EUROPEAN  
COMMISSION   
Brussels, XXX  
[…](2018) XXX  draft  
ANNEXES 1 to 11  
 
ANNEXES  
 
to the  
Commission Regulation  
amending Directive 2007/46/EC, Commission Regulation (EC) No 692/2008 and 
Commission Regulation (EU) 2017/1151 for the purpose of improving the emission type 
approval tests and procedures for light passenger and commercial vehicles, including 
those for in -service conformity and real -driving emissions and introducing devices for 
monitoring the consumption of fuel and electric energy  
   
1 
 ANNEX I  
 
 Annex I to Regulation (EU) 2017/1151 is amended as follows:  
(1) the following point 1.1.3. is inserted:  
'1.1.3. For LPG or NG, the fuel to be  used shall be the one selected by the manufacturer for 
the measurement of the net power in accordance with Annex XX to this Regulation. 
The selected fuel shall be specified in the information document set out in Appendix 3 
of Annex I to this Regulation. ' ; 
(2) points 2.3.1., 2.3.2. and 2.3.3. are  replaced by the following:  
'2.3.1.  Any vehicle with an emission control computer shall include features to deter 
modification, except as authorised by the manufacturer. The manufacturer shall 
authorise modificatio ns if those modifications are necessary for the diagnosis, 
servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable 
computer codes or operating parameters shall be resistant to tampering and afford a 
level of protection at least equivalent to that afforded by the provisions of the standard 
ISO 15031 -7:2013 . Any removable calibration memory chips shall be potted, encased 
in a sealed container or protected by electronic algorithms and shall not be changeable 
without the use of specialised tools and procedures. Only features directly associated 
with emissions calibration or prevention of vehicle theft may be so protected.  
2.3.2.  Computer -coded engine operating parameters shall not be changeable without the use 
of specialised tool s and procedures (e.g. soldered or potted computer components or 
sealed (or soldered) enclosures).  
2.3.3.  At the request of the manufacturer, the approval authority may grant exemptions to the 
requirements in points 2.3.1 . and 2.3.2. for those vehicles tha t are unlikely to require 
protection. The criteria that the approval authority shall evaluate in considering an 
exemption shall include, but are not limited to, the current availability of performance 
chips, the high -performance capability of the vehicle a nd the projected sales volume of 
the vehicle. '; 
(3) the following point s 2.3.4. , 2.3.5. and 2.3.6. are  inserted:  
'2.3.4.  Manufacturers using programmable computer code systems shall take the necessary 
measures to deter unauthorised reprogramming. Such meas ures shall include enhanced 
tamper protection strategies and write -protect features requiring electronic access to an 
off-site computer maintained by the manufacturer, to which independent operators shall 
also have access using the protection afforded in p oint 2.3.1. and point  2.2. of Annex 
XIV. Methods giving an adequate level of tamper protection shall be approved by the 
approval authority.   
2 
 2.3.5 . In the case of mechanical fuel -injection pumps fitted to compression -ignition engines, 
manufacturers shall ta ke adequate steps to protect the maximum fuel delivery setting 
from tampering while a vehicle is in service.  
2.3.6. Manufacturers shall effectively deter reprogramming of the odometer readings, in the 
board network, in any powertrain controller as well as in the transmitting unit for 
remote data exchange if applicable. Manufacturers shall include systematic tamper -
protection strategies and write -protect features to protect the integrity of the odometer 
reading. Methods giving an adequate level of tamper pro tection shall be approved by 
the approval authority. '; 
 
(4) point 2.4.1. is replaced by the following:  
'2.4.1. Figure I.2.4 illustrates the application of the tests for type -approval of a vehicle. The 
specific test procedures are described in Annexes II, I IIA, IV, V, VI, VII, VIII, XI, 
XVI, XX and XXI.  
  
3 
  
Figure I.2.4  
Application of test requirements for type -approval and extensions  
Vehicle category  Vehicles with positive ignition engines including hybrids1,2 Vehicles with compression 
ignition engines including 
hybrids  Pure 
electric 
vehicles  Hydrogen 
fuel cell 
vehicles  
 Mono fuel  Bi-fuel3 Flex-fuel3    
Reference fuel  Petrol  
(E10)  LPG  NG/Biom
ethane  Hydrog
en 
(ICE)  Petrol 
(E10)  Petrol 
(E10)  Petrol (E10)  Petrol (E10)  Diesel  
(B7) 5 — Hydrogen 
(Fuel Cell)  
LPG  NG/Biomet
hane  Hydrogen 
(ICE) 4 Ethanol  
(E85)  
Gaseous pollutants  
(Type 1 test)  Yes Yes Yes Yes4 Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes — — 
PM 
(Type 1 test)  Yes — — — Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(both fuels)  Yes — — 
PN Yes — — — Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(both fuels)  Yes — — 
Gaseous pollutants, RDE 
(Type 1A test)  Yes Yes Yes Yes (4) Yes (both 
fuels)  Yes (both 
fuels)  Yes (both 
fuels)  Yes (both fuels)  Yes - - 
PN, RDE (Type 1A test)6 Yes - - - Yes (petrol 
only)  Yes (petrol 
only)  Yes (petrol 
only)  Yes (both fuels)  Yes - -  
4 
 ATCT (14°C test)  Yes Yes Yes Yes4 Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes — — 
Idle emissions  
(Type 2 test)  Yes Yes Yes — Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(petrol only)  Yes 
(both fuels)  — — — 
Crankcase emissions  
(Type 3 test)  Yes Yes Yes — Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(petrol only)  — — — 
Evaporative emissions  
(Type 4 test)  Yes — — — Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(petrol only)  — — — 
Durability  
(Type 5 test)  Yes Yes Yes Yes Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes — — 
Low temperature emissions  
(Type 6 test)  Yes — — — Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(both fuels)  — — — 
In-service conformity  Yes Yes Yes Yes Yes 
(as at type 
approval)  Yes 
(as at type 
approval)  Yes 
(as at type 
approval)  Yes 
(both fuels)  Yes — — 
On-board diagnostics  Yes Yes Yes Yes Yes Yes Yes Yes Yes — — 
CO 2 emissions, fuel 
consumption, electric energy 
consumption and electric range  Yes Yes Yes Yes Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes Yes Yes 
Smoke opacity  — — — — — — — — Yes — — 
Engine power  Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes  
5 
  
1 Specific test procedures for hydrogen and flex fuel biodiesel vehicles will be defined at a later stage.  
2 Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct in jection engines  
3 When a bi -fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable.  
4 Only NO x emissions shall be determined when the vehicle is running on hydrogen.  
5 Further requirements for biodiesel will be defined later.  
6 The particle number RDE test only applies to vehicles for which Euro 6 PN emission limits are defined in Table 2 of Annex  I to Regulation (EC) No 715/2007.  '; 
  
 
 
6 
 
 (5) point 3.1.1. is replaced by the following:  
'3.1.1. The type -approval shall be extended to vehicles of the same vehicle type in accordance to 
Article 2 (1) (a) and (c), which fulfil all the following criteria:  
(a) the CO2 emission of the tested vehicle resulting from step 9 of Table A7/1 of Sub -Annex 
7 to Annex XXI is less than or equal to the  CO2 emission obtained from the  interpolation 
line correspond ing to the cycle energy demand of the tested vehicle;  
(b) the new interpolation range does not exceed the maximum range as set out in point 
2.3.2.2. of Sub -Annex 6 to Annex XXI;  
(c) the pollutant emissions respect the limits set out in Table 2 of Annex I t o Regulation 
(EC) No 715/2007.';  
(6) the following point 3.1.1.1. is  inserted:  
'3.1.1.1. The type -approval shall not be extended to an interpolation family if it has been granted 
only in relation to Vehicle High .'; 
 
(7) in point 3.1.2. the first paragraph below the title is replaced by the following:  
'For Ki tests undertaken under Appendix 1 to Sub -Annex 6 to Annex XXI (WLTP), the 
type-approval shall be extended to vehicles if they conform to the criteria of paragraph 5.9. 
of Annex XXI. ';  
 
(8) Point 3.2.inclusive of all its sub -points is replaced by the following:  
 '3.2. Extensions for evaporative emissions (type 4 test)  
3.2.1. For tests performed in accordance with Annex 6 to UN/ECE Regulation No 83 [1 
day NEDC] or the Annex to Regulation (EC) No 201 7/1221 [2 days NEDC] the type -
approval shall be extended to vehicles equipped with a control system for evaporative 
emissions which meet the following conditions:  
3.2.1.1. The basic principle of fuel/air metering (e.g. single point injection) is the same.  
3.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses 
are identical.   
 
 
7 
 
 3.2.1.3. The worst -case vehicle with regard to the cross -section and approximate hose 
length shall be tested. Whether non -identical vapour/liquid sep arators are acceptable is 
decided by the technical service responsible for the type -approval tests.  
3.2.1.4. The fuel tank volume is within a range of ± 10 %.  
3.2.1.5. The setting of the fuel tank relief valve is identical.  
3.2.1.6. The method of storage o f the fuel vapour is identical, i.e. trap form and volume, 
storage medium, air cleaner (if used for evaporative emission control), etc.  
3.2.1.7. The method of purging of the stored vapour is identical (e.g. air flow, start point or 
purge volume over the preconditioning cycle).  
3.2.1.8. The method of sealing and venting of the fuel metering system is identical.  
3.2.2. For tests performed according Annex VI [2 days WLTP] the type -approval shall be 
extended to vehicles equipped with a control system for evap orative emissions which meet 
the requirements of point 5.5.1. of Annex VI.  
3.2.3. The type -approval shall be extended to vehicles with:  
3.2.3.1. different engine sizes;  
3.2.3.2. different engine powers;  
3.2.3.3. automatic and manual gearboxes;  
3.2.3.4. two  and four wheel transmissions;  
3.2.3.5. different body styles; and  
3.2.3.6. different wheel and tyre sizes. ';  
 
(9) point 4.1.2. is replaced by the following:  
'4.1.2.  The manufacturer shall check the conformity of production by testing the emissions of 
pollutants (given in Table 2 of Annex I to Regulation (EC) No 715/2007), the emission of 
CO 2 (along with the measurement  of electric energy consumption, EC and, where 
applicable, the monitoring of the OBFCM device accuracy), the crankcase emissions, 
evaporative emissions and the OBD. The verification shall therefore include the tests of 
types 1, 3, 4 and the test for OBD, as described in section 2.4 and the relevant annexes 
quoted therein.  
  The Type Approval Authority shall keep record for a period o f at least 5 years of all the 
documentation related to the conformity of production test results and shall make it 
available to the Commission upon request.   
 
 
8 
 
  The specific procedures for conformity of production are set out in Sections 4.2 to 4.7 and 
Append ixes 1 and 2.';  
(10) point 4.1.3. is replaced by the following:  
'4.1.3.   For the purposes of the manufacture r's conformity of production check, the family means 
the conformity of production ( COP ) family for tests of Type 1 , including the monitoring of 
the OBFCM device accuracy,  and Type 3, includes for the Type 4 test the extensions 
described in point 3.2 and the OBD family with the extensions described in point 3.4 for the 
OBD tests.  '; 
(11) the following points 4.1.3.1, 4.1.3.1.1. and 4.1.3.1.2. are inserted:   
'4.1.3.1. COP family criteria  
4.1.3.1.1. For Category M vehicles and for Category N1 class I and class II vehicles, the COP 
family shall be identical to the interpolation family, as described in paragraph 5.6. of Annex 
XXI.  
4.1.3.1.2 For Categor y N1 Class III and Category N2 vehicles, only vehicles that are identical with 
respect to the following vehicle/powertrain/transmission characteristics may be part of the 
same COP family:  
(a) Type of internal combustion engine: fuel type (or types in the c ase of flex -fuel or bi -
fuel vehicles), combustion process, engine displacement, full -load characteristics, 
engine technology, and charging system, and also other engine subsystems or 
characteristics that have a non -negligible influence on CO 2 mass emission  under 
WLTP conditions;  
(b)  Operation strategy of all CO 2 mass emission influencing components within the 
powertrain;  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. 
torque rating, number of gears, number of clutches, etc. ); 
(d)  Number of powered axles . '; 
(12) point 4.1.4. is replaced by the following:  
'4.1.4.  The frequency for product verification performed by the manufacturer shall be based on a 
risk assessment methodology consistent with the international standard ISO  31000: 2018 —  
 
 
9 
 
 Risk Management — Principles and guidelines and at least for Type 1 with a minimum 
frequency per COP family of one verification per 5 000 vehicles produced or once per year, 
whichever comes first. '; 
 
(13) in point 4.1.5., the third paragraph is replaced by the following:  
'If the approval authority is not satisfied with the auditing procedure of the manufacturer, 
physical test shall directly be carried out on production vehicles as described in points 4.2 to 
4.7. ';  
 
(14) in point 4.1.6. , in the first paragraph , the second sentence  is replaced by the following:  
'The approval authority shall conduct these physical emission tests and OBD tests on 
production vehicles as described in points 4.2 to 4.7. ';  
 
(15) point s 4.2.1. and 4.2.2. are  replaced by the following:  
'4.2.1.  The Type 1 test shall be carried out on production vehicles of a valid member of the COP 
family as described in point 4.1.3.1.  The limit values against which to check conformity for 
pollutants are set out in Table 2 of Annex I to Regulation (EC) No 715/2007. As regards 
CO 2 emissions, the limit value shall be the value determined by the manufacturer for the 
selected vehicle in accordance with the interpolation methodology set out in Sub -Annex 7 of 
Annex XXI. The interpolation calculation shall be verified by the approval aut hority.  
4.2.2. A sample of three vehicles shall be selected at random in the COP  family. After selection by 
the approval authority, the manufacturer shall not undertake any adjustment to the vehicles 
selected.  '; 
(16) point 4.2.2.1. is deleted;  
(17) in point 4.2.3. , the second and third paragraphs are  replaced by the following;  
'4.2.3. The statistical method for calculating the test criteria is described in Appendix 1.   
 
 
10 
 
 The production of a COP family shall be deemed to not conform when a fail decision is 
reached for one or more of the pollutants and CO 2 values, in accordance with  the test criteria 
in Appendix 1.  
The production of a COP family shall be deemed to conform once a pass decision is reached 
for all the pollutants and CO 2 values in accordance with  the test criteria in Appendix 1. ';  
 
(18) point 4.2.4. is replaced by the following;  
'4.2.4.  At the request of the manufacturer and with the acceptance of the approval authority, 
tests may be carried out on a vehicle of the COP family with a maximum of 15 000 km in 
order to establish measured evolution coefficients EvC for pollutants/CO 2 for each COP  
family. The running -in procedure shall be conducted by the manufacturer, who shall not to 
make any adjustments to these vehicles. ';  
(19) in point 4.2.4.1. (c) , the introductory part   is replaced by the following;  
 '(c) the other vehicles in the COP  family shall not be run in, but their zero km 
emissions/EC/CO 2 shall be multiplied by the evolution coefficient of the first run -in 
vehicle. In this case, the values  to be taken for testing as in Appendix 1 shall be: '; 
  
(20) point 4.4.3.3. is replaced by the following:  
'4.4.3.3. The value determined in accordance with  point 4.4.3.2. shall be compared to the value 
determined in accordance with  point 2.4. of Appendix 2. ';  
(21) Appendix 1 is amended as follows:  
(a) point 1. is replaced by the following:  
'1. This Appendix  describes the procedure to be used to verify the production conformity 
requirements for the Type 1 test for pollutants/CO 2, including conformity requirements for 
PEVs and OVC -HEVs, and to monitor the OBFCM device accuracy.';  
(b) in point 2., the first paragraph  is replaced by the following:   
 
 
11 
 
 'Measurements of the pollutants specified in Table 2 of Annex I to Regulation (EC) No 
715/2007, and the emission of CO 2 shall be carried out on a minimum number of 3 
vehicles, and consecutively increase until a pass or fail decision is reached. The OBFCM 
device accuracy shall be determined for  each of the  N tests.'; 
(c)  in point 3.(iii), after the introductory part, the text  
'A × L – VAR/L  ≤ Xtests < A × L – ((N–3)/13) × VAR/L  ' 
is replaced by the following:  
'A × L – VAR/L  ≤ Xtests ≤ A × L – ((N–3)/13) × VAR/L  '; 
(d) in point 4.(iii), after the introductory part, the text 
'A – VAR ≤ Xtests < A – ((N–3)/13) × VAR ' 
is replaced by the following:  
'A – VAR ≤ Xtests ≤ A – ((N–3)/13) × VAR '; 
(e) in point 4., the last paragraph is deleted.  
(f) the following point 5. is added:  
'5. For vehicles referred to in Article 4a, the accuracy of the OBFCM device shall be 
calculated  as follows : 
xi,OBFCM  = accuracy of the OBFCM device determined for each single test i in accordance 
with the formulae point 4.2 of Annex XXII.  
The Type Approval authority shall keep a record of the determin ed accurac ies for each 
COP family tested.';  
 
 
(22) Appendix 3 is amended as follows : 
  
 
 
12 
 
 (a) the following points 0.2.2.1. to 0.2.3.9. are inserted:  
‘0.2.2.1. Allowed Parameter Values for multistage type approval to use the base vehicle emission 
values (insert range if applicable):  
Final Vehicle mass (in kg): …  
Frontal area for final vehicle (in cm2): … 
Rolling resistance (kg/t): …  
Cross -sectional area of air entrance of the front grille (in cm2): … 
 
0.2.3. Identifiers(y):  
0.2.3.1. interpolation family’s identifier  : … 
0.2.3.2. ATCT family’s identifier: …  
0.2.3.3. PEMS family’s identifier: …  
0.2.3.4. Roadload family’s identifier  
0.2.3.4.1. Roadload family of VH: …  
0.2.3.4.2. Roadload family of VL: …  
0.2.3.4.3. Roadload families applicable in the interpolation family: …  
0.2.3.5. Roadload Matrix family’s identifier: …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s identifier: …  
0.2.3.8. OBD family’s identifier: …  
0.2.3.9. other family’s identifier: … ';  
 
(b) in point 2.6 ., points (a) and (b) are deleted ; 
 
(c) the following point 2.6.3. is inserted:  
'2.6.3. Rotational mass (y): 3 % of the sum of mass in running order and 25  kg or value, per axle 
(kg): … ';  
 
(d) point 3.2.2.1. is replaced by the following:  
'3.2.2.1.   Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen  (1), (6) ';  
 
 
13 
 
  
(e) the following point 3.2.12.0. is inserted:  
'3.2.12.0. Emission character of type approval (y)  '; 
 
(f) point 3.2.12.2.5.5.  is replaced by the following:  
'3.2.12.2.5.5. Schematic drawing of the fuel tank (petrol and ethanol engines only): …  '; 
(g) the following points 3.2.12.2.5.5.1. to 3.2.12.2.5.5.5. are  inserted:  
'3.2.12.2.5.5.1. Fuel tank system capacity, material and construction: …  
3.2.12.2.5.5.2. Description of vapour hose material, fuel line material and connection technique 
of the fuel system: …  
3.2.12.2.5.5.3. Sealed tank system: yes/no  
3.2.12.2.5.5.4. Description of fuel tank relief valve setting (air ingestion and relief): …  
3.2.12.2.5.5.5. De scription of the purge control system: …  '; 
(h) point 3.2.12.2.5.6. is replaced by the following:  
'3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: …  '; 
(i) the following point 3.2.12.2.5.7. is inserted:  
'3.2.12.2.5.7. Permeability factor: …  '; 
(j) the following point 3.2.12.2.12. is inserted:  
'3.2.12.2.12. Water injection: yes/no (1) '; 
(k) point 3.2.19.4.1. is deleted;  
 
(l) point 3.2.20. is replaced by the following:   
 
 
14 
 
 '3.2.20.   Heat storage information  (y) '; 
 
(m) point 3.2.20.2. is replaced by the following:  
'3.2.20.2.  Insulation materials : yes/no (1) '; 
 
(n) the following points 3.2.20.2.5., 3.2.20.2.5.1., 3.2.20.2.5.2., 3.2.20.2.5.3. and 3.2.20.2.6. are 
inserted:  
'3.2.20.2.5. Worst case approach vehicle cool down: yes/no (1) 
3.2.20.2.5.1. (not worst case approach) Minimum soaking time, t soak_ATCT  (hours): …  
3.2.20.2.5.2. (not worst case approach) Delta T_ATCT  of the reference vehicle: …  
3.2.20.2.5.3. (not worst case  approach) Location of the engine temperature measurement: …  
3.2.20.2.6. Single interpolation family within the ATCT family approach: yes/no(1) '; 
 
(o) the following point 3.3.1.1.2. is inserted:  
'3.3.1.1.2.  Maximum 30 minutes power(n)… kW 
(manufacturer’s declared value)  '; 
 
 (p) point 3.5.7.1.is replaced by the following:  
'3.5.7.1.  Test vehicle parameters  (y) 
 
Vehicle  Vehicle Low 
(VH)  Vehicle High 
(VL)  
if existing   VM 
if existing  V representative 
(only for road 
load matrix 
family *) 
Vehicle bodywork type (variant/version)    -  
Road load method used (measurement or 
calculation by road load family)    - - 
Road load information:  
Tyres make and type,  
if measurement    -   
 
 
15 
 
 Vehicle  Vehicle Low 
(VH)  Vehicle High 
(VL)  
if existing   VM 
if existing  V representative 
(only for road 
load matrix 
family *) 
Tyre dimensions (front/rear),  
if measurement    -  
Tyre rolling resistance (front/rear) (kg/t)      
Tyre pressure (front/rear) (kPa),  
if measurement      
Delta CD × A of vehicle L compared to 
vehicle H (IP_H minus IP_L)  -  - - 
Delta CD × A compared to road load 
family vehicle H (RL_H minus IP_H) , if 
calculation by road load family    - - 
Vehicle test mass (kg)      
Road load coefficients  
f0 (N)     
f1 (N/(km/h))      
f2 (N/(km/h)²)      
Frontal area m² (0.000 m²)  - - -  
Calculation tool information towards VH 
and VL  - - -  
Cycle Energy Demand (J)      
* representative vehicle is tested  for the road load matrix family ';  
 
 
(q) points 3.5.7.1.1. to 3.5.7.1.3.2.3. are deleted ; 
 
(r) point 3.5.7.2.1. is replaced by the following:  
'3.5.7.2.1.  CO2 mass emission for  pure ICE vehicles ';  
 
 (s) the following point 3.5.7.2.1.0. is inserted:  
'3.5.7.2.1.0. Minimum and maximum CO 2 values within the interpolation family ';  
  
 
 
16 
 
 (t) the following point 3.5.7.2.2.0. is inserted:  
'3.5.7.2.2.0. Minimum and maximum CO 2 values within the interpolation family  (for NOVC -
HEVs only) '; 
(u) points 3.5.7.2.3. to  3.5.7.2.3.3.0. are replaced with the following:  
'3.5.7.2.3. Charge Depleting CO 2 mass emission and weighted CO 2 mass emission for OVC -
HEVs  
3.5.7.2.3.1. Charge Depleting CO 2 mass emission of Vehicle high: … g/km  
3.5.7.2.3.1.0. Charge Depleting CO 2 mass emi ssion of Vehicle high (NEDC): … g/km  
3.5.7.2.3.2. Charge Depleting CO 2 mass emission of Vehicle low (if applicable): … g/km  
3.5.7.2.3.2.0. Charge Depleting CO 2 mass emission of Vehicle low (if applicable) (NEDC): … 
g/km  
3.5.7.2.3.3. Charge Depleting CO 2 mass emission of Vehicle M (if applicable): … g/km  
3.5.7.2.3.3.0. Charge Depleting CO 2 mass emission of Vehicle M (if applicable) (NEDC): … 
g/km';  
(u) the following point 3.5.7.2.3.4. is added:  
'3.5.7.2.3.4. Minimum and maximum weighted CO 2 values within the  OVC interpolation family';  
(v) point 3.5.8.3. is replaced by the following:  
'3.5.8.3.  Emissions data related to the use of eco -innovations (repeat the table for each reference 
fuel tested) (w1) 
Decision 
approving 
the eco -
innovation 
(w2) Code of the 
eco-
innovation 
(w3) 1.  CO 2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2.  CO 2 
emissions of 
the eco -
innovation 
vehicle 
(g/km)  3.  CO 2 
emissions of 
the baseline 
vehicle 
under type 1 
test-cycle 
(w4) 4.  CO 2 
emissions of 
the eco -
innovation 
vehicle under 
type 1 test -
cycle  5.  Usage factor 
(UF), i.e. 
temporal share 
of technology 
usage in 
normal 
operation 
conditions  CO 2 
emissions 
savings ((1 
– 2) – (3 – 
4))*5  
xxxx/201x                 
 
 
17 
 
                 
                
Total NEDC CO 2 emissions saving (g/km)(w5) 
Total WLTP CO 2 emissions saving (g/km)(w5)  '; 
 
 
 (w) the following point 3.8.5. is inserted:  
'3.8.5. Lubricant specification: ...W... ';  
 
(x) points 4.5.1.1. , 4.5.1.2. and  4.5.1.3. are deleted ; 
(y) in point 4.6., the word 'Reverse' at the bottom of  the first column of the table, is deleted ; 
(z) the following points 4.6.1. to 4.6.1.7. 1. are inserted:  
'4.6.1. Gearshift (y) 
4.6.1.1. Gear 1 excluded: yes/no (1) 
4.6.1.2. n _95_high  for each gear: …min-1 
4.6.1.3. n min_drive   
4.6.1.3.1. 1st gear: …min-1 
4.6.1.3.2. 1st gear to 2nd:…min-1 
4.6.1.3.3. 2nd gear to standstill: …min-1 
4.6.1.3.4. 2nd gear: …min-1 
4.6.1.3.5. 3rd gear and beyond: …min-1 
4.6.1.4. n _min_drive_set  for acceleration/constant speed phases (n_min_drive_up ):…min-1 
4.6.1.5. n _min_drive_set  for deceleration phases (n min_drive_down ):  
4.6.1.6. initial period of time  
4.6.1.6.1. t _start_phase :…s 
4.6.1.6.2. n _min_drive_start :….min-1 
4.6.1.6.3. n _min_drive_up_start :….min-1 
4.6.1.7. use of ASM: yes/no(1) 
4.6.1.7.1. ASM values: … '; 
   
 
 
18 
 
 (aa) the following point 4.12. is inserted : 
'4.12. Gearbox lubricant: ...W… ';  
(ab) points 9.10.3. and 9.10.3.1 are deleted ; 
(ac) the following points 12.8. to 12.8.3.2. are inserted:  
'12.8. Devices or systems with driver selectable modes which influence CO 2 emissions and/or 
criteria emissions and do not have a predominant mode: yes/no (1) 
12.8.1. Charge sustaining test (if applicable) (state for each device or system)  
12.8.1.1. Best case mode: …  
12.8.1.2. Worst case mode: …  
12.8.2. Charge depleting test (if applicable) (state for each device or system)  
12.8.2.1. Best case mode: …  
12.8.2.2. Worst case mode: …  
12.8.3. Type 1 test (if applicable) (state for each device or system)  
12.8.3.1. Best case mode: …  
12.8.3 .2. Worst case mode: … ';  
 
(ad) in the Explanatory notes, the following  footnote (y) is added:  
'(y) Only for the approval under Regulation  (EC) No 715/2007 and its amendments . '; 
 (ae) in Appendix 3 the 'Appendix to information document'  is deleted ; 
 
(23) Appendix 3a is amended as follows:  
(a) point (d) is replaced by the following:  
'(d) detailed technical reasoning of any AES including a risk assessment estimating the risk with 
the AES and without it, and information on the following:  
(i) why any of the exception clauses from the defeat device prohibition in Article 5(2) of 
Regulation (EC) No  715/2007 apply;  
(ii) hardware element(s) that need to be protected by the AES, where applicable;  
(iii) proof of sudden and irreparable engine da mage that cannot be prevented by regular 
maintenance and would occur in the absence of the AES, where applicable;   
 
 
19 
 
 (iv) a reasoned explanation on why there is a need to use an AES upon engine start, where 
applicable;';  
 
(b) the following second and third p aragraphs are added:  
'The extended documentation package shall be limited to 100 pages and shall include all the main 
elements to allow the type approval authority to assess the AES. The package may be 
complemented with annexes and other attached documents , containing additional and 
complementary elements, if necessary. The manufacturer shall send a new version of the 
extended documentation package to the type approval authority every time changes are 
introduced to the AES. The new version shall be limited to the changes and their effect. The new 
version of the AES shall be evaluated and approved by the type approval authority.  
The extended documentation package shall be structured as follows:  
Extended Documentation Package for AES Application No. YYY/OEM i n accordance with 
Regulation (EU) 2017/1151  Parts  
paragraph  point  Explanation  Introduction  
documents    Introduction letter to TAA  Reference of the document with 
the version , the date of issuing the 
document, signature by the 
relevant person in the manufacturer 
organisation  
  Versioning table  Content of each version 
modifications: and with part is 
modified  
 Description of the (emission) types concerned   
  Attached documents table  List of all attached documents  
 Cross references  link to paragraph (a) to (i) of 
Appendix  3a (where to find each 
requirement of the regulation)  
 Absence of defeat device declaration   + signature  Core document  0 Acronyms/abbreviations    
1 GENERAL DESCRIPTION    
1.1 Engine general presentation  Description of main characteristics: 
displacement, after treatment,…  
1.2 General system architecture  System bloc diagram: list of 
sensors and  actuators, explanation 
of engine general functions  
1.3 Reading of software and calibration version  E.g. scan-tool explanation   
 
 
20 
 
 2 Base Emission Strategies    
2.x BES x  description of strategy x  
2.y BES y  description of strategy y  
3 Auxiliary Emission Strategies    
3.0 Presentation of the AESs  Hierarchical relations among AES: 
description a nd justification (e.g. 
safety, reliability , etc. ) 
3.x AES x  3.x.1 AES justification  
3.x.2 measured and/or modelled 
parameters for AES 
characterization  
3.x.3 Action mode of AES - 
Parameters used  
3.x.4 Effect of AES on pollutants 
and CO2  
3.y AES y  3.y.1  
3.y.2  
etc. 
 
100 page limit ends here  
Annex    List of types covered by this BES -
AES : including TA reference, 
software reference, calibration 
number, checksums of each 
version  and of each CU (engine 
and/or after -treatment if any)  Attached  
documents   Technical note for AES justification n°xxx   Risk assessment or  justification 
by testing or example of sudden 
damage, if any  
 Technical note for AES justification n°yyy    
  Test report for specific AES impact quantification  test report of all specific tests done 
for AES justification, test 
conditions details, description of 
the vehicle / date of the tests  
emission/CO2 impact with/without 
AES activation';  
 
 
(24) The following Appendix 3b is inserted:  
  
 
 
21 
 
 'Appendix 3b  
Methodology for the assessment of AES  
The assessment of the AES by the type -approval authority shall include at least the following 
verifications:  
 (1) The increase of emissions induced by the AES shall be kept at the lowest possible level:  
(a) The increase o f total emissions when using an AES shall be kept at the lowest possible 
level throughout the normal use and life of the vehicles;  
(b) Whenever a technology or design that would allow for improved emission control is 
available on the market at the time of the AES application it shall be used to the largest 
extent technically possible (i.e. with no unjustified modulation)  
(2) When used to justify an AES, the risk of sudden and irreparable damage to the "propulsion 
energy converter and the drivetrain", as defined  in Mutual Resolution No. 2 (M.R.2) of the 1958 
and 1998 Agreements of UNECE containing Vehicle Propulsion System Definitions1 , shall be 
appropriately demonstrated and documented, including the following information:  
(a) Proof of catastrophic (i.e. sudden an d irreparable) engine damage shall be provided by 
the manufacturer, along with a risk assessment which includes an evaluation of the 
likelihood of the risk occurring and severity of the possible consequences, including 
results of tests carried out to this effect;  
(b) When a technology or design is available on the market at the time of the AES 
application that eliminates or reduces that risk, it shall be used to the largest extent 
technically possible (i.e. with no unjustified modulation);  
(c) Durability and the l ong-term protection of the engine or components of the emission 
control system from wear and malfunctioning shall not be considered an acceptable 
reason to grant an exemption from the defeat device prohibition.  
(3) An adequate technical description shall d ocument why it is necessary to use an AES for the safe 
operation of the vehicle:  
(a) Proof of an increased risk to the safe operation of the vehicle should be provided by the 
manufacturer along with a risk assessment which includes an evaluation of the 
likelihood of the risk occurring and severity of the possible consequences, including 
results of tests carried out to this effect;  
(b) When a different technology or design is available on the market at the time of the AES 
application that would allow for lowe ring the safety risk, it shall be used to the largest 
extent technically possible (i.e. with no unjustified modulation).  
(4) An adequate technical description shall document why it is necessary to use an AES during 
engine start:  
                                                            
1 Document ECE/TRANS/WP.19/1121  found in the following webpage: 
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html   
 
 
22 
 
 (a) Proof of the need to use an  AES during engine start shall be provided by the 
manufacturer along with a risk assessment which includes an evaluation of the 
likelihood of the risk occurring and severity of the possible consequences, including 
results of tests carried out to this effec t; 
(b) Where a different  technology or design is available on the market at the time of the AES 
application that would allow for improved emission control upon engine start, it shall be 
used to the largest extent technically possible.'.  
 
 
(25) Appendix 4 is amended as follows:  
 (a) in the model of EC type -approval certificate, in Section I, the following point 0.4.2. is inserted:  
'0.4.2. base vehicle(5a) (1): yes/no (1) '; 
 (b) the Addendum to EC -type-approval certificate is amended as follows:  
(i) point 0. is replaced by the following : 
'0. Interpolation family identifier as defined in paragraph 5.0 of Annex XXI of Regulation 
(EU) 2017/1151.  
0.1. Identifier:  … 
0.2. Base vehicle identifier (5a)(1):… '; 
 
(ii) points 1.1., 1.2. and 1.3. are replaced by the following:  
'1.1. Mass of the vehicle in running order:  
VL(1): … 
VH: …  
1.2. Maximum mass:  
VL(1): … 
VH: …  
1.3. Reference mass:  
VL(1): …  
 
 
23 
 
 VH: … ' ; 
 
(iii) point 2.1. is replaced by the following:  
'2.1. Tailpipe emissions test results  
Emissions classification : Euro 6  
Type 1 test results, where applicable  
Type approval number if not parent vehicle (1): … 
Test 1  
Type 1 
Result  CO 
(mg/km)  THC  
(mg/km)  NMHC  
(mg/km)  NO x 
(mg/km)  THC + NO x 
(mg/km)  PM 
(mg/km)  PN  
(#.1011/km)  
Measured 
(8)(9)        
Ki × (8)(10)     (11)   
Ki + (8)(10)     (11)    
Mean value 
calculated 
with Ki 
(M×Ki or 
M+Ki) (9)     (12)   
DF (+)(8)(10)        
DF 
(×)(8)(10)        
Final mean 
value 
calculated 
with Ki and 
DF (13)        
Limit value         
Test 2 (if applicable)  
Repeat Test 1 table with the second test results.   
 
