series of 
amendments OJ 
reference Applicabi
lity 
10 Electromagnetic compatibility 
(EMC) Supplement 1 
to the 04 
series of 
amendments OJ L 
XXX, 
XX.4.201
6, p. 
XX[messa
ge for 
publicatio
n office to 
consider 
new 
publicatio
n due end 
of April 
2016]  L1e, L2e, 
L3e, L4e, 
L5e, L6e 
and L7e 
62 Protection against 
unauthorised use Supplement 2 
to 00 series of 
amendments 
 OJ L 89, 
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 ot her annexes to this Regulation.’; 
(2) Annex II is amended as follows: 
(a) in point 2.3.1.1., ‘cylinder/piston combinati on’ is replaced by ‘cylinder, piston’; 
 (b) in point 2.3.1.2., ‘cylinder/piston combinati on’ is replaced by ‘cylinder, piston’; 
(c) point 3.2.1.3. is replaced by the following: ʻ3.2.1.3. A marking with indication of the ve hicle (sub-) category as defined in 
Articles 2 and 4 of, and Annex I to, Regulat ion (EU) No 168/2013 sh all be legible on 
the pipes. ʼ; 
 (d) the following point 3.2.2.5. is inserted: 
ʻ3.2.2.5. For two-stroke engines, the maximu m thickness of any gasket between the 
base of the cylinder and the crankcase, if any, may not exceed 0,5 mm, after mounting. ʼ;  
EN 13   EN  (d) the following points 3.3., 3.3.1. and 3.3.2. are inserted: 
‘3.3. Continuous Variable Transmission (CVT) 3.3.1. 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. 
3.3.2. The CVT mechanism intended to limit the 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 
maximum permissible vehicle speed without  destroying the disc system. If the 
manufacturer employs interchangeable sp acer rings in the CVT to adjust the 
maximum vehicle speed, the complete remova l of these rings shall not increase the 
maximum vehicle speed with more than 10 %.’; 
(e) points 3.5., 3.5.1 and 3.5.2. are deleted; 
 (f) points 4. to 4.2.3. are re placed by the following: 
‘4. Additional specific requirements for (sub-)categories L3e-A1 and L4e-A1  
4.1 Subcategory L3e-A1 and L4e-A1 vehicles shall comply with the requirements of 
either points 4.2. to 4.2.3., or points 4.3., 4.3.1. and 4.3.2., or points 4.4., 4.4.1. and 4.4.2., and with points 4.5., 4.6. and 4.7. In addition, they shall comply the requirements of points 3.2.2.1., 3.2.2.3., 3.2.2.4., 3.2.2.5., 3.2.3.1. and 3.2.3.3. 
4.2. An irremovable sleeve must  be located in the inlet co nduit. If such a sleeve is 
located in the intake pipe, the latter shall be fixed to the engine block by means of 
shear-bolts or bolts removabl e only using special tools. 
4.2.1. The sleeve shall have a minimum hardness  of 60 HRC. In the restricted section 
it shall not exceed 4 mm in thickness. 
4.2.2. Any interference with the sleeve aimed at removing or modify ing it shall lead 
to either the destru ction of the sleeve and its suppor t or complete and permanent 
malfunctioning of the engine until it is restored to its approved condition. 
4.2.3. A marking with indication of the vehicl e (sub-) category as defined in Articles 
2 and 4 of, and Annex I to, Regulation (E U) No 168/2013 shall be legible on the 
surface of the sleeve or not far from it. ʼ; 
(g) points 4.2.4. to 4.2.12. are deleted; (h) the following points 4.3. to 4.7. are inserted: ʻ4.3. Each intake pipe shall be fixed with shear-bolts or bolts removable only using 
special tools. A restricted section, 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. 
4.3.1. Any interference with the pipes aimed at  modifying the restri cted section shall 
lead to either the destruction of the pipe s or complete and permanent malfunctioning 
of the engine until they are re stored to their approved condition. 
4.3.2. A marking with indication of the vehicl e (sub-) category as defined in Articles 
2 and 4 of, and Annex I to, Regulation (E U) No 168/2013 shall be legible on the 
pipes.  
EN 14   EN 4.4. The part of the inlet conduit located in the cylinder head shall have a restricted 
section. In the whole inlet passage, there shal l not be a more restricted section (except 
the valve-seat section). 
4.4.1. 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. 
4.4.2. A marking with indication of the vehicl e category as defined in Articles 2 and 4 
of, and Annex I to, Regulation (EU) No  168/2013 shall be legible on the cylinder 
head. 
4.5. The diameter of the restricted secti ons referred to in point 4.2. may vary 
according to the (sub-) category vehicle concerned. 
4.6. The manufacturer shall supply the diamet er(s) of the restrict ed section(s) and 
demonstrate to the approval authority and tech nical service that this restricted section 
is the most critical for the passage of gases,  and that there is no ot her section which, if 
modified, could increase pr opulsion unit performance. 
4.7. After mounting, the maximum thickness of a cylinder-head gasket shall not 
exceed 1.6 mm.’;  
 (i) point 5.1. is replaced by the following: 
‘5.1 Any variant or version under the same t ype of vehicle of subcategory L3e-A2 or 
of subcategory L4e-A2 complying with the conversion requirements set out in point 4 
of Annex III, shall not be derived from a L3 e-A3 or L4e-A3 type, variant or version 
with a maximum net engine power and/or  maximum continuous rated power more 
than twice the values set out in the classi fication of subcategorie s L3e-A2 or L4e-A2 
in Annex I to Regulation (EU) No 168/2013 (e .g. 70 kW to 35 kW or lower, 50 kW to 
35 kW or lower). ʼ; 
 (j) the following point  5.2.2. is inserted: 
‘5.2.2. fuel feed and delivery system’; 
(k) points 5.2.3. to 5.2.6. are replaced by the following: ‘5.2.3. air intake system including air filter(s) (modification or removal); 
5.2.4. the drive train; 5.2.5. the control unit(s) that control(s) the propulsion unit performance of the 
powertrain; 
5.2.6. removal of any component (mechanical, el ectrical, structural , etc.) which limits 
full engine load leading to any change in  the propulsion unit performance approved in 
accordance with Annex II(A) to Regulation (EU) No 168/2013.’; 
(l) point 5.2.7. is deleted; 
 (m) the following points 6 to 6.5.2. are added: 
‘6. Additional requirements for (sub)ca tegories L1e, L2e, L3e-A1, L4e-
A1 and L6e 
6.1. The parts, equipment and components listed below shal l be durably and 
indelibly marked with code num ber(s) and symbols assigned for  
EN 15   EN identification purposes either by th e vehicle manufacturer or by the 
manufacturer of such (replacement)  parts, equipment or components. 
Such marking may take the form of  a label provided that it remains 
legible in normal use and cannot be  detached without being destroyed. 
6.2. The marking referred to in point 6.1. sh all in principle be  visible without 
dismantling the part in question or ot her parts of the vehicle. Where the 
bodywork or other parts of the vehi cle obscure a marking, the vehicle 
manufacturer shall provide the competent authorities with indications for opening or dismantling the parts in question and the location of the marking. 
6.3. The characters, figures or symbols used shall be at least 2,5 mm in 
height and be easily legible.  
6.4. The parts, equipment and component s referred to in point 6.1. are the 
following, for all (sub)categories: 
6.4.1. any electrical/electronic device for the purpose of combustion engine or 
electric propulsion motor management  (ECU ignition module, injectors, 
intake air temperature etc.), 
6.4.2. carburettor or equivalent device, 6.4.3. catalytic converter(s) (only if not  integrated in the silencer), 
6.4.4. crankcase, 6.4.5. cylinder, 6.4.6. cylinder head, 6.4.7. exhaust pipe(s) (if separate from the silencer), 6.4.8. inlet pipe (if cast separately fr om the carburettor or cylinder or 
crankcase), 
6.4.9. intake silencer (air filter), 
6.4.10. restricted section (sleeve or other), 
6.4.11. noise abatement device (silencer(s)), 6.4.12. transmission driven part (rear chain wheel (sprocket) or pulley), 
6.4.13. transmission driving part (front chain wheel (sprocket) or pulley). 
6.5. In addition, for categories L1e, L2e, and L6e, the following parts, 
equipment and components shall be marked in accordance with point 6.1.: 
6.5.1. transmission CVT,  
EN 16   EN 6.5.2. transmission controller.’;  
(3) Annex III is amended as follows: 
(a) points 4.2.5., 4.2.6. and 4.2.7. are replaced by the following: ‘4.2.5. All other type-approval requirement s than the ones listed in point 4.2.2., 4.2.3 
and 4.2.4. and which are set out in Annex II to Regulation (EU) No 168/2013 shall be 
regarded as common and equal between the (L3e/L 4e)-A2 and (L3e/L4e)-A3 
motorcycle configurations and shall theref ore only be tested and reported once for 
both performance configurations. In additi on, test reports related to systems, 
components, separate technical units, and pa rts or equipment of the vehicle fulfilling 
the same type-approval requirements on both co nfigurations shall be accepted for the 
type-approval of any of these configurations.’; 
 4.2.6. One WVTA shall be is sued for the category (L 3e/L4e)-A2 configuration 
motorcycle having a unique type-approval number. 
 4.2.7. One WVTA shall be is sued for the category (L 3e/L4e)-A3 configuration 
motorcycle having a unique type-approval number. Both type-approval numbers 
referred to in point 4.2.6. and in this point sh all be stamped into th e statutory plate in 
accordance with Article 39 of Regulation (EU) No 168/2013 and with Annex V to 
Regulation (EU) No 901/2014. In order to f acilitate the conversion of subcategory 
(L3e/L4e)-A2 into the (L3e/L4e)-A3 conf iguration motorcycle and vice versa, a 
template for a corresponding vehicle manufactur er's statement shall be attached to the 
information folder in accordance with Appendix 24 of part B of Annex I to 
Regulation (EU) No 901/2014. In addition, th e dedicated entries for both the L3e-A2 
and L3e-A3 configurations on the certificate of conformity  shall be provided by the 
vehicle manufacturer in accordance with th e template set out in Annex IV of 
Regulation (EU) No 901/2014.’; 
 (b) points 4.2.10. and 4.2.11. are replaced by the following: 
‘4.2.10. The Certificate of Confor mity (CoC) shall be filled  out in accordance with 
the requirements set out in point 1.7. of  Annex IV to Regulation (EU) No 901/2014. 
 4.2.11. Only one vehicle identification numbe r (VIN) of the (L3e/L4e)-A2 and A3 
motorcycle configuration sh all be assigned to motorcycles which can be converted 
from subcategories (L3e/L4e)-A 2 to (L3e/L4e)-A3 or vice versa. The statutory plate 
fitted on the vehicle shall contain this VIN and shall bear a clear indication of the stationary noise levels in both configurations as well as the maximum net or maximum continuous rated power in the (L3e/L4e)-A2 configuration.’;  
 (c) point 4.4.2 is deleted; 
 (d) in point 6.1., the row relating to the requirement listed in  Section (A2) of Annex II 
of Regulation (EU) No 168/2013 is replaced by the following: 
  