 
24 
 
 Test 3 (if applicable)  
Repeat Test 1 table with the third test results.  
Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), 
and VM (if applicable)  
Information about regeneration st rategy  
D — number of operating cycles between 2 cycles where regenerative phases occur: …  
d — number of operating cycles required for regeneration: …  
Applicable Type 1 cycle: ( Sub-Annex 4 to Annex XXI of Regulation (EU) 2017/1151 or 
UN/ECE Regulation No 83 ) (14): … 
 
ATCT test  
CO 2 Emission (g/km)  Combined  
ATCT (14°C) MCO2,Treg   
Type 1 (23°C) MCO2,23°   
Family correction factor (FCF)   
 
ATCT test 
Result  CO 
(mg/km)  THC  
(mg/km)  NMHC  
(mg/km)  NO x 
(mg/km)  THC + NO x 
(mg/km)  PM 
(mg/km)  PN  
(#.1011/km)  
Measured1,2         
Limit values         
__________________________________________  
1 Where applicable.  
2 Round to two decimal numbers.  
Difference between engine coolant end temperature and average soak area temperature of 
the last 3 hours ∆T_ATCT (°C) for the reference vehicle: …  
The minimum soaking time t soak_ATCT (s): …  
Location of temperature sensor: …  
ATCT family identifier:…  
Type 2:  (including data required for roadworthiness testing):   
 
 
25 
 
 Test CO value  
(% vol)  Lambda(1)  Engine speed  
(min-1) Engine oil temperature  
(°C) 
Low idle test   N/A   
High idle test      
 
Type 3: …  
Type 4: … g/test;  
test procedure in accordance with: Annex 6 to UN/ECE Regulation No 83 [1 day NEDC] / 
the Annex to Regulation (EC) 2017/1221 [2 days NEDC] / Annex VI to  Regulation  (EU) 
2017/1151  [2 days WLTP] . 
Type 5:  - Durability test: whole vehicle test/bench ageing test/none (1)  
- Deterioration factor DF: calculated/assigned (1)  
- Specify the values: …  
- Applicable Type 1 cycle (Sub -Annex 4  to Annex XXI  of Regulation (EU) 
2017/1151  or UN/ECE Regulation No 83) (14): … 
 
 
 
 
 
(iv) point 2.5.1. is replaced by the following:  
'2.5.1. Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle';  
 
(v) the following  point 2.5.1.0. is inserted:  
'2.5.1.0. Minimum and maximum CO 2 values within the interpolation family '; Type 6  CO (g/km)  THC (g/km)  
Measured value    
Limit value   ';  
 
 
26 
 
  
(vi) point s 2.5.1.1.3. and 2.5.1.1.4. are  replaced by the following:  
'2.5.1.1.3. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: 
the measured values, for the combined see points 1.2.3.8 . and 1.2.3.9 . of Sub -Annex 6 to 
Annex XXI  of Regulation (EU) 2017/1151 )  
CO 2 Emission (g/km)  Test  Low Medium  High  Extra High  Combined  
MCO2,p,5 / MCO2,c,5  1      
2      
3      
average       
Final M CO2,p,H / MCO2,c,H       
 
2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, for the phases: 
the measured values for the combined see paragraphs 1.2.3.8 and 1.2.3.9 of Sub -Annex 6 to 
Annex XXI)  
Fuel consumption  (l/100 km)  or 
m3/100 km or kg/100 km (1)  Low Medium  High  Extra High  Combined  
Final values FC p,H / FC c,H     '; 
 
(vii) points 2.5.1.2. to 2.5.1.3. are replaced by the following:  
'2.5.1.2. Vehicle Low (if applicable)  
2.5.1.2.1. Cycle Energy Demand: … J  
2.5.1.2.2. Road load coefficients  
2.5.1.2.2.1. f 0, N: …  
2.5.1.2.2.2. f 1, N/(km/h): …  
2.5.1.2.2.3. f 2, N/(km/h)²: …   
 
 
27 
 
 2.5.1.2.3 . CO 2 mass emissions (provide values for each reference fuel tested, for the phases: 
the measured values for the combined see points  1.2.3.8 . and.1.2.3.9 . of Sub -Annex 6 to 
Annex XXI)  
CO 2 Emission (g/km)  Test  Low Medium  High  Extra High  Combined  
MCO2,p,5 / MCO2,c,5  1      
2      
3      
average       
Final M CO2,p,L / MCO2,c,L       
 
2.5.1.2.4. Fuel consumption (provide values for each reference fuel tested, for the phases: 
the measured values for the combined see points 1.2.3.8 and 1.2.3.9 of Sub -Annex 6  to 
Annex XXI)  
Fuel consumption  (l/100 km)  or m3/100 
km or kg/100 km (1)  Low Medium  High  Extra High  Combined  
Final values FC p,L / FC c,L      
2.5.1.3. vehicle M for NOVC -HEV (if applicable) '; 
 
(viii) the following points 2.5.1.3.1. to 2.5.1.3. 4. are inserted:  
2.5.1.3.1. Cycle Energy Demand: … J  
2.5.1.3.2. Road load coefficients  
2.5.1.3.2.1. f 0, N: …  
2.5.1.3.2.2. f 1, N/(km/h): …  
2.5.1.3.2.3. f 2, N/(km/h)²: …  
2.5.1.3.3. CO 2 mass emissions (provide values for each reference fuel tested, for the phases: 
the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Sub -Annex 6 
to Annex XXI)  
CO 2 Emission (g/km)  Test  Low Medium  High  Extra Combined   
 
 
28 
 
 High  
MCO2,p,5 / MCO2,c,5  1      
2      
3      
average       
Final M CO2,p,L / MCO2,c,L       
 
2.5.1.3.4. Fuel consumption (provide values for each reference fuel tested, for the phases: 
the measured values for the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Sub -Annex 6 
to Annex XXI)  
Fuel consumption  (l/100 
km) or m3/100 km or kg/100 km (1)  Low Medium  High  Extra High  Combine
d 
Final values FC p,L / FCc,L     '; 
 
 
(ix) point 2.5.1.3.1. is deleted;  
 
(x) the following points 2.5.1.4. and 2.5.1.4.1. are inserted:  
2.5.1.4. For vehicles powered by an internal combustion engine only which are equipped 
with periodically regenerating systems as defined in point 6 of Article 2 of this Regulation, 
the test results shall be adjusted by the Ki factor as specif ied in Appendix 1 to Sub -Annex 6 
of Annex XXI.  
2.5.1.4.1. Information about regeneration strategy for CO 2 emissions and fuel consumption  
D — number of operating cycles between 2 cycles where regenerative phases occur: …  
d — number of operating cycles required for regeneration: …  
Applicable Type 1 cycle ( Sub-Annex 4 to Annex XXI  of Regulation (EU) 2017/1151 , or 
UN/ECE Regulation 83) (14): …  
 
 
29 
 
  Combined  
Ki (additive / multiplicative) (1)  
Values for CO 2 and fuel consumption (10)  
Repeat 2.5.1. in case of  base vehicle '; 
 
(xi) point 2.5.2.1.1. is replaced by the following:  
'2.5.2.1.1. Electric energy consumption:  
EC (Wh/km)  Test  City Combined  
Calculated EC  1   
2   
3   
average    
Declared value  - '; 
 
(xii) point 2.5.2.2. is replaced by the following:  
'2.5.2.2. Pure Electric Range  
PER (km)  Test  City Combined  
Measured Pure Electric Range  1   
2   
3   
average    
Declared value  - '; 
  
 
 
30 
 
 (xiii) point s 2.5.3.1. to 2.5.3.2. are replaced by the following:  
'2.5.3.1. CO 2 mass emission charge sustaining  
2.5.3.1.1. Vehicle High  
2.5.3.1.1.1. Cycle Energy Demand: … J  
2.5.3.1.1.2. Road load coefficients  
2.5.3.1.1.2.1. f0, N: …  
2.5.3.1.1.2.2. f1, N/(km/h): …  
2.5.3.1.1.2.3. f2, N/(km/h)²: …  
CO 2 Emission (g/km)  Test  Low Medium  High  Extra High  Combined  
MCO2,p,5 / MCO2,c,5  1      
2      
3      
Average       
Final M CO2,p,H / MCO2,c,H       
 
2.5.3.1.2.  Vehicle Low (if applicable)  
2.5.3.1.2.1. Cycle Energy Demand: … J  
2.5.3.1.2.2. Road load coefficients  
2.5.3.1.2.2.1. f 0, N: …  
2.5.3.1.2.2.2.  f1, N/(km/h): …  
2.5.3.1.2.2.3. f 2, N/(km/h)²: …  
CO 2 Emission (g/km)  Test  Low Medium  High  Extra High  Combined  
MCO2,p,5 / MCO2,c,5  1      
2      
3      
Average       
Final M CO2,p,L / MCO2,c,L        
 
 
31 
 
  
2.5.3.1.3. Vehicle M (if applicable)  
2.5.3.1.3.1. Cycle Energy Demand: … J  
2.5.3.1.3.2. Road load coefficients  
2.5.3.1.3.2.1. f0, N: …  
2.5.3.1.3.2.2. f1, N/(km/h): …  
2.5.3.1.3.2.3. f2, N/(km/h)²: …  
CO 2 Emission (g/km)  Test  Low Medium  High  Extra High  Combined  
MCO2,p,5 / MCO2,c,5  1      
2      
3      
Average       
MCO2,p,M / MCO2,c,M       
 
2.5.3.2. CO 2 mass emission charge depleting  
Vehicle High  
CO 2 Emission (g/km)  Test  Combined  
MCO2,CD  1  
2  
3  
Average   
Final M CO2,CD,H   
 
Vehicle Low (if applicable)  
CO 2 Emission (g/km)  Test  Combined  
MCO2,CD  1   
 
 
32 
 
 2  
3  
Average   
Final M CO2,CD,L   
 
Vehicle M (if applicable)  
CO 2 Emission (g/km)  Test  Combined  
MCO2,CD  1  
2  
3  
Average   
Final M CO2,CD,M  '; 
  
(xiv) in point 2.5.3.3., the following point 2.5.3.3.1. is added : 
'2.5.3.3.1. Minimum and maximum CO 2 values within the interpolation family '; 
(xv) point 2.3.5. is replaced with the following:  
 '2.5.3.5. Fuel consumption Charge Depleting  
Vehicle High  
Fuel consumption (l/100km)  Combined  
Final values FC CD,H   
 
Vehicle Low (if applicable)  
Fuel consumption (l/100km)  Combined  
Final values FC CD,L   
 
 
33 
 
  
Vehicle M (if applicable)  
Fuel consumption (l/100km)  Combined  
Final values FC CD,M '; 
 
 
(xvi) point 2.5.3.7.1. is replaced by the following:  
'2.5.3.7.1. All Electric Range AER  
AER (km)  Test City Combined  
AER values  1   
2   
3   
Average    
Final values AER   '; 
 
(xvii) point 2.5.3.7.4. is replaced by the following:  
'2.5.3.7.4. Charge Depleting Cycle Range R CDC 
RCDC (km)  Test Combined  
RCDC values  1  
2  
3  
Average   
Final values R CDC  ';  
 
 
34 
 
  
(xviii) points 2.5.3.8.2. and 2.5.3.8.3. are replaced by the following:  
'2.5.3.8.2. UF -weighted charge -depleting electric consumption EC AC,CD  (combined)  
EC AC,CD  (Wh/km)  Test Combined  
EC AC,CD  values  1  
2  
3  
Average   
Final values EC AC,CD   
 
2.5.3.8.3. UF -weighted electric consumption EC AC, weighted  (combined)  
EC AC,weighted  (Wh/km)  Test Combined  
EC AC,weighted  values  1  
2  
3  
Average   
Final values EC AC,weighted   
Repeat 2.5.1. in case of base vehicle  '; 
(xix) the following point 2.5.4. is inserted:  
'2.5.4.  Fuel cell vehicles (FCV)  
Fuel Consumption ( kg/100 km)  Combined  
Final values FC p / FC c  
Repeat 2.5.1. in case of base vehicle ';  
 
 
35 
 
  
(xx) the following point 2.5.5. is inserted:  
'2.5.5 . Device for monitoring the consumption of fuel and/or electric energy: yes/not 
applicable ….";  
 
(xxi) in the Explanatory Notes, the following footnote 5a is inserted:  
'(5a) as defined in article 3, point 18 of Directive 2007/46/EC';  
 (c) the  Appendix to the Addendum to Type-Approval Certificate  is amended as follows:  
(i) The headline of point 1. is replaced by the following:  
'1. CO 2 emissions determined in accordance with point 3.2. of Annex I to Implementing 
Regulations (EU) 2017/1152 and (EU) 2017/1153 ';  
 
(ii) point 2.1.1.is  replaced by the following:  
 
'2.1.1. CO 2 mass emissions (for each reference fuel tested) for pure ICE and NOVC -HEV  
CO 2 Emission (g/km)  Urban  Extra Urban  Combined  
MCO2,NEDC_H,test     
 
(iii) the following points 2.1.2., 2.1.2.1 and 2.1.2.2 are inserted:  
 
'2.1.2. OVC test results  
2.1.2.1. CO 2 mass emissions for OVC -HEV  
CO 2 Emission (g/km)  Combined  
MCO2,NEDC_H,test,condition A   
MCO2,NEDC_H,test,condition B   
MCO2,NEDC_H,test,weighted   
  
 
 
36 
 
 2.1.2.2. Electric energy consumption for OVC -HEV  
Electric energy consumption 
(Wh/km)  Combined  
EC NEDC_H,test,condition A   
EC NEDC_H,test,condition B   
EC NEDC_H,test,weighted  '; 
 
 
(iv) point 2.2.1. is replaced by the following:  
'2.2.1. CO 2 mass emissions (for each reference fuel tested) for pure ICE and NOVC -HEV  
CO 2 Emission (g/km)  Urban  Extra Urban  Combined  
MCO2,NEDC_L,test    '; 
 
(v) the following points 2.2.2., 2.2.2.1. and 2.2.2.2. are inserted:  
'2.2.2. OVC test results  
2.2.2.1. CO 2 mass emissions for OVC -HEV  
CO 2 Emission (g/km)  Combined  
MCO2,NEDC_L,test,condition A   
MCO2,NEDC_L,test,condition B   
MCO2,NEDC_L,test,weighted   
 
2.2.2.2. Electric energy consumption for OVC -HEV  
Electric energy consumption 
(Wh/km)  Combined  
EC NEDC_L,test,condition A   
EC NEDC_L,test,condition B   
EC NEDC_L,test,weighted  '; 
 
 
(vi) point 3 is replaced by the following:   
 
 
37 
 
 '3. Deviation and verification factors (determined in accordance with point 3.2.8 of 
Implementing Regulation (EU) 2017 /1152 and (EU) 2017 /1153).  
 
Deviation factor (if 
applicable)   
Verification factor (if 
applicable)  ‘1’ or ‘0’  
Hash identifier code of the 
complete correlation file 
(point 3.1.1.2 of Annex I to 
Implementing Regulations 
(EU) 2017/1152 and (EU) 
2017/1153   
 
 
'; 
   
(vii) the following points 4. to 4.2.3. are inserted:  
'4. Final NEDC CO 2 and fuel consumption values  
4.1. Final NEDC values (for each reference fuel tested) for pure ICE and NOVC -HEV  
 
  Urban  Extra Urban  Combined  
CO 2 Emission (g/km)  MCO2,NEDC_L, final     
MCO2,NEDC_H, final     
Fuel Consumption (l/100km)  FC NEDC_L, final     
FC NEDC_H, final     
 
4.2. final NEDC values (for each reference fuel tested) for OVC -HEV  
4.2.1. CO 2 Emission (g/km): see points 2.1.2.1. and 2.2.2.1. ( point 2.3.2.1. if VM)  
4.2.2. Electric energy consumption (Wh/km): see points 2.1.2.2. and 2.2.2.2. ( point 2.3.2.2. 
if VM)  
4.2.3. Fuel consumption (l/100 km)   
 
 
38 
 
 Fuel consumption   
(l/100 km)  Combined  
FC NEDC_L,test,condition A   
FC NEDC_L,test,condition B   
FC NEDC_L,test,weighted  '; 
 
 
   
 
 
39 
 
 (26) Appendix 6 is amended as follows:  
(a) Table 1 is amended as follows:  
      (i) the following is inserted after the line with the character A G: 
' 
CG Euro 6d -
TEMP -ISC Euro 6 -2  M, N1 
class I  PI, CI  1.1.2019  1.9.2019  31.12.2020  
'; 
 
 
(b) after table  1, the following  text is inserted after the key regarding EURO 6d -TEMP : 
'Euro 6d -TEMP -ISC emissions standard =  RDE testing against temporary conformity factors, 
full Euro 6 tailpipe emission requirements (including PN RDE) and new ISC procedure;';  
(c) after table 1, the text :  
‘Euro 6d -TEMP -EVAP’ emissions standard = RDE NOx testing against temporary conformity 
factors, otherwise full Euro 6 tailpipe emission requirements (including PN RDE), revised 
evaporative emissions test procedure;  
Euro 6d’ emissions standard = RDE testing against final conformity factors, otherwise full 
Euro 6 tailpipe emission requirements, revised evaporative emissions test procedure.'  
is replaced by the following:  
'‘Euro 6d -TEMP -EVAP’ emissions standard = RDE NOx testing against temporary conformity 
factors, otherwise full Euro 6 tailpipe emission requirements (including PN RDE), revised 
evaporative emissions test procedure and new ISC procedure;  
Euro 6d’ emissions standard = RDE testing against final conformity factors, f ull Euro 6 tailpipe 
emission requirements, revised evaporative emissions test procedure, devices for monitoring 
the consumption of fuel and/or electric energy  and new ISC  procedure .'; 
 
   
 
 
40 
 
  
 (27)  Appendices 8a to 8c are replaced by the following:  
'Appendix 8a   
Test Reports  
A Test Report is the report issued by the technical service responsible for conducting the tests according this regulation.  
 
 
Part I  
 
The following information, if applicable, is the minimum data required for the Type 1 test.  
 
REPORT number  
APPLICANT   
Manufacturer  
  
SUBJECT  
 … 
Roadload family identifier(s)  :  
Interpolation family identifier(s)  :  
Object submitted to tests  
 Make  :  
 IP 
identifier  :  
CONCLUSION  The object submitted to tests complies with the requirements mentioned in the 
subject.  
 
PLACE , DD/MM/YYYY  
  
 
 
General notes:  
(1) 
If there are several options (references), the one tested should be described in the test report  
If there are not, a single reference to the information document at the start of the test  report may be sufficient.  
Every Technical Service is free to include some additional information  
 
(a) Specific to positive ignition engine  
 
(b) Specific to compression ignition engine   
 
 
41 
 
 1. DESCRIPTION OF TESTE D VEHICLE(S): HIGH, LOW AND M (IF APPLIC ABLE)  
 
1.1. GENERAL  
Vehicle numbers  : Prototype number and VIN  
Category  
 :  
   
Bodywork  
 :  
 
Drive wheels  
 :   
 
 
1.1.1. Powertrain Architecture  
Powertrain architecture  : pure ICE , hybrid, electric or fuel cell  
 
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable)  
For more than one ICE, please repeat the point  
Make  :  
Type  
 :  
Working principle  
 : two/four stroke  
Cylinders number and arrangement  
 :    
  
Engine capacity (cm3) 
 :   
Engine idling speed (min-1) 
 :  +  
-  
High engine idling speed (min-1) (a) 
 :  +  
-  
Rated engine power  
 :  kW at  rpm 
Maximum net torque  
 :  Nm at  rpm 
Engine lubricant  : make an d type 
Cooling system  
 : Type: air/water/oil  
Insulation  : material, amount, location, volume and weight  
 
 
1.1.3. TEST FUEL for Type 1 test (if applicable)  
For more than one test fuel, please repeat the point  
Make  :  
Type  
 : Petrol E10 -  Diesel B7 – LPG – NG - … 
Density at 15°C  
 :  
Sulphur content  
 : Only for Diesel B7 and Petrol E10   
 
 
42 
 
  
 
1.1.4. FUEL FEED SYSTEM (if applicable)  
For more than one fuel feed system, please repeat the point  
Direct injection  : yes/no or description  
Vehicle fuel type  
 : Monofuel / bifuel / flex fuel  
 
Control unit  
Part reference  
 : same as information document  
Software tested  
 : read via scantool, for example  
Air flowmeter  
 :  
Throttle body  
 :  
Pressure sensor  
 :  
Injection pump  
 :  
Injector(s)  
 :  
 
 
1.1.5. INTAKE SYSTEM (if applicable)  
For more than one intake system, please  repeat the point  
Pressure charger  
 : Yes/no  
make & type (1)  
Intercooler  
 : yes/no  
type (air/air – air/water) (1)  
Air filter (element) (1)  
 : make & type  
Intake silencer (1)  
 : make & type  
 
 
1.1.6. E XHAUST SYSTEM AND ANTI -EVAPORATIVE SYSTEM (if applicable)  
For more than one, please repeat the point  
First catalytic converter  
 : make & reference  (1) 
principle: three way / oxidising / NOx trap / NOx 
storage system / Selective Catalyst Reduction…  
Second catalytic converter  : make & reference  (1) 
principle: three way / oxidising / NOx trap / NOx 
storage system  / Selective Catalyst Reduction…  
Particulate trap  
 : with/without/not applicable  
catalysed: yes/no   :  
Batch number  :  
Willans factors (for ICE) for CO 2 emission 
(gCO 2/MJ)  :   
 
 
43 
 
 make & reference (1)  
Reference and position of oxygen sensor(s)  
 : before catalyst / after  catalyst  
 
Air injection  
 : with/without/not applicable  
Water injection  : with/without/not applicable  
EGR  
 : with/without/not applicable  
cooled/non -cooled  
HP/LP  
Evaporative emission control system  
 : with/without/not applicable  
Reference and position of NOx sensor(s)  : Before/ after   
General description (1)  
 :  
 
 
1.1.7. HEAT STORAGE DEVICE (if applicable)  
For more than one Heat Storage System, please repeat the point  
Heat storage device  : yes/no  
Heat capacity (enthalpy stored J)  
  :  
Time for heat release (s)  :  
 
1.1.8. TRANSMISSION (if applicable)  
For more than one Transmission, please repeat the point  
Gearbox  
 : manual / automatic / continuous variation  
 
Gear shifting procedure  
Predominant mode  : yes/no  
normal / drive / eco/…  
Best case mode for CO 2 emissions and fuel 
consumption (if applicable)  :  
Worst case mode for CO 2 emissions and fuel 
consumption (if applicable)  :  
Control unit  :  
Gearbox lubricant  :  make and type  
Tyres  
 
Make  :  
Type  :  
Dimensions front/rear  
 :  
Circumference (m) :  
Tyre pressure (kPa)  
 :  
  
 
 
44 
 
 Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min-1)) (V 1000) for 
each of the gearbox ratios (R.B.).  
 
R.B.  R.P. R.T.  V1000 
1st 1/1   
2nd 1/1   
3rd 1/1   
4th 1/1   
5th 1/1   
…    
    
 
1.1.9. ELECTRIC MACHINE (if applicable)  
For more than one Electric Machine, please repeat the point  
Make  :  
Type  :  
Peak Power  :  
 
1.1.10. TRACTION REESS (if applicable)  
For more than one Traction REESS, please repeat the point  
Make  :  
Type  :  
Capacity  :  
Nominal Voltage  :  
 
1.1.11. FUEL CELL (if applicable)  
For more than one Fuel Cell, please repeat the point  
Make  :  
Type  :  
Maximum Power  :  
Nominal Voltage  :  
 
1.1.12. POWER ELECTRONICS (if applicable)  
Can be more than one PE (propulsion converter, low voltage system or charger)  
Make  :  
Type  :  
Power  :  
 
 
1.2. VEHICLE HIGH D ESCRIPTION (TYPE 1)   
1.2.1. MASS   
 
 
45 
 
  
 
Test mass of VH (kg)  :  
 
 
1.2.2. ROAD LOAD PAR AMETERS  
f0 (N) :  
f1 (N/(km/h))  :  
f2 (N/(km/h)²)  :  
Cycle energy demand (J)  
 :  
Road load test report reference  :  
Road load family’s identifier  :  
 
 
1.2.3. CYCLE SELECTI ON PARAMETERS  
Cycle (without downscaling)  : Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in running order 
(PMR)(W/kg)  : (if applicable) 
Capped speed process used during measurement  
 : yes/no  
Maximum speed of the vehicle  
 :  
Downscaling (if applicable)  : yes/no  
Downscaling factor fdsc  :  
Cycle distance (m)  :  
Constant speed (in the case of the shortened test procedure)  : if applicable  
 
1.2.4. GEAR SHIFT PO INT (IF APPLICABLE)    
Gear shifting  : Average gear for v ≥ 1 km/h, rounded to four 
places of decimal  
nmin drive(rpm)  
1st gear  : …min -1 
1st gear to 2nd : …min -1 
2nd gear to standstill  : …min -1 
2nd gear  : …min -1 
3rd gear and beyond  : …min -1 
Gear 1 excluded  : yes/no  
n_95_high for each gear  : …min -1 
n_min_drive_set  for acceleration/constant speed phases 
(n_min_drive_up)  : …min -1 
n_min_drive_set  for deceleration phases 
(nmin_drive_down)  : …min -1 
t_start_phase  : …s 
n_min_drive_start  : …min -1 
N_min_drive_up_start  : …min -1 
use of ASM  : yes/no   
 
 
46 
 
 ASM values  :  
 
1.3. VEHICLE LOW DESCRIPTION (IF APPL ICABLE)  
1.3.1. MASS  
 
 
Test mass of VL(kg)  :  
 
 
1.3.2. ROAD LOAD PAR AMETERS  
f0 (N) :  
f1 (N/(km/h))  :  
f2 (N/(km/h)²)  :  
Cycle energy demand (J)  :  
Δ(C D×A f)LH :  
Road load test report reference  :  
 
1.3.3. CYCLE SELECTI ON PARAMETERS  
Cycle (without downscaling)  : Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in running order 
(PMR)(W/kg)  : (if applicable) 
Capped speed process used during measurement  
 : yes/no  
Maximum speed of the vehicle  
 :  
Downscaling (if applicable)  : yes/no  
Downscaling factor f dsc :  
Cycle distance (m)  :  
Constant speed (in the case of the shortened test procedure)  : if applicable  
 
1.3.4. GEAR SHIFT PO INT (IF APPLICABLE)  
Gear shifting  : Average gear for v ≥ 1 km/h, rounded to four places 
of decimal  
 
1.4. VEHICLE M DESCRIPTION (IF APPL ICABLE)  
1.4.1. MASS  
 
 
Test mass of VL(kg)  :  
 
 
1.4.2. ROAD LOAD PAR AMETERS  
f0 (N) :  
f1 (N/(km/h))  :  
f2 (N/(km/h)²)  :  
Cycle energy demand (J)  :  
Δ(C D×A f)LH :  
 
1.4.3. CYCLE SELECTI ON PARAMETERS   
 
 
47 
 
 Cycle (without downscaling)  : Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in running order 
(PMR)(W/kg)  : (if applicable) 
Capped speed process used during measurement  
 : yes/no  
Maximum speed of the vehicle  
 :  
Downscaling (if applicable)  : yes/no  
Downscaling factor f dsc :  
Cycle distance (m)  :  
Constant speed (in the case of the shortened test procedure)  : if applicable  
 
1.4.4. GEAR SHIFT PO INT (IF APPLICABLE)  
Gear shifting  : Average gear for v ≥ 1 km/h, rounded to four places 
of decimal  
 
2. TEST RESULTS  
  
2.1. TYPE 1 TEST  
Method of chassis dyno setting  : Fixed run / iterative / alternative with 
its own warmup cycle  
Dynamometer in 2WD/4WD operation  : 2WD/4WD  
For 2WD operation, was the non -powered axle rotating  : yes/no/not applicable  
Dynamometer operation mode  
.  yes/no  
Coastdown mode  
 : yes/no  
 
Additional preconditioning  : yes/no  
description  
Deterioration factors  : assigned / tested  
 
 
 2.1.1. Vehicle high  
Date of tests  
 :  (day/month/year)  
Place of the test  : Chassis dyno, location, country  
Height of the lower edge above ground of cooling fan (cm)  :  
Lateral position of fan centre (if modified as request by the 
manufacturer)  : in the vehicle centre -line/…  
Distance from the front of the vehicle (cm)  :  
IWR: Inertial Work Rating (%)  : x,x 
RMSSE: Root Mean Squared Speed Error (km/h)  : x,xx 
Description of the accepted deviation of the driving cycle  : PEV before break off criteria  
or 
Fully operated acceleration pedal   
 
 
48 
 
 2.1.1.1. P ollutant emissions (if applicable)  
2.1.1.1.1. P ollutant emissions of vehicles with at least one combustion engine, of NOVC -HEVs and of OVC -HEVs in 
case of a charge -sustaining Type 1 test  
For each operating mode tested the points below shall be repeated (predominant mode or best case mode and worst case, mode if  
applicable)  
Test 1   
Pollutants  CO THC (a)  NMHC 
(a) NO x THC+NOx 
(b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.1011/km)  
Measured values         
Regeneration factors (Ki)(2)  
Additive         
Regeneration factors (Ki)(2)  
Multiplicative         
Deterioration factors (DF) 
additive         
Deterioration factors (DF) 
multiplicative         
Final values         
Limit values         
 
(2) See Ki family report(s)  :  
Type 1/I performed for Ki 
determination  : Annex XXI, Sub -Annex 4 or UN/ECE Regulation No 832 
Regeneration family’s identifier  :  
 
Test 2  if applicable: for CO 2 reason (d CO21) / for pollutants reason (90% of the limits) / for both  
Record test results in accordance with  the table of Test 1  
 
Test 3  if applicable: for CO 2 reason (d CO22) 
Record test results in accordance with  the table of Test 1  
2.1.1.1.2. P ollutant emissions of OVC -HEVs in case of a charge -depleting Type 1 test  
Test 1   
Pollutant emission limits have to be fulfilled and the following point has to be repeated for each driven test cycle.  
Pollutants  CO THC (a)  NMHC 
(a) NO x THC+NOx 
(b) Particulate 
Matter  Particle Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.1011/km)  
Measured single cycle values         
Limit single cycle values         
 
Test 2  (if applicable): for CO 2 reason (d CO21) / for pollutants reason (90% of the limits) / for both  
Record test results in accordance with  the table of Test 1  
 
Test 3  (if applicable): for CO 2 reason (d CO22) 
Record test results in accordance with  the table of Test 1  
                                                            
2 Indicate as applicable   
 
 
49 
 
 2.1.1.1.3. UF -WEIGHTED POLLUTANT EMISSIONS OF OVC -HEVS  
Pollutants  CO THC (a)  NMHC 
(a) NO x THC+NOx 
(b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.1011/km)  
Calculated values         
 
 
2.1.1.2. CO 2 emission (if applicable)  
  
2.1.1.2.1. CO 2 emission of vehicles with at least one combustion engine, of NOVC -HEV and of OVC -HEV in the 
case of a charge -sustaining Type 1 test  
For each operating mode tested the points below have to be repeated (predominant mode or best case mode and worst case, 
mode if applicable)  
 
Test 1  
CO 2 emission  Low Medium  High  Extra High  Combined  
Measured value MCO2,p,1      - 
Speed and distance corrected value 
MCO2,p,1b / MCO2,c,2       
RCB correction coefficient: (5)       
MCO2,p,3 / MCO2,c,3       
Regeneration factors (Ki)  
Additive   
Regeneration factors (Ki)  
Multiplicative   
MCO2,c,4  -  
AF Ki= MCO2,c,3 / MCO2,c,4  -  
MCO2,p,4 / MCO2,c,4      - 
ATCT correction (FCF) (4)   
Temporary values MCO2,p,5 / MCO2,c,5       
Declared value  - - - -  
dCO21 * declared value  - - - -  
 
(4) FCF: family correction factor for  correcting for representative regional temperature conditions (ATCT)  
See FCF family report(s)  :  
ATCT family’s identifier  :  
(5) correction as referred to in Sub -Annex 6 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for pure 
ICE vehicles, K CO2 for HEVs  
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
 
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
Conclusion  
CO 2 emission (g/km)  Low Medium  High  Extra High  Combined  
Averaging MCO2,p,6/ MCO2,c,6       
Alignment MCO2,p,7 / MCO2,c,7        
 
 
50 
 
 Final values MCO2,p,H / MCO2,c,H       
 
Information for C onformity of Production  for OVC -HEV  
 Combined  
CO 2 emission (g/km)  
MCO2,CS,COP   
AF CO2,CS   
 
2.1.1.2.2. CO 2 mass emission of OVC -HEVs in case of a charge -depleting Type 1 test  
Test 1:  
CO 2 mass emission (g/km)  Combined  
Calculated value MCO2,CD   
Declared value   
dCO21  
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
 
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
 
Conclusion  
CO 2 mass emission  (g/km)  Combined  
Averaging MCO2,CD   
Final value MCO2,CD   
 
2.1.1.2.4. UF -WEIGHTED CO 2 mass emission  of OVC -HEVs  
 
CO 2 mass emission  (g/km)  Combined  
Calculated value MCO2,weighted   
 
2.1.1.3 FUEL CONSUMP TION (IF APPLICABLE ) 
2.1.1.3.1. F uel consumption of vehicles with only a combustion engine, of NOVC -HEVs and of OVC -HEVs in 
case of a charge -sustaining Type 1 test  
For each operating modes tested the points below has to be repeated (predominant mode or best case mode and worst case, 
mode if applicable)  
Fuel consumption (l/100 km)  Low Medium  High  Extra High  Combined  
Final values FC p,H / FCc,H (6)      
(6) Calculated from aligned CO 2 values  
 
A- On-board Fuel and/or Energy Consumption Monitoring for vehicles referred to in Article 4a   
 
 
a. Data accessibility  
The parameters listed in point  3  of Annex XXII are accessible: yes/not applicable  
  
 
 
51 
 
 b. Accuracy (if applicable ) 
 
Fuel_Consumed WLTP (litres) (8)  Vehicle HIGH - Test 1  x,xxx  
Vehicle HIGH - Test 2 (if applicable)  x,xxx  
Vehicle HIGH - Test 3 (if applicable)  x,xxx  
Vehicle LOW - Test 1 (if applicable)  x,xxx  
Vehicle LOW Test 2 (if applicable)  x,xxx  
Vehicle LOW - Test 3 (if applicable)  x,xxx  
Total  x,xxx  
Fuel_Consumed OBFCM  (litres) (8)  Vehicle HIGH - Test 1  x,xx 
Vehicle HIGH - Test 2 (if applicable)  x,xx 
Vehicle HIGH - Test 3 (if applicable)  x,xx 
Vehicle LOW - Test 1 (if applicable)  x,xx 
Vehicle LOW Test 2 (if applicable)  x,xx 
Vehicle LOW - Test 3 (if applicable)  x,xx 
Total  x,xx 
Accuracy (8)  x,xxx  
 
(8) in accordance with  Annex XXII  
 
 
2.1.1.3.2. F uel consumption of OVC -HEVs in case of a charge -depleting Type 1 test  
Test 1:  
Fuel consumption (l/100 km)  Combined  
Calculated value FCCD  
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
Conclusion  
Fuel consumption (l/100km)  Combined  
Averaging FCCD  
Final value FCCD  
 
 
2.1.1.3.3. UF -Weighted Fuel consumption of OVC -HEVs  
 
Fuel consumption (l/100 km)  Combined  
Calculated value FC weighted   
 
2.1.1.3.4. F uel consumption of vehicles of NOVC -FCHVs in case of a charge -sustaining Type 1 test  
For each operating modes tested the points below has to be repeated (predominant mode or best case mode and worst case, 
mode if applicable)  
 
Fuel consumption (kg/100 km)  Combined  
Measured values   
RCB correction coefficient   
Final values FCc  
  
 
 
52 
 
 2.1.1 .4. RANGES (IF APPLICABL E) 
2.1.1.4.1.  Ranges for OVC -HEVs (if applicable)  
2.1.1.4.1.1. All electric range  
Test 1  
AER (km)  City Combined  
Measured/Calculated values AER    
Declared value  -  
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
 
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
 
Conclusion  
AER (km)  City Combined  
Averaging AER (if applicable)    
Final values AER    
 
2.1.1.4.1.2. E quivalent All electric Range  
EAER (km)  Low Medium  High  Extra High  City Combined  
Final values EAER        
  
2.1.1.4.1.3. A ctual Charge -Depleting Range  
RCDA (km)  Combined  
Final value R CDA  
 
2.1.1.4.1.4. Charge -Depleting Cycle Range  
Test 1  
RCDC (km)  Combined  
Final value R CDC  
Index Number of the transition cycle   
REEC of confirmation -cycle (%)   
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
2.1.1.4.2. R anges for PEVs - Pure electric range (if applicable)  
Test 1  
PER (km)  Low Medium  High  Extra High  City Combined  
Calculated values P ER       
Declared value  - - - - -  
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
Conclusion   
 
 
53 
 
 PER (km)  City Combined  
Averaging PER    
Final values P ER   
 
 
2.1.1.5 . ELECTRIC CONSUMPTION  (IF APPLICABLE)  
2.1.1.5.1.  Electric consumption of OVC -HEVs (if applicable)  
2.1.1.5.1.1.  Electric consumption (EC) 
EC (Wh/km)  Low Medium  High  Extra High  City Combined  
Final values EC        
 
2.1.1.5.1.2.  UF-weighted charge -depleting electric consumption  
Test 1 
EC AC,CD  (Wh/km)  Combined  
Calculated value EC AC,CD   
EC DC,CD,COP   
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
Conclusion  (if applicable)  
EC AC,CD  (Wh/km)  Combined  
Averaging EC AC,CD   
Final value   
 
Information for COP  
 Combined  
Electric consumption (Wh/km)  
EC DC,CD,COP   
AF EC  
 
2.1.1.5.1.3.  UF-weighted electric consumption  
Test 1  
EC AC,weighted  (Wh)  Combined  
Calculated value EC AC,weighted   
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
Conclusion (if applicable)  
EC AC,weighted  (Wh/km)  Combined  
Averaging EC AC,weighted   
Final value   
 
2.1.1.5.2 . Electric consumption of PEVs (if applicable)  
Test 1  
EC (Wh/km)  City Combined   
 
 
54 
 
 Calculated values EC    
Declared value  -  
 
Test 2  (if applicable)  
Record test results in accordance with  the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with  the table of Test 1  
EC (Wh/km)  Low Medium  High  Extra High  City Combined  
Averaging EC        
Final values EC        
 
Information for COP  
 Combined  
Electric Consumption (Wh/km)  
EC DC,CD,COP   
AF EC  
 
2.1.2. VEHICLE LOW ( IF APPLICABLE)  
Repeat § 2.1.1.  
 
2.1.3. VEHICLE M (IF  APPLICABLE)  
Repeat § 2.1.1.  
 
 
2.1.4. FINAL CRITERI A EMISSIONS VALUES ( IF APPLICABLE)  
Pollutants  CO THC (a)  NMHC 
(a) NO x THC+NOx 
(b) PM PN 
(mg/km)  
 (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.1011/km)  
Highest values(3)         
 
(3) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable)  
 
2.2. TYPE 2 (a) TEST  
 
Included the emissions data required for roadworthiness testing  
 
Test CO ( % vol)  Lambda(x) Engine speed (min-1) Oil temperature (°C)  
Idle  -   
High idle      
 
(x) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)  
 
2.3. TYPE 3 (a)  TEST  
Emission of crankcase gases into the atmosphere: none  
 
2.4. TYPE  4 (a) TEST  
Family’s identifier  :   
 
 
55 
 
 See report(s)  :  
 
 
2.5. TYPE 5 TEST  
Family’s identifier  :  
See durability family report(s)  
 :  
Type 1/I cycle  for criteria  emissions testing  : Annex XXI, Sub -Annex 4 or UN/ECE Regulation No 833 
 
2.6. RDE TEST  
RDE family number  : MSxxxx  
See family report(s)  :  
 
2.7. TYPE 6 (a) TEST  
Family’s identifier    
Date of tests  :  (day/month/year)  
Place of tests  :  
Method of setting of the chassis dyno  : coast down (road load reference)  
Inertia mass (kg)  :  
If deviation from the vehicle of  Type 1 test :  
Tyres  :  
Make  :  
Type  :  
Dimensions front/rear :  
Circumference (m)  :  
Tyre pressure (kPa)  :  
 
 
Pollutants  CO 
(g/km)  HC 
(g/km)  
Test 1   
2   
3    
Average    
Limit    
 
2.8. ON BOARD DIAGNOSTIC SYSTEM  
Family’s identifier  :  
See family report(s)  :  
 
 
2.9. S MOKE OPACITY (b) TEST  
2.9.1. STEADY SPEEDS TEST  
                                                            
3 Indicate as applicable   
 
 
56 
 
 See family report(s)  :  
 
 
2.9.2. FREE ACCELERATION TEST  
Measured absorption value (m-1) :  
 
Corrected absorption value (m-1) :  
 
 
2.10. ENGINE POWER  
See family report(s)  :  
 
 
 
2.11. TEMPERATURE INFORMATION RELATED TO  VEHICLE HIGH (VH)  
Worst case approach vehicle cool down  : yes/no (7)  
ATCT family composed of a single Interpolation family  : yes/no (7)  
Engine coolant temperature at the end of soaking time (°C)  
 :  
Average soak area temperature over the 3 last hours (°C)  
 :  
Difference  between engine coolant end temperature and average 
soak area temperature of the last 3 hours ∆ T_ATCT  (°C) 
 :  
The minimum soaking time t soak_ATCT  (s) 
 :  
Location of temperature sensor  
 :  
Measured engine temperature  : oil/coolant  
 
(7) if “yes” then the six last lines are not applicable    
 
 
57 
 
 Annexes to the test report  (not applicable ATCT test and PEV),  
 
1.  By electronic format, all the input data for the correlation tool, listed in point 2.4 of Annex I to Regulations (EU) 2017/1152 and 
(EU) 2017/1153 (Correlation Regulations).  
Reference of input file: …  
 
2.  Complete correlation file referred to in point  3.1.1.2. of Annex I to Implementing Regulations (EU) 2017/1152 and (EU) 
2017/1153:  
 
3. Pure ICE and NOVC -HEV  
Results NEDC Correlation  vehicle High  vehicle Low  
NEDC CO 2 declared value  xxx.xx  xxx.xx  
CO 2-result CO 2MPAS (including Ki)  xxx.xx  xxx.xx  
CO 2-result double -test or dice -test (including Ki)  xxx.xx  xxx.xx  
Hash number   
Dice decision   
Deviation factor (value or not applicable)   
Verification factor (0/1/not applicable)   
Declared value confirmed by (CO 2MPAS / double -test)   
   
CO 2-result CO 2MPAS (excluding Ki)  urban    
extra urban    
combined    
Physical measurement results  
Date of test (s)  Test 1  dd/mm/yyyy  dd/mm/yyyy  
Test 2    
Test 3    
CO 2 emissions combined  Test 1  urban  xxx.xxx  xxx.xxx  
extra urban  xxx.xxx  xxx.xxx  
combined  xxx.xxx  xxx.xxx  
Test 2  urban    
extra urban    
combined    
Test 3  urban    
extra urban    
combined    
Ki CO 2 1,xxxx  
CO 2 emissions combined including Ki  Average  combined    
Comparison with the declared value (declared -average)/declared %    
Road Load values for testing  
f0 (N) x,x x,x 
f1 (N/(km/h))  x,xxx  x,xxx  
f2 (N/(km/h)²)  x,xxxxx  x,xxxxx  
inertia class (kg)    
Final results  
NEDC CO 2 [g/km]  urban  xxx.xx  xxx.xx  
extra urban  xxx.xx  xxx.xx  
combined  xxx.xx  xxx.xx   
 
 
58 
 
 NEDC FC [l/100km]  urban  x.xxx  x.xxx  
extra urban  x.xxx  x.xxx  
combined  x.xxx  x.xxx  
 
4. OVC test results  
4.1. Vehicle High  
4.1.1. CO 2 mass emissions for OVC -HEV  
CO 2 Emission (g/km)  Combined  
(including Ki)  
Ki CO 2 1,xxxx  
MCO2,NEDC_H,test,condition A   
MCO2,NEDC_H,test,condition  B  
MCO2,NEDC_H,test,weighted   
 
4.1.2. Electric energy consumption for OVC -HEV  
Electric energy consumption 
(Wh/km)  Combined  
EC NEDC_H,test,condition A   
EC NEDC_H,test,condition B   
EC NEDC_H,test,weighted   
 
4.1.3. Fuel consumption  (l/100 km)  
Fuel consumption   
(l/100 km)  Combined  
FCNEDC_L,test,condition A   
FCNEDC_L,test,condition B   
FCNEDC_L,test,weighted   
 
4.2. Vehicle Low (if applicable)  
4.2.1. CO 2 mass emissions for OVC -HEV  
CO 2 Emission (g/km)  Combined  
(including Ki)   
 
 
59 
 
 Ki  CO 2 1,xxxx  
MCO2,NEDC_L,test,condition A   
MCO2,NEDC_L,test,condition B   
MCO2,NEDC_L,test,weighted   
 
4.2.2. Electric energy consumption for OVC -HEV  
Electric energy consumption 
(Wh/km)  Combined  
EC NEDC_L,test,condition A   
EC NEDC_L,test,condition B   
EC NEDC_L,test,weighted   
 
4.2.3. Fuel consumption  (l/100 km)  
Fuel consumption   
(l/100 km)  Combined  
FCNEDC_L,test,condition A   
FCNEDC_L,test,condition B   
FCNEDC_L,test,weighted   
 
 
Part II  
The following information, if applicable, is the minimum data required for the ATCT test.  
 