‘Section (A2) of 
Annex II Self-testing Testing procedures on 
maximum design vehicle speed Only for subcategories 
L3e, L4e and L5e and does not include any 
other propulsion unit  
EN 17   EN performance testing.’;  
(4) Annex IV is amended as follows: 
(a) in point 4.1.1.3.1., ‘tailpipe and CO 2 emissions’ is replaced by ‘tailpipe pollutant 
and CO 2 emissions’; 
 (b) in point 4.1.1.3.1.1., ‘tailpipe and CO 2 emissions’ is replaced  by ‘tailpipe pollutant 
and CO 2 emissions’; 
 (c) point 4.1.1.3.1.1.1.1.1 is replaced by the following:  
‘If the durability method set out in Articl e 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 including full mileage re ferred to in Annex VII(A) to Regulation 
(EU) No 168/2013 and in accordance with th e linear calculation method referred to in 
point 4.1.1.3.1.1.1.1.2. resulting in slope and offs et values per emission constituent. 
The CoP pollutant emission results shall be calculated with the formula: 
Equation 4-1: if x ≤ b then y = a·x+b; 
 if x > b then y = x 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 vehicl e (maximum accumulated 100 km after the 
first start on the produc tion line) in mg/km. 
y = CoP emission result per pollutant emission constituent in mg/km. The average 
CoP results shall be lower than the polluta nt emission limits set out in Annex VI(A) 
of Regulation (EU) No 168/2013.’;  
 (d) in point 4.1.1.3.1.1.1.3., ‘tailpipe and CO
2 emissions’ is replaced by ‘tailpipe 
pollutant and CO 2 emissions’; 
 (e) in point 4.1.1.3.1.1.2.2., ‘tailpipe and CO 2 emissions’ is replaced by ‘tailpipe 
pollutant and CO 2 emissions’; 
 (f) in point 4.1.1.3.1.1.2.3., ‘tailpipe and CO 2 emissions’ is replaced by ‘tailpipe 
pollutant and CO 2 emissions’; 
 (g) in point 4.1.1.3.2.1., ‘tailpipe and CO 2 emissions’ is replaced  by ‘tailpipe pollutant 
and CO 2 emissions’; 
(h) in point 4.1.1.3.2.3., ‘the tailpipe emission lim its’ is replaced by ‘tailpipe pollutant 
emission limits’; 
(i) in point 4.1.1.3.2.4., ‘Equation 4-2:’ is replaced by ‘Equation 4-3:’;  
EN 18   EN  (j) in point 4.1.1.3.3.1., ‘tailpipe and CO 2 emissions’ is replaced by ‘tailpipe pollutant 
and CO 2 emissions’; 
 (k) in point 4.1.1.3.3.3. , ‘tailpipe and CO 2 emissions’ is repl aced by ‘tailpipe 
pollutant and CO 2 emissions’; 
 (l) in point 4.1.1.3.3.4., ‘Equations 4-3:’ is replaced by ‘Equations 4-4:’; 
 (m) in point 4.1.1.3.3.6., ‘Equations 4-4:’ is  replaced by ‘Equations 4-5:’; 
 (n) in point 4.1.1.4., in the second, third and fifth subparagraph, ‘tailpipe and CO 2 
emissions’ is replaced by ‘tailpipe pollutant and CO 2 emissions’; 
(5) Annex VIII is amended as follows: 
(a) the following points 1.1.1., 1.1.1.1. and 1.1.1.2. are inserted: ‘1.1.1. Vehicles of categories L1e, L3e a nd L4e shall meet the following general 
requirements: 
1.1.1.1. 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 body le sions 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 contact in the event of an  accident comply with the requirements in 
points 1 to 1.3.8. 
1.1.1.2. All contactable projecti ons or edges which are ma de of or covered with 
material such as soft rubber or soft plas tic having a hardness of less than 60 Shore (A) 
are considered to meet the requireme nts in points 1.3 to 1.3.8. The hardness 
measurement shall be carried out with the ma terial fitted to the vehicle as intended.’; 
(b) Points 1.1.2. to 1.1.3.2. are replaced by the following:  ‘1.1.2. Specific provisions for vehicles  of categories L1e, L3e and L4e 
1.1.2.1. Vehicles shall be assessed in accordan ce with the provisions in points 1.2 to 
1.2.4.1. 
 1.1.2.2. In the case of vehicles fitted with a form of structure or panels intended to 
partially or fully enclose the rider, passenge r or luggage or to cover certain vehicle 
components, the vehicle manufacturer may as an alternative choose to apply the 
relevant requirements of UNECE regula tion No 26* as prescribed for vehicle 
category M
1, covering either specific external pr ojections or the full external surface 
of the vehicle. In such cases, particular attention shall be given to the required radii 
whereas the amount of projection of handles , hinges, push-buttons and aerials do not 
need to be checked. 
The relevant external projec tions assessed in conformity with this clause shall be 
clearly identified in the information docum ent and any remaini ng external surface 
shall comply with the requi rements of points 1. to 1.3.8. 
__________________ *         OJ L 215, 14.8.2010, p. 27.  
EN 19   EN  1.1.3. Specific provisions for vehicles of category L4e 
1.1.3.1. When the side-car is connected to the motorcycle, either permanently or in a 
detachable way, the space between the motorc ycle and the side-car is exempted from 
assessment (see Figure 8-1). 
 
Figure 8-1 
Top-down view of category L4 e motorcycle with side-car 
 
 
1.1.3.2. If the side-car can be detached from the motorcycle so that the motorcycle 
can be used without it, the motorcycle itse lf shall fulfil the requirements for solo 
motorcycles in points 1 to 1.3.8.’;  
(c) points 1.1.4. to 1.1.4.2. are deleted; 
 (d) points 1.2.3. to 1.2.3.2. are replaced by the following: 
‘1.2.3. The testing device shall be moved from the 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 aw ay into its fully 
locked position, during and after which the test continues. The testing device shall 
remain in contact with the vehicle or rider during the test  (see Figure 8-2).  
Figure 8-2  
Test device movement zones  
EN 20   EN 
; 
 1.2.3.1. The front of the vehicle shall be the first point of cont act and the testing 
device shall move sideways in an outward  direction following the contour of the 
vehicle and the rider if applicable. The test ing 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 rotate, fold, bend or flex as a result of contact with the 
testing device and assessed in all resulting intermediate positions.’;  
 (e) point 1.3.3.2. is replaced by the following: 
‘1.3.3.2. If a radius is applied to the upper e dge, it shall not be la rger than 0.70 times 
the thickness of the windscreen or fair ing, as measured at the upper edge.’; 
 (f) point 1.3.5.2. is replaced by the following: 
‘1.3.5.2. The radius as applied to the leading edge of the front mudguard shall not be 
larger than 0.70 times the thic kness of the mudguard, as m easured at the leading edge 
(e.g. in case of a round bead on the edge of sheet metal, the diameter of the bead is taken as the relevant thickness).’; 
 (g) in point 2.1.2.1.1., the following s econd subparagraph is inserted: 
‘In accordance with th e first subparagraph, some porti ons of the kinds of vehicle 
concerned may be assessed with the external  projections testing device (see Appendix 
1) and the remaining portions shall be asse ssed with the sphere measuring 100 mm in 
diameter (see UNECE Regulation No 26). In such cases, particular attention shall be 
given to the required radii whereas the am ount of projection of handles, hinges, push- 
EN 21   EN buttons and aerials does not need to be checked.’; 
(6) Annex IX is amended as follows: 
(a) point 2.2.1. is replaced by the following: ‘2.2.1. The tank shall be subjecte d to a hydraulic internal pre ssure test which shall be 
carried out on an isolated unit complete w ith all its accessories. The tank shall be 
completely filled with a non-flammable liquid having a de nsity and a viscosity close 
to those of the fuel normally used, or w ith water. After all communication with the 
outside has been cut off, the pressure sh all be gradually increased, through the pipe 
connection through which fuel is fed to the en gine, to the internal  pressure specified 
in point 1.2.9. and this pressure shall be  maintained for at least 60 seconds.’; 
 (b) point 3.2.1. is replaced by the following: 
‘3.2.1. The permeability test as part of type IV  testing referred to in Part A of Annex 
V to Regulation (EU) No 168/2013 without ha ving 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 tanks for the purpose of testing in accordance with points 3.3 to 3.7.5.1. The to tal duration of the precondit ioning procedure shall be 
composed of a pre-storage period of at least four weeks followed by a subsequent 
eight-week stabilised condition storage period.’; 
 (c) point 3.3.1. is replaced by the following: 
‘3.3.1. The fuel tank is filled up to its total ra ted capacity with a mixture of 50% water 
and 50% ethylene glycol or with any other coolant which does not deteriorate the fuel 
tank material, the cryoscopic point of wh ich is lower than 243 ± 2K (-30 ± 2 °C). 
The temperature of the substances contained in the fuel tank during the test shall be 
253 ± 2K (-20 ± 2 °C). The tank is cooled down to a corresponding ambient 
temperature. The fuel tank may also be fi lled 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 impact head shall have the form of an equilateral 
triangular pyramid with a radius of curvat ure 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 le ss than 30.0 J for each impact on the fuel 
tank. 
The technical service may select any number of points on the fuel tank to be tested 
and these points shall reflect locations 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 sections may be  taken into account for the 
assessment of risk. 
More than one fuel tank may be used for th e completion of all impacts, provided that 
all fuel tanks to be used ha ve undergone the permeability test. 
There shall be no leakage of liquid following a single impact at any one of the tested 
points.’; 
 (d) point 3.4.1. is replaced by the following: 
‘3.4.1. The fuel tank shall be filled up to it s total rated capacity, the test liquid used 
being water at 326 ± 2K (53 ± 2 °C). The tank shall then be subjected to an internal  
EN 22   EN pressure equal to twice the relative se rvice pressure (desi gn pressure) or an 
overpressure of 30 kPa, whichever is hi gher. The tank shall remain closed and 
pressurised for a period of not less than fi ve hours at an ambient temperature of 326 ± 
2K (53 ± 2 °C). 
The fuel tank shall not show signs of leakage and any temporary or permanent 
deformation which may arise shall not rende r it unusable. Account shall be taken of 
specific fitting conditions if the deforma tion of the tank is to be assessed.’; 
 (e) point 3.5.1. is replaced by the following: 
‘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 established at 296 ± 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 similar tests carried out us ing 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%.’;  
 (f) point 3.6.1. is replaced by the following: 
‘3.6.1. The fuel tank shall be fitted to a repres entative part of the vehicle and filled to 
50% of its total rated capacity with water at 2 93 ± 2K (20 ± 2 °C). The test setup 
including the fuel tank shall then be placed in an ambi ent temperature of 343 ± 2K 
(70 ± 2°C) for 60 minutes, after which the fuel  tank shall not disp lay any permanent 
deformation or leaks and shall be in fully usable condition.’; 
 (g) point 3.7.4.3. is replaced by the following: 
‘3.7.4.3. The average combustion time (ACT ) and average combustion length (ACL) 
shall be calculated if no samp le 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)) 
(note: n = number of samples) 
The result is rounded up or down to the n earest 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)) 
(note: n = 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 lengt h is less than 2 mm and thus in no case can 
an ACL of 0 mm be given).  
EN 23   EN Where a single sample out of 20 burns  up to or beyond the 100 mm mark, the 
combustion length (i.e. the va lue of (100 — unburnt length i) for that sample) shall be 
taken as 100 mm. 
Equation 9-3:  
ACTACLnspeed_ combustion_ average =  in smm
 
This value shall be compared against the requirement as laid down in points 3.7.5. to 
3.7.5.1.’; 
(7) 
 In Annex XI, in Appendix 1, point 1.6. is replaced by the following: 
‘1.6. Ground clearance 1.6.1. For the purpose of measuring the gr ound clearance of an L-category vehicle 
type, the test vehicle shall be  loaded to the actual mass. 
1.6.2. As an exception to point 1.6.1., fo r the purpose of measuring the ground 
clearance of a subcategory L3e-AxE vehicl e type (x = 1, 2 or 3, two-wheel Enduro 
motorcycle) or a subcategory L3e- AxT vehi cle type (x = 1, 2 or 3, two-wheel Trial 
motorcycle), the test Enduro or Trial motorcycle shall be loaded to its mass in running 
order. 
1.6.3. Any manually or automatically adjust able suspension system fitted to the 
vehicle, possibly resulting in  a variable ground clearance, sh all be put to its minimum 
setting allowing the minimum distan ce between vehicle and ground plane. 
1.6.4. The shortest distance between the ground plane and the lowest fixed point of 
the vehicle shall be measured between the ax les and under the axle(s),  if applicable in 
accordance with Appendix 1 to Annex II to Di rective of the European Parliament and 
of the Council 2007/46/EC*. That minimum m easured distance shall be regarded as 
the ground clearance of the vehicle. 
_______________ * Directive 2007/46/EC of the European  Parliament and of the Council of 5 
September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and se parate technical units intended for such 
vehicles (Framework Dir ective) (OJ L 263, 9.10.2007, p. 1).’;  
(8) Annex XII is amended as follows: 
 (a) in point 2.2.2., Table 12-1 is replaced by the following: 
‘Table 12-1 
OBD stage II functions and associated requi rements in the points of this Annex 
and Appendix 1 
Topic Point in this Annex and in Appendix 1 
General disable criterion for degradation type of 
diagnostics in OBD stage II 3.2.1.1. 
Catalytic converter monitoring 3.3.2.1. ; 3.3.3.1.  
EN 24   EN EGR efficiency / flow monitoring 3.3.3.4. 
In-use performance monitoring 2nd sub point of point 3.3. of Appendix 1, point 4 
of Appendix 1 
General OBD stage II requirement 3.3. of Appendix 1 
Misfire detection 3.2.2.; 3.3.2.2.; 3.5.3.; 3.6.2.; 3.7.1.; 3.1.2. of 
Appendix 1 
NOx after-treatment system monitoring 3.3.3.5.; 3.3.3.6. 
Oxygen sensor deterioration monitoring 3.3.2.3. 
Particulate filter monitoring 3.3.3.2. 
Particulate matter (PM) emission monitoring 3.3.2.5.’;  
 (b) points 3.2.2.1. and 3.2.2.1. are replaced by the following: 
‘3.2.2.1. Manufacturers may adopt higher misfire percentage malfunctio n criteria than 
those declared to the authority, under specif ic 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 terms of OBD monitori ng, it is that percentage of misfires out 
of a total number of firing events (as decl ared by the manufacturer) that would result 
in emissions exceeding the OBD thresholds set out in Section (B) of Annex VI to 
Regulation (EU) No 168/2013, or  that percentage that c ould lead to an exhaust 
catalyst, or catalysts, overheati ng, causing irreversible damage. 
3.2.2.2. When a manufacturer can demonstrate to  the authority that the detection of 
higher levels of misfire per centages is still no t feasible, or that misfire cannot be 
distinguished from other effects (e.g. rough roads, transmission shifts, after engine 
starting, etc.), the misfire m onitoring system may be disabled when such conditions 
exist.’; 
 (c) in point 3.6., the last senten ce is replaced by the following: 
‘A fault code shall also be stored in the cases referred to in points 3.3.5. and 3.3.6.’; 
 (d) point 3.6.1. is replaced by the following: 
‘The distance travelled by the vehicle while the MI is activated sh all be available at 
any moment through the serial  port on the standardised  diagnostic connector. By 
means of derogation for vehicles equippe d with a mechanica lly operating odometer 
that does not allow input to the electroni c control unit including such vehicles 
equipped with a CVT that does not allow for an accurate input to the electronic control unit, ‘distance travelled’ may be replaced with ‘engine operation time’ and 
shall be made available at any moment th rough the serial port on  the standardised 
diagnostic connector.’ 
 (e) points 4.3. and 4.4. are replaced by the following: 
‘4.3. In the identified order of deficienci es, those relating to  points 3.3.2.1, 3.3.2.2 and 
3.3.2.3 for positive-ignition engines and points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for 
compression-ignition engines shall be identified first.   
EN 25   EN  4.4. Prior to, or at the time of, type-approva l, no deficiency shall be granted with 
regard to the requirements set out in point  3. of Appendix 1, except the requirements 
laid down in point 3.11. of Appendix 1.’; 
(f) the following point 4.7. is added: ‘The vehicle family criteria laid down in  table 11-1 in point 3.1. of Annex XI to 
Regulation (EU) No 134/2014 with regard to test type VIII shall also be applicable for 
the functional on-board diagnostic requi rements set out in this Annex.’; 
 (g) in Appendix 1, point 3.13. is replaced by the following: 
‘Until a standardised connection interface fo r L-category vehicles has been adopted 
and published at ISO or CEN level and the re ference of that technical standard is 
included in this Regulation, an alternative c onnection interface may be installed at the 
request of the vehicle manufacturer. Where su ch an alternative connection interface is 
installed, the vehicle manufacturer sha ll make available to test equipment 
manufacturers the details of the vehicle c onnector pin configuration free of charge. 
The vehicle manufacturer shall provide an adapter enabling connection to a generic 
scan tool. Such an adapter shall be of suitable quality for professional workshop use. 
It shall be provided upon reque st to all independent operato rs in a non-discriminating 
manner. Manufacturers may charge a reasona ble and proportionate price for this 
adapter, taking into account  the additional costs caused for the customer by this 
choice of the manufacturer. The connection interface and the adapter may not include 
any specific design elements which would re quire validation or certification before 
use, or which would restrict the exchange of vehicle data when using a generic scan 
tool.’; 
 (h) in Appendix 2, in point 2.1., in Table A p2-1, ‘Device operational/Device present’ 
is replaced by ‘Device not operational / Device not present’; 
 (i) in Appendix 2, point 2.6.2. is  replaced by the following: 
‘2.6.2. monitoring of some of the items lis ted in Table Ap2-1 is physically not 
possible and a deficiency has been gran ted for this incomplete monitor. The 
comprehensive, technical justification why such an OBD monitor cannot run shall be 
added to the information folder.’; 
(9) In Annex XIII the following point 1.4. is added: 
‘1.4. The maximum pressures mentione d in points 1.2.1., 1.2.2., 1.2.3. and 1.3.1. may 
be exceeded during testing upon agreemen t with the vehicle manufacturer.’; 
(10) In Annex XIV, point 1.5.1.5.1. is replaced by the following: 
‘1.5.1.5.1. The plate shall 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 to th e left and to the right of the plate 
of 30° in relation to the longitudinal pl ane, parallel to the longitudinal 
median plane of the vehicle, pass ing through the centre of the plate; 
– the plane touching the upper edge of  the plate and forming an angle 
measured upwards of 15 ° to the horizontal;  
EN 26   EN the horizontal plane through the lo wer edge of the plate.’;  
(11) in Annex XVI, the following point 2.3.5.1. is inserted: 
‘2.3.5.1. However, by way of derogation from points 1.2.1. and 2.3.5. a prop stand 
fitted to a vehicle of category L3e-A1E, L3e-A2E, L3e-A3E, L3e-A1T, L3e-A2T or L3e-A3T may swing back automatically when  the prop stand is not being held or 
supported by a person.’.  
EN 27   EN Annex III  
Amendments to Delegated Regulation (EU) No 134/2014  
 