REPORT number  
APPLICANT   
Manufacturer  
  
SUBJECT  
 … 
Roadload family identifier(s)  :  
Interpolation family identifier(s)  :  
Object submitted to tests  
 Make  :  
 IP identifier  :  
CONCLUSION  The object submitted to tests complies with the requirements mentioned in the  
 
 
60 
 
 subject.  
 
PLACE , DD/MM/YYYY  
 
General notes:  
(1) 
If there are several options (references), the one tested should be described in the test report  
If there are not, a single reference to the information document at the start of the test report may be sufficient.  
Every Technical Service is free to include some additional information  
 
(a) Specific to positive ignition engine  
 
(b) Specific to compression ignition engine   
 
 
61 
 
 1. DESCR IPTION OF TESTED VEH ICLE(S): HIGH, LOW A ND M (IF APPLICABLE)  
 
1.1. GENERAL  
Vehicle numbers  : Prototype number and VIN  
Category  :  
Number of seats including the driver  :  
Bodywork  :  
Drive wheels  :   
 
1.1.1. Powertrain Architecture  
Powertrain architecture  : pure ICE , hybrid, electric or fuel cell  
 
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable)  
For more than one ICE, please repeat the point  
Make  :  
Type  :  
Working principle  : two/four stroke  
Cylinders number and arrangement  :     
Engine capacity (cm3) :   
Engine idling speed (min-1) :  ±  
High engine idling speed (min-1) (a) :  ± 
Rated engine power  :  kW At  rpm 
Maximum net torque  :  Nm At  rpm 
Engine lubricant  : make and type  
Cooling system  : Type: air/water/oil  
Insulation  : material, amount, location, volume and weight  
 
 
1.1.3. TEST FUEL for type 1 test (if applicable)  
For more than one test fuel, please repeat the point  
 
 
1.1.4. FUEL FEED SYSTEM (if applicable)  
For more than one fuel feed system, please repeat the point  Make  :  
Type  : Petrol E10 -  Diesel B7 – LPG – NG - … 
Density at 15°C  :  
Sulphur content  : Only for Diesel B7 and Petrol E10  
Annex IX  :  
Batch number  :  
Willans factors (for ICE) for CO 2 emission 
(gCO 2/MJ)  :   
 
 
62 
 
 Direct injection  : yes/no or description  
Vehicle fuel type  : Monofuel / bifuel / flex fuel  
Control unit  
Part reference  : same as information document  
Software tested  : read via scantool, for example  
Air flowmeter  :  
Throttle body  :  
Pressure sensor  :  
Injection pump  :  
Injector(s)  :  
 
1.1.5. INTAKE SYSTEM (if applicable)  
For more than one intake system, please repeat the point  
Pressure charger  
 : Yes/no  
make & type (1)  
Intercooler  
 : yes/no  
type (air/air – air/water) (1)  
Air filter (element) (1)  : make & type  
Intake silencer (1)  : make & type  
 
 
1.1.6. E XHAUST SYSTEM AND ANTI -EVAPORATIVE SYSTEM (if applicable)  
For more than one, please repeat the point  
First catalytic converter  
 : make & reference  (1) 
principle: three way / oxidising / NOx trap / Nox 
storage system / Selective Catalyst Reduction…  
 
Second catalytic converter  : make & reference  (1) 
principle: three way / oxidising / NOx trap / Nox 
storage system / Selective Catalyst Reduction…  
 
Particulate trap  
 : with/without/not applicable  
catalysed: yes/no  
make & reference (1) 
 
Reference and position of oxygen sensor(s)  
 : before catalyst / after catalyst  
 
Air injection  
 : with/without/not applicable  
EGR  
 : with/without/not applicable  
cooled/non -cooled  
HP/LP  
 
Evaporative emission control system  
 : with/without/not applicable  
Reference and position of NOx sensor(s)  : Before/ after    
 
 
63 
 
  
General description (1)  
 :  
 
 
1.1.7. HEAT STORAGE DEVICE (if applicable)  
For more than one Heat Storage System, please repeat the point  
Heat storage device  : yes/no  
Heat capacity (enthalpy stored J)  
  :  
Time for heat release (s)  :  
 
1.1.8. TRANSMISSION (if applicable)  
For more than one Transmission, please repeat the point  
Gearbox  
 : manual / automatic / continuous variation  
 
Gear shifting procedure  
Predominant mode  : yes/no  
normal / drive / eco/…  
Best case mode for CO 2 emissions and fuel 
consumption (if applicable)  :  
Worst case mode for CO 2 emissions and fuel 
consumption (if applicable)  :  
Control unit  :  
Gearbox lubricant  : make and type  
Tyres  
 
Make  :  
Type  :  
Dimensions front/rear  
 :  
Circumference (m)  :  
Tyre pressure (kPa)  
 :  
 
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1000 (min-1)) (V 1000) for 
each of the gearbox ratios (R.B.).  
 
R.B.  R.P. R.T.  V1000 
1st 1/1   
2nd 1/1   
3rd 1/1   
4th 1/1   
5th 1/1   
…     
 
 
64 
 
     
 
1.1.9. ELECTRIC MACHINE (if applicable)  
For more than one electric machine , please repeat the point  
Make  :  
Type  :  
Peak Power  :  
 
1.1.10. TRACTION REESS (if applicable)  
For more than one traction REESS, please repeat the point  
Make  :  
Type  :  
Capacity  :  
Nominal Voltage  :  
 
1.1.11. POWER ELECTRONICS (if applicable)  
Can be more than one PE (propulsion converter, low voltage system or charger)  
Make  :  
Type  :  
Power  :  
 
1.2. VEHICLE DESCRIPTION  
1.2.1. MASS  
 
 
Test mass of VH (kg)  :  
 
 
1.2.2. ROAD LOAD PAR AMETERS  
f0 (N) :  
f1 (N/(km/h))  :  
f2 (N/(km/h)²)  :  
f2_TReg (N/(km/h)²)  :  
Cycle energy demand (J)   :  
Road load test report reference  :  
Road load family’s identifier  :  
 
 
1.2.3. CYCLE SELECTI ON PARAMETERS  
Cycle (without downscaling)  : Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in running order 
(PMR)(W/kg)  : (if applicable) 
Capped speed process used during measurement  : yes/no  
Maximum speed of the vehicle  :  
Downscaling (if applicable)  : yes/no   
 
 
65 
 
 Downscaling factor fdsc  :  
Cycle distance (m)  :  
Constant speed (in the case of the shortened test procedure)  : if applicable  
 
1.2.4. GEAR SHIFT PO INT (IF APPLICABLE)    
Gear shifting  : Average gear for v ≥ 1 km/h,  rounded to four 
places of decimal  
nmin drive(rpm)  
1st gear  : …min -1 
1st gear to 2nd  : …min -1 
2nd gear to standstill  : …min -1 
2nd gear  : …min -1 
3rd gear and beyond  : …min -1 
Gear 1 excluded  : yes/no  
n_95_high for each gear  : …min -1 
n_min_drive_set  for acceleration/constant speed phases 
(n_min_drive_up)  : …min -1 
n_min_drive_set  for deceleration phases 
(nmin_drive_down)  : …min -1 
t_start_phase  : …s 
n_min_drive_start  : …min -1 
n_min_drive_up_start  : …min -1 
use of ASM  : yes/no  
ASM values  :  
 
 
2. TEST RESULTS  
Method of chassis dyno setting  : Fixed run / iterative / alternative with 
its own warmup cycle  
Dynamometer in 2WD/4WD operation  : 2WD/4WD  
For 2WD operation, was the non -powered axle rotating  : yes/no/not applicable  
Dynamometer operation mode   yes/no  
Coastdown mode  : yes/no  
2.1 TEST AT 14°C                                                                                        Date of tests  :  (day/month/year)  
Place of the test  :  
Height of the lower edge above ground of cooling fan (cm)  :  
Lateral position of fan centre (if modified as request by the 
manufacturer)  : in the vehicle centre -line/…  
Distance from the front of the vehicle (cm)  :  
IWR: Inertial Work Rating (%)  : x,x 
RMSSE: Root Mean Squared Speed Error (km/h)  : x,xx 
Description of the accepted deviation of the driving cycle  : PEV before break off criteria   
 
 
66 
 
 or 
Fully operated acceleration pedal  
2.1.1. P ollutant emissions of vehicle with at least one combustion engine, of NOVC -HEVs and of OVC -HEVs in  case of a 
charge -sustaining   
  
Pollutants  CO THC (a)  NMHC 
(a) NO x THC+NOx 
(b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.1011/km)  
Measured values         
Limit values         
 
2.1.2. CO 2 emission of vehicle with at least one combustion engine, of NOVC -HEV and of OVC -HEV in case of a 
charge -sustaining tests  
 
IWR: Inertial Work Rating (%)  : x,x 
RMSSE: Root Mean Squared Speed Error (km/h)  : x,xx 
 
Description of the accepted deviation of the driving cycle  : Fully operated acceleration pedal  
 
 
CO 2 emission (g/km)  Low Medium  High  Extra High  Combined  
Measured value M CO2,p,1       - 
Measured Speed  and distance 
corrected value M CO2,p,1b  / M CO2,c,2       
RCB correction coefficient (2)       
MCO2,p,3 / MCO2,c,3       
(2) correction as referred to in Sub -Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K CO2 for HEVs  
 
2.2  TEST AT 23°C  
Provide information or refer to type 1 test report  
Date  of tests  :  (day/month/year)  
Place of the test  :  
Height of the lower edge above ground of cooling fan (cm)  :  
Lateral position of fan centre (if modified as request by the 
manufacturer)  : in the vehicle centre -line/…  
Distance from the front of the vehicle (cm)  :  
IWR: Inertial Work Rating (%)  : x,x 
RMSSE: Root Mean Squared Speed Error (km/h)  : x,xx 
Description of the accepted deviation of the driving cycle  : PEV before break off criteria  
or 
Fully operated acceleration pedal  
2.2.1. P ollutant emissions of vehicle with at least one combustion engine, of NOVC -HEVs and of OVC -HEVs in case of a 
charge -sustaining   
 
Pollutants  CO THC (a)  NMHC NO x THC+NOx Particulate Particle  
 
 
67 
 
 (a) (b) Matter  Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.1011/km)  
Final values         
Limit values         
 
 
2.2.2. CO 2 emission of vehicle with at least one combustion engine, of NOVC -HEV and of OVC -HEV in case of a 
charge -sustaining tests  
 
IWR: Inertial Work Rating (%)  : x,x 
RMSSE: Root Mean Squared Speed Error (km/h)  : x,xx 
Description of the accepted deviation of the driving cycle  : PEV before break off criteria  
or 
Fully operated acceleration pedal  
 
 
CO 2 emission (g/km)  Low Medium  High  Extra High  Combined  
Measured value M CO2,p,1       - 
Measured Speed  and distance 
corrected value M CO2,p,1b  / M CO2,c,2       
RCB correction coefficient (2)       
MCO2,p,3 / MCO2,c,3       
(2) correction as referred to in Sub -Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K CO2 for HEVs  
 
2.3 CONCLUSION  
CO 2 emission (g/km)  Combined  
ATCT (14°C) MCO2,Treg   
Type 1 (23°C) MCO2,23°   
Family correction factor (FCF)   
 
2.4. TEMPERATURE INFORMATION of the reference Vehicle after 23°C test  
Worst case approach vehicle cool down  : yes/no (3)  
ATCT family composed of a single Interpolation family  : yes/no (3)  
Engine coolant temperature at the end of soaking time (°C)  :  
Average soak area temperature over the 3 last hours (°C)  :  
Difference  between engine coolant end temperature and average 
soak area temperature of the last 3 hours ∆ T_ATCT  (°C) :  
The minimum soaking time t soak_ATCT  (s) :  
Location of temperature sensor  :  
Measured engine temperature  : oil/coolant  
 
(3) if “yes” then the six last lines are not applicable    
 
 
68 
 
  
 
Appendix 8b  
Road Load Test Report  
 
The following information, if applicable, is the minimum data required for the road load determination test.  
 
 
REPORT number  
APPLICANT   
Manufacturer  
  
SUBJECT  
 Determination of a vehicle road load /…  
Roadload family identifier  :  
Object submitted to tests  
 Make  :  
 Type  :  
CONCLUSION  The object submitted to tests complies with the requirements mentioned in the 
subject.  
 
PLACE , DD/MM/YYYY  
1. CONCERNED VEHICLE (S) 
 
Make(s) concerned  :  
Type(s) concerned  :  
Commercial description  :  
Maximal speed (km/h)  :  
Powered axle(s)  :  
 
2. DESCRIPTION OF TE STED VEHICLES  
If no interpolation: the worst -case vehicle (regarding energy demand) shall be described  
 
2.1. Wind tunnel method  
 
Combination with  : Flat belt dynamometer / chassis dynamometer  
 
2.1.1 General  
 Wind tunnel  Dynamometer  
 HR LR HR LR 
Make      
Type      
Version      
Cycle energy demand over a 
complete WLTC Class 3 cycle (kJ)       
 
 
69 
 
 Deviation from production series  - -   
Mileage (km)  - -   
 
Or (in case of roadload matrix family):  
 
The manufacturer and the type approval authority shall agree which vehicle test model is representative.  
The vehicle parameters test mass, tyre rolling resistance and frontal area of both a vehicle HM and LM shall be determined in  such a 
way that vehicle HM produces the highes t cycle energy demand and vehicle LM the lowest cycle energy demand from the road load 
matrix family. The manufacturer and the type approval authority shall agree on the vehicle parameters for vehicle HM and LM.  
The road load of vehicles HM and LM of the r oad load matrix family shall be calculated in accordance with  point 5.1. of Sub -Annex 
4 of Annex XXI  to Regulation (EU) 2017/1151 . 
 
Make  :  
Type  :  
Version  :  
Cycle energy demand over a complete 
WLTC  :  
Deviation from production series  :  
Mileage (km)  :  
 
2.1.2 Masses  
 Dynamometer  
 HR LR 
Test mass (kg)    
Average mass m av(kg)   
Value of m r (kg per axle)    
Category M vehicle:  
proportion of the vehicle mass in running order on the front axle (%)    
Category N vehicle:  
weight distribution (kg or %)    
 
Or (in case of roadload matrix family):  
 
Test mass (kg)  :  
Average mass mav(kg)  : (average before and after the test)  
Technically permissible maximum laden mass  :  
Estimated arithmetic average of the mass of optional equipment  :  
Category M vehicle:  
proportion of the vehicle mass in running order on the front axle (%)  :  
Category N vehicle:  
weight distribution (kg or %)  :  
 
2.1.3 Tyres  
 Wind tunnel  Dynamometer  
 HR LR HR LR 
Size designation      
Make      
Type      
Rolling resistance   
 
 
70 
 
 Front (kg/t)  - -   
Rear (kg/t)  - -   
Tyre pressure  
Front (kPa)  - -   
Rear (kPa)  - -   
 
Or (in case of roadload matrix family):  
Size designation  
Make  :  
Type  :  
Rolling resistance  
Front (kg/t)  :  
Rear (kg/t)  :  
Tyre pressure  
Front (kPa)  :  
Rear (kPa)  :  
 
 
2.1.4. Bodywork  
 
 Wind tunnel  
 HR LR 
Type  AA/AB/AC/AD/AE/AF 
BA/BB/BC/BD   
Version    
Aerodynamic devices  
Movable aerodynamic body parts  y/n and list if applicable   
Installed aerodynamic options list    
Delta ( CD × Af)LH compared to H R (m2)  -  
 
Or (in case of roadload matrix family):  
Body shape description  : Square box (if no representative body shape for a complete vehicle can 
be determined)  
Frontal area Afr  :  
 
 
2.2 ON ROAD  
 
2.2.1. General  
 HR LR 
Make    
Type    
Version    
Cycle energy demand over a 
complete WLTC Class 3 cycle (kJ)    
Deviation from production series    
Mileage    
 
Or (in case of roadload matrix family):  
 
The manufacturer and the type approval authority shall agree which vehicle test model is representative.   
 
 
71 
 
 The vehicle parameters test mass, tyre rolling resistance and frontal area of both a vehicle HM and LM shall be determined in suc h a 
way that vehicle HM produces the highest cycle energy demand and vehicle LM the lowest cycle energy demand from the road load  
matrix family. The manufacturer and the type approval authority shall agree on the vehicle parameters for vehicle HM and LM.  
The road load of vehicles HM and LM of the road load matrix family shall be calculated in accordance with  point 5.1. of Sub -Annex 
4 of Annex XXI  to Regulation (EU) 2017/1151 . 
 
Make  :  
Type  :  
Version  :  
Cycle energy demand over a complete 
WLTC  :  
Deviation from production series  :  
Mileage  :  
 
2.2.2 Masses  
 HR LR 
Test mass (kg)    
Average mass m av(kg)   
Value of m r (kg per axle)    
Category M vehicle:  
proportion of the vehicle mass in running order on the front axle (%)    
Category N vehicle:  
weight distribution (kg or %)    
 
Or (in case of roadload matrix family):  
Test mass (kg)  :  
Average mass mav(kg)  : (average before and after the test)  
Technically permissible maximum laden mass  :  
Estimated arithmetic average of the mass of optional equipment  :  
Category M vehicle:  
proportion of the vehicle mass in running order on the front axle (%)    
Category N vehicle:  
weight distribution (kg or %)    
 
2.2.3 Tyres  
 HR LR 
Size designation    
Make    
Type    
Rolling resistance  
Front (kg/t)    
Rear (kg/t)    
Tyre pressure  
Front (kPa)    
Rear (kPa)    
 
Or (in case of roadload matrix family):  
Size designation  :  
Make  :   
 
 
72 
 
 Type  :  
Rolling resistance  
Front (kg/t)  :  
Rear (kg/t)  :  
Tyre pressure  
Front (kPa)  :  
Rear (kPa)  :  
 
2.2.4. Bodywork  
 HR LR 
Type  AA/AB/AC/AD/AE/AF 
BA/BB/BC/BD   
Version    
Aerodynamic devices  
Movable aerodynamic body parts  y/n and list if applicable   
Installed aerodynamic options list    
Delta ( CD ×Af)LH compared to H R (m2)  -  
 
Or (in case of roadload matrix family):  
Body shape description  : Square box (if no representative body shape for a complete vehicle can 
be determined)  
Frontal area A fr :  
 
 
2.5. POWERTRAIN  
2.5.1. Vehicle High  
Engine code  :  
Transmission type  : manual, automatic, CVT  
Transmission model  
(manufacturer's codes)  : (torque rating and no of clutches  to be included in info 
doc) 
Covered transmission models  
(manufacturer's codes)  :  
Engine rotational speed divided by vehicle 
speed  : 
Gear  Gear ratio  N/V ratio  
1st 1/..  
2nd 1..  
3rd 1/..  
4th 1/..  
5th 1/..  
6th  1/..  
..   
..   
 
Electric machine(s) coupled in position N  : n.a. (no electric machine or no coastdown mode)  
Type and number of electric machines  : construction type: asynchronous/ synchronous…  
Type of coolant  : air, liquid,…  
 
2.5.2. Vehicle Low  
Repeat §2.5.1. with VL data  
  
 
 
73 
 
 2.6. TEST RESULTS  
2.6.1. Vehicle High  
Dates of tests  : dd/mm/yyyy (wind tunnel)  
dd/mm/yyyy (dynamometer)  
or 
dd/mm/yyyy (on road)  
 
ON ROAD  
Method of the test  : coastdown  
or torque meter method  
Facility (name / location / track's reference)  :  
Coastdown mode  : y/n 
Wheel alignment  : Toe and camber values  
Maximum reference speed (km/h)  
 :  
Anemometry  : stationary  
or on board: influence of anemometry ( CD × A) and if it was 
corrected.  
Number of split(s)  :  
Wind  : average, peaks and direction in conjunction with direction of 
the test track  
Air pressure  :  
Temperature (mean value)  :  
Wind correction  : y/n 
Tyre pressure adjustment  : y/n 
Raw results  
 : Torque method:  
c0 = 
c1 = 
c2 = 
 
Coastdown method:  
f0 
f1 
f2  
Final results   Torque method:  
c0 = 
c1 = 
c2 = 
and 
f0 = 
f1 = 
f2 = 
 
Coastdown method:  
f0 = 
f1 = 
f2 = 
 
Or 
   
 
 
74 
 
 WIND TUNNEL METHOD  
Facility (name/location/dynamometer's 
reference)  :  
Qualification of the facilities  : Report reference and date  
Dynamometer  
      Type of dynamometer  : flat belt or chassis dynamometer  
      Method  : stabilised speeds or deceleration method  
 
      Warm up  : warm -up by dyno or by driving the vehicle  
      Correction of the roller curve  
 : (for chassis dynamometer, if applicable)  
      Method of chassis dynamometer setting  : Fixed run / iterative / alternative with its own warmup cycle  
Measured aerodynamic drag coefficient 
multiplied by the frontal area  : Velocity (km/h)  CD × A (m²)  
… … 
… … 
 
Result  : f0 = 
f1 = 
f2 = 
 
 
Or 
 
ROAD LOAD MATRIX ON ROAD  
Method of the test  : coastdown  
 or torque meter method  
Facility (name/location/track's reference)  :  
Coastdown mode  : y/n 
Wheel alignment  : Toe and camber values  
Maximum reference speed (km/h)  
 :  
Anemometry  : stationary  
or on board: influence of anemometry ( CD × A) and if it was 
corrected.  
Number of split(s)  :  
Wind  : average, peaks and direction in conjunction with direction of 
the test track  
Air pressure  :  
Temperature (mean value)  :  
Wind correction  : y/n 
Tyre pressure adjustment  : y/n 
Raw results  
 : Torque method:  
c0r = 
c1r = 
c2r = 
 
Coastdown method:  
f0r =  
 
 
75 
 
 f1r = 
f2r = 
Final results   Torque method:  
c0r = 
c1r = 
c2r = 
and 
f0r (calculated for vehicle HM) = 
f2r (calculated for vehicle HM) = 
f0r (calculated for vehicle LM) = 
f2r (calculated for vehicle LM) = 
 
Coastdown method:  
f0r (calculated for vehicle HM) = 
f2r (calculated for vehicle HM) = 
f0r (calculated for vehicle LM) = 
f2r (calculated for vehicle LM) = 
 
Or 
 
ROAD LOAD MATRIX WIND TUNNEL METHOD  
Facility (name/location/dynamometer's 
reference)  :  
Qualification of the facilities  : Report reference and date  
Dynamometer  
      Type of dynamometer  : flat belt or chassis dynamometer  
      Method  : stabilised speeds or deceleration method  
 
      Warm up  : warm -up by dyno or by driving the vehicle  
      Correction of the roller curve  
 : (for chassis dynamometer, if applicable)  
      Method of chassis dynamometer setting  : Fixed run / iterative / alternative with its own warmup cycle  
Measured aerodynamic drag coefficient 
multiplied by the frontal area  : Velocity (km/h)  CD × A (m²)  
… … 
… … 
 
Result  : f0r = 
f1r = 
f2r = 
 
f0r (calculated for vehicle H M) = 
f2r (calculated for vehicle H M) = 
f0r (calculated for vehicle L M) = 
f2r (calculated for vehicle L M) = 
  
 
 
76 
 
 2.6.2. Vehicle Low  
Repeat §2.6.1. with VL data  
 
   
 
 
77 
 
 Appendix 8c  
Template for Test Sheet  
 
The test sheet shall include the test data that are recorded, but not included in any test report.  
 
The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.  
 
The following information, if applicable, is the minimum data required for test sheets.  
 
Information from Annex XXI, Sub-Annex  4 to Regulation (EU) 2017/1151  
 
Adjustable wheel alignment parameters  
 :  
The coefficients, c 0, c1 and c 2,  
 
 
The coastdown times measured on the chassis 
dynamometer  
 : 
 
 
: c0 = 
c1 = 
c2 = 
 
Reference speed 
(km/h)  Coastdown time 
(s) 
130  
120  
110  
100  
90  
80  
70  
60  
50  
40  
30  
20  
Additional weight may be placed on or in the vehicle 
to eliminate tyre slippage  
 : weight (kg)  
on/in the vehicle  
The coastdown times after performing the vehicle 
coast down procedure  : Reference speed 
(km/h)  Coastdown time 
(s) 
130  
120  
110  
100  
90  
80  
70  
60   
 
 
78 
 
  50  
40  
30  
20  
Information from Annex XXI, Sub-Annex  5 to Regulation (EU) 2017/1151  
NOx converter efficiency  
Indicated concentrations (a); (b), (c), (d), and the 
concentration when the NOx analyser is in the NO 
mode so that the calibration gas does not pass 
through the converter  
 : (a) = 
(b) = 
(c) = 
(d) = 
Concentration in NO mode  = 
Information from Annex XXI, Sub-Annex  6 to Regulation (EU) 2017/1151  
The distance actually driven by the vehicle  
 :  
For manual shift transmission vehicle, MT vehicle 
that cannot follow the cycle trace:   
The deviations from the driving cycle  
  
 
:  
 
 
Drive trace indices : 
The following indices shall be calculated in 
accordance with  the standard SAE J2951(Revised 
Jan-2014):  
IWR  : Inertial Work Rating  
RMSSE  : Root Mean Squared Speed Error  
  
 
 
: 
: 
: 
: 
: 
:  
Particulate sample filter weighing  
Filter before the test  
Filter after the test  
Reference filter  
  
: 
: 
:  
Content of each of the compounds measured after 
stabilization of the measuring device  
 :  
Regeneration factor determination  
The number of cycles D between two WLTCs where 
regeneration events occur  
The number of cycles over which emission 
measurements are made n  
The mass emissions measurement Msij′ for each 
compound i over each cycle j  
  
: 
 
: 
 
:  
Regeneration factor determination  
The number of applicable test cycles d measured for 
complete regeneration   
:   
 
 
79 
 
  
Regeneration factor determination  
Msi 
Mpi  
Ki  
  
: 
: 
:  
Information from Annex XXI, Sub-Annex  6a to Regulation (EU) 2017/1151  
ATCT  
The air temperature and humidity of the test cell 
measured at the vehicle cooling fan outlet at a 
minimum frequency of 0 ,1 Hz.  
  
 
 
:  
 
Temperature set point = T reg  
Actual temperature value  
± 3 °C at the start of the test  
± 5 °C during the test  
The temperature of the soak area measured 
continuously at a minimum frequency of 0 ,033 Hz.   
  
: Temperature set point = T reg  
Actual temperature value  
± 3 °C at the start of the test  
± 5 °C during the test  
The time of transfer from the preconditioning to the 
soak area  
  
:  
 ≤ 10 minutes  
The time between the end of the Type 1 test and the 
cool down procedure  
The measured soaking time, and shall be recorded  in 
all relevant test sheets.  
  
: 
 
:  
≤ 10 minutes   
 
time between the measurement of the end 
temperature and the end of the Type 1 test 
at 23 °C  
Information from Annex VI  to Regulation (EU) 2017/1151  
Diurnal testing  
Ambient temperature during the two diurnal cycles 
(recorded at least every minute)  :  
Canister puff loss loading  
Ambient temperature during the first 11 -hour profile 
(recorded at least every 10 minutes)  :  
'; 
 
   
 
 
80 
 
 (28)  the following Appendix 8d is added : 
' Appendix 8d   
Evaporative emission test report  
REPORT number  
APPLICANT   
Manufacturer  
  
SUBJECT  
 … 
Evaporative family identifier  :  
Object submitted to tests  
 Make  :  
CONCLUSION  The object submitted to tests complies with the requirements mentioned in the 
subject.  
 
PLACE , DD/MM/YYYY  
 
Every Technical Service is free to include additional information  
 
1. DESCRIPTION OF TESTE D VEHICLE HIGH  
Vehicle numbers  : Prototype number and VIN  
Category  :  
 
1.1. Powertrain Architecture  
Powertrain architecture  : internal combustion, hybrid, electric or fuel cell  
 
1.2. Internal combustion engine  
For more than one ICE, please repeat the point  
Make  :  
Type  :  
Working principle  : two/four stroke  
Cylinders number and arrangement  :    
Engine capacity (cm3) :   
Supercharging  : yes/no  
Direct injection  : yes/no or description  
Vehicle fuel type  : Monofuel / bifuel / flex fuel  
Engine lubricant  : Make and type  
Cooling system  : Type: air/water/oil  
 
1.4. Fuel system   
 
 
81 
 
 Injection pump  :  
Injector(s)  :  
Fuel tank  
Layer(s)  : monolayer/ multilayer  
Material for the fuel  tank : metal / …  
Material for other parts of the fuel 
system  : … 
Sealed  :  yes/no  
Nominal tank capacity (l)  :  
Canister  
Make and type  :  
Type of activated carbon  :  
Volume of charcoal ( l) :  
Mass of charcoal (g)  :  
Declared BWC (g)  : xx,x 
 
2. TEST RESULTS  
2.1. Canister bench ageing  
Date of tests  :  (day/month/year)  
Place of the test  :  
Canister ageing test report  :  
Loading rate  :  
Fuel specification  
Make  :  
Density at 15°C (kg/m3) :  
Ethanol content (%)  :  
Batch number  :   
 
 
82 
 
  
2.2. Determination of the permeability factor (PF)  
Date of tests  :  (day/month/year)  
Place of the test  :  
Permeability factor test report  :  
HC measured at week 3, HC 3W (mg/24h)  : xxx 
HC measured at week 20, HC 20W (mg/24h)  : xxx 
Permeability Factor, PF (mg/24h)  : xxx 
In case of multilayer tanks or metal tanks  
Alternative Permeability Factor, PF (mg/24h)  : yes/no  
 
2.3. Evaporative test  
Date of tests  :  (day/month/year)  
Place of the test  :  
Method of chassis dyno setting  : Fixed run / iterative / alternative with its own 
warmup cycle  
Dynamometer operation mode   yes/no  
Coastdown mode  : yes/no  
 
2.3.1. Mass  
 
 
Test mass of VH (kg)  :  
 
 
2.3.2. Roadload parameters  
f0 (N) :  
f1 (N/(km/h))  :  
f2 (N/(km/h)²)  :  
 
 
2.3.3. Cycle and Gear shift point (if applicable)  
Cycle (without downscaling)  : Class 1 / 2 / 3  
Gear shifting  : Average gear for v ≥ 1 km/h, rounded to four 
places of decimal  
 
2.3.4. Vehicle  
Tested vehicle  : VH or description  
Mileage (km)  :  
Age (weeks)  :  
 
2.3.5. Procedure of test and results   
 
 
83 
 
 Test procedure  : Continuous (sealed fuel tank systems) /  
Continuous (non -sealed fuel tank systems) /   
Stand –alone (sealed fuel tank systems)  
Description of soak periods (time and temperature)  :  
Puff loss loading value (g)  : xx,x (if applicable)  
 
Evaporative test  hot soak,  
MHS 1st 24h  diurnal , M D1 2nd 24h diurnal, M D2 
Mean temperature (°C)   - - 
Evaporative emission (g/test)  x,xxx x,xxx x,xxx 
Final result, MHS+M D1+M D2+(2xPF) (g/test)  x,xx 
Limit (g/test)  2,0'; 
 
 
 
   
 
 
84 
 
 ANNEX  II  
Annex II to Regulation (EU) 2017/1151 is amended as follows:  
(1) The following text is inserted after the title:  
'PART A:'  
(2) Point 1.1. is replaced by the following:  
'1.1. This Part shall apply to M and N1 class I vehicles based on types approved until 31 
December 2018 and registered until 31 August 2019 and to N1 classes II and III and 
N2 vehicles based on types approved until 31 August 2019 and registered until 31 
August 2020 '; 
 
(3) The following  is added:  
'PART  B: 
NEW  IN-SERVICE  CONFORMITY  METHODOLOGY  
 
1. Introduction  
This Part  shall apply to M and N1 class I vehicles based on types approved after 1 January 
2019 and to all vehicles registered after 1 September 2019 and to N1 classes II and III and 
N2 vehicles based on types approved after 1 Sep tember 2019 and registered after 1 
September 2020.  
It sets out the in -service conformity (ISC) requirements for checking compliance against 
the emission limits for tailpipe (including low temperature) and evaporative emissions 
throughout the normal life of the vehicle up to five years or 100 000 km, whiche ver is 
sooner.  
 