The Annexes to Delegated Regulation (E U) No 134/2014 are amended as follows:  
(1) Annex II is amended as follows: 
(a) points 4.5.5.2.1.1. and 4.5.5.2.1.2. are replaced by the following: 
‘4.5.5.2.1.1. Step 1 — Calculation of shift speeds 
Upshift speeds (v 1→2 and v i→i+1) in km/h during acceleration phases shall be calculated 
using the following formulae: 
Equation 2-3: 
 
Equation 2-4: 
, i = 2 to ng -1 
where: ‘i’ is the gear number ( ≥ 2) 
‘ng’ is the total num ber of forward gears 
‘P
n’ is the rated power in kW 
‘mk’ is the reference mass in kg 
‘nidle’ is the idling speed in min-1 
‘s’ is the rated engine speed in min-1 
‘ndv i’ is the ratio between engine speed in min-1 and vehicle speed in km/h in gear ‘i’ 
4.5.5.2.1.2. Downshift speeds (v i→i-1) in km/h during cruise or deceleration phases in 
gears 4 (4th gear) to ng shall be calculate d using the following formula: 
Equation 2-5: 
, i = 4 to ng 
where: 
i is the gear number ( ≥ 4)  
EN 28   EN ng is the total number of forward gears 
Pn is the rated power in kW 
mk is the reference mass in kg 
nidle is the idling speed in min-1 
s is the rated engine speed in min-1 
ndv i-2 is the ratio between engine speed in min-1 and vehicle speed in km/h in gear i-2 
The downshift speed from gear 3 to gear 2 (v 3→2) shall be calculated using the 
following equation: 
Equation 2-6: 
 
where: 
Pn is the rated power in kW 
mk is the reference mass in kg 
nidle is the idling speed in min-1 
s is the rated engine speed in min-1 
ndv 1 is the ratio between engine speed in min-1 and vehicle speed in km/h in gear 1 
The downshift speed from gear 2 to gear 1 (v 2→1) shall be calcul ated using the 
following equation: 
Equation 2-7: 
[ ]
2idle idle 1 2ndv1n) ns( 03.0 v ×+−×=→ 
where: 
ndv 2 is the ratio between engine speed in min-1 and vehicle speed in km/h in gear 2 
Since the cruise phases are defined by the phase indicator, slight speed increases 
could occur and it may be appropriate to  apply an upshift. The upshift speeds (v 1→2, 
v2→3and v i→i+1) in km/h during cruise phases shall be calculated using the following 
equations: 
Equation 2-7a: 
[ ]
2idle idle 21ndv1n) ns( 03.0 v ×+−×=→ 
Equation 2-8: 
 
Equation 2-9:  
EN 29   EN 
 
’;  
(b) points 6.1.1.4.2. to 6.1.1.4.7. are replaced by the following: ‘6.1.1.4.2. Hydrocarbons (HC) 
The mass of unburned hydrocarbons emitted by the exha ust of the vehicle duri ng the test shall be 
calculated using the following formula: 
Equation 2-33: 
6C
HC m10HCdVS1HC ⋅⋅⋅=
 
where: 
HCm is the mass of hydrocarbons emitted dur ing the test part, in mg/km; 
S is the distance defined in point 6.1.1.3.; 
V is the total volume, defined in point 6.1.1.4.1.; d
HC is the density of the hydrocarbons at refere nce temperature and pressure (273.2 K and 101.3 
kPa); 
dHC = 0.631·103 mg/m3 for petrol (E5) (C 1H1.89O0.016); 
= 932·103 mg/m3 for ethanol (E85) (C 1H2.74O0.385); 
= 622·103 mg/m3 for diesel (B5)(C 1Hl.86O0.005); 
= 649·103 mg/m3 for LPG (C 1H2.525); 
= 714·103 mg/m3 for NG/biogas (C 1H4); 
= 610A 583.0 152. 1524136A 104.9⋅⋅−+⋅ mg/m3 for H 2NG (with A = NG / biomethane quantity within the 
H2NG mixture in (volume %)). 
HCc is the concentration of diluted gases, expres sed in parts per million (ppm) of carbon equivalent 
(e.g. the concentration in propane multiplied by three) , corrected to take acc ount of the dilution air 
by the following equation: 
Equation 2-34: 
 where: 
HCe is the concentration of hydrocarbons expressed in parts per million (ppm) of carbon equivalent, 
in the sample of diluted ga ses collected in bag(s) A; 
HCd is the concentration of hydrocarbons expr essed in parts per million (ppm) of carbon 
equivalent, in the sample of dilu tion air collected in bag(s) B;  
EN 30   EN DiF is the coefficient defined in point 6.1.1.4.7. 
The non-methane hydrocarbon (NMHC) concentr ation is calculated as follows: 
Equation 2-35: C
NMHC  = C THC - (Rf CH 4 · C CH4) 
where: C
NMHC  = corrected concentration of NMHC in the di luted exhaust gas, expr essed in ppm carbon 
equivalent; 
CTHC = concentration of total hydrocarbons (THC) in  the diluted exhaust gas, expressed in ppm 
carbon equivalent and corrected by the amount of THC contained in the dilution air; 
CCH4 = concentration of methane (CH 4) in the diluted exhaust ga s, expressed in ppm carbon 
equivalent and corrected by the amount of CH 4 contained in the dilution air; 
Rf CH 4 is the FID response factor to methane as defined in point 5.2.3.4.1. 
6.1.1.4.3. Carbon monoxide (CO) 
The mass of carbon monoxide emitted by the exhaus t of the vehicle during the test shall be 
calculated using the following formula: 
Equation 2-36: 
6C
CO m10COdVS1CO ⋅⋅⋅=
 