2. Process description  
Figure B.1  
Illustration of the in -service conformity process (where GTAA refers to the granting type 
approval authority and OEM refers to the manufacturer)  
 
  
 
 
85 
 
  
 
 
3. ISC family definition  
An ISC family shall be composed of the following vehicles:  
(a) For tailpipe emissions (Type 1 and Type 6 tests), the vehicles covered by the PEMS 
test family, as described in Appendix 7 of Annex IIIa,  
(b) For evaporative emissions (Type 4 test), the vehicles included in the ev aporative 
emission family, as described in Point 5.5 of Annex VI.    
 
4. Information gathering and risk assessment  
The granting type approval authority shall gather all relevant information on possible 
emission non -compliances relevant for deciding which ISC families to check in a particular 
year. The gr anting type -approval authority  shall take into account in particular information 
indicating vehicle types with high emissions in real driving conditions. That information 
shall be obtained through the use of ap propriate methods, including remote sensing, 
simplified on -board emissions monitoring systems (SEMS) and testing with PEMS. The 
number and importance of exceedances observed during such testing may be used to 
prioritise ISC testing.  
Information Gathering  
& Risk Assessment  
(Section 4)  
ISC Testing  
(Section 5)  
Compliance Assessment  
(Section 6)  
Remedial Measures  
(if needed, Section 7)  
 
Reporting  
(Section 8)  
Main Responsibility  
GTAA  
GTAA, OEM  
GTAA + OEM  
GTAA  
GTAA + OEM  
ISC Steps   
 
 
86 
 
 As part of the informa tion provided for the ISC checks, each manufacturer shall report to 
the granting type approval authority on emission -related warranty claims, and any 
emission -related warranty repair works performed or recorded during servicing, in 
accordance with  a format  agreed between the granting type approval authority and the 
manufacturer at type approval. The information shall detail the frequency and nature of 
faults for emissions -related components and systems by ISC family. The reports shall be 
filed at least once  a year for each vehicle ISC family for the duration of the period during 
which in -service conformity checks are to be performed in accordance with Article 9(3).  
On the basis of the information referred to in the first and second paragraphs, the granting 
type approval authority shall assess the risk of an ISC family to not comply with the in -
service conformity rules and on that basis shall take a decision on which families to test 
and which types of tests to perform under the ISC provisions. Additionally, t he granting 
type approval authority may randomly choose ISC families to test.  
 
5. ISC testing  
The manufacturer shall perform ISC testing for tailpipe emissions comprising at least the 
Type 1 test for all ISC families. The manufacturer may also perform RDE, T ype 4 and 
Type 6 tests for all or part of the ISC families. The manufacturer shall report to the 
granting type approval authority all results of the ISC testing using the Electronic Platform 
for in -service conformity described in point 5.9.  
The granting type approval authority shall check an appropriate number of ISC families 
each year, as set out in point 5.4. The granting type approval authority shall include all 
results of the ISC testing in the Electronic Platform for in -service conformity described i n 
point 5.9.  
Accredited laboratories or technical services may perform checks on any number of ISC 
families each year. The accredited laboratories or technical services shall report to the 
granting type approval authority all results of the ISC testing usi ng the Electronic Platform 
for in -service conformity described in point 5.9.  
 
5.1. Quality assurance of testing  
Inspection bodies and laboratories performing ISC checks, that are not a designated 
technical service, shall be accredited pursuant to Regulation (EC ) 765/2008 of the 
European Parliament and the Council4.  
                                                            
4  Regulation (EC)  No 765/2008 of the European Parliament and of the Council of 9 July 2008 setting out the 
requirements for accredi tation and market surveillance relating to the marketing of products and repealing 
Regulation (EEC)  No 339/93 (OJ  L 218, 13.8.2008, p. 30).   
 
 
87 
 
 The granting type approval authority shall annually audit the ISC checks performed by the 
manufacturer. The granting type approval authority may also audit the ISC checks 
performed by accredited labo ratories and technical services. The audit shall be based on 
the information provided by the manufacturers, accredited laboratory or technical service 
which shall include at least the detailed ISC report in accordance with Appendix 3. The 
granting type app roval authority may require the manufacturers, accredited laboratories or 
technical services to provide additional information.  
 
5.2. Disclosure of tests results by accredited laboratories and technical services  
The granting type approval authority shall communicate the results of the compliance 
assessment and remedial measures for a particular ISC family to the accredited laboratories 
or technical services which provided test results for that family as soon as th ey become 
available.  
The results of the tests, including the detailed data for all vehicles tested,  may only be 
disclosed to the public after the publication by the granting type approval authority of the 
annual report or the results of an individual ISC procedure or after the closure of the 
statistical procedure (see point 5.10 .) without a result. If the results of the ISC tests are 
published, reference shall be made to the annual report by the granting type approval 
authority which included them.  
 
5.3. Types of tests  
ISC testing shall only be performed on vehicles selected in accordance with Appendix 1.  
ISC testing with the Type 1 test shall be performed in accordance with Annex XXI.  
ISC testing with the RDE tests shall be performed in accordance with Annex IIIA, Type 4 
tests shall be performed in accordance with Appendix 2 to this Annex and Type 6 tests 
shall be performed in accordance with Annex VIII.   
 
5.4. Frequency and scope of ISC testing  
The time period between commencing two in -service conformity checks by the 
manufacturer for a given ISC family shall not exceed 24 months.  
The frequency of ISC testing performed by the granting type approval authority shall be 
based on a risk assessment methodology consistent with the international standard ISO 
31000: 2018 — Risk Management — Principles and guidelines. As of  1 January 2020, 
granting type approval authorities shall perform the Type 1 and RDE tests on a minimum 
of 5% of the ISC families per manufacturer per year or at least two ISC families per  
 
 
88 
 
 manufacturer per year, where available. The granting type approval authority shall ensure 
the widest possible coverage of ISC families, taking into account the results of the risk 
assessment referred to in the third paragraph of point 4. The granting type approval 
authorit y shall complete the statistical procedure for each ISC family it has started within 
12 months.  
Type 4 or Type 6 ISC tests shall have no minimum frequency requirements.  
 
5.5. Funding  for ISC testing by the granting type approval authorities  
Funding for the in  service conformity testing performed by the granting type approval 
authorities shall be provided for by the manufacturer.  
 
5.6. Testing plan  
When performing RDE testing for ISC, the granting type approval authority shall draft a 
testing plan. That plan shall i nclude testing covering the widest possible set of testing 
conditions in accordance with Annex IIIA.  
 
5.7. Selection of vehicles for ISC testing  
The information gathered shall be sufficiently comprehensive to ensure that in -service 
performance can be assessed for vehicles that are properly maintained and used. The tables 
in Appendix 1 shall be used to decide whether the vehicle can be selected for the purposes 
of ISC testing. During the check against the tables in Appendix 1, some vehicles may be 
declared as fa ulty and not tested during ISC, when there is evidence that parts of the 
emission control system were damaged.  
The same vehicle may be used to perform and establish reports from more than one type of 
tests (Type 1, RDE, Type 4, Type 6) but only the first v alid test of each type shall be taken 
into account for the statistical procedure.  
 
5.7.1.  General requirements  
The vehicle shall belong to an ISC family as described in point 3 and shall comply with the 
checks set out in the table in Appendix 1. It shall be registered in the Union and have been 
driven in the Union for at least 90  % of its driving time. The emissions testing may be done 
in a different geographical region from that where the vehicles have been selected.  
The vehicles selected shall be accompanie d by a maintenance record which shows that the 
vehicle has been properly maintained and has been serviced in accordance with the  
 
 
89 
 
 manufacturer’s recommendations with only original parts used for the replacement of 
emissions related parts.  
Vehicles exhibitin g indications of abuse, improper use that could affect its emissions 
performance, tampering or conditions that may lead to unsafe operation shall be excluded 
from ISC.  
The vehicles shall not have undergone aerodynamic modifications that cannot be removed 
prior to testing.  
A vehicle shall not be excluded from ISC testing if the information stored in the on -board 
computer shows that the vehicle was operated after a fault code was displayed and a repair 
was not carried out in accordance with  manufacturer spec ifications.  
A vehicle shall be excluded from ISC testing if the fuel from the vehicle tank does not meet 
the applicable standards laid down in Directive 98/70/EC of the European Parliament and 
of the Council5 or if there is evidence or record of fuelling with the wrong type of fuel.  
 
5.7.2.  Vehicle Examination and Maintenance  
Diagnosis of faults and any normal maintenance necessary in accordance with Appendix 1 
shall be performed on vehicles accepted for testing, pr ior to or after proceeding with ISC 
testing.  
The following checks shall be carried out: OBD checks (performed before or after the test), 
visual checks for lit malfunction indicator lamps, checks on air filter, all drive belts, all 
fluid levels, radiator a nd fuel filler cap, all vacuum and fuel system hoses and electrical 
wiring related to the after -treatment system for integrity; checks on ignition, fuel metering 
and pollution control device components for maladjustments and/or tampering.  
If the vehicle i s within 800 km of a scheduled maintenance service, that service shall be 
performed.  
The window washer fluid shall be removed before the Type 4 test and replaced with hot 
water.  
A fuel sample shall be collected and kept in accordance with the requirements  of Annex 
IIIA for further analysis in case of fail.  
All faults shall be recorded. When the fault is on the pollution control devices then the 
vehicle shall be reported as faulty and not be used further for testing, but the fault shall be 
taken into accou nt for the purposes of the compliance assessment performed in accordance 
with point 6.1.  
                                                            
5  Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the quality 
of pe trol and diesel fuels and amending Council Directive 93/12/EEC, (OJ L 350), p. 58.  
 
 
90 
 
  
5.8. Sample size  
When manufacturers apply the statistical procedure set out in point 5.10 for the Type 1 test, 
the number of sample lots shall be set on the basis of the annual sales volume of an in -
service family in the Union, as described in the following table:  
Table B.1: Number of sample lots for ISC testing with Type 1 tests  
EU Registrations per 
calendar year of vehicles in 
the sampling period  Number of sample lots  
(for Type 1 tests)  
up to 100000  1 
100001 to 200000  2 
above 200000  3 
Each sample lot shall include enough vehicle types, in order to ensure that at least 20% of 
the total family sales are covered. When a family requires more than one sample lot to be 
tested, the vehicles in the second and third sample lots shall reflect different vehicle use 
conditions from those selected for the first sample.  
 
5.9. Use of the Electronic Platform for in -service conformity and access to data required for 
testing  
The Commission shall set up an electronic platform in order to facilitate the exchange of 
data between on the one side, the manufacturers, accredited labs or technical services and on 
the other side the granting type approval authority and the taking of th e decision on the 
sample fail or pass.  
The type -approval authority which grants the emission type -approval shall complete the 
Transparency list 1 set out in table 1 of Appendix 5 in accordance with the package on 
Testing Transparency and upload it to the Electronic Platform for in -service conformity.  
All information on Transparency list 1 of Appendix 5 shall be accessible to the public in an 
electronic form free of charge.  
The type -approval authority which grants the whole vehicle type -approval shall comp lete 
Transparency list 2 set out in table 2 of Appendix 5  in accordance with the package on 
Testing Transparency  and upload it to the Electronic Platform for in -service conformity.   
 
 
91 
 
 The information on the Transparency list 2 shall be also accessible to the  public in an 
electronic form free of charge. It shall be used in order to allow the selection of vehicles 
from the same family for testing and along with the Transparency list 1 provide sufficient 
information for vehicles to be tested.  
The following info rmation  shall also be part of the package on Testing Transparency  and  
shall be provided by the manufacturer free -of-charge within 2 days of the request by an 
accredited lab or technical service.  
ID Input  Description  
1. Special Procedure for conversion 
of vehicles (4WD to 2WD) for 
dyno testing if available  As defined in Sub -Annex 6; point 2.4.2. 4. 
2. Dyno mode instructions, if 
available  How to enable the dyno mode as done also during 
TA tests  
3. Coastdown mode used during the 
TA tests  If the vehicle has coastdown mode instructions how 
to enable this mode  
4. Battery discharge procedure  
(OVC -HEV, PEV)  OEM procedure to deplete battery for preparing 
OVC -HEV for charge sustaining tests, and PEV to 
charge the battery  
5. Procedure to deactivate all 
auxiliaries  If used during TA  
 
5.10. Statistical Procedure  
5.10.1.  General  
The verification of in -service conformity shall rely on a statistical method following the 
general principles of sequential sampling for inspection by attributes. The minimum 
sample size for a pass result is three vehicles, and the maximum cumulative sampl e size is 
ten vehicles for the Type 1 and RDE tests.  
For the Type 4 and Type 6 tests a simplified method may be used, where the sample shall 
consist of three vehicles and shall be considered a fail if all three vehicles fail to pass the 
test, and a pass i f all three vehicles pass the test. In cases where two out of three passed or 
failed, the type approval authority may decide to conduct further tests or proceed with 
accessing the compliance in accordance with point 6.1.  
Test results shall not be multiplie d by deterioration factors.   
 
 
92 
 
 For vehicles that have a Declared Maximum RDE Values reported in point 48.2 of the 
Certificate of Conformity, as described in Annex IX of Directive 2007/46/EC which is 
lower than the emission limits set out in Annex I to Regulat ion (EC) No 715/2007, the 
conformity shall be checked both against the Declared Maximum RDE Value multiplied 
by the margin set out in point 2.1.1 of Annex IIIA and the not -to-exceed limit set out in in 
section 2.1. of that Annex. If the sample is found not  to conform with the Declared 
Maximum RDE Values increased by the applicable measurement uncertainty margin, but 
pass with the not -to-exceed limit, the granting type approval authority shall require the 
manufacturer to take corrective actions.  
Prior to th e performance of the first ISC test, the manufacturer, accredited laboratory or 
technical service ("party") shall notify the intent of performing in -service conformity 
testing of a given vehicle family to the granting type approval authority. Upon this 
notification, the granting type approval authority shall open a new statistical folder to 
process the results for each relevant combination of the following parameters for that 
particular party/or that pool of parties: vehicle family, emissions test type and pollutant.  
Separate statistical procedures shall be opened for each relevant combination of those 
parameters.  
The granting type approval authority shall incorporate in each statistical folder only the 
results provided by the relevant party. The granting t ype approval authority shall keep a 
record of the number of tests performed, the number of failed and passed tests and other 
necessary data to support the statistical procedure.  
Whereas more than one statistical procedure can be open at the same time for a given 
combination of test type and vehicle family, a party shall only be allowed to provide test 
results to one open statistical procedure for a given combination of test type and vehicle 
family. Each test shall be reported only once and all tests (valid , not valid, fail or pass, etc.) 
shall be reported.  
Each ISC statistical procedure shall remain open until an outcome is reached when the 
statistical procedure arrives to a pass or fail decision for the sample in accordance point 
5.10.5. However, if an out come is not reached within 12 months of the opening of a 
statistical folder, the granting type approval authority shall close the statistical folder 
unless it decides to complete testing for that statistical folder within the following 6 
months.  
 
5.10.2.  Pooling o f ISC results  
Test results from two or more accredited laboratories or technical services may be pooled 
for the purposes of a common statistical procedure. The pooling of test results shall require 
the written consent from all the interested parties provid ing test results to a pool of results, 
and a notification to the granting type approval authority prior to the start of testing. One of  
 
 
93 
 
 the parties pooling test results shall be designated as leader of the pool and be responsible 
for data reporting and com munication with the granting type approval authority.  
 
5.10.3.  Pass/Fail/Invalid outcome for a single test  
An ISC emissions test shall be considered as 'passed' for one or more pollutants when the 
emissions result is equal or below the emission limit set out in A nnex I of Regulation (EC) 
No 715/2007 for that type of test.  
An emissions test shall be considered as 'failed' for one or more pollutants when the 
emissions result is greater than the corresponding emission limit for that type of test. Each 
failed test re sult shall increase the 'f' count (see point 5.10.5) by one for that statistical 
instance.  
An ISC emissions test shall be considered invalid if it does not respect the test requirements 
referred to in point 5.3. Invalid test results shall be excluded from the statistical procedure.  
The results of all ISC tests shall be submitted to the granting  type approval authority within 
ten working days from the execution of each test. The test results shall be accompanied by 
a comprehensive test report at the end of the tests. The results shall be incorporated in the 
sample in chronological order of execut ion.  
The granting type approval authority shall incorporate all valid emission test results to the 
relevant open statistical procedure until a ‘sample fail’ or a ‘sample pass’ outcome is 
reached in accordance with point 5.10.5.  
 
5.10.4.  Treatment of Outliers  
The presence of outlying results in the sample statistical procedure may lead to a ‘fail’ 
outcome in accordance with the procedures described below:  
Outliers shall be categorised as intermediate or extreme.  
An emissions test result shall be considered as an i ntermediate outlier if it is equal or 
greater than 1.3 times the applicable emission limit. The presence of two such outliers in a 
sample shall lead to a fail of the sample.  
An emissions result shall be considered as an extreme outlier if it is equal or g reater than 
2.5 times the applicable emission limit. The presence of one such outlier in a sample shall 
lead to a fail of the sample. In such case, the plate number of the vehicle shall be 
communicated to the manufacturer and to the granting type approval authority. This 
possibility shall be communicated to the vehicle owners before testing.  
  
 
 
94 
 
 5.10.5.  Pass/Fail decision for a sample  
For the purposes of deciding on a pass/fail result for the sample, 'p' is the count of passed 
results, and 'f' is the count of failed r esults. Each passed test result shall increase the p 
count by one and each failed test result shall increase the 'f' count by one for the relevant 
open statistical procedure.  
Upon the incorporation of a valid emission test results to an open instance of t he statistical 
procedure, the type approval authority shall perform the following actions:   
 update the cumulative sample size 'n' for that instance to reflect the total 
number of valid emissions tests incorporated to the statistical procedure;  
 following an evaluation of the results, update the count of passed results 'p' 
and the count of failed results 'f';  
 compute the number of extreme and intermediate outliers in the sample in 
accordance with point 5.10.4.  
 check whether a decision is reached with the pr ocedure described below.  
 
The decision depends on the cumulative sample size 'n', the passed and failed result counts 
'p' and 'f', as well as the number of intermediate and/or extreme outliers in the sample. For 
the decision on a pass/fail of an ISC sample  the granting type approval authority shall use 
the decision chart in Figure B.2 for vehicles based on types approved as of 1 January 2020 
and the decision chart in Figure B.2.a for vehicles based on types approved until 31 
December 2019. The charts indica te the decision to be taken for a given cumulative sample 
size 'n' and failed count result 'f'.  
Two decisions are possible for a statistical procedure for a given combination of vehicle 
family, emissions test type and pollutant:  
‘Sample pass’ outcome shall  be reached when the applicable decision chart from Figure 
B.2 or Figure B.2.a gives a "PASS" outcome for the current cumulative sample size 'n' and 
the count of failed results 'f'.  
‘Sample fail’ decision shall be reached when, for a given cumulative sample size n, when 
at least one of the following conditions is fulfilled:  
 the applicable decision chart from Figure B.2 or Figure B.2.a gives a "FAIL" 
decision for the current cumulative sample size 'n' and the count of failed 
results 'f'.  
 there are two i ntermediate outliers;  
 there is one extreme outlier.  
If no decision is reached the statistical procedure shall remain open, and further results 
shall be incorporated to it until a decision is reached or the procedure is closed in 
accordance with  point 5.10 .1.  
 
 
95 
 
  
Figure B.2:  
Decision chart for the statistical procedure for vehicles based on types approved as of 1 
January 2020 (where 'UND ' means undecided).  
 
                    failed result count f  10               FAIL  
9             FAIL  FAIL  
8           FAIL  FAIL  FAIL  
7         FAIL  FAIL  FAIL  FAIL  
6       FAIL  FAIL  FAIL  FAIL  FAIL  
5     FAIL  FAIL  FAIL  UND  UND  PASS  
4   FAIL  FAIL  UND  UND  UND  UND  PASS  
3 FAIL  FAIL  UND  UND  UND  UND  PASS  PASS  
2 UND  UND  UND  UND  PASS  PASS  PASS  PASS  
1 UND  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
0 PASS  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
    3 4 5 6 7 8 9 10 
    Cumulative sample size n  
 
 
 
 
 
Figure B.2.a:  
Decision chart for the statistical procedure for vehicles type approved until 31 December 
2019 (where 'UND ' means undecided).  
 
                    failed 
result 
count f  10        FAIL  
9       FAIL  FAIL  
8      FAIL  FAIL  FAIL  
7     FAIL  FAIL  FAIL  FAIL   
 
 
96 
 
 6    FAIL  FAIL  FAIL  FAIL  FAIL  
5   FAIL  UND  UND  UND  UND  PASS  
4  UND  UND  UND  UND  UND  PASS  PASS  
3 UND  UND  UND  UND  UND  PASS  PASS  PASS  
2 UND  UND  UND  PASS  PASS  PASS  PASS  PASS  
1 UND  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
0 PASS  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
    3 4 5 6 7 8 9 10 
    Cumulative sample size n  
 
5.10.6.  ISC for completed vehicles and special purpose vehicles  
The manufacturer of the base vehicle shall determine the allowed values for the parameters 
listed in Table B.3.  The allowed Parameter Values for each family shall be recorded in the 
information document of the emissions type approval and in the Transparen cy list 1 
referred to in Appendix 5 (rows 45 to 48). The second -stage manufacturer shall only be 
allowed to use the base vehicle emission values if the completed vehicle remains within the 
allowed Parameter Values. The parameter values for each completed v ehicle shall be 
recorded in its Certificate of Conformity.  
 
Table B.3:  
Allowed Parameter Values for multistage and special purpose vehicles to use the base vehicle 
emission type approval.  
Parameter Values:  Allowed values from - to: 
Final Vehicle mass in running order (in kg)   
Frontal area for final vehicle (in cm2)  
Rolling resistance (kg/t)   
Projected frontal area of air entrance of the front 
grille (in cm2)  
 
If a completed or special purpose vehicle is tested and the result of the test is below the  
applicable emission limit, the vehicle shall be considered as a pass for the ISC family for 
the purposes of point 5.10.3.  
If the result of the test on a completed or special purpose vehicle exceeds the applicable 
emission limits but is not higher than 1.3  times the applicable emission limits, the tester 
shall examine whether that vehicle complies with the values in table B.3. Any non -
compliance with these values shall be reported to the granting type approval authority. If  
 
 
97 
 
 the vehicle does not comply with those values, the granting type approval authority shall 
investigate the reasons for the non -compliance and take the appropriate measures regarding 
the manufacturer of the completed or special purpose vehicle to restore conformity, 
including the withdrawal  of the type -approval. If the vehicle complies with the values in 
table B.3, it shall be considered as a flagged vehicle for the in -service conformity family 
for the purposes of point 6.1.  
If the result of the test exceeds 1.3 times the applicable emissio n limits, shall be considered 
as a fail for the in -service conformity family for the purposes of point 6.1. , but not as an 
outlier for the relevant ISC family. If the completed or special purpose vehicle does not 
comply with the values in table B.3, this shall be reported to the granting type approval 
authority, who shall investigate the reasons for the non -compliance and take the 
appropriate measures regarding the manufacturer of the completed or special purpose 
vehicle to restore conformity, including th e withdrawal of the type -approval.  
 
 
6. Compliance Assessment  
6.1. Within 10 days of the end of the ISC testing for the sample as referred to in point 5.10.5, 
the granting type approval authority shall start detailed investigations with the 
manufacturer in order t o decide whether the ISC family (or part of it) complies with the 
ISC rules and whether it requires remedial measures. The granting type approval authority 
shall also perform detailed investigations when there are at least three faulty vehicles with 
the sa me fault or five flagged multistage or special purpose vehicles in the same ISC 
family, as set out in point 5.10.6.  
6.2. On the request of the manufacturer, the granting type approval authority may extend the 
investigations to vehicles in service of the same m anufacturer belonging to other ISC 
families which are likely to be affected by the same defects.  
6.3. The detailed investigation shall take no more than 60 working days after the start of the 
investigation by the granting type approval authority. The granting t ype approval authority 
may conduct additional ISC tests designed to determine why vehicles have failed during 
the original ISC tests. The additional tests shall be conducted under similar conditions as 
the original ISC failed tests.  
Upon the request of th e granting type approval authority, the manufacturer shall provide 
additional information, showing in particular the possible cause of the failures, which parts 
of the family might be affected, whether other families might be affected or why the 
problem wh ich caused the failure at the original ISC tests is not related to in -service 
conformity, if applicable. The manufacturer shall be given the opportunity to prove that the 
in-service conformity provisions have been complied with.   
 
 
98 
 
 6.4. Within the deadline set out  in point 6.3, the granting type approval authority shall take a 
decision on the compliance and the need to apply remedial measures for the ISC family 
covered by the detailed investigations and shall notify it to the manufacturer.  
 
7. Remedial Measures  
 
7.1. The manufacturer shall establish a plan of remedial measures and submit it to the granting 
type approval authority within 45 working days of the notification referred to in point 6.4. 
That period may be extended by up to an additional 30 working days where  the 
manufacturer demonstrates to the granting type approval authority that further time is 
required to investigate the non -compliance.  
7.2. The remedial measures required by the granting type approval authority shall include 
reasonably designed and necessary tests on components and vehicles in order to 
demonstrate the effectiveness and durability of the remedial measures.  
7.3. The manufacturer shall assign a unique identifying name or number to the plan of remedial 
measures. The plan of remedial measures shall incl ude at least the following:  
a. a description of each vehicle emission type included in the plan of remedial 
measures;  
b.   a description of the specific modifications, alterations, repairs, corrections, 
adjustments or other changes to be made to bring the vehicl es into conformity 
including a brief summary of the data and technical studies which support the 
decision of the manufacturer as to the particular remedial measures to be 
taken;  
c.   a description of the method by which the manufacturer will inform the vehicl e 
owners of the planned remedial measures;  
d.   a description of the proper maintenance or use, if any, which the manufacturer 
stipulates as a condition of eligibility for repair under the plan of remedial 
measures, and an explanation of the need for such con dition;  
e.   a description of the procedure to be followed by vehicle owners to obtain 
correction of the non -conformity; that description shall include a date after 
which the remedial measures shall be taken, the estimated time for the 
workshop to perform the  repairs and where they can be done;  
f.   an example of the information transmitted to the vehicle owner;  
g.   a brief description of the system which the manufacturer uses to assure an 
adequate supply of component or systems for fulfilling the remedial action, 
including information on when an adequate supply of the components, 
software or systems needed to initiate the application of remedial measures 
will be available;   
 
 
99 
 
 h.   an example of all instructions to be sent to the repair shops which will 
perform the repair ; 
i.   a description of the impact of the proposed remedial measures on the 
emissions, fuel consumption, driveability, and safety of each vehicle 
emission type, covered by the plan of remedial measures, including 
supporting data and technical studies;  
j.   where  the plan of remedial measures includes a recall, a description of the 
method for recording the repair shall be submitted to the granting type 
approval authority. If a label is used, an example of it shall also be submitted.  
For the purposes of point (d), the manufacturer may not impose maintenance or use 
conditions which are not demonstrably related to the non -conformity and the remedial 
measures.  
7.4. The repair shall be done expediently, within a reasonable time after the vehicle is received 
by the manufactur er for repair. Within 15 working days of receiving the proposed plan of 
remedial measures, the granting type approval authority shall approve it or require a new 
plan in accordance with point 7.5.  
7.5. When the granting type approval authority does not approve the plan of remedial measures, 
the manufacturer shall develop a new plan and submit it to the granting type approval 
authority within 20 working days of notification of the decision of the granting  type 
approval authority.  
7.6. If the granting type approval authority does not approve the second plan submitted by the 
manufacturer, it shall take all appropriate measures, in accordance with Article 30 of 
Directive 2007/46/EC, to restore conformity, includi ng withdrawal of type approval where 
necessary.  
7.7. The granting type approval authority shall notify its decision to all Member States and the 
Commission within 5 working days.  
7.8. The remedial measures shall apply to all vehicles in the ISC family (or other re levant 
families identified by the manufacturer in accordance with point 6.2) that are likely to be 
affected by the same defect. The granting type approval authority shall decide if it is 
necessary to amend the type approval.  
7.9. The manufacturer is responsible  for the execution of the approved plan of remedial 
measures in all Member States and for keeping a record of every vehicle removed from the 
market or recalled and repaired and the workshop which performed the repair.  
7.10. The manufacturer shall keep a copy of the communication with the customers of affected 
vehicles related to the plan of remedial measures. The manufacturer shall also maintain a 
record of the recall campaign, including the total number of vehicles affected per Member 
State and the total number of vehicles already recalled per Member State, along with an 
explanation of any delays in the application of the remedial measures. The manufacturer  
 
 
100 
 
 shall provide that record of the recall campaign to the granting type approval authority, the 
type approval  authorities of each Member State and the Commission every two months.  
7.11. Member States shall take measures to ensure that the approved plan of remedial measures 
is applied within one year to at least 90% of affected vehicles registered in their territory.  
7.12. The repair and modification or addition of new equipment shall be recorded in a certificate 
provided to the vehicle owner, which shall include the number of the remedial campaign.  
 
8. Annual report by the granting type approval authority  
The granting type app roval authority shall make available on a publicly accessible website, 
free of charge and without the need for the user to reveal his identity or sign up, a report 
with the results of all the finalised ISC investigations of the previous year, at the latest  by 
the 31 March of each year. In case some ISC investigations of the previous year are still 
open by that date, they shall be reported as soon as the investigation is finalised. The report 
shall contain at least the items listed in Appendix 4.  
   
 
 
101 
 
 Appendix  1 
Criteria for vehicle selection and failed vehicles decision  
 
    Selection of Vehicles for In Service Conformity Emissions 
Testing    
    
   Confidentia
l 
Date:      x 
Name of investigator:      x 
Location of test:      x 
Country of registration (in EU only):    x   
 x = 
Exclusi
on 
Criteria  X = 
Checked 
and 
reported   
Vehicle Characteristics   
  
Registration plate number:    x x 
Mileage:  
The vehicle must have between 15  000 km (or 30  000 km for 
testing evaporative emissions) and 100  000 km  x     
Date of first registration:  
The vehicle must be between 6 months (or 12 months for testing 
evaporative emissions) and 5 years old  x     
    VIN:    x   
Emission class and character:    x   
Country of registration:  
The vehicle must be registered in the EU x  x   
Model:    x   
Engine code:    x   
Engine volume ( l):   x   
Engine power (kW):    x   
Gearbox type (auto/manual):    x   
Drive axle (FWD/AWD/RWD):    x    
 
 
102 
 
 Tire size (front and rear if different):    x   
Is the vehicle involved in a recall or service campaign?  
If yes: Which one? Has the campaign repairs already been 
done?  
The repairs must have been done  x  x   
    Vehicle Owner Interview   
(the owner will only be asked the main questions and shall have 
no knowledge of the implications of the replies)     
    Name of the owner  (only available to the accredited 
inspection body or laboratory/technical service)      x 
Contact (address / telephone) (only available to the 
accredited inspection body or laboratory/technical service)      x 
  
  How many owners did the vehicle have?    x   
Did the odometer not work?  
If yes, the vehicle cannot be selected.  x  
    
Was the vehicle used for one of the following?        
As presentation car?    x   
As a taxi?    x   
As delivery vehicle?    x   
For racing / motor sports?  x     
As a rental car?    x   
Has the vehicle carried heavy loads over the specifications 
of the manufacturer?  
If yes, the vehicle cannot be selected.  x 
   
Have there been major engine or vehicle repairs?    x   
Have there been unauthorised major engine or vehicle 
repairs?  
If yes, the vehicle cannot be selected.  x 
    
Has there been a power increase/tuning?  
If yes, the vehicle cannot be selected.  x 
    
Was any part of the emissions after -treatment and/or the fuel 
system replaced? Were original parts used? If original parts 
were not used, the vehicle cannot be selected.  x  
x   
Was any part of the emissions after -treatment system 
removed?  x 
     
 
 
103 
 
 If yes, the vehicle cannot be selected  
Were there any unauthorised devices installed (Urea killer, 
emulator, etc)?  
If yes, the vehicle cannot be selected  x 
    
Was the vehicle involved in a serious accident? Provide a 
list of damage and repairs done afterwards    
x   
Has the car been used with a wrong fuel type (i.e. gasoline 
instead of diesel) in the past? Has the car been used with 
non-commercially available EU -quality fuel (black market, or 
blended fuel?)  
If yes, the vehicle cannot be selected.  x 
    
Did you use air -fresher, cockpit -spray, brake cleaner or other 
high hydrocarbon emission source around the vehicle 
during the last month? If yes, the vehicle cannot be selected for 
evaporative testing.  x 
  
Was there a gasoline spill in the inside or outside of the 
vehicle during the last 3 months?  
If yes, the vehicle cannot be selected  for evaporative testing . x 
  
Did anyone smoke in the car during the last 12 months?  
If yes, the vehicle cannot be selected for evaporative testing  x 
  
Did you apply corrosion protection, stickers, under seal 
protection, on any other potential sources of volatile 
compounds to the car?  
If yes, the vehicle cannot be selected for evaporative testing  x 
  
Was the car repainted?  
If yes, the vehicle cannot be selected for evaporative testing  x 
  
Where do you use your vehicle more often?        
% motorway    x   
% rural    x   
% urban    x   
Did you drive the vehicle in a non EU Member State for more 
than 10% of driving time?  
If yes, the vehicle cannot be selected  x 
-   
In which country was the vehicle refuelled during the last 
two times?  
If the vehicle was refuelled the last two times outside a state 
applying the EU Fuel Standards, the vehicle cannot be selected.  x 
  
Has a fuel additive, not approved by the manufacturer used?  x    
 
 
104 
 
 If yes then the vehicle cannot be selected.  
Has the vehicle been maintained and used in accordance 
with the manufacturer's instructions?  
If not, the vehicle cannot be selected.  x 
    
Full service and repair history including any re -works  
If the full documentation cannot be provided, the vehicle cannot 
be selected.  x 
    
    
    
 Vehicle Examination and Maintenance  X= Exclusion 
Criteria /  
F= Faulty 
Vehicle  X=checked and 
reported  
    
1 Fuel tank level (full / empty)  
Is the fuel reserve light ON? If yes, refuel before test.    x 
2 Are there any warning lights on the instrument panel 
activated indicating a vehicle or exhaust after -treatment 
system malfunctioning that cannot be resolve by normal 
maintenance? (Malfunction Indication Light, Engine 
Service Light, etc?)   
If yes, the vehicle cannot be selected  x   
3 Is the SCR light on after engine -on?  
If yes, the AdBlue should be filled in, or the repair executed 
before the vehicle is used for testing.  x  
4 Visual inspection exhaust system  
Check leaks between exhaust manifold and end of tailpipe. 
Check and document (with photos)  
If there is damage or leaks, the vehicle is declared faulty.  F   
5 Exhaust gas relevant components  
Check and document (with photos) all emissions relevant 
components for damage.  
If there is damage, the vehicle is declared faulty.  F   
6 Evap system  
Pressurize fuel -system (from canister side), testing for leaks in 
a constant ambient temperature environment, FID sniff test 
around and in the vehicle. If the FID sniff test is not passed, 
the vehicle is declared faulty .  F  
7 Fuel sample  
Collect fuel sample from the fuel tank.    x  
 
 
105 
 
 8 Air filter and oil filter  
Check for contamination and damage and change if damaged 
or heavily contaminated or less than 800 km before the next 
recommended change.   x  
9 Window washer fluid (only for evaporative testing)  
Remove window washer fluid and fill tank with hot water.   x 
10 Wheels (front & rear)  
Check whether the wheels are freely moveable or blocked by 
the brake.  
If not, the vehicle cannot be selected.  x   
11 Tyres (only for evaporative testing)  
Remove spare tyre, change to stabilised tyres if the tyres were 
changes less than 15000 km ago. Use summer and all season 
tyres only.   x 
12 Drive belts & cooler cover  
In case of damage, the vehicle is declared faulty. Document 
with photos  F   
13 Check fluid levels  
Check the max. and min. levels (engine oil, cooling liquid) / top 
up if below minimum    x 
14 Filler flap (only for evaporative testing)  
Check overfill line within filler flap is completely free of 
residues or flush the hose with hot water.   x 
15 Vacuum hoses and electrical wiring  
Check all for integrity. In case of damage, the vehicle  is 
declared faulty. Document with photos  F   
16 Injection valves / cabling  
Check all cables and fuel lines. In case of damage, the vehicle  
is declared faulty. Document with photos  F   
17 Ignition cable (gasoline)  
Check spark plugs, cables, etc. In case of damage, replace 
them.    x 
18 EGR & Catalyst, Particle Filter  
Check all cables, wires and sensors.  
In case of tampering, the vehicle cannot be selected.  
In case of damage  the vehicle is declared Faulty, Document 
with photos  x/F   
19 Safety condition  
Check tires, vehicle’s body, electrical and braking system 
status are in safe conditions for the test and respect road 
traffic rules.  
If not, the vehicle cannot be selected.  x   
20 Semi -trailer  
Are there electric cables for semi -trailer connection, where 
required?    x  
 
 
106 
 
 21 Aerodynamic modifications  
Verify no aftermarket aerodynamics modification that cannot 
be removed before testing was made (roof boxes, load 
racking, spoilers, etc.) and no standard aerodynamics 
components are missing (front deflectors, diffusers, splitters, 
etc.).  
If yes, the vehicle cannot be selected. Document with photos.  x   
22 Check if less than 800 km away from next scheduled 
service, if yes, then perform the service.    x 
 23 All checks requiring OBD connections to be performed 
before and/or after the end of testing      
24 Powertrain Control Module calibration part number and 
checksum    x 
25 OBD diagnosis (before or after the emissions test)  
Read Diagnostic Trouble Codes & Print error log    x 
26 OBD Service Mode 09 Query (before or after the 
emissions test)  
Read Service Mode 09. Record the information.    x 
27 OBD mode 7 (before or after the emissions test)  
Read Service Mode 07. Record the information    
    
 Remarks for: Repair / replacement of components / part 
numbers      
       
     
   
 
 
107 
 
 Appendix 2:  Rules for performing Type 4 tests during in -service conformity  
Type 4 tests for in -service conformity shall be performed in accordance with Annex VI, with the 
following exceptions:  
 Vehicles tested with the Type 4 test shall be at least 12 months of age.  
 The canister shall be considered aged and therefore the Canister  Bench Ageing 
procedure shall not be followed.  
 The canister shall be loaded outside the vehicle, following the procedure described 
for this purpose in Annex VI and shall be removed and mounted to the vehicle 
following the repair instructions of the manufa cturer. An FID sniff test (with results 
less than 100 ppm at 293 K) shall be made as close as possible to the canister before 
and after the loading to confirm that the canister is mounted properly.  
 The tank shall be considered aged and therefore no Permeability Factor shall be 
added in the calculation of the result of the Type 4 test.  
   