where: 
COmis the mass of carbon monoxide emitted during the test part, in mg/km; 
S is the distance defined in point 6.1.1.3.; 
V is the total volume defined in point 6.1.1.4.1.; d
CO is the density of the carbon monoxide, d CO = 1.25·106 mg/m3 at reference temperature and 
pressure (273.2 K and 101.3 kPa); 
COc is the concentration of diluted gases, expr essed in parts per million (ppm) of carbon monoxide, 
corrected to take account of the dilution air by the following equation: 
Equation 2-37: 
 
where: 
COe is the concentration of carbon monoxide expressed in parts per m illion (ppm), in the sample of 
diluted gases collected in bag(s) A; 
COd is the concentration of carbon monoxide expressed in parts per million (ppm), in the sample of 
dilution air collected in bag(s) B; 
DiF is the coefficient defined in point 6.1.1.4.7. 
6.1.1.4.4. Nitrogen oxides (NOx) 
The mass of nitrogen oxides emitted by the exhaust of the vehicle during the test shall be calculated  
EN 31   EN using the following formula: 
Equation 2-38: 
6h CX
NO Xm10K NOdVS1NO
2⋅⋅⋅⋅=
 
where: 
NOxm is the mass of nitrogen oxides emitted during the test part, in mg/km; 
S is the distance defined in point 6.1.1.3.; 
V is the total volume defined in point 6.1.1.4.1.; 
dNO2 is the density of the nitrogen oxides in the exhaust gases, assuming that they will be in the 
form of nitric oxide, dNO 2 = 2.05 ·106 mg/m3 at reference temperatur e and pressure (273.2 K and 
101.3 kPa); 
NOxc is the concentration of diluted gases, expresse d in parts per million (ppm), corrected to take 
account of the dilution air by the following equation: 
Equation 2-39: 
 where: 
NOxe is the concentration of nitrogen oxides e xpressed in parts per million (ppm) of nitrogen 
oxides, in the sample of dilute d gases collected in bag(s) A; 
NOxd is the concentration of nitrogen oxides expr essed in parts per million (ppm) of nitrogen 
oxides, in the sample of diluti on air collected in bag(s) B; 
DiF is the coefficient defined in point 6.1.1.4.7. 
Kh is the humidity correction factor, cal culated using the following formula: 
Equation 2-40: 
)7.10 ( 0329.011
−⋅ −=HKh
 
where: 
H is the absolute humidity in g of water per kg of dry air: Equation 2-41: 
1002111.6
UP PPUH
d ad
⋅−⋅⋅=
 
where: 
U is the humidity as a percentage; 
Pd is the saturated pressure of water at the test temperature, in kPa; 
Pais the atmospheric pressure in kPa.  
EN 32   EN 6.1.1.4.5. Particulate matter mass 
Particulate emission Mp (mg/km) is calcu lated by means of the following equation: 
Equation 2-42: 
()
d VP V V
M
epe ep mix
p⋅⋅+
=
 
where exhaust gases are ve nted outside the tunnel; 
Equation 2-43: 
S VP VM
epe mix
p⋅⋅=  
where exhaust gases are re turned to the tunnel; 
where: 
Vmix = volume V of diluted exhaust gases under standard conditions; 
Vep = volume of exhaust gas flowing through pa rticulate filter under standard conditions; 
Pe = particulate mass collected by filter(s) in mg; 
S = is the distance defined in point 6.1.1.3.; M
p = particulate emission in mg/km. 
Where correction for the particulat e background level from the dilutio n system has been used, this 
shall be determined in accordance with point 5 .2.1.5. In this case, the particulate mass (mg/km) 
shall be calculated as follows: 
Equation 2-44: 
 
where exhaust gases are ve nted outside the tunnel; 
Equation 2-45: 
 
where exhaust gases are re turned to the tunnel; 
where: V
ap = volume of tunnel air flowing through th e background particulate filter under standard 
conditions; 
Pa = particulate mass collected by background filter; DiF is the coefficient defined in point 6.1.1.4.7. Where application of a background correction results  in a negative particul ate mass (in mg/km), the 
result shall be considered to be zero mg/km particulate mass.  
EN 33   EN 6.1.1.4.6. Carbon dioxide (CO 2) 
The mass of carbon dioxide emitted by the exhaust of the vehicle during the test shall be calculated 
using the following formula: 
Equation 2-46: 
22
2101
2c
mCOdVSCOCO⋅⋅⋅=
 
where: 
CO2m is the mass of carbon dioxide emitted during the test part, in g/km; 
S is the distance defined in point 6.1.1.3.; 
V is the total volume defined in point 6.1.1.4.1.; d
CO2 is the density of the carbon monoxide, d CO2 = 1.964·103 g/m3 at reference temperature and 
pressure (273.2 K and 101.3 kPa); 
CO 2c is the concentration of diluted gases, expresse d as a percentage of carbon dioxide equivalent, 
corrected to take account of the dilution air by the following equation: 
Equation 2-47: 
 where: 
CO2e is the concentration of carbon dioxide expresse d as a percentage of the sample of diluted 
gases collected in bag(s) A; 
CO2d is the concentration of carbon di oxide expressed as a percentage of the sample of dilution air 
collected in bag(s) B; 
DiF is the coefficient defined in point 6.1.1.4.7. 
6.1.1.4.7. Dilution factor (DiF) 
The dilution factor is calculated as follows: For each reference fuel, except hydrogen: Equation 2-48: 
 
For a fuel of composition C xHyOz, the general formula is: 
Equation 2-49: 
⎟
⎠⎞⎜
⎝⎛−+⋅++⋅=
2z
4yx 76.32yxx100X
 
For H 2NG, the formula is: 
Equation 2-50:  
EN 34   EN 84.195A 922.4A4.65X+⋅⋅=  
For hydrogen, the dilution factor is calculated as follows: 
Equation 2-51: 
 
For the reference fuels contained in Appe ndix x, the values of ‘X’ are as follows: 
Table 1-8 
Factor ‘X’ in formulae to calculate DiF 
Fuel X 
Petrol (E5) 13.4 
Diesel (B5) 13.5 
LPG 11.9 
NG/biomethane 9.5 
Ethanol (E85) 12.5 
Hydrogen 35.03 
 
In these equations: C
CO2 = concentration of CO 2 in the diluted exhaust gas contained in the sampling bag, expressed in 
percent by volume, 
CHC = concentration of HC in the diluted exhaust gas contained in the sa mpling bag, expressed in 
ppm carbon equivalent, 
CCO = concentration of CO in the diluted exhaust gas contained in the sa mpling bag, expressed in 
ppm, 
CH20 = concentration of H 2O in the diluted exhaust gas containe d in the sampling bag, expressed in 
percent by volume, 
CH20-DA  = concentration of H 2O in the air used for dilution, expressed in percent by volume,  
CH2 = concentration of hydrogen in  the diluted exhaust gas cont ained in the sampling bag, 
expressed in ppm, 
A = quantity of NG/biomethane in the H 2NG mixture, expressed in percent by volume.’; 
 (c) in point 6.1.1.5.1.1., ‘Weighting of results  from UNECE regulation No 40 and 
regulation No 47 test cycles’ is replaced by  ‘Weighting of results from ECE R40 and 
ECE R47 test cycles’;  
 (d) in Appendix 1, in Table Ap 1-1, the row relating to sym bol "DF" is replaced by the 
following:   
EN 35   EN ‘
 ’;
 (e) in Appendix 2, in point 1.1., the second sentence is replaced by the following:  
‘The fuel specifications in this Appendix are consistent with the reference fuel 
specifications in Annex 10 to UNE CE regulation No 83 Revision 4*.  
_____________________ * OJ L 42, 12.2.2014, p. 1.’;  
 (f) In Appendix 11, point 3.2.1.3. is replaced by the following: 
‘3.2.1.3. The operating mode switch shall be po sitioned in accordance with the table 
Ap11-2. 
Table Ap11-2 
Look-up table to determine Condition A or B depending on different hybrid vehicle 
concepts and on the hybrid mode selection switch position 
 Hybrid-
modes -› -Pure 
electric 
- Hybrid -Pure 
fuel-
consumin
g 
- Hybrid -Pure 
electric 
-Pure fuel-
consuming 
- Hybrid -Hybrid 
mode n1 
-Hybrid 
mode m1 
Battery state of 
charge  Switch in 
position Switch in 
position Switch in 
position Switch in 
position 
Condition A 
Fully charged Hybrid Hybrid Hybrid Most 
electric 
hybrid 
mode2 
Condition B 
Min. state of charge  
Hybrid Fuel-
consuming Fuel-
consuming Most fuel-
consuming 
mode3 
(1) For instance: sport, economic, urban, extra-urban position, etc. (2) Most electric hybrid mode: the hybrid mode which can be proven to have the highest 
electricity consumption of all selectable  hybrid modes when tested in accordance 
with condition A of point 4 of Annex 10 to UNECE Regulation No 101, to be established based on information provided by the manufacturer and in agreement 
with the technical service. 
(3) Most fuel-consuming mode: the hybrid mode which can be proven to have the 
highest fuel consumption of all selectable  hybrid modes when tested in accordance 
with condition B of point 4 of Annex 10 to UNECE regulation No 101, to be 
established based on information provided by the manufacturer and in agreement 
with the technical service.
’;  
(2) Annex V is amended as follows: 
(a) Appendix 2 is amended as follows: (i) in point 1.1., the follo wing sentence is added: 
‘In order to satisfy the evaporative emission test requirements set ou t in Regulation (EU) 
No 168/2013, only L-vehicle (sub-)categories L3 e, L4e, L5e-A, L6e-A and L7e-A shall 
be tested.’;   
EN 36   EN  (ii) in point 4.4., ‘301,2 ± 2 K (28 ± 5 °C)’ is replaced by ‘301,2 ± 5 K (28 ± 5 °C)’;  
 (b) Appendix 3 is amended as follows: 
(i) in point 4.4.1., the first senten ce is replaced by the following: 
‘The fuel tank heating system shall consist of at least two separate heat sources with two 
temperature controllers.’;  
 (ii) in point 4.7.2., ‘Appendix 1’  is replaced by ‘Appendix 4’;  
 (iii) point 5.2.3. is replaced by the following: 
‘5.2.3. The vehicle is parked in  the test area for the mini mum period stated in Table 
Ap3-1. 
Table Ap3-1 
SHED test – minimum and maximum soak periods 
Engine capacity Minimum (hours) Maximum (hours) 
< 170 cm3 6 36 
170 cm3 ≤ engine 
capacity < 280 cm3 8 36  
≥ 280 cm3 12 36’;  
 (iv) points 5.3.1.5. and 5.3.1.6. are replaced by the following: 
‘5.3.1.5. The fuel and vapour may be  artificially heated to th e starting temperatures of 
288,7 K (15,5 °C) and 294,2 K (21,0 °C) ± 1 K respectively. An initial vapour temperature up to 5 °C above 21.0 °C may be  used. For this condition, the vapour shall 
not be heated at the beginning of the diurna l test. When the fuel temperature has been 
raised to 5.5 °C below the va pour temperature by following the T
f function, the 
remainder of the vapour heating profile shall be followed.  
 5.3.1.6. As soon as the fuel temperature reaches 14.0 °C: 
(1) Install the fuel filler cap(s); (2) Turn off the purge blowers, if not already off at that time; (3) Close and seal enclosure doors. As soon as the fuel reaches a temperature of 15.5 °C ± 1 °C the test procedure shall 
continue as follows: 
(a) the hydrocarbon concentrati on, barometric pressure a nd the temperature shall be 
measured to give the initial readings C
HC, i, p i and T i for the tank heat build test; 
(b) a linear heat build of 13.3 °C or 20 °C ± 0.5 °C over a period of 60 ± 2 minutes shall 
begin. The temperature of the fuel and fuel  vapour during the heating shall conform to 
the function below to within ± 1.7 °C, or th e closest possible func tion as described in 
4.4: 
For exposed type of fuel storage tanks:  
EN 37   EN Equations B.3.3-1 
Tf = 0.3333 · t + 15.5 °C 
Tv = 0.3333 · t + 21.0 °C  
 For non-exposed type of fuel storage tanks: Equations B.3.3-2 T
f = 0.2222 · t +15.5 °C 
Tv = 0.2222 · t + 21.0 °C 
where: T
f = required temperature of fuel (°C); 
Tv = required temperature of vapour (°C); 
t = time from start of the tank heat build in minutes.’;  
 (c) Appendix 3.2 is amended as follows: 
(i) point 2  is replaced by the following: 
‘2. Carbon canister ageing 
Figure Ap3.2-1 
Carbon canister gas flow diagram and ports 
 
 
 
A carbon canister representative of the propulsi on family of the vehicle as set out in 
Annex XI shall be selected as test canister and shall be marked in agreement with the 
approval authority and the technical service.’; 
 (ii) point 3.1 is replaced by the following: 
‘3.1 The durability test shall actuate cont rol valves, cables, and linkages, where 
applicable, and be representative for the ope ration conditions of these parts during the  
EN 38   EN useful life of the vehicle if used under nor mal conditions and serv iced in accordance 
with the manufacturer’s recommendations. The accumulated distance and operation conditions of the type V durability test may be  regarded as representative for the useful 
life of the vehicle.’;  
(3) Annex VI is amended as follows: 
(a) point 3.1.2 is replaced by the following: ‘3.1.2. Multiple type I emission tests sha ll be conducted during the full distance 
accumulation phase with a frequency and amount of type I test procedures at the choice 
of the manufacturer and to the satisfaction of the tec hnical service and approval 
authority. The type I emission test results shall provide sufficient statistical relevance to 
identify the deterioration trend, which shall be  representative of the vehicle type with 
regard to environmental performance as placed on the market (see Figure 5-1). 
Figure 5-1 
Test type V – durability test pro cedure with full distance accumulation 
’; 
 
 (b) point 3.2.2 is replaced by the following: 
‘3.2.2.  Multiple type I emission te sts shall be conducted duri ng the partial distance 
accumulation phase, with the frequency and number  of type I test procedures chosen by 
the manufacturer. The type I emission test results shall provide sufficient statistical 
relevance to identify the deterioration trend, which shall be representative of the vehicle 
type with regard to the environmental pe rformance placed on the market (see Figure 5-
2).  
Figure 5-2 
Test type V – accelerated durability test pr ocedure with partial distance accumulation  
EN 39   EN 
’; 
 