 
 
108 
 
 Appendix 3:  Detailed ISC report  
The following information shall be included in the detailed ISC report:  
1.  the name and address of the manufacturer;  
2.  the name, address,  telephone and fax numbers and e -mail address of the responsible 
of the testing laboratory;  
3.  the model name(s) of the vehicles included in the test plan;  
4.  where appropriate, the list of vehicle types covered within the manufacturer’s 
information, i.e. for tailpipe emissions, the in -service family group;  
5. the numbers of the type approvals applicable to these vehicle types within the family, 
including, where applicable, the numbers of all extensions and field fixes/recalls (re -
works);  
6. details of extensions, fi eld fixes/recalls to those type approvals for the vehicles 
covered within the manufacturer’s information (if requested by the approval 
authority);  
7. the period of time over which the information was collected;  
8. the vehicle build period covered (e.g. vehicles manufactured during the 2017 
calendar year);  
9.  the ISC checking procedure, including:  
 (i) vehicle sourcing method;  
 (ii) vehicle selection and rejection criteria (including the answers to the table in 
Appendix 1, including photos);  
 (iii) test types and pr ocedures used for the programme;  
 (iv) the acceptance/rejection criteria for the family group;   
(v) geographical area(s) within which the manufacturer has collected 
information;  
 (vi) sample size and sampling plan used;  
10. the results of the ISC procedure, including:  
 (i) identification of the vehicles included in the programme (whether tested or 
not). The identification shall include the Table in Appendix 1.  
 (ii) test data for tailpipe emissions:  
* test fuel specifications (e.g. test reference fuel or marke t fuel),  
* test conditions (temperature, humidity, dynamometer inertia weight),   
 
 
109 
 
 * dynamometer settings (e.g. road load, power setting),  
* test results and calculation of pass/fail;  
 (iii) test data for evaporative emissions:  
* test fuel specifications (e.g. test r eference fuel or market fuel),  
* test conditions (temperature, humidity, dynamometer inertia weight),  
* dynamometer settings (e.g. road load, power setting),  
* test results and calculation of pass/fail.  
   
 
 
110 
 
 Appendix 4:  Format of the annual ISC Report by the granting type approval authority  
 
TITLE:  
A. Quick overview and main conclusions  
B. ISC activities performed by the manufacturer in the previous year:  
1) Information gathering by manufacturer  
2) ISC testing (including planning and selection of families tested, and final results of 
tests)  
C. ISC activities performed by accredited laboratories or technical services (not part of Part B 
below) in the previous year:  
3) Information gathering and risk assessment  
4) ISC testing (including planni ng and selection of families tested, and final results of 
tests)  
D. ISC activities performed by the granting type approval authority in the previous year:  
5) Information gathering and risk assessment  
6) ISC testing (including planning and selection of families test ed, and final results of 
tests)  
7) Detailed investigations  
8) Remedial measures  
E. Assessment of the yearly expected emissions decrease due to any ISC remedial measures  
F. Lessons Learned,  
G. Instrument and their performance,  
H. report of other invalid tests,  
I. Plans for I SC testing during the coming year.  
   
 
 
111 
 
 Appendix 5:  Transparency  
Table 1: Transparency list 1  
 
ID Input  Type of data  Unit  Description  
1 2017/1151 TA 
Number  Text -- As defined in Annex 
I/Appendix 4  
2 Interpolation 
Family ID  Text -- As defined in Annex XXI , 
paragraph  5.6. in general req.  
3 PEMS Family 
ID Text -- As defined in Annex IIIa, 
App.7, paragraph 5.2.  
4 Ki family ID  Text -- As defined in Annex XXI , 
paragraph 5.9. 
5 ATCT family 
ID Text -- As defined in Sub -Annex 6 a of 
Annex XXI  
6 Evap family 
ID Text -- As defined in Annex VI  
7 RL family ID 
of vehicle H  Text -- As defined in Annex XXI , 
paragraph  5.7. 
7a RL family ID 
of vehicle L (if 
relevant)  Text -- As defined in Annex XXI , 
paragraph 5.7. 
8 Test Mass of 
vehicle H  Number  kg WLTP Test Mass as defined in 
3.2.25. definitions in Annex 
XXI 
8a Test Mass of 
vehicle L (if 
relevant)  Number  kg WLTP Test Mass as defined in 
3.2.25. definitions in Annex 
XXI 
9 F0 of vehicle 
H Number  N Road load coefficient as defined 
in Sub -Annex 4 of Annex XXI   
 
 
112 
 
 ID Input  Type of data  Unit  Description  
9a F0 of vehicle 
L (if relevant)  Number  N Road load coefficient as defined 
in Sub -Annex 4 of Annex XXI  
10 F1  of vehicle 
H Number  N/km/h  Road load coefficient as defined 
in Sub -Annex 4 of Annex XXI  
10a F1 of vehicle 
L (if relevant)  Number  N/km/h  Road load coefficient as defined 
in Sub -Annex 4 of Annex XXI  
11 F2 of vehicle 
H Number  N/(km/h)^
2 Road load coefficient as defined 
in Sub -Annex 4 of Annex XXI  
11a F2 of vehicle 
L (if relevant)  Number  N/(km/h)^
2 Road load coefficient as defined 
in Sub -Annex 4 of Annex XXI  
12a CO2 mass 
emissions for 
ICE and 
NOVC 
vehicles of 
vehicle H  Numbers  g/km  WLTP CO2 emissions (Low, 
Medium, High, Extra -High, 
Combined,) as calculated from:  
- Step 9, table A7/1 of Sub -
Annex 7, Annex XXI for 
ICE vehicles, or  
- Step 8 from table A8/5  of 
Sub-Annex 8, Annex XXI 
for NOVC vehicles  
12aa  CO2 mass 
emissions for 
ICE and 
NOVC 
vehicles of 
vehicle L (if 
relevant)  Numbers  g/km  WLTP CO2 emissions (Low, 
Medium, High, Extra -High, 
Combined,) as calculated from:  
- Step 9, table A7/1 of Sub -
Annex 7, Annex XXI for 
ICE vehicles, or  
Step 8 from table A8/5 of Sub -
Annex 8, Annex XXI for 
NOVC vehicles  
12b CO2 mass 
emissions for Numbers  g/km  WLTP CS CO2 emissions 
(Low, Medium, High, Extra - 
 
 
113 
 
 ID Input  Type of data  Unit  Description  
OVC vehicles 
of vehicle H  High, Combined,) as calculated 
from Step 8 from table A8/5 of 
Sub-Annex 8, Annex XXI,  
WLTP CD CO2 emissions 
(combined), and WLTP CO2 
emissions (weighted, combined)  
as calculated from Step 10 from 
table A8/8 of Sub -Annex 8, 
Annex XXI.  
12ba  CO2 mass 
emissi ons for 
OVC vehicles 
of vehicle L 
(if relevant)  Numbers  g/km  WLTP CS CO2 emissions 
(Low, Medium, High, Extra -
High, Combined,) as calculated 
from Step 8 from table A8/5 of 
Sub-Annex 8, Annex XXI,  
WLTP CD CO2 emissions 
(combined), and WLTP CO2 
emissions (we ighted, combined)  
as calculated from Step 10 from 
table A8/8 of Sub -Annex 8, 
Annex XXI.  
13 Drive wheels 
of vehicle in 
family  Text front, rear, 
4x4 Annex I, Appendix 4 addendum 
1.7 
14 Chassis Dyno 
configuration 
during TA test  Text single or 
dual-axle As defined in  Annex XXI,  Sub-
Annex 6; 2.4.2.4. and 2.4.2.5.  
15 Declared 
Vmax of 
vehicle H  Number  km/h  Maximum vehicle speed as 
defined in 3.7.2. definitions in 
Annex XXI  
15a Declared 
Vmax of 
vehicle L (if 
relevant)  Number  km/h  Maximum vehicle speed as 
defined in 3.7.2. definitions in 
Annex XXI  
16 Maximum net 
power at Number  ...kW/...mi
n As defined in Sub -Annex 2 of 
Annex XXI   
 
 
114 
 
 ID Input  Type of data  Unit  Description  
engine speed  
17 Mass in 
Running order 
of vehicle H  Number  kg MRO as defined in 3.2.5. 
definitions in Annex XXI  
17a Mass in 
Running order 
of vehicle L (if 
relevant)  Number  kg MRO as defined in 3.2.5. 
definitions in Annex XXI  
18 Driver 
selectable 
mode(s) used 
during the TA 
tests for 
charge 
sustaining test 
(ICE, NOVC -
HEV, OVC -
HEV, NOVC -
FCHV)  Different formats 
possible (text, 
pictures, etc)  -- In case there are non 
predominant driver selectable 
modes the text shall describe all 
the modes used during the tests  
19 Driver 
selectable 
mode(s) used 
during the TA 
tests for 
charge 
depleting test 
(OVC -HEV)  Different formats 
possible (text, 
pictures, etc)  -- In case there are non 
predominant driver selectable 
modes the text shall describe all 
the modes used during the tests  
20 Idling engine 
speed  Number  rpm As defined in Sub -Annex 2 of 
Annex XXI  
21 n. of gears  Number  -- As defined in  Sub-Annex 2 of 
Annex XXI  
22 Gear ratios  Table values  -- Internal gearbox ratios; final 
drive ratio(s); total gear ratios  
23 Tire Letters/Number  -- Used in TA   
 
 
115 
 
 ID Input  Type of data  Unit  Description  
dimensions of 
the test vehicle 
front/rear  
24 Full load 
power curve 
for ICEVs  Table values  rpm vs. 
kW The full load power curve over 
the engine speed range from n idle 
to n rated or n max, or n dv(ngvmax) × 
vmax, whichever is higher  
25 Additional 
safety margin  Vector  % As defined in Sub -Annex 2 of 
Annex XXI  
26 Specific 
n_min_drive  Number  
Table (from 
standstill to 1, 
from 2 to 3, …)  rpm As defined in Sub -Annex 2 of 
Annex XXI  
27 Cycle check -
sum of vehicle 
L and H  Number  -- Different for vehicle L and H. 
To  verify the correctness of the 
cycle used. To be introduced 
only in case of cycle different 
from 3b 
28 Gear Shift 
average Gear 
of vehicle H  Number  -- To validate different GS 
calculations.  
29 ATCT FCF 
(family 
correction 
factor)  Number  
 -- As defined in Sub -Annex 6a, 
section 3.8.1. of Annex XXI. 
One value per each fuel in case 
of multiple fuel vehicles.  
30a Additive Ki 
factor(s)   Table values  -- Table defining per each 
pollutant and for CO2 the value 
(g/km, mg/km, ..). Empty if 
multiplicative Ki factors are 
provided.  
30b Multiplicative 
Ki factors(s)  Table values  -- Table defining per each 
pollutant and for CO2 the value. 
Empty if additive Ki factors are  
 
 
116 
 
 ID Input  Type of data  Unit  Description  
provided  
31a Additive 
Deterioration 
Factors (DF)   Table values  -- Table defining per each 
pollutant and the value (g/km, 
mg/km, ..). Empty if 
multiplicative DF factors are 
provided  
31b Multiplicative 
Deterioration 
Factors (DF)   Table values  -- Table defining per each 
pollutant  the value. Empty if 
additive DF factors are provided  
32 Battery 
voltage for all 
REESS  Numbers  V As defined in Sub -Annex 6 
Appendix 2 of Annex XXI  for 
RCB correction in case of ICE, 
and in Sub-Annex 8 Appendix 2 
of Annex XXI for HEVs, PEVs, 
and FCHVs (DIN EN 60050 -
482) 
33 K correction 
coefficient  Number  (g/km)/(W
h/km)  For NOVC and OVC -HEVs 
correction of CS CO2 emissions 
as defined in Su b-Annex 8 of 
Annex XXI; phase -specific or 
combined  
34a Electric 
energy 
consumption 
of vehicle H  Number  Wh/km  For  OVC -HEVs  this is 
EC AC,weighted (combined) and for 
PEVs Electric Consumption 
(combined) as defined in Sub -
Annex 8 of Annex XXI  
34b Electric 
energy 
consumption 
of vehicle L (if 
relevant)  Number  Wh/km  For  OVC -HEVs  this is 
EC AC,weighted (combined) and for 
PEVs Electric Consumption 
(combined) as defined in Sub -
Annex 8 of Annex XXI  
35a Electric range 
of  vehicle H  Number  km For  OVC -HEVs  this is EAER 
(combined) and for PEVs Pure 
Electric Range (Combined) as 
defined in Sub -Annex 8 of  
 
 
117 
 
 ID Input  Type of data  Unit  Description  
Annex XXI  
35b Electric range 
of  vehicle L 
(if relevant)  Number  km For  OVC -HEVs  this is EAER 
(combined) and for PEVs Pure 
Electric Range (Combined) as 
defined in Sub -Annex 8 of 
Annex XXI  
36a Electric range 
city of  vehicle 
H Number  km For  OVC -HEVs  this is 
EAER city and for PEVs Pure 
Electric Range (City) as defined 
in Sub -Annex 8 of Annex XXI  
36b Electric range 
city of  vehicle 
L (if relevant)  Number  km For  OVC -HEVs  this is 
EAER city and for PEVs Pure 
Electric Range (City) as defined 
in Sub -Annex 8 of Annex XXI  
37a Driving cycle 
class of 
vehicle H  Text -- To know which cycle (class 
1/2/3a/3b) has been used to 
calculate cycle energy demand 
for individual vehicle  
37b Driving cycle 
class of 
vehicle L (if 
relevant)  Text -- To know which cycle (class 
1/2/3a/3b) has been used to 
calculate cycle energy demand 
for individual vehicle  
38a Downscaling 
f_dsc of 
vehicle H  Number  -- To know if downscaling is 
needed and has been used to 
calculate cycle energy demand 
for individual vehicle  
38b Downscaling 
f_dsc of 
vehicle L if 
relevant  Number  -- To know if downscaling is 
needed and has been used to 
calculate cycle energy demand 
for individual vehicle  
39a Capped speed 
of vehicle H  yes/no  km/h  To know if capped speed 
procedure is needed and has to 
be used to calculate cycle 
energy demand for individual  
 
 
118 
 
 ID Input  Type of data  Unit  Description  
vehicle  
39b Capped speed 
of vehicle L (if 
relevant)  yes/no  km/h  To know if capped speed 
procedure is needed and has to 
be used to calculate cycle 
energy demand for individual 
vehicle  
40a Technically 
permissible 
maximum 
laden mass of 
vehicle H  Number  kg  
40b Technically 
permissible 
maximum 
laden mass of 
vehicle L (if 
relevant)  Number  kg  
41 Direct 
injection  yes/no  --  
42 Regeneration 
recognition  Text -- Description by vehicle 
manufacturer on how to 
recognize that a  regeneration 
occurred during a test  
43 Regeneration 
completion  Text - Description of the procedure to 
complete the regeneration  
44 Weight 
distribution  Vector  -- Percentage of vehicle weight 
applied to each axle  
For multistage or special purpose vehicles  
45 Allowed final 
Vehicle mass   kg From -to 
46 Allowed 
frontal area for 
final vehicle   cm2 From -to  
 
 
119 
 
 ID Input  Type of data  Unit  Description  
47 Allowed 
Rolling 
resistance   kg/t From -to 
48 Allowed 
projected 
frontal area of 
air entrance of 
the front grille   cm2 From -to 
 
   
 
 
120 
 
 Table 2. Transparency list 2  
The Transparency list 2 is composed of two datasets characterized by the fields reported in Table 3 
and Table 4.  
 
Table 3. Dataset 1 of the Transparency list 2  
Field  Type of data  Description  
ID1 Number  Unique row identifier of the Dataset 1 in the Transparency list 2  
TVV  Text Unique identifier of the Type, Variant, Version of the vehicle (key field in 
the Dataset 1)  
IF ID  Text Identifier of the Interpolation family  
RL ID  Text Identifier of the Road Load Family  
Make  Text Trade name of manufacturer  
Commercial 
name  Text Commercial name of the TVV  
Category  Text Category of vehicle  
Bodywork  Text Type of bodywork  
 
Table 4. Dataset 2 of the Transparency List 2  
Field  Type of data  Description  
ID2 Number  Unique row identifier of the Dataset 2 in the Transparency list 2  
IF ID  Text Unique identifier of the  Interpolation family (key field in the Dataset 2)  
WVTA 
Number  Text Identifier of the Whole Vehicle Type -Approval  
Emissions TA 
Number  Text Identifier of the Emissions Type -Approval  
PEMS ID  Text Identifier of the PEMS family  
EF ID  Text Identifier of the  Evap Family   
 
 
121 
 
 Field  Type of data  Description  
ATCT ID  Text Identifier of the ATCT Family  
Ki ID  Text Identifier of the Ki family  
Durability ID  Text Identifier of the Durability Family  
Fuel Text Vehicle Fuel Type  
Dual Fuel  Yes/No  If the vehicle can use more than one fuel  
Engine 
Capacity  Number  Engine capacity in cm3  
Rated Engine 
Power  Number  Rated power of the engine (kW at min -1) 
Transmission 
type Text Type of vehicle transmission  
Powered axles  Text Number and position of the powered axles  
Electric 
machine  Text Type of electric machine  
Maximum net 
power  Number  Maximum net power of the electric machine  
HEV Category  Text Category of the hybrid electric vehicle '. 
   
 
 
122 
 
 ANNEX III  
 
Annex IIIA to Regulation (EU) 2017/1151 is amended as follows:  
 
(1) point 1.2.16 is replaced by  the following:  
'1.2.16. 'Noise' means two times the root mean square of ten standard deviations, each 
calculated from the zero responses measured at a constant frequency which is a multiple of 
1,0 Hz during a period of 30 seconds.';  
(2) in point 2.1., the equation is replaced by the following:  
'NTE pollutant  = CF pollutant  x EURO -6'; 
(3) in point 2.1.1, in the table, in the second column, the words "1+margin with margin= 0,5" 
are replaced by "1 + margin  NOx with margin  NOx = 0,43 " ';  
(4) in point 2.1.2  the following sentence is added:  
'For type approvals under this exception there shall be no declared maximum RDE value.';  
(5) point 2.1.3. is replaced by the following:  
'2.1.3 The manufacturer shall confirm compliance with point 2.1 by completing the 
certificate set out in Appendix 9. Verification of compliance shall be made in 
accordance with  the rules of in -service conformity .'; 
 (6) point 3.1.0. is replaced by the following:  
'3.1.0. The requirements of point 2.1 shall be fulfilled for the urban and the c omplete PEMS 
trip, where the emissions of the vehicle tested shall be calculated in accordance 
with Appendi ces 4 and 6, and shall remain always equal or below the NTE  
(𝑀𝑅𝐷𝐸 ,𝑘≤ 𝑁𝑇𝐸 𝑝𝑜𝑙𝑙𝑢𝑡𝑎𝑛𝑡 ).';  
(7) points 3.1.0.1, 3.1.0.2 and 3.1.0.3 are deleted;  
(8) point 3.1.2 is replaced by the following:  
' 3.1.2  During type approval tests, if the approval authority is not satisfied with the data 
quality check and validation results of a PEMS test conducted in accordance with  
Appendices 1 and 4, the app roval authority may consider the test to be void. In 
such case, the test data and the reasons for voiding the test shall be recorded by the 
approval authority.';  
 
(9)  point 3.1.3 is replaced by the following:   
 
 
123 
 
 '3.1.3 Reporting and dissemination of RDE type  approval test information';  
(10) point 3.1.3.2.1. is replaced by the following:  
'3.1.3.2.1. The website shall allow a wildcard search of the underlying database based on 
one or more of the following:  
Make, Type, Variant, Version, Commercial name, or Type Approval Number as referred to 
in the certificate of conformity, pursuant to Annex IX to Directive 2007/46/EC.  
The information described below shall be made available for each vehicle in a search:  
 The PEMS family ID to which that vehicle belongs, in accordance with item number 
3 in the Transparency List 1 set out in Table 1 of Appendix 5 to Annex II;  
 the Declared Maximum RDE Values as reported in point 48.2 of the Certificate of 
Conformity, as described in Annex IX to Directive 2007/46/EC.';  
(11)  point 4.2. is replaced by the following:  
'4.2.  For type approval, the manufacturer shall demonstrate to the approval authority that 
the chosen vehicle, driving patterns, conditions and payloads are representative of the 
PEMS test family. The payload and ambi ent conditions requirements, as specified in 
points 5.1 and 5.2, shall be used ex -ante to determine whether the conditions are 
acceptable for RDE testing.'  
(12) point 4.5. is replaced by the following:  
'4.5. In order to also assess emissions during trips i n hot start, a certain number of vehicles 
per PEMS test family, specified in point 4.2.8 in Appendix 7, shall be tested without 
conditioning the vehicle as described in point 5.3, but with a warm engine with 
engine coolant temperature and/or engine oil tem perature above 70 °C. ';  
(13) points 4.6. and 4.7. are added:  
'4.6. For RDE tests performed during type approval the TAA may verify if the test setup 
and the equipment used fulfills the requirements of Appendices 1 and 2, through a 
direct inspection or an analysis of the supporting evidence (e.g. photographs, 
records).  
4.7. Compliance of the software tool used to verify the trip validity and calculate 
emissions in accordance with the provisions laid down in Appendices 4, 5, 6, 7a, and 
7b shall be validated by the tool provider or a type approval authority. Where such 
software tool is incorporated in the PEMS instrument, proof of the validation shall be 
provided along with the instrument.';  
(14) points 5.4.1. and 5.4.2. are replaced by the following:   
 
 
124 
 
 '5.4.1. The excess or insufficiency of driving dynamics during the trip shall be checked 
using the methods described in Appendix 7a.  
5.4.2. If the trip results are valid following the verifications in accordance with point 5.4.1, 
the methods for verifying the norm ality of the test conditions as laid down in Appendices 5, 
7a and 7b shall be used.';  
(15) point 5.5.1. is replaced by the following:  
'5.5.1. The air conditioning system or other auxiliary devices shall be operated in a way 
which corresponds to their typic ally intended use at real driving on the road. Any use shall 
be documented. The vehicle windows shall be closed when the air conditioning or heating 
are used.';  
(16) points 5.5.2.2, 5.5.2.3. and 5.5.2.4. are replaced by the following:  
'5.5.2.2.  All results shall be corrected with the K i factors or with the K i offsets 
developed by the procedures in Appendix 1 to Sub-Annex 6 of Annex XXI for type - 
approval of a vehicle type with a periodically regenerating system.  The K i factor or the K i 
offset shall be applied to the final results after evaluation in accordance with  Appendix 6.  
5.5.2.3.  If the emissions do not fulfil the requirements of point 3.1.0, then the 
occurrence of regeneration shall be verified. The verification of regeneration may be based 
on expert judgement through cross -correlation of several of the following signals, which 
may include exhaust temperature, PN, CO2, O2 measurements in combination with vehicle 
speed and acceleration. If the vehicle has a regeneration recognition feature decl ared in 
Transparency List 1 set out in Table 1 of Appendix 5 to Annex II, it shall be used to 
determine the occurrence of regeneration. The manufacturer shall also declare in 
Transparency List 1 of set out in Table 1 of Appendix 5 to Annex II the procedure  needed in 
order to complete the regeneration. The manufacturer may advise how to recognise whether 
regeneration has taken place in case such a signal is not available.  
If regeneration occurred during the test, the result without the application of either the Ki -
factor or the Ki offset shall be checked against the requirements of point 3.1.0. If the 
resulting emissions do not fulfil the requirements, then the test shall be voided and repeated 
once. The completion of the regeneration shall be ensured prior to the start of the second 
test. The second test is considered valid even if regeneration occurs during it.  
5.5.2.4 'Even if the vehicle fulfils the requirements of point 3.1.0, the occurrence of 
regeneration may be verified as in point 5.5.2.3. If the pre sence of regeneration can be  
 
 
125 
 
 proved and with the agreement of the Type Approval Authority, the final results will be 
calculated without the application of either the Ki factor or the Ki offset.';  
(17) points 5.5.2.5. and 5.5.2.6. are deleted;  
(18) the foll owing points 5.5.3., 5.5.4. and 5.5.5. are inserted:  
'5.5.3. Modifications that affect the vehicle aerodynamics are not permitted with the 
exception of the PEMS installation.  
5.5.4. The test vehicles shall not be driven with the intention to generate a pas sed or failed 
test due to extreme driving patterns that do not represent normal conditions of use. In case of 
need, verification of normal driving may be based on expert judgements through cross -
correlation on several signals, which may include exhaust flo w rate, exhaust temperature, 
CO2, O2 etc. in combination with vehicle speed, acceleration and GPS data and potentially 
further vehicle data parameters like engine speed, gear, accelerator pedal position etc.  
5.5.5. The vehicle shall be in good mechanical c ondition and shall have been run in and 
driven at least 3 000 km before the test. The mileage and the age of the vehicle used for 
RDE testing shall be recorded. '; 
(19) point 6.2. is replaced by the following:  
'6.2. The trip shall always start with urban dr iving followed by rural and motorway 
driving in accordance with the shares specified in point 6.6. The urban, rural and motorway 
operation shall be run consecutively in accordance with point 6.12, but may also include a 
trip which starts and ends at the sa me point. Rural operation may be interrupted by short 
periods of urban operation when driving through urban areas. Motorway operation may be 
interrupted by short periods of urban or rural operation, e.g., when passing toll stations or 
sections of road work s.'; 
(20) point 7.6. is replaced by the following:  
'7.6. At the test start as defined in point 5.1. of Appendix 1, the vehicle shall move within 15 
seconds . The vehicle stop during the entire cold start period, as defined in point 4 of 
Appendix 4, shall be  kept to the minimum possible and it shall not exceed in total 90 
seconds . If the engine stalls during the test, it may be restarted, but the sampling shall not be 
interrupted. If the engine stops during the test, the sampling shall not be interrupted.';  
(21) point 8.2. is replaced by the following:  
'8.2. In the case of an RDE test with a failed result, samples of fuel, lubricant and reagent 
(if applicable) shall be taken and kept for at least 1 year under conditions guaranteeing the 
integrity of the sample . Once analysed, the samples can be discarded.';  
(22) point 9.2. is replaced by the following:  
'9.2. The trip validity shall be verified in a three -step procedure as follows:   
 
 
126 
 
 STEP A: The trip complies with the general requirements, boundary conditions, tri p and 
operational requirements, and the specifications for lubricating oil, fuel and reagents set out 
in points 4 to 8;  
STEP B: The trip complies with the requirements set out in Appendices 7a and 7b.  
STEP C: The trip complies with the requirements set out  in Appendix 5.  
The steps of the procedure are detailed in Figure 1 . 
 
 
 
 
Figure 1.  
Verification of trip validity  
 
 
 
If the at least one of the requirements is not fulfilled, the trip shall be declared invalid ';  
 
Main Trip 
Annex IIIaSTEP A
Annex IIIa
•Urban, Rural, 
Motorway, distance 
shares
•Altitude
•Ambient temperature
•Vehicle condition at 
cold start
•Urban Average Speed
•Stop Share
•Motorway Speed 
above 145 km/h
•…STEP B
Appendix 7a
•95thCumulative 
Percentile Speed x 
Acceleration below 
limit curve
•Relative Positive 
Acceleration above 
limit curve
•Both of the above for 
Urban , Rural and  
Motorway Driving
Appendix 7b
•Cumulative Altitude 
GainSTEP C
Appendix 5
•Moving Window
•Comparison of the 
windows CO2[g/km] 
with the reference 
values from the WLTP
•Trip validity for Urban, 
Rural and  Motorway 
WindowsPEMS DATA  Collected in accordance with 
Appendices 1 to 4
Invalid Trip Invalid Trip Invalid TripValid Trip
Y
 Y
 Y
N
 N
Dynamics and 
Altitude gain
Appendices 7a, 
7bOverall 
Dynamics
Appendix 5
N
Emissions Calculations Appendices 4 and 6
 
 
 
127 
 
 (23) point 9.4 is replaced by the following:  
'9.4. After establishing the validity of a trip in accordance with point 9.2, emission results 
shall be calculated using the methods laid down in Appendix 4 and Appendix 6. The 
emissions calculations shall be made between test start and test end , as defined in Appendix 
1, points 5.1. and 5.3. respectively.';  
(24)  point 9.6. is replaced by the following:  
'9.6. Gaseous pollutant and particle number emissions during cold start, as defined in point 4 
of Appendix 4, shall be included in the normal ev aluation in accordance with Appendices 4, 
5 and 6. If the vehicle was conditioned for the last three hours prior to the test at an average 
temperature that falls within the extended range in accordance with point 5.2, then the 
provisions of point 9.5 apply  to the data collected during the cold start period, even if the 
running conditions are not within the extended temperature range.';  
 
(25) Appendix 1 is amended as follows:  
(a) the first paragraph of point 3.2 is replaced by the following:  
'Test parameters as specified in Table 1 of this Appendix shall be measured at a constant 
frequency of 1 ,0 Hz or higher and recorded and reported in accordance with  the 
requirements of Appendix 8 at a frequency of 1 ,0 Hz. If ECU parameters are available, these 
may be obtained  at a substantially higher frequency but the recording rate shall be 1 ,0 Hz. 
The PEMS analysers, flow -measuring instruments and sensors shall comply with the 
requirements laid down in Appendices 2 and 3.';  
(b) point 3.4.2. is replaced by the following:  
'3.4.2.  Permissible backpressure  
The installation and operation of the PEMS sampling probes shall not unduly 
increase the pressure at the exhaust outlet in a way that may influence the 
representativeness of the measurements. It is thus recommended that only one 
sampling probe is installed in the same plane. If technically feasible, any extension 
to facilitate the sampling or connection with the exhaust mass flow meter shall have 
an equivalent, or larger, cross sectional area than the exhaust pipe.';  
(c) point 3.4.3. i s replaced by the following:  
'3.4.3. Exhaust mass flow meter  
Whenever used, the exhaust mass flow meter shall be attached to the vehicle’s tailpipe(s) in 
accordance with the recommendations of the EFM manufacturer. The measurement range of 
the EFM shall ma tch the range of the exhaust mass flow rate expected during the test. It is 
recommended to select the EFM in order to have the maximum expected flow rate during  
 
 
128 
 
 the test covering at least 75% of the EFM full range. The installation of the EFM and any 
exhau st pipe adaptors or junctions shall not adversely affect the operation of the engine or 
exhaust after -treatment system. A minimum of four pipe diameters or 150 mm of straight 
tubing, whichever is larger, shall be placed at either side of the flow -sensing e lement. When 
testing a multi -cylinder engine with a branched exhaust manifold, it is recommended to 
position the exhaust mass flow meter downstream of where the manifolds combine and to 
increase the cross section of the piping such as to have an equivalent , or larger, cross 
sectional area from which to sample. If this is not feasible, exhaust flow measurements with 
several exhaust mass flow meters may be used. The wide variety of exhaust pipe 
configurations, dimensions and exhaust mass flow rates may requir e compromises, guided 
by good engineering judgement, when selecting and installing the EFM(s). It is permissible 
to install an EFM with a diameter smaller than that of the exhaust outlet or the total 
projected frontal area of multiple outlets, providing it  improves measurement accuracy and 
does not adversely affect the operation or the exhaust after -treatment as specified in point 
3.4.2. It is recommended to document the EFM set -up using photographs.';  
(d) the third sub -paragraph of point 3.5 is replaced by:  
'  If the engine is equipped with an exhaust after -treatment system, the exhaust 
sample shall be taken downstream of the exhaust after - treatment system. When 
testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe 
shall be locate d sufficiently far downstream so as to ensure that the sample is 
representative of the average exhaust emissions of all cylinders. In multi -cylinder 
engines having distinct groups of manifolds, such as in a ‘V’ engine configuration, 
the sampling probe shal l be positioned downstream of the point where the 
manifolds combine. If this is technically not feasible, multi -point sampling at 
locations of well -mixed exhaust may be used. In this case, the number and location 
of sampling probes shall match as far as po ssible those of the exhaust mass flow 
meters. In case of unequal exhaust flows, proportional sampling or sampling with 
multiple analysers shall be considered.';  
(e) point 4.6. is replaced by the following:  
'4.6. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air at an 
appropriate sampling point, usually at the inlet of the sampling line. The signal shall be 
recorded at a constant frequency which is a multiple of 1,0 Hz  averaged over a period of 2 
minutes; the final concentration shall be within the manufacturer’s specifications, but shall 
not exceed 5 000 particles per cubic -centimetre.';  
(f) point 5.1. is replaced by the following:  
'5.1. Test start   
 
 
129 
 
 Test start shall be defi ned by either:  
- the first ignition of the internal combustion engine;  
- or the first movement of the vehicle with speed greater than 1 km/h for OVC -HEVs and 
NOVC -HEVS starting with the internal combustion engine off.  
Sampling, measurement and recording of  parameters shall begin prior to the test start. 
Before the test start it shall be confirmed that all necessary parameters are recorded by the 
data logger.  
To facilitate time alignment, it is recommended to record the parameters that are subject to 
time a lignment either by a single data recording device or with a synchronised time stamp.  
 
 
Figure 1:  
Test Start Sequence';  
 
 
 
(g) point 5.3 is replaced with the following:  
'5.3. Test end  
The end of the test is reached when the vehicle has completed the trip and e ither when:  
- the internal combustion engine is switched off;  
- for OVC -HEVs and NOVC -HEVS finishing the test with the internal combustion engine 
off, the vehicle stops and the speed is lower than or equal to 1 km/h.  
Excessive idling of the engine after the completion of the trip shall be avoided. The data 
recording shall continue until the response time of the sampling systems has elapsed. For 
Test Start when ICE ONSampling ON
Data 
Recording 
ONICE ON 
(When 
applicable)Vehicle 
Move
Test Start when ICE 
OFF (for OVC -HEV and 
NOVC -HEV only)
< 15 seconds (Annex 
IIIa, Point 7.6) 
 
 
130 
 
 vehicles with a signal detecting regeneration (see line 42 in the Transpare ncy Table in 
Appendix 5 of Annex II), the OBD -check shall be performed and documented directly after 
data recording and before any further driven distance is driven.  
 
Figure App.2:  
Test End Sequence';  
 
 
(h) point 6.3. is replaced by the following:  
'6.3. Check ing the on -road emission measurements  
The span gas concentration that was used for the calibration of the analysers in accordance 
with Appendix 1, paragraph 4.5  at the test start shall cover at least 90% of the concentration 
values obtained from 99 % of t he measurement of the valid parts of the emissions test. It is 
permissible that 1 % of the total number of measurements used for evaluation exceeds the 
used span gas by up to a factor of two. If these requirements are not met, the test shall be 
voided.'.  
 
(27) Appendix 2 is amended as follows:  
(a) in point  3.4.2., point (f) is replaced by the following:  
'(f) The values under evaluation and, if needed, the reference values shall be recorded at 
a constant frequency which is a multiple of 1 ,0 Hz over a period of 30 seconds.';  
Test End when ICE OFF 
on OVC -HEV and 
NOVC -HEVData 
Recording 
OFFVehicle Stop ICE OFF
Test End
No excessive idling 
 
 
131 
 
 (b) in point 4.1.2., points (b) and (e) are replaced by the following:  
'(b)  a demonstration of equivalency with the respective standard analyser specified in 
point 4.1.1 over the expected range of pollutant concentrations and ambient 
conditions of the type -approval test defined in Annex XXI to this Regulation as 
well as a validation test as described in point 3 of Appendix 3 for a vehicle 
equipped with a spark -ignition and compression -ignition engine; the manufacturer 
of the analyser shall demons trate the significance of equivalency within the 
permissible tolerances given in point 3.3 of Appendix 3.  
(e)  a demonstration that the influence of vibrations, accelerations and ambient 
temperature on the analyser reading does not exceed the noise require ments for 
analysers set out in point 4.2.4. '; 
(c) point 4.2.4 is replaced by the following:  
'4.2.4.  Noise  
The noise shall not exceed 2 % of full scale. Each of the 10 measurement periods shall be 
interspersed with an interval of 30 seconds in which the analyse r is exposed to an 
appropriate span gas. Before each sampling period and before each span period, sufficient 
time shall be given to purge the analyser and the sampling lines.';  
(d) point 5.1 is replaced by the following:  
'5.1. Calibration and span gases for RD E tests  
(e) the following points 5.1.1., 5.1.2. and 5.1.3. are inserted:  
'5.1.1. General  
The shelf life of calibration and span gases shall be respected. Pure as well as mixed 
calibration and span gases shall fulfil the specifications of Sub -Annex  5 of Annex X XI to 
this Regulation.  
5.1.2. NO2 calibration gas  
In addition, NO2 calibration gas is permissible. The concentration of the NO2 calibration 
gas shall be within two per cent of the declared concentration value. The amount of NO 
contained in the NO2 calibra tion gas shall not exceed 5 per cent of the NO2 content.  
5.1.3. Multicomponent mixtures  
Only multicomponent mixtures which fulfil the requirements of point 5.1.1. shall be used. 
These mixtures may contain two or more of the components. Multicomponent mixtu res 
containing both NO and NO2 are exempted of the NO2 impurity requirement set out in 
points 5.1.1 and 5.1.2.';  
(f) point 7.2.3 is replaced by the following:   
 
 
132 
 
 '7.2.3.  Accuracy  
The accuracy of the EFM shall not exceed ± 3 percent of the reading, 0,5 % of full s cale or ± 
1,0 per cent of the maximum flow at which the EFM has been calibrated, whichever is 
larger.';  
(g) point 7.2.5 is replaced by the following:  
'7.2.5.  Noise  
The noise shall not exceed 2 per cent of the maximum calibrated flow value. Each of the 10 
measu rement periods shall be interspersed with an interval of 30 seconds in which the EFM 
is exposed to the maximum calibrated flow.';  
 
(28) Appendix 3 is amended as follows:  
(a) points 3.2.2. and 3.2.3 are replaced by the following:  
'3.2.2.  Test conditions  
The validation test shall be conducted on a chassis dynamometer, as far as possible, under 
type approval conditions by following the requirements of Annex XXI to this Regulation. It 
is recommended to feed the exhaust flow extracted by the PEMS during the valid ation test 
back to the CVS. If this is not feasible, the CVS results shall be corrected for the extracted 
exhaust mass. If the exhaust mass flow rate is validated with an exhaust mass flow meter, it 
is recommended to cross -check the mass flow rate measurem ents with data obtained from a 
sensor or the ECU.  
3.2.3. Data analysis  
The total distance -specific emissions [g/km] measured with laboratory equipment shall be 
calculated following Regulation 2017/1151. The emissions as measured with the PEMS 
shall be calc ulated in accordance with point 9 of Appendix 4, summed to give the total mass 
of pollutant emissions [g] and then divided by the test distance [km] as obtained from the 
chassis dynamometer. The total distance -specific mass of pollutants [g/km], as determi ned 
by the PEMS and the reference laboratory system, shall be evaluated against the 
requirements specified in point 3.3. For the validation of NOX emission measurements, 
humidity correction shall be applied in accordance with Sub -Annex 7 of Annex XXI to th is 
Regulation.';  
(b) Points 4.1 and 4.2 are replaced by the following:  
'4.1. Frequency of validation  
In addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady -
state conditions, the linearity of non -traceable exhaust mass flow m eters or the exhaust mass 
flow rate calculated from non -traceable sensors or ECU signals shall be validated under  
 
 
133 
 
 transient conditions for each test vehicle against a calibrated exhaust mass flow meter or the 
CVS.  
4.2. Validation procedure  
The validation shall be conducted on a chassis dynamometer under type approval 
conditions, as far as applicable. As reference, a traceably calibrated flow meter shall be 
used. The ambient temperature can be any within the range specified in point 5.2. The 
installation of  the exhaust mass flow meter and the execution of the test shall fulfil the 
requirement of point 3.4.3 of Appendix 1 to this Annex.';  
 
(29) Appendix 4 is amended as follows:  
(a) point 1. is replaced by the following:  
'1. INTRODUCTION  
This Appendix  describes the procedure to determine the instantaneous mass and particle 
number emissions [g/s; #/s] that shall be used for the subsequent evaluation of an RDE trip 
and the calculation of the final emission result as described in Appendix 6.';  
(b) point 4 is  replaced by  the following : 
'4. Cold Start  
Cold start for the purposes of RDE is the period from the test start until the point when the 
vehicle has run for 5 min utes. If the coolant temperature is determined, the cold start period 
ends once the coolant is  at least 70 °C for the first time but no later than 5 min utes after test 
start.';  
(c) the following point 8.3 is inserted:  
'8.3 Correction for extended conditions  
The second -by second emissions calculated in accordance with this Appendix may be 
divided by a v alue of 1,6  solely for the cases laid down in points 9.5 and 9.6.  
The corrective factor of 1,6 shall be applied only once. The corrective factor of 1,6 applies 
to pollutant emissions but not to CO 2.'; 
 
(30) Appendix 5 is replaced by the following:  
'Append ix 5 
Verification of overall trip dynamics using the moving averaging window method  
  
 
 
134 
 
 1. Introduction  
The Moving Averaging Window method is used to verify the overall trip dynamics. The test 
is divided in sub -sections (windows) and the subsequent analysis aims  at determining 
whether the trip is valid for RDE purposes. The ‘normality’ of the windows is conducted by 
comparing their CO2 distance -specific emissions with a reference curve obtained from the 
vehicle CO2 emissions measured in accordance with the WLTP p rocedure.  
2. Symbols, parameters and units  
Index (i) refers to the time step  
Index (j) refers to the window  
Index (k) refers to the category (t=total, u=urban, r=rural, m -=motorway) or to the CO 2 characteristic 
curve (cc)  
Δ   - difference  
≥   - larger or equal  
#   - number  
%   - per cent  
≤   - smaller or equal  
𝑎1,𝑏1   -  coefficients of the CO 2 characteristic curve  
𝑎2,𝑏2   -  coefficients of the CO 2 characteristic curve  
𝑀𝐶𝑂2   - CO 2 mass, [g]  
𝑀𝐶𝑂2,𝑗   - CO 2 mass in window j, [g]  
𝑡𝑖   - total time in step i, [s]  
𝑡𝑡   - duration of a test, [s]  
𝑣𝑖   - actual vehicle speed in time step i, [km/h]  
𝑣̅𝑗   - average vehicle speed in window j , [km/h]  
𝑡𝑜𝑙 1𝐻   -  upper tolerance for the vehicle CO 2 characteristic curve, [%]  
𝑡𝑜𝑙 1𝐿   -  lower t olerance for the vehicle CO 2 characteristic curve, [%]   
 
 
135 
 
  
3. Moving Averaging Windows  
3.1. Definition of averaging windows  
The instantaneous emissions calculated in accordance with  Appendix 4 shall be integrated 
using a moving averaging window method, based on the reference CO 2 mass. The reference 
CO 2 mass shall be obtained from point 12 of the Transparency list 1 of Appendix 5 of 
Annex II.  
The principle of the calculation is as fo llows: The RDE distance -specific CO 2 mass 
emissions are not calculated for the complete data set, but for sub -sets of the complete data 
set, the length of these sub -sets being determined so as to match always the same fraction of 
the CO 2 mass emitted by th e vehicle over the reference laboratory cycle. The moving 
window calculations are conducted with a time increment ∆t corresponding to the data 
sampling frequency. These sub -sets used to calculate the vehicle on -road CO 2 emissions and 
its average speed are referred to as “averaging windows” in the following sections.  
The calculation described in the present point shall be run from the first data point 
(forward).  
The following data shall not be considered for the calculation of the CO 2 mass, the distance 
and the vehicle average speed in the averaging windows:  
 - The periodic verification of the instruments and/or after the zero drift verifications;  
 - Vehicle ground speed is smaller than 1 km/h;  
The calculation shall start from when vehicle ground speed is hig her than or equal to 1 km/h 
and include driving events during which no CO 2 is emitted and where the vehicle ground 
speed is higher than or equal to 1 km/h.  
The mass emissions MCO2,j shall be determined by integrating the instantaneous emissions in 
g/s as specified in Appendix 4 to this Annex.  
Figure 1:  
Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging window.  
 
  
 
 
136 
 
  
 
Figure 2:  
Definition of CO 2 mass based averaging windows  
 
 
 
 
137 
 
  
 
The duration (𝑡2,𝑗−𝑡1,𝑗) of the jth averaging window is determined by:  
𝑀𝐶𝑂2(𝑡2,𝑗)−𝑀𝐶𝑂2(𝑡1,𝑗)≥𝑀𝐶𝑂2,𝑟𝑒𝑓 
 
Where:  
𝑀𝐶𝑂2(𝑡𝑖,𝑗) is the CO 2 mass measured between the test start and time 𝑡𝑖,𝑗, [g];  
𝑀𝐶𝑂2,𝑟𝑒𝑓 is the half of the CO 2 mass emitted by the vehicle over the WLTP test conducted in 
accordance with Sub -Annex 6 to Annex XXI of this Regulation. The reference CO 2 mass 
shall be obtained from point 12 of the Transparency list 1 of Appendix 5 of Annex II 
multiplied by the total di stance (in km) run in WLTP.  
𝑡2,𝑗 shall be selected such as:  
𝑀𝐶𝑂2(𝑡2,𝑗−∆𝑡)−𝑀𝐶𝑂2(𝑡1,𝑗)<𝑀𝐶𝑂2,𝑟𝑒𝑓≤𝑀𝐶𝑂2(𝑡2,𝑗)−𝑀𝐶𝑂2(𝑡1,𝑗) 
 
 
 
 
138 
 
 Where ∆𝑡 is the data sampling period.  
The CO 2 masses 𝑀𝐶𝑂2,𝑗 in the windows are calculated by integrating the instantaneous 
emissions calculated as specified in Appendix 4 to this Annex.  
 
3.2. Calculation of window parameters  
The following shall be calculated for each window determined in accordance with point 3.1.  
- The distance -specific CO 2 emissions 𝑀𝐶𝑂2,𝑑,𝑗; 
- The average vehicle speed 𝑣̅𝑗. 
4. Evaluation of windows  
4.1. Introduction  
The reference dynamic conditions of the test vehicle are defined from the vehicle CO 2 
emissions versus average speed measured at type appr oval on the Type 1 test and referred to 
as “vehicle CO 2 characteristic curve”. To obtain the distance specific CO 2 emissions, the 
vehicle shall be tested on the WLTP cycle in accordance with Annex XXI to this 
Regulation.  
4.2. CO 2 Characteristic curve reference points  
The distance -specific CO 2 emissions to be considered in this paragraph for the definition of 
the reference curve shall be obtained from point 12 of the Transparency list 1 of Appendix 5 
of Annex II.  
The reference poin ts 𝑃1, 𝑃2 and 𝑃3 required to define the vehicle CO 2 characteristic curve 
shall be established as follows:  
4.2.1.  Point 𝑷𝟏 
𝑣𝑃1̅̅̅̅̅=18.882  𝑘𝑚/ℎ (Average Speed of the Low Speed phase of the WLTP cycle)  
𝑀𝐶𝑂2,𝑑,𝑃1 = Vehicle CO 2 emissions over the Low Speed phase of the WLTP cycle [g/km]  
4.2.2.  Point 𝑷𝟐 
𝑣𝑃2̅̅̅̅̅=56.664  𝑘𝑚/ℎ (Average Speed of the High Speed phase of the WLTP cycle)  
𝑀𝐶𝑂2,𝑑,𝑃2  = Vehicle CO 2 emissions over the High Speed phase of the WLTP cycle [g/km]   
 
 
139 
 
 4.2.3.  Point 𝑷𝟑 
𝑣𝑃3̅̅̅̅̅=91.997  𝑘𝑚/ℎ (Average Speed of the Extra High Speed phase of the WLTP cycle)  
𝑀𝐶𝑂2,𝑑,𝑃3  = Vehicle CO 2 emissions over the Extra High Speed phase of the WLTP cycle 
[g/km]  
 
4.3. CO 2 Characteristic curve definition  
Using the reference points defined in point 4.2, the characteristic curve CO 2 emissions are 
calculated as a function of the average speed using two linear sections ( 𝑃1,𝑃2) and ( 𝑃2,𝑃3). 
The section ( 𝑃2,𝑃3) is limited to 145 km/h on the vehicle speed axis. The characteristic 
curve is defin ed by equations as follows:  
For the section ( 𝑃1,𝑃2): 
𝑀𝐶𝑂2,𝑑,𝐶𝐶(𝑣̅)=𝑎1𝑣̅+𝑏1 
𝑤𝑖𝑡ℎ: 𝑎1=(𝑀𝐶𝑂2,𝑑,𝑃2−𝑀𝐶𝑂2,𝑑,𝑃1)(𝑣𝑃2̅̅̅̅̅−𝑣𝑃1̅̅̅̅̅) ⁄  
𝑎𝑛𝑑 : 𝑏1=𝑀𝐶𝑂2,𝑑,𝑃1−𝑎1𝑣𝑃1̅̅̅̅̅ 
For the section ( 𝑃2,𝑃3): 
 
𝑀𝐶𝑂2,𝑑,𝐶𝐶(𝑣̅)=𝑎2𝑣̅+𝑏2 
𝑤𝑖𝑡ℎ: 𝑎2=(𝑀𝐶𝑂2,𝑑,𝑃3−𝑀𝐶𝑂2,𝑑,𝑃2)(𝑣𝑃3̅̅̅̅̅−𝑣𝑃2̅̅̅̅̅) ⁄  
𝑎𝑛𝑑 : 𝑏2=𝑀𝐶𝑂2,𝑑,𝑃2−𝑎2𝑣𝑃2̅̅̅̅̅ 
 
 
Figure 3:  
Vehicle CO 2 characteristic curve and tolerances for ICE and NOVC -HEV vehicles  
  
 
 
140 
 
  
 
Figure 4:  
Vehicle CO 2 characteristic curve and tolerances for OVC -HEV vehicles  
 
 
 
141 
 
  
 
 
4.4. Urban, rural and motorway windows  
 
4.4.1.  Urban windows  
Urban windows are characterized by average vehicle speeds 𝒗̅𝒋 smaller than 45 km/h.  
4.4.2.  Rural windows  
Rural windows are characterized by average vehicle speeds 𝒗̅𝒋 greater than or equal to 45 
km/h and smaller than 80 km/h.  
For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a 
device limiting vehicle speed to 90 km/h, rural windows are characterized by average 
vehicle speeds 𝒗̅𝒋 smaller than 70 km/h.  
4.4.3.  Motorway windows  
Motorway windows a re characterized by average vehicle speeds 𝒗̅𝒋 greater than or equal to 
80 km/h and smaller than 145 km/h  
 
 
 
142 
 
 For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a 
device limiting vehicle speed to 90 km/h, motorway windows ar e characterized by average 
vehicle speeds 𝒗̅𝒋 greater than or equal to 70 km/h and smaller than 90 km/h.  
Figure 5:  
Vehicle CO 2 characteristic curve: urban, rural and motorway driving definitions (Illustrated for ICE and NOVC -
HEV vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a 
device limiting vehicle speed to 90 km/h)  
 
 
 
Figure  6.  
Vehicle CO 2 characteristic curve: urban, rural and motorway driving definitions (Illustrated for OVC -HEV 
vehicles) except N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device 
limiting vehicle speed to 90 km/h)  
 
5 
 
 
143 
 
  
 
4.5. Verification of trip validity  
 
4.5.1.  Tolerances around the vehicle CO 2 characteristic curve  
The upper tolerance of the vehicle CO 2 characteristic curve is 𝑡𝑜𝑙 1H=45%  for urban 
driving and 𝑡𝑜𝑙 1H=40%  for rural and motorway driving .  
The lower tolerance of the vehicle CO 2 characteristic curve is 𝑡𝑜𝑙 1L=25%  for ICE and 
NOVC -HEV vehicles and 𝑡𝑜𝑙 1L=100%  for OVC -HEV vehicles .  
4.5.2.  Verification of test validity  
The test is valid when it comprises at least 50% of the urban, rural and motorway windows 
are within t he tolerances defined for the CO 2 characteristic curve.  
For NOVC -HEVs if the minimum requirement of 50 % between tol1H and tol1L is not met, 
the upper positive tolerance  tol1H may be increased by steps of 1 % until the 50 % target is 
reached. When using th is mechanism, the value of tol1H shall never exceed 50 %.  
For OVC -HEVs operated in battery charge mode, the verification of test validity is not 
required.';  
5 
 
 
144 
 
  
(31) Appendix 6 is replaced by the following:  
'APPENDIX 6 – CALCULATION OF THE FINAL RDE EMISSIONS  RESULTS  
1. Symbols, Parameters and Units  
 
Index (k) refers to the category (t=total, u=urban, 1 -2=first two phases of the WLTP cycle)  
 
𝐼𝐶𝑘 is the distance share of usage of the internal combustion engine for an OVC -HEV 
over the RDE trip  
𝑑𝐼𝐶𝐸 ,𝑘 is the distance driven [km], with the internal combustion engine on for an OVC -
HEV over the RDE trip  
𝑑𝐸𝑉,𝑘 is the distance driven [km], with the internal combustion engine off for an OVC -
HEV over the RDE trip  
𝑀𝑅𝐷𝐸 ,𝑘 is the final RDE distance -specifi c mass of gaseous pollutants [mg/km] or particle 
number [#/km]  
𝑚𝑅𝐷𝐸 ,𝑘  is the distance -specific mass of gaseous pollutant [g/km] or particle number [#/km] 
emissions, emitted over the complete RDE trip and prior to any correction in 
accordance with th is Appendix  
𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑘   is the distance -specific mass of CO 2 [g/km], emitted over the RDE trip  
𝑀𝐶𝑂2,𝑊𝐿𝑇𝐶 ,𝑘   is the distance -specific mass of CO 2 [g/km], emitted over the WLTC cycle  
𝑀𝐶𝑂2,𝑊𝐿𝑇𝐶 _𝐶𝑆,𝑘  is the distance -specific ma ss of CO 2 [g/km], emitted over the WLTC cycle for an 
OVC -HEV vehicle tested on its charge sustaining mode  
𝑟𝑘 ratio between the CO 2 emissions measured during the RDE test and the WLTP test  
𝑅𝐹 𝑘  is the result evaluation factor calculated for the RDE trip 
𝑅𝐹𝐿1  is the first parameter of the function used to calculate the result evaluation 
 factor  
𝑅𝐹𝐿2 is the second parameter of the functio n used to calculate the result evaluation factor  
2. Calculation of the Final RDE emissions results  
 
2.1. Introduction  
The trip validity shall be verified in accordance with point 9.2. of Annex IIIA. For the valid trips, the final 
RDE results are calculated as follows for vehicles with ICE, NOVC -HEV and OVC -HEV.   
 
 
145 
 
 For the complete RDE trip and for the urban part of the RDE trip (k=t=total, k=u=urban):  
𝑀𝑅𝐷𝐸 ,𝑘=𝑚𝑅𝐷𝐸 ,𝑘.𝑅𝐹𝑘 
The values of the parameter 𝑅𝐿1 and 𝑅𝐿2 of the function used to calculate the result evaluation factor  are as 
follows:  
- Upon the request of the manufacturer and only for type approvals granted before 1 January 2020,  
 𝑅𝐹𝐿1=1,20 and 𝑅𝐹𝐿2=1,25; 
in all other cases:  
  𝑅𝐹𝐿1=1,30 and 𝑅𝐹𝐿2=1,50;  
The RDE result evaluation factors 𝑅𝐹𝑘 (k=t=total, k=u=urban)  shall be obtained using the functions 
laid down in point 2.2. for vehicles with ICE and NOVC -HEV, and in point 2.3. for OVC -HEV. 
These evaluation factors shall be subject to an annual review by the Commission and shall be 
revised as a result of technical progress.  
Function to calculate the result evaluation factor  
 
 
0.000.200.400.600.801.001.20RDE Evaluation Factor
RDE / WLTP CO2 Ratio 
 
 
146 
 
 2.2. RDE result evaluation factor for vehicles with ICE and NOVC -HEV  
The value of the RDE result evaluation factor depends on the ratio 𝑟𝑘 between the CO 2 emissions measured 
during the RDE test and the vehicle reference CO2 mass, which shall be obtained from point 12 of the 
Transparency list 1 in Appendix 5 of Annex II. For the urban emissions, the relevant phases of the WLTP 
driving cycle shall be the firs t two phases, i.e. the Low and the Medium speed phases.  
𝑟𝑘=𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑘
𝑀𝐶𝑂2,𝑊𝐿𝑇𝑃 ,𝑘 
 Result evaluation factor 𝑅𝐹𝑘   
𝑟𝑘≤𝑅𝐹𝐿1 𝑅𝐹𝑘=1  
𝑅𝐹𝐿1<𝑟𝑘≤𝑅𝐹𝐿2 𝑅𝐹𝑘=𝑎1𝑟𝑘+𝑏1 𝑎1=𝑅𝐹𝐿2−1
[𝑅𝐹𝐿2(𝑅𝐹𝐿1−𝑅𝐹𝐿2)] 
 
𝑏1=1−𝑎1𝑅𝐹𝐿1 
𝑟𝑘>𝑅𝐹𝐿2 𝑅𝐹𝑘=1
𝑟𝑘  
Result evaluation factors calculation for vehicles with ICE and NOVC -HEV  
 
2.3. RDE result evaluation factor for OVC -HEV  
The value of the RDE result evaluation factor depends on the ratio 𝑟𝑘 between the CO 2 emissions measured 
during the RDE test and the vehicle reference CO2 mass which shall be obtained from point 12 of the 
Transparency list 1 in Appendix 5 of Annex II. The ratio 𝑟𝑘 is corrected by a ratio reflecting the respective 
usage of the internal co mbustion engine during the RDE trip and on the WLTP test, to be conducted using 
the charge sustaining mode.  For the urban emissions, the relevant phases of the WLTP driving cycle shall be 
the first two phases, i.e. the Low and the Medium speed phases.  
For the urban driving:  
𝑟𝑢=𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑢
𝑀𝐶𝑂2,𝑊𝐿𝑇𝑃 −𝐶𝑆,1−2.0,70
𝐼𝐶𝑢  
 
 
147 
 
 And for the total emissions:  
For the total RDE trip:  
𝑟𝑡=𝑀𝐶𝑂2,𝑅𝐷𝐸 ,𝑡
𝑀𝐶𝑂2,𝑊𝐿𝑇𝑃 −𝐶𝑆,𝑡.0,85
𝐼𝐶𝑡 
 
where 𝐼𝐶𝑘 is the ratio of the distance driven with the combustion engine on divided by the total trip distance:  
𝐼𝐶𝑘=𝑑𝐼𝐶𝐸 ,𝑘
𝑑𝐼𝐶𝐸 ,𝑘+𝑑𝐸𝑉,𝑘 
 
Table 2. Result evaluation factors calculation for OVC -HEV  
 Result evaluation factor 𝑅𝐹𝑘   
𝑟𝑘≤𝑅𝐹𝐿1 𝑅𝐹𝑘=1  
𝑅𝐹𝐿1<𝑟𝑘≤𝑅𝐹𝐿2 𝑅𝐹𝑘=𝑎1𝑟𝑘+𝑏1 𝑎1=𝑅𝐹𝐿2−1
[𝑅𝐹𝐿2(𝑅𝐹𝐿1−𝑅𝐹𝐿2)] 
 
𝑏1=1−𝑎1𝑅𝐿1 
𝑟𝑘>𝑅𝐹𝐿2 𝑅𝐹𝑘=1
𝑟𝑘 '; 
 
(32) Appendix 7 is amended as follows:  
(a) point 1 is replaced by the following:  
'1. INTRODUCTION  
Due to their particular characteristics, PEMS tests shall not be required for each vehicle type 
with regard to emissions and vehicle repair and maintenance information as defined in 
Article 2(1), hereinafter ‘vehicle emission type’. Several vehicle emissio n types and several  
 
 
148 
 
 vehicles with different declared maximum RDE values in accordance with Part I of Annex 
IX to Directive 2007/46/EC may be put together by the vehicle manufacturer to form a 
PEMS test family in accordance with  the requirements of point 3,  which shall be validated 
in accordance with the requirements of point 4.';  
(b) point 4.2.6 is deleted . 
(c) in point 4.2.8., in the table, explanatory note (2) is replaced by the following:  
'(2) when there is only one vehicle emission type in a PEMS test family, t he type approval 
authority shall decide whether the vehicle shall be tested in hot or cold start condition.';  
(d) point 5.3. is replaced by the following:  
'5.3. The authority and the vehicle manufacturer shall maintain a list of vehicle emission 
types being pa rt of a given PEMS test family on the basis of emission type approval 
numbers. For each emission type all corresponding combinations of vehicle type approval 
numbers, types, variants and versions as defined in section 0.2 of the vehicle's EC certificate 
of conformity shall be provided as well.';  
 
(33) Appendix 7a is amended as follows:  
(a) the title is replaced by the following:  
'Appendix 7a:  
Verification of trip dynamics' ; 
(b) point 1 is replaced by the following:  
'1. Introduction  
This Appendix describes the calculation procedures to verify the trip dynamics by 
determining the excess or absence of dynamics during urban, rural and motorway driving.';  
(c) point 3.1.1. is replaced by:  
'3.1.1. Data pre -processing  
Dynamic parameters like acceleration, ( 〖v∙a〗_pos) or RP A shall be determined with a 
speed signal of an accuracy of 0,1 % for all speed values above 3 km/h and a sampling 
frequency of 1 Hz. This accuracy requirement is generally fulfilled by distance calibrated 
signals obtained from a wheel (rotational) speed s ensor. Otherwise, acceleration shall be 
determined with an accuracy of 0 ,01 m/s2 and a sampling frequency of 1 Hz. In this case the 
separate speed signal, in ( 〖v∙a〗_pos), shall have an accuracy of at least 0,1 km/h.  
The correct speed trace builds the basis  for further calculations and binning as described in 
paragraph 3.1.2 and 3.1.3.';   
 
 
149 
 
 (d) point 3.1.3 is replaced by the following:  
'3.1.3 Binning of the results  
After the calculation of ai and (v∙a)i, the values vi, di, ai and (v∙a)i shall be ranked in 
ascending order of the vehicle speed.  
All datasets with vi≤60km /h belong to the “urban” speed bin, all datasets with 60km /
h<vi≤90km /h belong to the “rural” speed bin and all datasets with vi>90km /h km/h 
belong to the “motorway” speed bi n. 
For N2 category vehicles that are equipped with a device limiting vehicle speed to 90 km/h, 
all datasets with vi≤60km /h belong to the “urban” speed bin, all datasets with 60km /h<
vi≤80km /h belong to the “rural” speed bin and all datasets with vi>80km /h km/h 
belong to the “motorway” speed bin.  
The number of datasets with acceleration values ai>0,1m/s2 shall be bigger or equal to 
100 in each speed bin.  
For each speed bin the average vehicle speed v̅k shall be calculated as follows:  
v̅k=(∑vi,k i )/Nk , i=1 to Nk,k=u,r,m 
Where:  
Nk is the total number of samples of the urban, rural, and motorway shares.';  
 
(e) in point 4.1.1., the following text is added:  
'Upon the request of the manufacturer, and only for those N1 or N2 vehicles where the 
vehicle power -to-mass ratio i s smaller than or equal to 44 W/kg then:  
If v̅k≤74,6km /h  
and  
(v∙apos)k-[95]>(0,136 ∙v̅k+14,44)  
 is fulfilled, the trip is invalid.  
If v̅k>74,6km /h 
and 
 (v∙apos)k_[95]>(−0,097 ∙v̅k + 31,635 ) 
is fulfilled, the trip is invalid . 
 To calculate the power -to-mass ratio, the following values shall be used:   
 
 
150 
 
 - the mass which corresponds to the actual test mass of the vehicle including the drivers and 
the PEMS equipment (kg);  
- the maximum rated engine power as declared by the manufact urer (W).  
(f) point 4.1.2. is replaced by the following:  
'4.1.2 Verification of RPA per speed bin  
If v̅k≤94,05km /h and RPA k<(−0,0016 ∙v̅k + 0,1755 ) is fulfilled, the trip is invalid.  
If v̅k>94,05km /h and RPA k<0,025 is fulfilled, the trip is invalid.'.  
 
(34) Appendix 7c is deleted.  
(35) Appendix 8 is amended as follows:  
(a) points 1 and 2 are  replaced by the following:  
'1. INTRODUCTION  
This Appendix describes the requirements for the data exchange between the measurement 
systems and the data evaluation software an d for the reporting and exchange of intermediate 
and final RDE results after the completion of the data evaluation.  
The exchange and reporting of mandatory and optional parameters shall follow the 
requirements of point 3.2 of Appendix 1. The Technical Repo rt is composed of 5 items:  
i) the Data Exchange file as described in point 4.1;  
ii) the Reporting file #1 as described in point 4.2.1;  
iii) the Reporting file #2 as described in point 4.2.2;  
iv) the Vehicle and engine description as described in point 4.3;  
v) the visual supporting material of the PEMS installation as described in point 4.4.  
 
2.  SYMBOLS, PARAMETERS AND UNITS  
a1  - coefficient of the CO2 characteristic curve  
b1  - coefficient of the CO2 characteristic curve  
a2  - coefficient of the CO2 chara cteristic curve  
b2  - coefficient of the CO2 characteristic curve  
tol1-  - primary lower tolerance  
tol1+   - primary upper tolerance   
 
 
151 
 
 (v.apos)95k - 95th percentile of the product of vehicle speed and positive acceleration 
greater than 0,1 m/s2 for urban, rura l and motorway driving [m2/s3 or W/kg]  
RPAk   - relative positive acceleration for urban, rural and motorway driving 
[m/s2 or kWs/(kg*km)]  
ICk  is the distance share of usage of the internal combustion engine for an OVC -
HEV over the RDE trip  
dICE,k  is the distance driven [km], with the internal combustion engine on for an 
OVC -HEV over the RDE trip  
dEV,k  is the distance driven [km], with the internal combustion engine off for an 
OVC -HEV over the RDE trip  
MCO2,RDE ,k   is the distance -specific mass of CO2 [g /km], emitted over the RDE 
trip  
MCO2,WLTC ,k   is the distance -specific mass of CO2 [g/km], emitted over the WLTC 
cycle  
MCO2,WLTC _CS,k  is the distance -specific mass of CO2 [g/km], emitted over the WLTC 
cycle for an OVC -HEV vehicle tested on its charge sustaining mode  
rk   ratio between the CO2 emissions measured during the RDE test and 
the WLTP test  
RF k   is the result evaluation factor calculated for the RDE trip  
RFL1   is the first parameter of the function used to calculate the result 
evaluation fac tor 
RFL2   is the second parameter of the function used to calculate the result 
 evaluation factor';  
 
(b) point 3.3 . is replaced by the following:  
'3.3. Intermediate and final results  
Summary parameters of intermediate results shall be recorded and structured as indicated in 
Table 3. The information in Table 3 shall be obtained prior to the application of the data 
evaluation and emission calculation methods laid down in Appendices 5 and 6.  
The vehicle manufacturer shall record the available results of the data evaluation methods in separate 
files. The results of the data evaluation with the method described in Appendix 5 and emissions 
calculation described in Appendix 6 shall be reported in accordance with  Tables 4, 5 and 6. The header 
of the data reporting file shall be composed of three parts. The first 95 lines shall be reserved for 
specific information about the settings of the data evaluation method. Lines 101 -195 shall report the  
 
 
152 
 
 results of the data e valuation method. Lines 201 -490 shall be reserved for reporting the final emission 
results. Line 501 and all consecutive data lines comprise the body of the data reporting file and shall 
contain the detailed results of the data evaluation.' ; 
(c) points 4.1. to  4.2.2. are replaced by the following : 
'4.1. Data exchange:  
Left column in Table 1 is the parameter to be reported (fixed format). Central column in Table 1 is 
the description and or unit (fixed format). If a parameter can be described with an element of a  pre-
defined list from the central column, then the parameter shall be described using the predefined 
nomenclature (e.g. In the Data Exchange file line 19, a manual transmission vehicle should be 
described as manual and not MT or Man, or any other nomencla ture). Right column in Table 1 is 
where the actual data should be inserted. In the tables, dummy data has been inserted to show the 
proper way to fill in the reported content. The order of the columns and lines (including blanks) must 
be respected.'  
Table 1 
Header of the data exchange file  
TEST ID  [code]  TEST_01_Veh01  
Test date  [dd.mm.yyyy]  13.10.2016  
Organisation supervising the test  [name of the organization]  Dummy  
Test location  [City (Country)]  Ispra (Italy)  
Person supervising the test  [name of the principal supervisor]  Name Surname  
Vehicle driver  [name of the driver]  Name Surname  
Vehicle type  [vehicle commercial name]  Commercial name  
Vehicle manufacturer  [name]  Dummy  
Vehicle model year  [year]  2017  
Vehicle ID  [VIN code as defined in ISO 
3779:2009]  ZA1JRC2U912345678  
Odometer value at test start  [km]  5252  
Odometer value at test end  [km]  5341  
Vehicle category  [category as defined in Annex II to 
Directive 70/156/EEC]  M1 
Type approval emissions limit  [Euro X]  Euro 6c  
Engine type  [SI/CI]  SI 
Engine rated power  [kW]  85 
Peak torque  [Nm]  190 
Engine displacement  [ccm]  1197  
Transmission  [manual/automatic/CVT]  CVT   
 
 
153 
 
 Number of forward gears  [#] 6 
Fuel type. If flexifuel indicate fuel 
used in the test  [gasoline/diesel/LPG/NG/biomethane/ 
ethanol/biodiesel]  Diesel  
Lubricant  [product label]  5W30  
Front and rear tire size  [width.height.rim diameter/ 
width.height.rim diameter]  195.55.20/195.55.20  
Front and rear axle tire pressure  [bar/bar]  2.5/2.6  
Road load parameters  [F0/F1/F2] 60.1/0.704/0.03122  
Type -approval test cycle  [NEDC/WLTC]  WLTC  
Type -approval CO 2 emissions  [g/km]  139,1 
CO 2 emissions in WLTC mode 
Low [g/km]  155,1 
CO 2 emissions in WLTC mode 
Mid [g/km]  124,5 
CO 2 emissions in WLTC mode 
High  [g/km]  133,8 
CO 2 emissions in WLTC mode 
Extra High  [g/km]  146,2 
Vehicle test mass (1) [kg] 1743 ,1 
PEMS manufacturer  [name]  MANUF 01  
PEMS type  [PEMS commercial name]  PEMS X56  
PEMS serial number  [number]  C9658  
PEMS power supply  [battery type Li -ion/Ni -Fe/Mg -ion] Li-ion 
Gas analyser manufacturer  [name]  MANUF 22  
Gas analyser type  [type]  IR 
Gas analyser serial number  [number]  556 
Propulsion type  [ICE/HEV/PHEV]  ICE 
Electric motor power  [kW. 0 if vehicle with ICE only]  0 
Engine condition at test start  [cold/warm]  Cold  
Wheel drive mode  [2WD/4WD]  2WD  
Artificial payload  [% deviation from the payload]  28% 
Fuel used  [reference/market/EN228]  market  
Tyre tread depth  [mm]  5 
Vehicle age  [months]  26 
(2) 
  (2)    
 
 
154 
 
 (2)   
EFM manufacturer (3) [name]  EFMman 2  
EFM sensor type (3) [functional principle]  Pitot  
EFM serial number (3) [number]  556 
Source of exhaust mass flow rate  [EFM/ECU/sensor]  EFM  
Air pressure sensor  [type/ manufacturer]  Piezoresistor/AAA  
Test date  [dd.mm.yyyy]  13.10.2016  
Start time of pre -test procedure  [h:min]  15:25  
Start time of trip  [h:min]  15:42  
Start time of post -test procedure  [h:min]  17:28  
End time of pre -test procedure  [h:min]  15:32  
End time of trip  [h:min]  17:25  
End time of post -test procedure  [h:min]  17:38  
(4) 
  (4)   (4)   (4)   (4)   (4)   (4)   (4)   
Time correction: Shift THC  [s]  
Time correction: Shift CH4  [s]  
Time correction: Shift NMHC  [s]  
Time correction: Shift O 2 [s] -2 
Time correction: Shift PN  [s] 3,1 
Time correction: Shift CO  [s] 2,1 
Time correction: Shift CO 2 [s] 2,1 
Time correction: Shift NO  [s] -1,1 
Time correction: Shift NO 2 [s] -1,1 
Time correction: Shift exhaust 
mass flow rate  [s] 3,2 
Span reference value THC  [ppm]   
Span reference value CH4  [ppm]   
Span reference value NMHC  [ppm]   
Span reference value O 2 [%]   
 
 
155 
 
 Span reference value PN  [#]  
Span reference value CO  [ppm]  18000  
Span reference value CO 2 [%] 15 
Span reference value NO  [ppm]  4000  
Span Reference Value NO 2 [ppm]  550 
(4)   (4)   (4)   (4)   (4)   (4)   
Pre-test zero response THC  [ppm]   
Pre-test zero response CH 4 [ppm]   
Pre-test zero response NMHC  [ppm]   
Pre-test zero response O 2 [%]  
Pre-test zero response PN  [#]  
Pre-test zero response CO  [ppm]  0 
Pre-test zero response CO 2 [%] 0 
Pre-test zero response NO  [ppm]  0,03 
Pre-test zero response NO 2 [ppm]  -0,06 
Pre-test span response THC  [ppm]   
Pre-test span response CH 4 [ppm]   
Pre-test span response NMHC  [ppm]   
Pre-test span response O 2 [%]  
Pre-test span response PN  [#]  
Pre-test span response CO  [ppm]  18008  
Pre-test span response CO 2 [%] 14,8 
Pre-test span response NO  [ppm]  4000  
Pre-test span response NO 2 [ppm]  549 
Post-test zero response THC  [ppm]   
Post-test zero response CH 4 [ppm]   
Post-test zero response NMHC  [ppm]   
Post-test zero response O 2 [%]  
Post-test zero response PN  [#]  
Post-test zero response CO  [ppm]  0 
Post-test zero response CO 2 [%] 0  
 
 
156 
 
 Post-test zero response NO  [ppm]  0,11 
Post-test zero response NO 2 [ppm]  0,12 
Post-test span response THC  [ppm]   
Post-test span response CH 4 [ppm]   
Post-test span response NMHC  [ppm]   
Post-test span response O 2 [%]  
Post-test span response PN  [#]  
Post-test span response CO  [ppm]  18010  
Post-test span response CO 2 [%] 14,55 
Post-test span response NO  [ppm]  4505  
Post-test span response NO 2 [ppm]  544 
PEMS validation - results THC  [mg/km]   
PEMS validation - results CH 4 [mg/km]   
PEMS validation - results NMHC  [mg/km]   
PEMS validation - results PN  [#/km]   
PEMS validation - results CO  [mg/km]  56,0 
PEMS validation - results CO 2 [g/km]  2,2 
PEMS validation - results NO X [mg/km]  11,5 
PEMS validation - results THC  [% of the laboratory reference]   
PEMS validation - results CH 4 [% of the laboratory reference]   
PEMS validation - results NMHC  [% of the laboratory reference]   
PEMS validation - results PN  [% of the PMP system]   
PEMS validation - results CO  [% of the laboratory reference]  2,0 
PEMS validation - results CO 2 [% of the laboratory reference]  3,5 
PEMS validation - results NO X [% of the laboratory reference]  4,2 
(5)   
 (1) Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components 
including any artificial payload.  
 (2) Placeholders for additional information about analyser manufacturer and serial number in case multiple 
analysers are  used.  
(3) Mandatory if the exhaust mass flow rate is determined by an EFM.  
(4) If required, additional information may be added here.  
(5) Additional parameters may be added to characterise and label the test.  
  