 (c) Appendix 1 is amended as follows: 
(i) point 2.6 is replaced by the following:  ‘2.6. Vehicle classification for the type V test 2.6.1. For the purpose of accumulating distan ce in the SRC-LeCV, the L-vehicle 
categories shall be grouped in accordance with Table Ap1-1. 
Table Ap1-1 
L-vehicle category groups for the SRC-LeCV Cycle 
WMTC 
Class 1) Vehicle maximum 
design speed (km/h) 2) Maximum net or 
continuous rated 
power (kW) 
1 vmax ≤ 50 km/h ≤ 6 kW 
2 1 
50 km/h < v max< 100 km/h < 14 kW 
3 2 100 km/h ≤ vmax< 130 km/h ≥ 14 kW 
4 3 130 km/h ≤ vmax - 
where: 
Vd = engine displacement volume in cm3 
vmax = maximum design vehicle speed in km/h 
2.6.2. The application of the vehicle classifi cation criteria in Table Ap1-1 shall be 
performed by applying the following classification criteria hierarchy: 
(1) Maximum design vehicle speed (km/h); (2) maximum net or continuous rated power (kW).  
EN 40   EN 2.6.3. If  
(a) the acceleration capability of  the L-category vehicle is not sufficient to carry out the 
acceleration phases within the pr escribed distances; or  
(b) the prescribed maximum vehicle speed in the individual cycles cannot be achieved 
owing to a lack of propulsion power; or  
(c) the maximum design vehicle speed is rest ricted to a vehicle speed lower than the 
prescribed SRC-LeCV vehicle speed 
the vehicle shall be driven w ith the accelerator device fully open until the vehicle speed 
prescribed for the test cycle is reached or until the limited maximum design vehicle 
speed is reached. Subsequently the test cycle shall be carried out as  prescribed for the 
vehicle category. Significant or frequent deviations from th e prescribed vehicle speed 
tolerance band and the associated justification shall be reported to the approval authority and be included in the type V test report.’; 
 (ii) point 2.7.3.4. is replaced by the following:  
‘2.7.3.4. coast-through deceleration: full let-off of the throttle, clutch engaged and in 
gear, no foot/hand control actuated, no brakes  applied. If the target speed is 0 km/h 
(idle) and if the actual vehicle speed is ≤ 5 km/h, the clutch may be disengaged, the gear 
shifted to neutral and the brakes used in order to prevent engine stall and to entirely stop 
the vehicle. An upshift is not allowed duri ng a coast-through deceleration. The rider may 
downshift to increase the braking effect of the engine. During gear changes, extra care 
shall be afforded to ensure that the gear change is performed promptly, with minimum (i.e. < 2 seconds) coasting in neutral gear, cl utch and partial clutch use. The vehicle 
manufacturer may request to extend this time with the agreement of the approval authority if absolutely necessary.’;  
(4) Annex VII is amended as follows: 
(a) the title is replaced by the following: 
‘Test type VII requirements on energy efficiency: CO
2 emissions, fuel consumption, 
electric energy consumpti on and electric range’; 
 (b) in Appendix 1, points 1.4.3.1. and 1.4.3.2. are replaced by the following: 
 ‘1.4.3.1. for vehicles with a positive igni tion engine fuelled with petrol (E5): 
Equation Ap1-1: FC = (0.118/D) · ((0.848 · HC) + (0.429 · CO) + (0.273 ·CO
2)); 
where HC, CO and CO 2 tailpipe emissions in g/km. 
 1.4.3.2. for vehicles with a positive i gnition engine fuelled with LPG: 
Equation Ap1-2: FC
norm = (0.1212 / 0.538) · ((0.825 · HC) + (0.429 · CO) + (0.273 · CO 2)) 
where HC, CO and CO 2 tailpipe emissions in g/km. 
If the composition of the fuel used for th e test differs from that assumed for the 
calculation of normalised consum ption, a correction factor (c f) may be applied at the 
manufacturer’s request, as follows:  
EN 41   EN Equation Ap1-3: 
FCnorm = (0.1212 / 0.538) · (cf) · ((0.825 · HC) + (0.429 · CO) + (0.273 · CO 2)) 
where HC, CO and CO 2 tailpipe emissions in g/km. 
The correction factor is determined as follows: Equation Ap1-4: cf = 0.825 + 0.0693 · n
actual; 
where: nactual = the actual H/C ra tio of the fuel used;’; 
 (c) Appendix 3 is amended as follows: 
(i) point 3.4.1. is repl aced by the following: 
‘3.4.1. The CO
2 values shall be: 
Equation Ap3-5: M
1 = m 1/Dtest1 (g/km) and 
Equation Ap3-6: M
2 = m 2/Dtest2 (g/km) 
where D
test1 and D test2 = the actual distances driven in the tests performed under Conditions A 
(point 3.2.) and B (point  3.3.) respectively, and 
m1 and m 2 = test results determined in points 3.2.3.5. and 3.3.2.5. respectively.’; 
(ii) point 4.4.1. is replaced by the following: The CO
2 values shall be: 
Equation Ap3-20: M
1 = m 1/Dtest1 (g/km) and 
Equation Ap3-21: M
2 = m 2/Dtest2 (g/km) 
where: 
Dtest1 and D test2 = the actual distances driven in the tests performed under Conditions A 
(point 4.2.) and B (point  4.3.) respectively, and 
m1 and m 2 = test results determined in points 4.2.4.5. and 4.3.2.5. respectively.’; 
 (c) in Appendix 3.3., point 1 is replaced by the following: 
‘1. Measurement of the electric range 1.1. The following test method set out in point 4 shall be used to measure the electric 
range, expressed in km, of vehicles power ed by an electric power train only or the 
electric range and OVC range of vehicles powered by a hybrid electric powertrain with 
off-vehicle charging (OVC HEV)  as defined in Appendix 3. 
1.2. Category L1e vehicles designed to pedal re ferred to in Annex I to Regulation (EU) 
No 168/2013 and in point 1.1.2. of Annex XIX to Regulation (EU) No 3/2014 shall be  
EN 42   EN exempted from the electric range test.’; 
(6) 
 Annex IX is amended as follows: 
(a) the following points 2.3. to 2.4.3. are inserted: 
‘2.3. Multi-mode noise abatement system 2.3.1. L-category vehicles equipped with a manually or electronically controlled, 
multiple mode, adjustable exhaust silencer system shall be tested in all modes. 
2.3.2 For vehicles equipped with a noise abatem ent system as referred to in point 2.9.1. 
the reported sound pressure level shall be fo r the mode having the highest average sound 
pressure level. 
 2.4. Requirements related to anti-tampering and manually or electr onically adjustable 
multi-mode exhaust or silencing systems 
2.4.1. All exhaust or silencing systems shall be constructed in a way that does not easily 
permit removal of baffles, exit-cones and other parts functioning primarily as part of the 
silencing/expansion chambers. Where incorporation of such a part is unavoidable, its 
method of attachment shall be such that rem oval is not facilitated (e.g. with conventional 
threaded fixings) and shall also be attached so that removal causes 
permanent/irrecoverable damage to the exhaust silencer assembly. 
2.4.2. Exhaust or silencing systems with manua lly or electronically controlled, multiple 
adjustable operating modes shall meet al l applicable requirements in all operating 
modes. The reported noise levels  at type-approval shall be th ose resulting from the mode 
with the highest noise levels. 
2.4.3. The manufacturer shall not intentionally alter, adjust, or introduce any device or 
procedure solely for the purpose of fulf illing the sound requirements to obtain type-
approval, which will not be operatio nal during typical on-road operation.’; 
 (b) in Appendix 3, point 2.4.1.1. is replaced by the following: 
‘2.4.1.1. Absorbent fibrous material shall be asbestos-free and may be used in the 
construction of silencers only if it is held securely in place throughout the service life of 
the silencer and it meets the requiremen ts of either point 2.4.1.2, 2.4.1.3 or 2.4.1.4.’;  
(7) Annex X is amended as follows: 
(a) Appendix 2.1. is amended as follows: (i) point 2.1.2. is repl aced by the following: 
‘2.1.2. Table Ap2.1-1 
Accessories to be fitted during the propul sion unit performance test in order to 
determine torque and net engine power 
No Accessories Fitted for the torque and 
net power test 
1 Air intake system 
— Induction manifold 
— Air filter If series-mounted: yes  
EN 43   EN — Induction silencer 
— Crankcase emission-control system 
— Electrical control device, where fitted 
2 Exhaust system 
— Manifold — Pipe work
(1) 
— Silencer(1) 
— Exhaust pipe(1) 
— Electrical control device, where fitted If series-mounted: yes 
3 Carburettor  If series-mounted: yes 
4 Fuel injection system 
— Upstream filter 
— Filter 
— Fuel supply pump and high pressure pump 
if applicable 
— Compressed air pump in the case of DI air 
assist 
— Pipe work — Injector 
— Air inlet flap
(2), where fitted 
— Fuel pressure / flow regulator, where 
fitted If series-mounted: yes 
5 Maximum rotational speed-or power 
governors If series-mounted: yes 
6 Liquid-cooling equipment 
— Radiator — Fan
(3) 
— Water Pump 
— Thermostat(4) If series-mounted: yes(5) 
7 Air cooling 
— Cowl 
— Blower(3) 
— Cooling temperature-regulating device(s) 
— Auxiliary bench blower If series-mounted: yes 
8 Electrical equipment If series-mounted: yes(6) 
9 Pollution-control devices(7) If series-mounted: yes 
9 Lubrication system 
— Oil feeder If series-mounted: yes  
EN 44   EN (1) If it is difficult to use the standard  exhaust system, an exhaus t system causing an equiva lent pressure drop may be 
fitted for the test with the ag reement of the manufacturer. In the test labor atory when the engine is in operation, the 
exhaust gas extraction system shall not cause in the extracti on flue at the point where it is connected to the vehicle’s 
exhaust system a pressure differing from  atmospheric pressure by ± 740 Pa (7.40 mbar), unless, before the test, the 
manufacturer accepts a higher back pressure. 
(2) The air inlet flap shall be that which cont rols the pneumatic inject pump regulator. 
(3) Where a fan or blower may be disengage d, the net engine power shall first of all be stated with the fan (or blower) 
disengaged, followed by the net engi ne power with the fan (or blower) e ngaged. Where a fixed electrically or 
mechanically-operated fan cannot be fitted on the test bench, the power absorbed by  that fan shall be determined at the 
same rotational speeds as those used when the engine power is measured. That power is deducted from the corrected 
power in order to obtain the net power. 
(4) The thermostat may be locked in the fully open position. 
(5) The radiator, fan, fan nozzle, water pump and thermostat sh all, on the test bench, occupy as far as possible the same 
position relative to each other as if they were on the vehicle. If the radiator, fan, fan nozzle, water pump or thermostat 
have a position on the test bench which is di fferent from that on the vehicle, this sh all be described and noted in the test 
report. The liquid coolant shall be circul ated solely by the water pump for the e ngine. It may be cooled either by the 
engine radiator or by an outside circuit,  provided that the pressure drops within th at circuit remain substantially the same 
as those in the engine cooling system . If fitted, the engine blind shall be  open.(6) Minimum generator output: the 
generator supplies the current that is st rictly needed to supply th e accessories that are essen tial to the operation of the 
engine. The battery shall not recei ve any charge during the test. 
(6) Minimum generator output: the generator supplies the current th at is strictly needed to s upply the accessories that are 
essential to the operation of the engine. The batt ery shall not receive any charge during the test. 
(7) Anti-pollution provisions may include, for example, exha ust-gas recirculation (EGR) system, catalytic converter, 
thermal reactor, secondary air-supply syst em and fuel-evaporati on protecting system.  
’; 
(ii) point 3.4. is replaced by the following: ‘3.4. Determination of the correction fact or for mechanical efficiency of the 
transmission α2 
Where: – the measuring point is the output side of th e crankshaft, this factor is equal to 1; 
– the measuring point is not the output si de of the crankshaft , this factor is 
calculated using the formula: 
Equation Ap2.1-3: 
 