 
 
157 
 
 The body of the data exchange file is compose d of a 3 -line header corresponding to lines 198, 199, 
and 200 (Table 2, transposed) and the actual values recorded during the trip, to be included from 
line 201 onward until the end of data. Left column of Table 2 corresponds to line 198 of the data 
exchan ge file (fixed format). Central column of Table 2 corresponds to line 199 of the data 
exchange file (fixed format). Right column of Table 2 corresponds to line 200 of the data exchange 
file (fixed format).  
 
Table 2  
Body of the data exchange file; the rows and columns of this table shall be transposed in the body of 
the data exchange file  
Time  trip [s] 
Vehicle speed (1) Sensor  [km/h]  
Vehicle speed (1) GPS [km/h]  
Vehicle speed (1) ECU  [km/h]  
Latitude  GPS [deg:min:s]  
Longitude  GPS [deg:min:s]  
Altitude (1) GPS [m] 
Altitude (1) Sensor  [m] 
Ambient pressure  Sensor  [kPa]  
Ambient temperature  Sensor  [K] 
Ambient humidity  Sensor  [g/kg]  
THC concentration  Analyser  [ppm]  
CH 4 concentration  Analyser  [ppm]  
NMHC concentration  Analyser  [ppm]  
CO concentration  Analyser  [ppm]  
CO 2 concentration  Analyser  [ppm]  
NO X concentration  Analyser  [ppm]  
NO concentration  Analyser  [ppm]  
NO 2 concentration  Analyser  [ppm]  
O2 concentration  Analyser  [ppm]  
PN concentration  Analyser  [#/m3]  
Exhaust mass flow rate  EFM  [kg/s]  
Exhaust temperature in the EFM  EFM  [K] 
Exhaust mass flow rate  Sensor  [kg/s]  
Exhaust mass flow rate  ECU  [kg/s]   
 
 
158 
 
 THC mass  Analyser  [g/s] 
CH 4 mass  Analyser  [g/s] 
NMHC mass  Analyser  [g/s] 
CO mass  Analyser  [g/s] 
CO 2 mass  Analyser  [g/s] 
NO X mass  Analyser  [g/s] 
NO mass  Analyser  [g/s] 
NO 2 mass  Analyser  [g/s] 
O2 mass  Analyser  [g/s] 
PN Analyser  [#/s] 
Gas measurement active  PEMS  [active (1); inactive (0); error (>1)]  
Engine speed  ECU  [rpm]  
Engine torque  ECU  [Nm]  
Torque at driven axle  Sensor  [Nm]  
Wheel rotational speed  Sensor  [rad/s]  
Fuel rate  ECU  [g/s] 
Engine fuel flow  ECU  [g/s] 
Engine intake air flow  ECU  [g/s] 
Engine Coolant temperature  ECU  [K] 
Engine Oil temperature  ECU  [K] 
Regeneration status  ECU  - 
Pedal position  ECU  [%] 
Vehicle status  ECU  [error (1); normal (0)]  
Percent torque  ECU  [%] 
Per cent friction torque  ECU  [%] 
State of charge  ECU  [%] 
Relative ambient humidity  Sensor  [%] 
(2)   
(1) To be determined by at least one method  
(2) Additional parameters may be added to characterise vehicle and test conditions.';  
 
Left column in Table 3 is the parameter to be reported (fixed format). Central column in Table 3 is the 
description and or unit (fixed format). If a parameter can be described with an element of a pre -defined list 
from the central column, then the paramete r shall be described using the predefined nomenclature. Right  
 
 
159 
 
 column in Table 3 is where the actual data should be inserted. In the table, dummy data has been inserted to 
show the proper way to fill in the reported content. The order of the columns and lin es must be respected.  
 
 
   
 
 
160 
 
 4.2. Intermediate and final results  
4.2.1. Intermediate results  
Table 3  
Reporting file #1 - Summary parameters of intermediate results  
Total trip distance  [km]  90,9 
Total trip duration  [h:min:s]  01:37:03  
Total stop time  [min:s]  09:02  
Trip average speed  [km/h]  56,2 
Trip maximum speed  [km/h]  142,8 
Average THC emissions  [ppm]   
Average CH4 emissions  [ppm]   
Average NMHC emissions  [ppm]   
Average CO emissions  [ppm]  15,6 
Average CO 2 emissions  [ppm]  119969 ,1 
Average  NO X emissions  [ppm]  6,3 
Average PN emissions  [#/m3]   
Average exhaust mass flow rate  [kg/s]  0,010 
Average exhaust temperature  [K] 368,6 
Maximum exhaust temperature  [K] 486,7 
Cumulated THC mass  [g]  
Cumulated CH 4 mass  [g]  
Cumulated NMHC mass  [g]  
Cumulated CO mass  [g] 0,69 
Cumulated CO 2 mass  [g] 12029 ,53 
Cumulated NO X mass  [g] 0,71 
Cumulated PN mass  [#]  
Total trip THC emissions  [mg/km]   
Total trip CH 4 emissions  [mg/km]   
Total trip NMHC emissions  [mg/km]   
Total trip CO emissions  [mg/km]  7,68 
Total trip CO 2 emissions  [g/km]  132,39 
Total trip NO X emissions  [mg/km]  7,98 
Total trip PN emissions  [#/km]   
Distance urban part  [km]  34,7 
Duration urban part  [h:min:s]  01:01:42   
 
 
161 
 
 Stop time urban part  [min:s]  09:02  
Average speed urban part  [km/h]  33.8 
Maximum speed urban part  [km/h]  59,9 
Average urban THC concentration  [ppm]   
Average urban CH 4 concentration  [ppm]   
Average urban NMHC 
concentration  [ppm]   
Average urban CO concentration  [ppm]  23,8 
Average urban CO 2 concentration  [ppm]  115968 ,4 
Average urban NO X concentration  [ppm]  7,5 
Average urban PN concentration  [#/m3]   
Average urban exhaust mass flow 
rate  [kg/s]  0,007 
Average urban exhaust temperature  [K] 348,6 
Maximum urban exhaust 
temperature  [K] 435,4 
Cumulated urban THC mass  [g]  
Cumulated urban CH 4 mass  [g]  
Cumulated urban NMHC mass  [g]  
Cumulated urban CO mass  [g] 0,64 
Cumulated urban CO 2 mass  [g] 5241 ,29 
Cumulated urban NO X mass  [g] 0,45 
Cumulated urban PN mass  [#]  
Urban THC emissions  [mg/km]   
Urban CH 4 emissions  [mg/km]   
Urban NMHC emissions  [mg/km]   
Urban CO emissions  [mg/km]  18,54 
Urban CO 2 emissions  [g/km]  150,64 
Urban NO X emissions  [mg/km]  13,18 
Urban PN emissions  [#/km]   
Distance rural part  [km]  30,0 
Duration rural part  [h:min:s]  00:22:28  
Stop time rural part  [min:s]  00:00  
Average speed rural part  [km/h]  80,2 
Maximum speed rural part  [km/h]  89,8 
Average rural THC concentration  [ppm]   
Average rural CH 4 concentration  [ppm]    
 
 
162 
 
 Average rural NMHC concentration  [ppm]   
Average rural CO concentration  [ppm]  0,8 
Average rural CO 2 concentration  [ppm]  126868 ,9 
Average rural NO X concentration  [ppm]  4,8 
Average rural PN concentration  [#/m3]   
Average rural exhaust mass flow 
rate  [kg/s]  0,013 
Average rural exhaust temperature  [K] 383,8 
Maximum rural exhaust temperature  [K] 450,2 
Cumulated rural THC mass  [g]  
Cumulated rural CH 4 mass  [g]  
Cumulated rural NMHC mass  [g]  
Cumulated rural CO mass  [g] 0,01 
Cumulated rural CO 2 mass  [g] 3500 ,77 
Cumulated rural NO X mass  [g] 0,17 
Cumulated rural PN mass  [#]  
Rural THC emissions  [mg/km]   
Rural CH 4 emissions  [mg/km]   
Rural NMHC emissions  [mg/km]   
Rural CO emissions  [mg/km]  0,25 
Rural CO 2 emissions  [g/km]  116,44 
Rural NO X emissions  [mg/km]  5,78 
Rural PN emissions  [#/km]   
Distance motorway part  [km]  26,1 
Duration motorway part  [h:min:s]  00:12:53  
Stop time motorway part  [min:s]  00:00  
Average speed motorway part [km/h]  121,3 
Maximum speed motorway part  [km/h]  142,8 
Average motorway THC 
concentration  [ppm]   
Average motorway CH 4 
concentration  [ppm]   
Average motorway NMHC 
concentration  [ppm]   
Average motorway CO 
concentration  [ppm]  2,45 
Average motorway CO 2 
concentration  [ppm]  127096 ,5  
 
 
163 
 
 Average motorway NO X 
concentration  [ppm]  2,48 
Average motorway PN 
concentration  [#/m3]   
Average motorway exhaust mass 
flow rate  [kg/s]  0,022 
Average motorway exhaust 
temperature  [K] 437,9 
Maximum motorway exhaust 
temperature  [K] 486,7 
Cumulated motorway THC mass  [g]  
Cumulated motorway CH 4 mass  [g]  
Cumulated motorway NMHC mass  [g]  
Cumulated motorway CO mass  [g] 0,04 
Cumulated motorway CO 2 mass  [g] 3287 ,47 
Cumulated motorway NO X mass  [g] 0,09 
Cumulated motorway PN mass  [#]  
Motorway THC emissions  [mg/km]   
Motorway CH 4 emissions  [mg/km]   
Motorway NMHC emissions  [mg/km]   
Motorway CO emissions  [mg/km]  1,76 
Motorway CO 2 emissions  [g/km]  126,20 
Motorway NO X emissions  [mg/km]  3,29 
Motorway PN emissions  [#/km]   
Altitude at start point of the trip  [m above sea 
level]  123,0 
Altitude at end point of the trip  [m above sea 
level]  154,1 
Cumulative elevation gain during 
the trip  [m/100 km]  834,1 
Cumulative urban elevation  gain [m/100 km]  760,9 
Urban datasets with acceleration 
values > 0.1 m/s2 [number]  845 
(v.apos)95urban  [m2/s3]  9,03 
RPAurban  [m/s2]  0,18 
Rural datasets with acceleration 
values > 0.1 m/s2 [number]  543 
(v.apos)95rural  [m2/s3]  9,60 
RPArural  [m/s2]  0,07 
Motorway datasets with acceleration [number]  268  
 
 
164 
 
 values > 0.1 m/s2 
(v.apos)95motorway  [m2/s3]  5,32 
RPAmotorway  [m/s2]  0,03 
Cold start distance  [km]  2,3 
Cold start duration  [h:min:s]  00:05:00  
Cold start stop time  [min:s]  60 
Cold start average speed  [km/h]  28,5 
Cold start maximum speed  [km/h]  55,0 
Urban distance driven with ICE on  [km]  34,8 
Speed signal used  [GPS/ECU/sensor]  GPS 
T4253H -Filter used  [yes/no]  no 
Duration of longest stop period  [s] 54 
urban stops > 10 seconds  [number]  12 
Idling time after 1st ignition  [s] 7 
Motorway speed share > 145 km/h  [%] 0,1 
Maximum altitude during the trip  [m] 215 
Maximum ambient temperature  [K] 293,2 
Minimum ambient temperature  [K] 285,7 
Trip done totally or partially in 
altitude extended conditions  [yes/no]  no 
Trip done totally or partially in 
ambient temperature extended 
conditions  [yes/no]  no 
Soaking maximum temperature  [K] 291,2 
Soaking minimum temperature  [K] 290,7 
Soaking done totally or partially in 
ambient temperature extended 
conditions  [yes/no]  no 
Drive mode for ICE if any  [normal/sport/ 
eco]  
Drive mode for PHEV  [charge sustaining/ 
charge depleting/ 
battery 
charge/mild 
operation]   
Any active safety system disabled 
during the test?  [no/ESP/ABS/ 
AEB]  No 
Start -stop system active  [yes/no/no SS]  no SS  
Air conditioning  [Off/On]  Off  
 
 
165 
 
 Average NO emissions  [ppm]  3,2 
Average NO 2 emissions  [ppm]  2,1 
Cumulated NO mass  [g] 0,23 
Cumulated NO 2 mass  [g] 0,09 
Total trip NO emissions  [mg/km]  5,90 
Total trip NO 2 emissions  [mg/km]  2,01 
Average urban NO concentration  [ppm]  7,6 
Average urban NO 2 concentration  [ppm]  1,2 
Cumulated urban NO mass  [g] 0,33 
Cumulated urban NO 2 mass  [g] 0,12 
Urban NO emissions  [mg/km]  11,12 
Urban NO 2 emissions  [mg/km]  2,12 
Average rural NO concentration  [ppm]  3,8 
Average rural NO 2 concentration  [ppm]  1,8 
Cumulated rural NO mass  [g] 0,33 
Cumulated rural NO 2 mass  [g] 0,12 
Rural NO emissions  [mg/km]  11,12 
Rural NO 2 emissions  [mg/km]  2,12 
Average motorway NO 
concentration  [ppm]  2,2 
Average motorway NO 2 
concentration  [ppm]  0,4 
Cumulated motorway NO mass  [g] 0,33 
Cumulated motorway NO 2 mass  [g] 0,12 
Motorway NO emissions  [mg/km]  11,12 
Motorway NO 2 emissions  [mg/km]  2,21 
TEST ID  [code]  TEST_01_Veh01  
Test date  [dd.mm.yyyy]  13.10.2016  
Organisation supervising the test  [name of the 
organization]  Dummy  
(1)   
(1) Parameters may be added to characterize additional elements of the trip.  
 
4.2.2. Results of the data evaluation  
In Table 4, from lines 1 to 497, the left column is the parameter to be reported (fixed format), the 
central column is the description and or unit (fixed format), and the right column is where the actual  
 
 
166 
 
 data should be inserted. In the table, dummy data ha s been inserted to show the proper way to fill in 
the reported content. The order of the columns and lines must be respected.  
   
 
 
167 
 
 Table 4  
Header of reporting file #2 - Calculation settings of the data evaluation method in accordance with  
Appendix 5  
Reference  CO 2 mass  [g] 1529 ,48 
Coefficient a 1 of the CO 2 
characteristic curve  - -1,99834  
Coefficient b 1 of the CO 2 
characteristic curve  - 238,0686  
Coefficient a 2 of the CO 2 
characteristic curve  - 0,492002  
Coefficient b 2 of the CO 2 
characteristic curve  - 97,02299  
[reserved]  -  
[reserved]  -  
[reserved]  -  
[reserved]  -  
[reserved]  -  
Calculation software and 
version  - EMROAD V.5.90 B5  
Primary upper tolerance 
tol1+ [%] 45 
Primary lower tolerance 
tol1- [%] 25 
IC(t)  [ICE ratio on total trip]  1 
dICE(t)  [km on ICE on total trip]  88 
dEV(t)  [km on electric on total trip]  0 
mCO 2_WLTP_CS(t)  [kg of CO 2 emitted over the WLTC cycle for 
an OVC -HEV tested on its charge sustaining 
mode]   
MCO2_WLTC(t)  [distance -specific CO 2 emitted over the 
WLTC g/km]  154 
MCO2_WLTC_CS(t)  [distance -specific CO 2 for an OVC -HEV 
emitted over the WLTC tested on its charge 
sustaining mode g/km]   
r(t) [ratio between the CO 2 emissions measured 
during the RDE test and the WLTP test]  1,15 
RF(t)  [result evaluation factor calculated for the 
total RDE trip]  1 
RFL1  [first parameter of the function used to 
calculate the result evaluation factor]  1,2 
RFL2  [second parameter of the function used to 1,25  
 
 
168 
 
 calculate the result evaluation factor]  
IC(u)  [ICE ratio on urban trip]  1 
dICE(u)  [km on ICE on urban trip]  25 
dEV(u)  [km on electric on urban trip]  0 
mCO2_WLTP_CS(p1p2)  [kg of CO 2 emitted over the WLTC phases 
1+2 for an OVC -HEV tested on its charge 
sustaining mode]   
MCO2_WLTC(p1p2)  [distance -specific CO 2 emitted over the 
WLTC phases 1+2 g/km]  166 
MCO2_WLTC_CS(p1p2)  [distance -specific CO 2 for an OVC -HEV 
emitted over the WLTC phases 1+2 tested on 
its charge sustaining mode g/km]   
r(u) [ratio between the CO 2 emissions measured 
during the urban part of the RDE test and the 
WLTP test phases 1+2]  1,26 
RF(u)  [result evaluation factor calculated for the 
urban RDE trip]  0,793651  
TEST ID  [code]  JRC_TEST_01_Veh01  
Test date  [dd.mm.yyyy]  13.10.2016  
Organisation supervising 
the test  [name of the organization]  JRC 
(1)   
(1)  Parameters may be added until line 95 to characterize additional calculation settings'  
 
Table 5a starts from lines 101 of the data reporting file #2. The left column is the parameter to be reported 
(fixed format), the central column is the description and or unit (fixed format), and the right column is where 
the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill 
in the reported content. The order of the columns and lines must be respected.  
Table 5a  
Header of reporting file #2 – Results of the data evaluation method in accordance with Appendix 5  
Number of windows  - 4265  
Number of urban windows  - 1551  
Number of rural windows  - 1803  
Number of motorway windows  - 910 
Share of urban windows  [%] 36,4 
Share of rural windows  [%] 42,3 
Share of motorway windows  [%] 21,3 
[reserved]  - -  
 
 
169 
 
 [reserved]  - - 
[reserved]  - - 
Number of windows within tol1  - 4219  
Number of urban windows within tol1 - 1535  
Number of rural windows within tol1  - 1774  
Number of motorway windows within tol1  - 910 
[reserved]  - - 
[reserved]  - - 
[reserved]  - - 
[reserved]  - - 
Share of urban windows within tol 1  [%] 99,0 
Share of rural windows within tol 1  [%] 98,4 
Share of motorway windows within tol 1  [%] 100,0 
Share of urban windows within tol 1 greater than 50%  [1=Yes; 
0=No]  1 
Share of rural windows within tol 1 greater than 50%  [1=Yes; 
0=No]  1 
Share of motorway windows within tol 1 greater than 50%  [1=Yes; 
0=No]  1 
Average severity index of all windows  [%] -9,4 
Average severity index of urban windows  [%] -18,7 
Average severity index of rural windows  [%] 1,4 
Average severity index of motorway windows  [%] -14,7 
Weighted THC emissions of urban windows  [mg/km]   
Weighted THC emissions of rural windows  [mg/km]   
Weighted THC emissions of motorway windows  [mg/km]   
Weighted CH 4 emissions of urban windows  [mg/km]   
Weighted CH 4 emissions of rural windows  [mg/km]   
Weighted CH 4 emissions of motorway windows  [mg/km]   
Weighted NMHC emissions of urban windows  [mg/km]   
Weighted NMHC emissions of rural windows  [mg/km]   
Weighted NMHC emissions of motorway windows  [mg/km]   
Weighted CO emissions of urban windows  [mg/km]  0,32 
Weighted CO emissions of rural windows  [mg/km]  0,12 
Weighted CO emissions of motorway windows  [mg/km]  1,75 
Weighted NO X emissions of urban windows  [mg/km]  6,86 
Weighted NO X emissions of rural windows  [mg/km]  9,62  
 
 
170 
 
 Weighted NO X emissions of motorway windows  [mg/km]  3,70 
Weighted NO emissions of urban windows  [mg/km]   
Weighted NO emissions of rural windows  [mg/km]   
Weighted NO emissions of motorway windows  [mg/km]   
Weighted NO 2 emissions of urban windows  [mg/km]   
Weighted NO 2 emissions of rural windows  [mg/km]   
Weighted NO 2 emissions of motorway windows  [mg/km]   
Weighted PN emissions of urban windows  [#/km]   
Weighted PN emissions of rural windows  [#/km]   
Weighted PN emissions of motorway windows  [#/km]   
(1)   
(1) Additional parameters may be added until line 195 ';  
 
Table 5b starts from lines 201 of the data reporting file #2. The left column is the parameter to be reported 
(fixed format), the central column is the description and or unit (fixed format),  and the right column is where 
the actual data should be inserted. In the table, dummy data has been inserted to show the proper way to fill 
in the reported content. The order of the columns and lines must be respected.  
 
Table 5b  
Header of reporting file #2 – Final emission results in accordance with Appendix 5  
Total trip - THC emissions  [mg/km]  
 Total trip - CH 4 emissions  [mg/km]  
 Total trip - NMHC emissions  [mg/km]  
 Total trip - CO emissions  [mg/km]  0,72 
Total trip - NO X emissions  [mg/km]  6,73 
Total  trip - PN emissions  [#/km]  
 Total trip - CO 2 emissions  [g/km]  132,57 
Total trip - NO emissions  [mg/km]  4,73 
Total trip - NO 2 emissions  [mg/km]  2 
(1)   
(1) Additional parameters may be added  
 
The body of the reporting file #2 is composed by a 3 -line header corresponding to lines 498, 499, and 500 
(Table 6, transposed) and the actual values describing the Moving Average Windows as calculated by 
Appendix 5 shall be included from line 501 onward u ntil the end of data. Left column of Table 6 corresponds  
 
 
171 
 
 to line 498 of the reporting file #2 (fixed format). Central column of Table 6 corresponds to line 499 of the 
reporting file #2 (fixed format). Right column of Table 6 corresponds to line 500 of the reporting file #2 
(fixed format).  
 
Table 6  
Body of reporting file #2 - Detailed results of the data evaluation method in accordance with Appendix 
5; the rows and columns of this table shall be transposed in the body of the data reporting file  
Window Start Time   [s] 
Window End Time   [s] 
Window Duration   [s] 
Window Distance  Source 
(1=GPS, 
2=ECU, 
3=Sensor)  [km]  
Window THC emissions   [g] 
Window CH 4 emissions   [g] 
Window NMHC emissions   [g] 
Window CO emissions   [g] 
Window CO 2 emissions   [g] 
Window NO X emissions   [g] 
Window NO emissions   [g] 
Window NO 2 emissions   [g] 
Window O 2 emissions   [g] 
Window PN emissions   [#] 
Window THC emissions   [mg/km]  
Window CH 4 emissions   [mg/km]  
Window NMHC emissions   [mg/km]  
Window CO emissions   [mg/km]  
Window CO 2 emissions   [g/km]  
Window NO X emissions   [mg/km]  
Window NO emissions   [mg/km]  
Window NO 2 emissions   [mg/km]  
Window O 2 emissions   [mg/km]  
Window PN emissions   [#/km]  
Window distance to CO 2 characteristic curve h_j   [%] 
[reserved]   [-] 
Window Average  Vehicle Speed  Source [km/h]   
 
 
172 
 
 (1=GPS, 
2=ECU, 
3=Sensor)  
(1)   
 (1) Additional parameters may be added to characterise window characteristics '; 
(d)   the following  Point 4.4 is added:  
 
'4.4 Visual supporting material of the PEMS installation  
It is necessary to document with visual material (photographs and/or videos) the installation of the PEMS on 
every tested vehicle. The pictures should be in quantity and quality enough to identify the vehicle and to 
assess if the installation of the PEMS main unit, the EFM, the GPS antenna, and the weather station follow 
the instrument manufacturers recommendations and the general good practices of PEMS testing.';  
(37) Appendix 9 is replaced by the following:  
' Appendix 9  
 
Manufacturer's certificate of compliance  
 
Manufacturer’s certificate of compliance with the Real Driving Emissions requirements  
 
 
(Manufacturer):…………………………………………………………………………………  
 
(Address of the Manufacturer):………………………………………………………………….  
 
Certifies that  
  
 
 
173 
 
 The vehicle types listed in the attachment to this Certificate comply with the requirements laid 
down in point 2.1 of Annex IIIA to Regulation (EU) 2017/1151 relating to real driving emissions 
for all possible RDE tests, which are in accordance to the requirements of this Annex.  
 
Done at […………………………… …(Place)]  
 
On [……………….(Date)]  
 
 
    ………………………………………………………………  
    (Stamp and signature of the manufacturer’s representative)  
 
Annex:  
- List of vehicle types to which this certificate applies  
-List of the declared maximum RDE values for each vehicle type expressed as mg/km or particle 
numbers/km as appropriate, without the inclusion of the margin specified in point 2.1.1 of Annex 
IIIA. '; 
 
   
 
 
174 
 
  
ANNEX  IV 
 
' ANNEX VI  
DETERMINATION OF EVAPORATIVE EMISSIONS  
 
(TYPE 4 TEST)  
  1.  Introduction  
This Annex provides the method to determine the levels of evaporative 
emission  from light -duty vehicles in a repeatable and reproducible manner 
designed to be representative of real world vehicle operation.  
  2.  Reserved  
  3.  Definitions  
For the purposes of this Annex , the following definitions shall apply:  
3.1. Test equipment  
3.1.1.  "Accuracy " means the difference between a measured value and a reference 
value, traceable to a national standard and describes the correctness of a 
result . 
3.1.2.  "Calibration " means the process of setting a measurement system's response 
so that its output agrees with a range of reference signals.  
3.2. Hybrid electric vehicles  
3.2.1. "Charge -depleting operating condition " means an operating condition in 
which the energy stored in the R echargeable Electric Energy Storage System 
(REESS) may fluctuate but decreases on average while the vehicle is driven 
until transition to charge -sustaining operation . 
3.2.2. "Charge -sustaining operating condition " means an operating condition in 
which the energy stored in the REESS may fluctuate but, on average, is 
maintained at a neutral charging balance level while the vehicle is driven . 
3.2.3. "Not off -vehicle charging hybrid electric vehicle " (NOVC -HEV) means a 
hybrid electric vehicle that cannot be cha rged from an external source.  
3.2.4.  "Off-vehicle charging hybrid electric vehicle " (OVC -HEV) means a hybrid 
electric vehicle that can be charged from an external source.   
 
 
175 
 
 3.2.5.  "Hybrid electric vehicle " (HEV) means a hybrid vehicle where one of the 
propulsion energy  converters is an electric machine.  
3.2.6.  "Hybrid vehicle " (HV) means a vehicle equipped with a powertrain 
containing at least two different categories of propulsion energy converters 
and at least two different categories of propulsion en ergy storage systems.  
3.3. Evaporative emission  
3.3.1.  "Fuel tank system " means the devices which allow storing the fuel, 
comprising the fuel tank, the fuel filler, the filler cap and the fuel pump  when 
it is fitted in or on the fuel tank . 
3.3.2. "Fuel system " means the components which store or transport fuel on board 
the vehicle and comprise the fuel tank system, all fuel and vapour lines, any 
non-tank mounted fuel pumps and the activ ated carbon  canister . 
3.3.3.  "Butane working capacity " (BWC) means th e mass of butane which a 
canister can adsorb . 
3.3.4.  "BWC300 " means the butane working capacity after 300 cycles of fuel ageing 
cycles experienced . 
3.3.5.  "Permeability Factor " (PF) means  the factor determined from hydrocarbon 
losses over a period of time and used to determine the final evaporative 
emissions .  
3.3.6.  "Monolayer non -metal tank " means a fuel tank constructed with a single layer 
of non -metal material  including fluorinated/sulfona ted materials . 
3.3.7.  "Multilayer tank " means a fuel tank constructed with at least two different 
layered materials, one of which is a hydrocarbon barrier material . 
3.3.8. "Sealed fuel tank system " means a fuel tank system where the fuel vapours do 
not vent during parking over the 24-hour diurnal cycle defined in Appendix 2 
to Annex 7 of UN/ECE Regulation No 83 when performed with a reference 
fuel defined in Section C of Annex IX to this Regulation . 
3.3.9. "Evaporative emissions " means in the context of this Regulation  the 
hydrocarbon vapours lost from the fuel  system of a motor vehicle during 
parking and immediately before refuelling of a sealed fuel tank . 
3.3.10. "Mono -fuel gas vehicle " means a mono -fuel vehicle that runs prima rily on 
liquefied  petroleum gas, natural gas /biomethane, or hydrogen but may also 
have a petrol system for emergency purposes or starting only, where the 
petrol tank does not contain more than 15 litres of petrol.  
3.3.11.  "Depressurisation p uff loss " means hydrocarbon s venting from a sealed fuel 
tank system pressure relief exclusively through the  vapour storage unit 
allowed by the system . 
3.3.1 2. "Depressurisation p uff loss  overflow " are the depressurisation puff loss 
hydrocarbons  that pass through th e vapour storage unit during 
depressuri sation.   
 
 
176 
 
 3.3.13.  "Fuel tank relief pressure " is the minimum pressure value at which the sealed 
fuel tank system starts venting in response only to pressure inside the tank.  
3.3.14.  "Auxiliary canister " is the canister used to measure depressurisation puff loss 
overflow.  
3.3.1 5. "2 gram breakthrough " shall be considered accomplished when the 
cumulative quantity of hydrocarbons emitted from the activated carbon 
canister  equals 2 grams . 
  4.  Abbreviations  
 General abbreviations  
BWC  Butane working capacity  
PF Permeability factor  
APF Assigned permeability factor  
OVC -HEV  Off-vehicle charging  hybrid electric vehicle  
NOVC -HEV  Not off -vehicle charging hybrid electric vehicle  
WLTC  Worldwide light-duty test cycle  
REESS  Rechargeable electric energy storage system  
  5.  General requirements  
5.1. The vehicle and its components liable to affect the evaporative emissions 
shall be designed, constructed and assembled  so as to enable the vehicle in 
normal use and under normal conditions of use such as humidity, rain, snow, 
heat, cold, sand, dirt, vibrations, wear, etc. to comply with the provisions of 
this Regulation  during its useful life . 
5.1.1.  This shall include the security of all hoses, joints and connections used within 
the evaporative emission control systems.  
5.1.2.  For vehicles with a sealed fuel tank system, this shall also include having a 
system which, just before refuelling, releases the tank pressure exclus ively 
through a vapour storage unit which has the sole function of storing fuel 
vapour. This ventilation route shall also be the only one used when the tank 
pressure exceeds its safe working pressure.  
5.2. The test vehicle shall be selected in accordance with paragraph 5.5.2 . 
5.3. Vehicle testing condition  
5.3.1.  The types and amounts of lubricants and coolant for emissions testing shall 
be as specified for normal vehicle operation by the manufacturer.  
5.3.2.  The type of fuel for testing shall be as specif ied in Section C of Annex IX .  
 
 
177 
 
 5.3.3.  All evaporative emissions controlling systems shall be in working order.  
5.3.4.  The use of any defeat device is prohibited in accordance with  the provisions of 
Article 5(2) of Regulation (EC) No 715/2007.  
5.4. Provisions for electronic system security  
5.4.1.  The provisions for electronic system security shall be those specified in 
paragraph 2.3. of Annex I.  
5.5. Evaporative emission family  
5.5.1. Only vehicles that are identical with respect to the characteristics listed in (a), 
(c) and (d), technically equivalent with respect to the characteristics listed in 
(b) and similar or, where applicable, within the stated tolerance  regarding  the 
characteristics listed in  (e) and (f)  may be part of the same evaporative 
emission  family:  
(a) Fuel tank system material  and construction;  
(b) Vapour hose material, fuel line material and connection technique ; 
(c) Sealed tank or non -sealed tank  system ; 
(d) Fuel tank relief valve setting  (air ingestion and relief ); 
(e) Canister butane working capacity  (BWC300) within a 10  per cent 
range  of the highest value  (for canisters with the same type of 
charcoal, the volume of charcoal shall be within 10  per cent of that for 
which the BWC300 was determined);  
(f) Purge control sys tem (for example, type of valve, purge control 
strategy) . 
5.5.2. The vehicle shall be considered to produce worst -case evaporative emission s 
and shall be used for testing if it has the largest ratio of fuel tank capacity  to 
canister butane working capacity  within the family.  The v ehicle selection 
shall be agreed in advance with the approval authority.  
5.5.3. The use of any innovative  system calibration, configuration, or hardware 
related to the evaporative control system shall place the vehicle model in a 
different family.  
5.5.4.  Evaporative Emissions Family Identifier  
Each of the evaporative emission families defined in paragraph 5.5.1. shall be 
attributed a unique identifier of the following format : 
EV-nnnnnnnnnnnnnnn -WMI -x 
Where:  
nnnnnnnnnnnnnnn is a str ing with a maximum of fifteen characters, restricted 
to using the characters 0 -9, A-Z and the underscore character '_'.  
WMI (world manufacturer identifier) is a code that identifies the 
manufacturer in a unique manner defined in ISO 3780:2009.   
 
 
178 
 
 x  shall be set to '1' or '0' in accordance with the following provisions:  
(a) With the agreement of the approval authority and the owner of 
the WMI, the number shall be set to '1' where a vehicle family 
is defined for the purpose of covering vehicles of:  
(i) a single manufacturer with one single WMI code;  
(ii) a manufacturer with several WMI codes, but only in 
cases when one WMI code is to be used;  
(iii) more than one manufacturer, but only in cases when 
one WMI code is to be used.  
In the cases (i), (ii) and  (iii), the family identifier code shall consist of 
one unique string of n -characters and one unique WMI code followed 
by '1'.  
(b) With the agreement of the approval authority, the number shall be set 
to '0' in the case that a vehicle family is defined bas ed on the same 
criteria as the corresponding vehicle family defined in accordance 
with point (a), but the manufacturer chooses to use a different WMI. 
In this case the family identifier code shall consist of the same string 
of n-characters as the one deter mined for the vehicle family defined in 
accordance with point (a) and a unique WMI code which shall be 
different from any of the WMI codes used under case (a), followed by 
'0'. 
5.6.  The approval authority  shall not grant type approval if the information 
provided is insufficient to demonstrate that the evaporative emissions are 
effectively limited during the normal use of the vehicle.  
  6.  Performance requirements  
6.1. Limit values  
The limit value shall be  that specified in Table 3 of Annex I to Regulation 
(EC) No 715/2007.  
  