where n t is the efficiency of the transmission located between the crankshaft and the 
measuring point. 
This transmission efficiency n t is determined from the product (multiplication) of 
efficiency n j of each of the components of the transmission: 
Equation Ap2.1-4: n
t = n 1 · n 2 · … · n j’; 
(b) Appendix 4. is amended as follows: (i) Point 3.3. is replaced by the following: ‘3.3. Test procedure to meas ure the switch-off distance 
After stopping with pedalling, the assistance of  the motor shall switch off in a driving 
distance ≤ 3 m. The testing vehicle speed is 90 % of the maximum assistance speed. The 
measurements shall be taken in accord ance with EN 15194:2009. For vehicles fitted 
with an assistance modulator, it sha ll not be activated during the test. ʼ;  
EN 45   EN (ii) Points 3.3.1. to 3.3.5.10. are deleted; 
(iii) Points 3.4. to 3.4.3. are replaced by the following: 
ʻ3.4. Test procedure to measure the maximum assistance factor 
3.4.1. The ambient temperature shall be between 278.2 K and 318.2 K. 3.4.2. The test vehicle shall be powered by its corresponding propulsion battery. The 
propulsion battery with maximum capacity sh all be used for this test procedure. 
3.4.3. The battery shall be fully charged using the charger to be specified by the vehicle 
manufacturer. ʼ; 
(iv) The following points 3.4.4. to 3.4.9. are inserted: ʻ3.4.4. One motor of the test bench shall be attach ed to the crank or crank axis of the test 
vehicle. This test bench crank motor shall simulate the driving action of the rider and 
shall be capable of running variable rotation sp eeds and torques. It shall reach a rotation 
frequency of 90 rpm and a maximum continuous rated torque of 50 Nm. 
3.4.5. A brake or a motor simulating the losses  and inertia of the vehicle shall be 
attached to a drum below the rear wheel of the test vehicle. 
3.4.6. For vehicles equipped with a motor driv ing the front wheel, an additional brake or 
an additional motor shall be attached to a drum below the front wheel, simulating the losses and inertia of the vehicle. 
3.4.7. If the assistance level of  the vehicle is variable, it has to be set to maximum 
assistance. 
3.4.8. The following points of operation shall be tested: 
Point of operation Simulated rider input 
power (+/- 10%) in 
(W) Target vehicle speed(i) 
(+/- 10%) in (km/h) Desired 
pedalling 
cadence(ii) in 
(rpm) 
A 80 20 60 
B 120 35 70 
C 160 40 80 
(i) If the target vehicle speed cannot be reached , the measurement shall be performed at the 
maximum vehicle speed reached 
(ii) select gear closest to required rpm rate for the point of operation 
Table Ap4-1: operation points to te st the maximum assistance factor 
3.4.9. The maximum assistance factor shall be  calculated according to the following 
formula: 
Equation Ap4-1: 
mechanical motor power of test vehicle  
Assistance factor = 
simulated rider input power  
where:  
EN 46   EN The mechanical motor power of the test vehicle shall be calc ulated from the sum of the 
mechanical brake motor power minus the m echanical input power of the test bench 
crank motor (in W).’; 
(v) Points 3.5. to 3.5.9. are deleted; 
(8) Annex XI is amended as follows: 
(a) point 3.1. is replaced by the following: 
‘3.1. Test types I, II, V, VII and VIII ( ‘X’ in Table 11-1 means ‘applicable ’) 
Table 11-1 
Classification criteria propulsion family with regard to test types I, II, V, VII and VIII 
# Classification criteria description 
Test type I 
Test type II 
Test type V 
Test type VII 
Test type VIII(1) 
 
Stage I 
Stage II 
1. Vehicle 
1.1. category; X X  X X X X 
1.2. sub-category; X X  X X X X 
1.3. the inertia of a vehicle variant(s) or 
version(s) within two inertia 
categories above or below the nominal inertia category; X  X X X X 
1.4. overall gear ratios (+/- 8%); X  X X X X 
2. Propulsion family characteristics 
2.1. number of engines or electric 
motors;  X X X X X X 
2.2. hybrid operation mode(s) (parallel / 
sequential / other);  X X X X X X 
2.3. number of cylinders of the 
combustion engine;  X X X X X X 
2.4. engine capacity (+/- 2 %)(2) of the 
combustion engine;  X X X X X X 
2.5. number and control (variable cam 
phasing or lift) of combustion 
engine valves;  X X X X X X 
2.6. monofuel / bifuel / flex fuel H 2NG / X X X X X X  
EN 47   EN multifuel;  
2.7. fuel system (carburettor / 
scavenging port / port fuel injection 
/ direct fuel injection / common rail 
/ pump-injector / other);  X X X X X X 
2.8. fuel storage(3);     X X 
2.9. type of cooling system of 
combustion engine; X X X X X X 
2.10. combustion cycle (PI / CI / two-
stroke / four-stroke / other); X X X X X X 
2.11. intake air system (naturally 
aspirated / charged (turbocharger / 
super-charger) / intercooler / boost 
control) and air induction control (mechanical throttle / electronic 
throttle control / no throttle); X X X X X X 
3. Pollution control system characteristics 
3.1. propulsion exhaust (not) equipped 
with catalytic converter(s); X X X X  X 
3.2. catalytic converter(s) type; X X X X  X 
3.2.1. number and elements of catalytic 
converters; X X X X  X 
3.2.2. size of catalytic converters (volume 
of monolith(s) +/- 15 %); X X X X  X 
3.2.3. operation principle of catalytic 
activity (oxidising, three-way, heated, SCR, other.); X X X X  X 
3.2.4. precious metal load (identical or 
higher); X X X X  X 
3.2.5.  precious metal ratio (+/- 15 %); X X X X  X 
3.2.6.  substrate (structure and material); X X X X  X 
3.2.7.  cell density; X X X X  X 
3.2.8.  type of casing for the catalytic 
converter(s); X X X X  X 
3.3. propulsion exhaust (not) equipped 
with particulate filter (PF); X X X X  X 
3.3.1. PF types; X X X X  X 
3.3.2. number and elements of PF; X X X X  X  
EN 48   EN 3.3.3. size of PF (volume of filter element 
+/- 10 %); X X X X  X 
3.3.4. operation principle of PF (partial / 
wall-flow / other); X X X X  X 
3.3.5. active surface of PF; X X X X  X 
3.4. propulsion (not) equipped with 
periodically regenerating system; X X X X  X 
3.4.1. periodically regenerating system 
type; X X X X  X 
3.4.2. operation principle of periodically 
regenerating system; X X X X  X 
3.5. propulsion (not) equipped with 
selective catalytic converter 
reduction (SCR) system; X X X X  X 
3.5.1. SCR system type; X X X X  X 
3.5.2. operation principle of periodically 
regenerating system; X X X X  X 
3.6. propulsion (not) equipped with lean 
NOx trap /absorber; X X X X  X 
3.6.1. lean NOx trap / absorber type; X X X X  X 
3.6.2. operation principle of lean NOx 
trap / absorber; X X X X  X 
3.7. propulsion (not) equipped with  a 
cold-start device or starting aid device(s); X X X X  X 
3.7.1. cold-start or starting aid device 
type; X X X X  X 
3.7.2. operation principle of cold start or 
starting aid device(s); X X X X X X 
3.7.3. Activation time of cold-start or 
starting aid device(s) and /or duty 
cycle (only limited time activated 
after cold start / continuous 
operation); X X X X X X 
3.8. propulsion (not) equipped with O 2 
sensor for fuel control; X X X X X X 
3.8.1. O 2 sensor types; X X X X X X 
3.8.2. operation principle of O 2 sensor 
(binary / wide range / other); X X X X X X  
EN 49   EN 3.8.3. O2 sensor interaction with closed-
loop fuelling system (stoichiometry 
/ lean or rich operation); X X X X X X 
3.9. propulsion (not) equipped with 
exhaust gas recirculation (EGR) system; X X X X  X 
3.9.1. EGR system types; X X X X  X 
3.9.2. operation principle of EGR system 
(internal / external); X X X X  X 
3.9.3. maximum EGR rate (+/- 5 %); X X X X  X 
Explanatory notes: 
(1) The same family criteria also apply to func tional on-board diagnostics set out in Annex 
XII of Regulation (EU) No 44/2014. 
(2) maximum 30% acceptable for test type VIII 
(3) Only for vehicles equipped with storage for gaseous fuel ’;  
 (b) in point 3.2., the heading of Tabl e 11-2 is replaced by the following: 
‘Table 11-2 
Classification criteria propulsion family w ith regard to test types III and IV’.