179 Appendix  1 
  Type 4 test procedures and test conditions  
1. Introduction  
 This Annex  describes the procedure for the Type 4 test which 
determines the evaporative emission of vehicles.  
2. Technical requirements  
2.1. The procedure includes the evaporative emissions test and two 
additional tests, one for the ageing of carbon canisters, as de scribed in 
paragraph 5.1. of this Appendix, and one for the permeability of the 
fuel tank system, as described in paragraph 5.2. of this Appendix. The 
evaporative emissions test (Figure VI.4) determines hydrocarbon 
evaporative emissions as a consequence of  diurnal temperature 
fluctuations  and ho t soaks during parking.  
2.2. In the case that the fuel system contains more than one carbon 
canister, all references to the term "canister" in this Annex shall apply 
to each canister.  
3. Vehicle  
 The vehicle shall be  in good mechanical condition and have been run -
in and driven at least 3  000 km before the test. For the purpose of the 
determination of evaporative emissions , the mileage and the age of the 
vehicle used for certification shall be included in all relevant test 
reports. The evaporative emission control system shall be connected 
and functioning correctly during the run -in period. A carbon canister 
aged in accorda nce with  the procedure described in paragraph 5.1. of 
this Appendix shall be  used.  
4.  Test equipment  
4.1.  Chassis dynamometer  
 The chassis dynamometer shall meet the requirements of paragraph 2. 
of Sub-Annex 5 of Annex XXI.  
4.2. Evaporative emission meas urement enclosure  
 The evaporative emission measurement enclosure shall meet the 
requirements of paragraph 4.2. of Annex 7 of UN/ECE Regulation No 
83. 
4.3. Analytical systems  
 The analytical systems shall meet the requirements of paragraph 4.3. 
of Annex 7 of UN/ECE Regulation No 83 . Continuous measuring of 
hydrocarbons is not mandatory unless the fixed volume type enclosure 
is used.  
4.4. Temperature recording  system  
The temperature recording shall meet the requirements of paragraph 
4.5. of Annex 7 of UN/ECE  Regulation No 83.  
4.5. Pressure recording  system   
The pressure recording shall meet the requirements of paragraph 4.6. 
of Annex 7 of UN/ECE Regulation No 83 , except that the accuracy 
and resolution of the pressure recording system defined  in paragraph  
4.6.2. of Annex 7 of UN/ECE Regulation No 83  shall be : 
(a) Accuracy: ±0,3 kPa   
180 (b) Resolution: 0 ,025 kPa  
4.6. Fans  
 The fans shall meet the requirements of paragraph 4.7. of Annex 7 of 
UN/ECE Regulation No 83 , except that the capacity of the blowers 
shall be 0,1 to 0 ,5 m³/sec  instead of 0 ,1 to 0 ,5 m³/min.  
4.7. Calibration gases  
The gases shall meet the requirements of paragraph 4.8. of Annex 7 of 
UN/ECE Regulation No 83.  
4.8. Additional Equipment  
The additional equipment shall meet the requirements of paragraph 
4.9. of Annex 7 of UN/ECE Regulation No 83.  
4.9. Auxiliary canister  
The auxiliary canister should be identical to the main canister but not 
necessarily  aged. The connection tube to the vehicle canister shall be 
as short as possible. The auxiliary  canister shall  be fully -purged with 
dry air prior to loading . 
4.10.  Canister weighing scale  
 The canister weighing scale shall have an accuracy of ±0,02 g.  
5. Procedure  for canister bench ageing and PF determination  
5.1. Canister bench ageing  
Before performing the hot soak and diurnal losses sequences, the 
canister shall be aged in accordance with  the procedure described in 
Figure VI.1.  
Figure VI.1  
Canister bench ageing procedure  
5.1.1.  Ageing through exposure to temperature cycling  
The canister shall be cycled between  temperatures from -15 °C to 
60 °C in a dedicated temperature enclosure  with 30 min utes of 
stabilisation at -15 °C and 60 °C. Each  cycle shall last 210 minutes 
(see Figure VI.2).  
The temperature gradient shall be as close as possible to  1 °C/min. No  
forced air flow should pass through the canister.  
Test start 
Select new canister sample . 
5.1.1. Ageing through exposure to  
temperature cycling  
5.1.2. Ageing through exposure to vibration  
5.1.3. Ageing through exposure to fuel vapour 
and determining BWC300  
{ 
50 times   
181 The cycle shall be repeated 50 times consecutively. In total, this 
procedure lasts 175 hours.  
Figure VI.2  
Temperature conditioning cycle  
 
5.1.2.  Ageing through exposure to vibration  
Following the temperature ageing procedure, the canister shall be 
shaken vertically with the canister mounted as per its orientation in the 
vehicle with an overall Grms > 1 ,5 m/sec2 with a frequency of 30 ±10 
Hz. The test shall last 12 hours.  
5.1.3.  Ageing  through exposure to fuel vapour and determining BWC300  
5.1.3.1.  Ageing shall consist of repeatedly loading with fuel vapour and 
purging with laboratory air.  
5.1.3.1.1.  After temperature and vibration ageing, the canister shall be further 
aged with a mixture of market fuel as specified in paragraph 
5.1.3.1.1.1. of this Appendix and nitrogen or air with a 50 ±15 per 
cent fuel vapour volume. The fuel vapour fill rate shall be 60 ±20 g/h.  
The canister shall be loaded to 2 gram breakthrough . As an 
alternat ive, loading shall be deemed to be completed when the 
hydrocarbon concentration level at the vent outlet  reaches 3 000  ppm.  
5.1.3.1.1.1.  The market fuel used for this test shall fulfil the same requirements as 
a reference fuel with respect to:  
(a) Density at 15 °C;  
(b) Vapour pressure;  
(c) Distillation ( 70 °C, 100 °C, 150 °C); 
(d) Hydrocarbon analysis (olefins, aromatics, benzene only);  
(e) Oxygen content;  
(f) Ethanol content.  
5.1.3.1.2.  The canister shall be purged between 5 and 60 minutes after loading 
with 25 ±5  litres per minute of emission laboratory air until 300 bed 
volume exchanges are reached.  
5.1.3.1.3.  The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this 
Appendix shall be repeated 300 times after which the canister shall be 
considered to be stabilised.  
5.1.3.1.4.  The procedure to measure the butane working capacity (BWC) with 
respect to the evaporative emission family in paragraph 5.5. shall 
consist of the following.  
 
182 (a) The stabilised  canister shall be loaded to 2 gram breakthrough 
and subsequently purged a minimum of 5 times. Loading shall 
be performed with a mixture composed of 50 per cent butane 
and 50 per cent nitrogen by volume at a rate of 40 grams 
butane per hour.  
(b) Purging sh all be performed in accordance with  paragraph 
5.1.3.1.2. of this Appendix.  
(c) The BWC shall be included in all relevant test reports after 
each loading.  
(d) BWC300 shall be calculated as the average of the last 5 BWCs.   
5.1.3. 2. If an aged canister is pro vided by a supplier, the manufacturer shall 
inform the approval authority in advance of the ageing process to 
enable the witnessing of any part of that process  in the supplier’s 
facilities.  
5.1.3. 3. The manufacturer shall provide the approval authority a test report 
including at least the following elements:  
(a) Type of activated carbon;  
(b) Loading rate;  
(c) Fuel specifications . 
5.2. Determination of the PF of the fuel  tank system ( see Figure VI.3) 
Figure VI.3  
Determination of the PF   
183   
5.2.1.  The fuel tank system representative of a family shall be selected and 
mounted on a rig in a similar orientation as in the vehicle. The tank 
shall be filled to 40  ±2 per cent of its nominal capacity with reference 
fuel at a temperature of 18 °C  ±2 °C. The rig with the fuel tank system 
shall be placed in a room with a controlled temperature of 40 °C 
±2 °C for 3 weeks.  
5.2.2 . At the end of the third week, the tank shall be drained and refilled 
with reference fuel at a temperature of 18 °C ± 2 °C to 40 ±2 per cent 
of its nominal tank capacity.  
Within 6 to 36 hours, the rig with the fuel tank system shall be placed 
in an enclosure . The last 6 hours of this period shall be at an ambient 
temperature of 20  °C ±2 °C. In the enclosure, a diurnal procedure shall 
be performed over the first 24-hour period of  the procedure described 
in paragraph 6.5.9.  of this Appendix . The fuel vapour in the tank shall 
be vented to the outside of the enclosure to eliminate the possibility of 
the tank venting emissions being counted as permeation. The HC 
emissions shall be measured and the value shall be i ncluded in all 
relevant test reports as HC 3W. 
Test start 
5.2.1. Fill the tank to 40 ±2 per cent of its nominal capacity 
with reference fuel  
5.2.1. Soak for 3 weeks at 40 °C ±2 °C 
5.2.2. Measurement  of HC in the same conditions as for the 
1st day of diurnal emission test:  
HC3w  
5.2.3. Soak for the remaining 17 weeks at 40 °C ±2 °C  
5.2.4. Measurement of HC in the same conditions as for the 
1st day of diurnal emission test : 
HC20w  
5.2.5. Permeability Factor = HC20w - HC3w  
5.2.2. Drain and fill the tank to 40 per  cent of its nominal 
capacity with reference fuel  
5.2.4. Drain and fill the tank to 40 per cent of its nominal 
capacity with reference fuel   
184 5.2.3.  The rig with the fuel tank system shall be placed again in a room with 
a controlled temperature of 40 °C ±2 °C for the remaining 17 weeks.  
5.2.4.  At the end of the seventeenth week, the tank shall be drained and 
refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ±2 
per cent of its nominal tank capacity.  
Within 6 to 36 hours, the rig with the fuel tank system shall be placed 
in an enclosure. The last 6 hours of this period shall be at an ambient 
temperature of 20 °C ±2 °C. In the en closure, a diurnal procedure shall 
be performed over a  first period of 24 hours  of the procedure 
described in accordance with  paragraph  6.5.9.  of this  Appendix . The 
fuel tank system shall be vented to the outside of the enclosure to 
eliminate the possibility of the tank venting emissions being counted 
as permeation. The HC emissions shall be measured and the value 
shall be i ncluded in all relevant test reports in this case as HC 20W. 
5.2.5.  The PF is the difference between HC 20W and HC 3W in g/24h ca lculated 
to 3 significant digits using the following equation:  
 PF=HC 20w − HC 3W 
5.2.6.  If the PF is determined by a supplier, the vehicle manufacturer shall 
inform the approval authority in advance of the determination to allow 
witness check in the supplier ’s facility.  
5.2.7.  The manufacturer shall provide the approval authority  with a test 
report containing at least the following:  
(a) A full description of the fuel tank system tested, including  
information on the type of tank tested, whether the tank is 
metal, monolayer  non-metal  or multilayer, and which types of 
materials are used for the tank and other parts of the fuel tank 
system;  
(b) The weekly mean temperatures at which the ageing was 
performed;  
(c) The HC measured at week 3 (HC 3W); 
(d) The HC measured  at week 20 (HC 20W); 
(e) The resulting permeability factor (PF).  
5.2.8.  As an alternative to paragraphs 5.2.1. to 5.2.7. of this Appendix, a 
manufacturer using multilayer tanks or metal tanks may choose to use 
an Assigned Permeability Factor (APF) instead of performing the 
complete measurement procedure mentioned above:  
 APF multilayer /metal tank = 120 mg /24  h 
Where the manufacturer chooses to use an APF, the manufacturer 
shall provide the approval authority  with a declaration in which the 
type of tank is clearly specified as well as a declaration of the type of 
materials used.  
6. Test procedure for the  measurement of hot soak and diurnal losses  
6.1. Vehicle preparation  
The vehicle shall be prepared in accordance to paragraphs 5.1.1. and 
5.1.2. of Annex 7 of UN/ECE Regulation No 83.  At the request of the 
manufacturer and with approval of the approval authority, non -fuel 
background emission sources (e.g. paint, adhesives , plastics, 
fuel/vapour lines, tyres, and othe r rubber or polymer components) 
may be reduced to typical vehicle background levels before testing 
(e.g. baking of tyres  at temperatures of 50  °C or higher for appropriate 
periods,  baking of the vehicle,  draining washer fluid).   
185 For a sealed fuel tank syste m, the vehicle canisters shall be installed 
so that access to canisters and connection/disconnecti on of canisters 
can be done easily . 
6.2. Mode selections and gear shift prescriptions  
6.2.1.  For vehicles with m anual shift transmissions , the gear shift 
prescriptions specified in Sub -Annex 2 of Annex XXI  shall appl y. 
6.2.2.  In the case of pure ICE vehicles, the mode shall be selected in 
accordance with  Sub-Annex 6 of Annex XXI . 
6.2.3.  In the case of NOVC -HEVs and OVC -HEV s, the mode shall be 
selected in accordance with  Appendix 6 to Sub-Annex 8 of Annex 
XXI.  
6.2.4.  Upon request of the approval  authority, the selected mode may be 
different from that described in paragraphs 6.2.2. and 6.2.3. of this 
Appendix . 
6.3. Test conditions  
The tests included in this Annex  shall be performed using the test 
conditions specific to interpolation family vehicle H with the highest 
cycle energy demand of all the interpolation families included in the 
evaporative emission family being considered.  
Alternatively , at the request  of the approval authority , any cycle 
energy representative  of a vehicle in the family may be used for the 
test.  
6.4. Flow of the test procedure  
The test procedure for non -sealed and sealed tank systems shall be 
followed  in accordance with  the flow chart described in Figure  VI.4.  
The sealed fuel tank systems shall be tested with one of 2 options. One 
option is to test the vehicle with one continuous procedure. Another 
option, called the stand -alone procedure, is to test the vehicle with two  
separate procedures which will allow repeating the dynamometer test 
and the diurnal tests without repeating the tank depressurisation puff 
loss overflow test and the depressurisation puff loss measurement.    
186 Figure  VI.4   
Test procedure flow charts    
 
 
6.5. Continuous test procedure for non -sealed fuel tank systems  
6.5.1 . Fuel drain and refill  
The fuel tank of the vehicle shall be emptied . This shall be done so as 
not to abnormally purge or abnormally load the evaporative control 
Start for: Non -sealed fuel tanks, 
sealed fuel tanks continuous and 
sealed fuel tanks stand -alone puff 
loss 
6.5.1. Fuel drain and refill to 40 %  
6.5.2. Soak for 6 to 36 hours @ 23 °C  
6.5.3. Preconditioning drive  
Start for: Sealed fuel tanks , stand -
alone hot soak and diurnals  
6.6.1.3 . Soak for 6 to 36 hours @  20°C 
6.6.1. 4. Fuel tank pressure relief  
6.5.6. Dynamometer test  
Start hot soak test within 7 
minutes after dynamometer test 
and 2 minutes after engine being 
switched  off 
6.5.7. Hot soak test: MHS 
6.5.8. Soak for 6 to 36 hours @ 20 °C  
6.5.9. 1st day diurnal: MD1 
6.5.9. 2nd day diurnal: MD2 
7. Calculations  
End 
6.6.1.2 . Fuel drain and refill to 15 %  
6.5.5. Soak for 12 to 36 hours @ 23 °C  
6.6.1.5. Load aged canister to 2 g 
breakthrough  
6.6.1. 5. Canister purge 85 % fuel 
consumption equivalent  
6.6.1. 6. Preparation of canister 
depressurisation puff loss loading  
(11-hour temperature cycle ) 
6.6.1. 7.2. Puff 
loss loading  
6.6.1. 8. 
Measurement 
of puff loss 
overflow  
End of stand -alone puff loss test  
6.6.1.9 . Soak for 6 to 36 hours @ 23 °C  
6.6.1.9.1 . Charge OVC -HEV 
REESS  
6.6.1.10 . Fuel drain and refill to 40 
% 
6.6.1.11 . Soak for 6 to 36 hours @ 
20 °C 
6.6.1. 12. Fuel t ank depressurisation  
with canister disconne cted 
6.5.1. Fuel drain and refill to 40 %  
6.5.2. Soak for 6 to 36 hours @ 23 °C  
 
6.5.3. Preconditioning drive  
6.6.1.9 . Soak for 6 to 36 hours @ 23 °C  
6.6.1.9.1.  
Charge OVC -
HEV REESS  
6.6.1.5 . Load 
aged canister to 
2 g 
breakthrough  
6.6.1.5 . Canister 
purge 85 % fuel 
consumption 
equivalent  
6.7.2.1.3. 
Canister loading 
with puff loss 
simulated mass  
6.5.4. Fuel drain and refill to 40 %  
Start next fuel drain and refill  
within 1 hour  
Start next soak within 5 minutes  
 
Start next fuel drain and refill  
within 1 hour  
Start next soak within 5 minutes  
 Start next soak within 5 minutes  
Start puff loss 
loading within 
15 minutes  
Start next soak within 5 minutes  
Yes 
No 
Sealed fuel tank system?  
6.5.5.1. Charge 
OVC -HEV 
REESS  
6.5.5.2. Load 
aged canister to 
2 g 
breakthrough   
187 devices fitted to the vehicle. Removal of the fuel cap is normally 
sufficient to achieve this. The fuel tank shall be refilled with reference  
fuel at a temperature  of 18 °C ±2 °C to 40 ±2 per cent of its nominal  
capacity.  
6.5.2 . Soak  
Within 5 minutes after completing fuel drain and refill, t he vehicle 
shall be soaked  for a minimum of 6 hours and a maximum of 36 hours 
at 23 °C ±3 °C .  
6.5.3.  Preconditioning drive  
The vehicle shall be placed on a chassis dynamometer and driven over 
the following phases of the cycle described in Sub -Annex 1 of Annex 
XXI:  
(a) For Class 1 vehicles : 
 low, medium , low, low, medium , low 
(b) For Class 2 and 3 vehicles:  low, medium , high, medium.  
For OVC -HEVs, the preconditioning drive shall be performed under 
the charge -sustaining operating condition as defined in paragraph 
3.3.6. of Annex XXI.  Upon the request of approval authority, any 
other mode may be used.   
6.5.4.  Fuel drain and refill  
Within one hour after the preconditioning drive, t he fuel tank of the 
vehicle shall be emptied . This shall be done so as not to abnormally 
purge or abnormally load the evaporative control devices fitted to the 
vehicle. Removal of the fuel cap is  normally sufficient to achieve this. 
The fuel tank shall be refilled with test fuel at a temperature of 18 °C 
±2 °C to 40 ±2 per cent of its nominal  capacity.  
6.5.5.  Soak  
Within five minutes of completing fuel drain and refill, the vehicle 
shall be parked  for a minimum of 12 hours and a maximum of 36 
hours at 23 °C ±3  °C. 
During soaking, the procedures described in paragraphs 6.5.5.1. and 
6.5.5.2. may be performed either in the order of first paragraph 
6.5.5.1. followed by  paragraph 6.5.5.2. or in the ord er paragraph 
6.5.5.2. followed by paragraph 6.5.5.1. The procedures described in 
paragraphs 6.5.5.1. and 6.5.5.2. may also be performed 
simultaneously.  
6.5.5.1 . REESS charge  
For OVC -HEV s, the REESS shall be fully charged in accordance with  
the charging req uirements described in paragraph 2.2.3. of Appendix 4 
to Sub -Annex 8 of Annex XXI.  
6.5.5.2.  Canister loading  
The canister  aged in accordance with  the sequence described in 
paragraph 5.1. of this Appendix shall be loaded to 2 gram 
breakthrough in accordance  with the procedure described in paragraph 
5.1.4. of Annex 7 of UN/ECE Regulation No 83 . 
6.5.6 . Dynamometer test  
The test vehicle shall be pushed onto a dynamometer and shall be 
driven over the cycles described in paragraph  6.5.3.(a) or paragraph  
6.5.3.(b)  of this Appendix.  OVC -HEVs shall be operated in charge -
depleting operating condition.  The engine shall be subsequently shut 
off. Exhaust emissions may be sampled during this operation and the  
188 results may be used for the purpose of exhaust emission  and fuel 
consumption  type approval  if this operation meets the requirement 
described in Sub-Annex 6 or Sub-Annex 8 of Annex  XXI.  
6.5.7 . Hot soak  evaporative emissions test  
Within  7 minutes a fter the dynamometer test  and within 2 minutes of 
the engine bein g switched off , the hot soak evaporative emissions test 
shall be performed in accordance with paragraph 5.5. of Annex 7 of 
UN/ECE Regulation No 83. The hot soak losses shall be calculated in 
accordance with  paragraph 7.1. of this Appendix and i ncluded in a ll 
relevant test reports as M HS. 
6.5.8 . Soak 
After the hot soak evaporative emissions test,  the test vehicle shall be 
soaked for not less than 6 hours and not more than  36 hours between 
the end of the hot soak test and the start of the diurnal  emission test. 
For at least the last 6 hours of this period the vehicle shall be soaked at  
20 °C ±2 °C. 
6.5.9 . Diurnal testing  
6.5.9.1 . The test vehicle shall be exposed to two cycles of ambient temperature 
pursuant to  the profile specified for the diurnal emission test in 
Appendix 2  to Annex 7 of UN/ECE Regulation No 83  with a 
maximum deviation of  2 °C at any time. The average temperature 
deviation from the profile, calculated using the absolute value of each 
measured  deviation, shall not exceed  1 °C. Ambient temperature 
shall be measured at least every minute and included in all relevant 
test sheets . Temperature cycling shall begin  at time T start = 0, as 
specified in paragraph  6.5.9.6 . of this Appendix.  
6.5.9.2 . The enclosure shall be purged for several minutes immediately before 
the test until a stable background is obtained. The chamber mixing 
fan(s) shall also be switched on at this time.  
6.5.9.3 . The test vehicle, with the powertrain  shut off and the test vehicle 
windows and luggage compartment(s) opened, shall be moved into the 
measuring chamber. The mixing fan(s) shall be adjusted in such a way 
as to maintain a minimum air circulation speed of 8 km/h under the 
fuel tank of the test vehicle.  
6.5.9.4 . The hydrocarb on analyser shall be zeroed and spanned immediately 
before the test.  
6.5.9.5 . The enclosure doors shall be closed and sealed gas-tight.  
6.5.9.6 . Within 10 minutes of closing and sealing the doors, the hydrocarbon 
concentration, temperature and barometric p ressure shall be measured 
to give initial readings of hydrocarbon concentration in the enclosure  
CHCi, barometric pressure  Pi and ambient chamber temperature  Ti for 
the diurnal testing. T start = 0 starts at this time.  
6.5.9.7 . The hydrocarbon analyser shal l be zeroed and spanned immediately 
before the end of each emission sampling period . 
6.5.9.8 . The end of the first and second emission sampling period shall occur 
at 24 hours  6 minutes and  48 hours 6 minutes , respectively, after 
the beginning of the initial sampling, as specified in paragraph  6.5.9.6 . 
of this Appendix. The elapsed time shall be included in all relevant 
test reports . 
At the end of each emission sampling period, t he hydrocarbon 
concentration, temperature and barometric pressure shall be  measured 
and used to calculate the diurnal test results using the equation in 
paragraph 7.1. of this Appendix . The result obtained from the first 24  
189 hours  shall be i ncluded in all relevant test reports  as M D1. The result  
obtained from the second 24 hours shall be i ncluded in all relevant test 
reports  as M D2. 
6.6. Continuous test procedure for sealed fuel tank systems  
6.6.1.  In the case that the fuel tank relief pressure is greater than or equal to 
30 kPa . 
6.6.1.1.  The test  shall be performed  as described in paragraphs 6.5.1 . to 6. 5.3. 
of this Appendix . 
6.6.1.2.  Fuel drain and refill  
Within  one hour after the preconditioning drive , the fuel tank of the 
vehicle shall be emptied . This shall be done so as not to abnormally 
purge or abnormally loa d the evaporative control devices fitted to the 
vehicle. Removal of the fuel cap is normally sufficient to achieve this , 
otherwise the canister shall be disconnected . The fuel tank shall be 
refilled with reference  fuel at a temperature of 18 °C ±2 °C to 15  ±2 
per cent of the tank's nominal capacity . 
6.6.1.3.   Soak  
Within 5 minutes after completing fuel drain and refill, t he vehicle 
shall be soaked for stabilization for 6  to 36  hours at an ambient 
temperature of 2 0 °C ±2 °C.  
6.6.1.4.  Fuel tank depressurisation  
The tank pressure shall be subsequently released so as not to 
abnormally raise the inside pressure of the fuel tank . This may be 
done by o pening the fuel cap of the vehicle. Regardless of the method 
of depressurisation, the vehicle shall b e returned to its original 
condition within 1 minute.   
6.6.1.5.   Canister loading and purge  
The canister aged in accordance with  the sequence described in 
paragraph 5.1. of this Appendix  shall be loaded to 2 gram 
breakthrough in accordance with  the procedure described in paragraph 
5.1.6. of Annex 7 of UN/ECE Regulation No 83, and shall be 
subsequently purged with 25 ±5  litres per minute with emission 
laboratory air . The volume of purge air shall not exceed the volume 
determined  in paragraph 6.6. 1.5.1. This loading and purging can be 
done either (a) using an on -board canister at a temperature of 20 °C or 
optionally 23  °C, or (b) by disconnecting the canister. In both cases, 
no further relief of the tank pressure is allowed.  
6.6.1.5.1.   Determinati on of maximum purge volume  
The maximum purge amount Vol max shall be determined by the 
following  equation.  In the case of OVC -HEVs , the vehicle shall be 
operated in charge -sustaining operating condition.  This determination 
can also be done at a separate test or during the preconditioning drive.  
Vol max =Vol Pcycle  × Voltank  × 0.85 ×100
 FCPcycle
DistPcycle 
where:  
Vol Pcycle   is the cumulative purge volume rounded to the nearest 
0,1 litres measured using a suita ble device (e.g. 
flowmeter connected to the vent of the carbon canister 
or equivalent) over the cold start preconditioning drive 
described  in the paragraph 6.5.3. of this Appendix , l; 
Voltank is the manufacturer’ s nominal fuel tank capacity , l;  
190 FCPcycle   is the fuel consumption over the single purge cycle 
described in paragraph 6.5.3. of this Appendix which 
may be measured in either warm or cold start condition , 
l/100  km. For OVC -HEVs and NOVC -HEVs, fuel 
consumption shall be calculated in accordance with  
paragraph 4.2.1. of Sub-Annex 8 of Annex XXI ; 
DistPcycle   is the theoretical distance to the nearest 0 ,1 km of a 
single purge cycle described  in paragraph 6. 5.3. of 
this Appendix , km.  
6.6.1.6.   Preparation of canister depressurisation puff loss loading  
After completi ng canister loading and purging , the test vehicle shall 
be moved into an enclosure, either a SHED or an appropriate climatic 
chamber . It shall be demonstrated that the system is leak -free and the 
pressuri sation is performed in a normal way  during the test or by 
separate  test (e.g. by means of pressure sensor on the vehicle). The 
test vehicle shall be subsequently  exposed to  the first 11  hours of  the 
ambient temperature  profile specified for the diurnal emission test in 
Appendix 2  to Annex 7  of UN/ECE Regulation No 83  with a 
maximum deviation of  2 °C at any time. The average temperature 
deviation from the profile, calculated using the absolute value of each 
measured deviation, shall not exceed  1 °C. The ambient temperature 
shall be measured  at least every 10 minute s and included in all 
relevant test sheets . 
6.6.1.7.  Canister puff loss loading  
6.6.1.7.1.  Fuel tank depressurisation before refuelling  
The manufacturer shall ensure that the refuelling operation cannot be 
initiated before the seal ed fuel tank system is fully depressuri sed to a 
pressure less than 2 ,5 kPa above ambient pressure in normal vehicle 
operation and use. At the request of the approval authority, the 
manufacturer shall provide detailed information or demonstrate proof 
of operation (e.g. by means of pressure sensor on the vehicle). Any 
other technical solution may  be allowed provided that a safe refuelling 
operation is ensured and that  no excessive emissions are released to 
the atmosphere before the refuelling  device is con nected to the 
vehicle.   
6.6.1.7.2.  Within 15 minutes after the ambient temperature has reached 35 °C, 
the tank relief valve shall be opened to load the canister. This loading 
procedure may be executed either inside or outside an enclosure. The 
canister loa ded in accordance with  this paragraph shall be 
disconnected and shall  be kept in the soak area. A dummy canister 
shall be installed to the vehicle when undertaking the procedure 
specified in paragraphs 6.6.1. 9. to 6.6.1.12. of this Appendix . 
6.6.1.8.  Measurement of depressurisation puff loss overflow  
6.6.1.8.1. Any depressurisation puff loss overflow from the vehicle canister 
shall be measured  by using an auxiliary carbon canister connected 
directly at the outlet of the vehicle vapour storage unit. It shall be 
weighed  before and after the procedure described  in paragraph 6.6.1.7 . 
of this Appendix .  
6.6.1.8.2. Alternatively, the depressurisation puff loss overflow  from the vehicle 
canister during its depressuri sation may  be measured using a  SHED . 
Within 15 minutes after the ambient temperature has reached 35  °C as 
described in paragraph 6.6.1.6.  of this Appendix, t he chamber shall be 
sealed and the measurement procedure shall be started.   
191 The hydrocarbon analyser shall be zeroed and spanned , after which  
the hydrocarbon concentration, temperature and barometric pressure 
shall be measured to give the initial readings C HCi, Pi and T i for the 
sealed tank depressurisation puff loss overflow determination.  
The ambient temperature T of the enclosure shall not be less than 
25 °C during the measurement procedure.  
At the end of the procedure described in paragraph  6.6.1.7.2.  of this 
Appendix , the hydrocarbon concentration in the chamber shall be 
measured  after 60  ± 5 seconds . The temperature and the barometric 
pressure shall also be  measured. These are the final readings C HCf, Pf 
and T f for the sealed tank depressurisation puff loss  overflow . 
The sealed tank puff loss overflow result shall be calculated in 
accordance with  paragraph 7.1. of this Appendix  and included in all 
relevant test reports . 
6.6.1.8.3. There shall be no change in weight of the auxiliary canister or the 
result of the SHED measurement, within the tolerance of ± 0,5 gram.  
6.6.1.9.  Soak 
After completi ng puff loss loading , the vehicle shall be soaked at 23 
±2 °C for 6 to 36 hours to stabilise the vehicle temperature . 
6.6.1.9.1.  REESS charge  
For OVC -HEV s, the REESS shall be fully charged in accordance with  
the charging requirements describe d in paragraph 2.2.3. of Appendix 4 
to Annex 8 of Annex XXI  during the soaking described  in paragraph 
6.6.1.9. of this Appendix.  
6.6.1.10.  Fuel drain and refill  
The fuel tank of the vehicle shall be drained and filled up to 40 ±2 per 
cent of the tank's nominal  capacity with reference  fuel at a 
temperature of 18 °C  ±2 °C.  
6.6.1.11.  Soak  
The vehicle shall be subsequently parked for a minimum of 6 hours  to 
a maximum of 36 hours  in the soak area  at 20  °C ±2 °C to stabilise the 
fuel temperature .  
6.6.1.12.  Fuel tank depressurisation  
The tank pressure shall be subsequently released so as not to 
abnormally raise the inside pressure of the fuel tank . This may be 
done by o pening the fuel cap of the vehicle. Regardless of the method 
of depressuri sation, the vehicle shall be returned to its original 
condition within 1 minute. After this action, the vapour storage unit 
shall be connected again.  
6.6.1.13.  The procedures in paragraphs 6.5.6. to 6.5.9.8. of this Appendix shall 
be followed . 
6.6.2.  In the  case that the fuel tank relief pressure is lower than 30  kPa 
The test shall be performed as described in paragraphs 6.6.1.1 . to 
6.6.1.13 . of this Appendix . However, in this case, the a mbient 
temperature described in paragraph 6.5.9. 1. of this Appendix shall be 
replaced by  the profile specified in Table VI.1  of this Appendix  for 
the diurnal emission test.  
Table VI.1  
Ambient temperature profile of the alternative sequence for sealed fuel tank 
system   
192 Time (hours)  Temperature ( °C) 
0/24 20,0 
1 20,4 
2 20,8 
3 21,7 
4 23,9 
5 26,1 
6 28,5 
7 31,4 
8 33,8 
9 35,6 
10 37,1 
11 38,0 
12 37,7 
13 36,4 
14 34,2 
15 31,9 
16 29,9 
17 28,2 
18 26,2 
19 24,7 
20 23,5 
21 22,3 
22 21,0 
23 20,2 
6.7. Stand -alone test procedure for sealed fuel tank systems  
6.7.1  Measurement of depressurisation puff loss loading mass  
6.7.1.1. The procedures in paragraphs 6.6 .1.1. to 6.6 .1.7.2. of this Appendix 
shall be performed.  The depressurisation puff loss loading mass  is 
defined as the difference in weight of the vehicle canister before 
paragraph 6.6.1.6. of this Appendix is applied and after paragraph 
6.6.1.7.2. of this Appendix  is applied.  
6.7.1.2. The depressurisation puff loss overflow from the vehicle canister sha ll 
be measured in accordance with  paragraph s 6.6.1.8.1. and 6.6.1.8.2.  of 
this Appendix  and fulfil the requirements of  paragraph  6.6.1.8.3. in 
this Appendix . 
6.7.2.  Hot soak and d iurnal breathing evaporative emissions test  
6.7.2.1.  In the case that the fuel tank relief pressure is greater than or equal to 
30 kPa 
6.7.2.1.1 . The test shall be performed as described in paragraphs 6.5.1 . to 6. 5.3. 
and paragraphs 6.6.1.9. to 6.6.1.9.1. of this Appendix . 
6.7.2.1.2 . The canister shall be aged in accordance with  the sequence described 
in paragraph  5.1. of this Appendix  and shall be loaded and purged in 
accordance with  paragraph 6. 6.1.5 . of this Appendix . 
6.7.2.1.3 . The aged canister  shall subsequently be loaded in accordance with  the 
procedure described in paragraph 5.1.6. of Annex 7 of UN/ECE 
Regulation No 83 with the exemption of loading mass . Total loading 
mass shall be determined in accordance with paragraph 6.7.1.1 . of this 
Appendix.  At the request of the  manufacturer, the re ference fuel may 
alternatively be used instead of butane. The canister shall be 
disconnected.  
6.7.2.1.4 . The procedures in paragraphs 6.6.1.10. to 6.6.1.13. of this Appendix 
shall be followed .  
6.7.2.2. In the case that the fuel tank relief pressure is low er than 30  kPa  
193 The test shall be performed as described in paragraphs 6.7.2.1.1 . to 
6.7.2.1.4. of this Appendix . However, in this case, the ambient 
temperature described in 6.5.9. 1. of this Appendix shall be modified 
pursuant to the profile specified in Table VI.1  of this Appendix  for the 
diurnal emission test.  
7. Calculation  of evaporative test results  
7.1. The evaporative emission tests described in this Annex allow the 
hydrocarbon emissions from the puff loss overflow, diurnal and hot 
soak tests to be calculated. Evaporative losses from each of these tests 
shall be calculated using the initial and final hydrocarbon 
concentrations, temperatures and pressures in the enclosure, together 
with the net enclosure volume.  
The following equation shall be used:  
MHC=k × V ×(CHCf×Pf
Tf− CHCi×Pi
Ti)+MHC,out−MHC,in 
where:  
MHC  is the mass of hydrocarbons,  grams;  
MHC,out  is the mass of hydrocarbons exiting the enclosure in the case of 
fixed volume enclosures for diurnal emission testing, grams;  
MHC,in  is the mass of hydro carbon entering the enclosure in the case of 
fixed volume enclosures for diurnal emission testing, grams;  
CHC  is the measured hydrocarbon concentration in the enclosure, 
ppm volume in C 1 equivalent;  
V  is the net enclosure volume corrected for the volume of the 
vehicle with the windows and the luggage compartment open , 
m3. If the volume of the vehicle is not known, a volume of 1 ,42 
m3 shall be subtracted ; 
T  is the ambient chamber temperature, K;  
P  is the barometric pressure, kPa;  
H/C  is the hydrogen to carbon ratio   
where:  
H/C is taken to be 2.33 for puff loss overflow 
measurement in SHED and diurnal test losses;  
H/C is taken to be 2.20 for hot soak losses ; 
k  is 1,2 × 10-4 × (12 + H/C) , in (g × K/(m³ × kPa) ); 
i  is the initial reading;  
f  is the final reading;  
7.2. The result of (MHS + M D1 + M D2 + (2 × PF )) shall be below the limit 
defined in paragraph 6.1.  
8. Test report  
The test report shall  contain at least the following:  
(a) Description of the soak periods, including time and mean 
 temperatures;  
(b) Description of aged canister used and reference to exact ageing 
report;  
(c) Mean temperature during the hot soak test;  
(d) Measurement during hot soak test, HSL;   
194 (e) Measurement of first diurnal, DL1st day; 
(f) Measurement of second diurnal, DL2nd day; 
(g) Final evaporative test result, calculated in accordance with  
paragraph 7. of this Appendix ; 
(h)  Declared fuel tank relief pressure of the system  (for sealed tank 
systems ); 
(i) Puff loss loading value (in the case of using the stand -alone test described in 
paragraph 6.7. of this Appendix ).'. 
 
   
195  
ANNEX V 
 
Annex IX to Regulation (EU) 2017/1151 is amended as follows:  
 
(1) in Section A,  point 3. is replaced by the following:  
'3. Technical data on fuels for testing fuel cell vehicles  
Type: Hydrogen for fuel cell vehicles  
Characteristics  Units  Limits  Test Method  
minimum  maximum  
Hydrogen fuel index(a) % mol e 99,97   
Total non -hydrogen gases  μmol/mol   300  
Maximum concentration of individual contaminants   
Water (H 2O) μmol/mol   5 e 
Total hydrocarbons(b) (Methane basis)  μmol/mol   2 e 
Oxygen (O 2) μmol/mol   5 e 
Helium (He)  μmol/mol   300 e 
Total Nitrogen (N 2) and Argon (Ar) (b) μmol/mol   100 e 
Carbon dioxide (CO 2) μmol/mol   2 e 
Carbon monoxide (CO)  μmol/mol   0,2 e 
Total sulfur compounds(c) (H2S basis)  μmol/mol   0,004 e 
Formaldehyde (HCHO)  μmol/mol   0,01 e 
Formic acid (HCOOH)  μmol/mol   0,2 e 
Ammonia (NH 3) μmol/mol   0,1 e 
Total halogenated compounds (d) 
(Halogenate ion basis)  μmol/mol   0,05 e  
196 For the constituents that are additive, such as total hydrocarbons and total sulfur compounds, the sum of the constituents are to be 
less than or equal to the acceptable limit.  
(a)  The hydrogen fuel index is determined by subtracting the “total non -hydrogen gases ” in this table, expressed in mole per cent, 
from 100 mole per cent.  
(b)  Total hydrocarbons include oxygenated organic species. Total hydrocarbons shall be measured on a carbon basis (μmolC/mol). 
Total hydrocarbons may exceed 2 μmol/mol due only to the pr esence of methane, in which case the summation of methane, 
nitrogen and argon shall not exceed 100 μmol/mol.  
(c)  As a minimum, total sulphur compounds include H2S, COS, CS2 and mercaptans, which are typically found in natural gas.  
(d)  Total halogenated c ompounds include, for example, hydrogen bromide (HBr), hydrogen chloride (HCl), chlorine (Cl2), and 
organic halides (R -X). 
(e)  Test method shall be documented.  
'; 
(2) the following Section C is added:  
' C. REFERENCE FUEL FOR EVAPORATIVE EMISSIONS TESTING (TYPE 4 
TEST)  
 
Evaporative emission test reference fuel  
Parameter  Unit Limits  
Test method  Minimum  Maximum  
Research octane number, 
RON    95,0 98,0 EN ISO 5164  
 
Density at 15 °C  kg/m3 743,0 756,0 EN ISO 
12185  
 
Vapour pressure  kPa 56,0 60,0 EN 13016 -1  
 
Distillation:          
– evaporated at 70 °C  % v/v  34,0 46,0 EN ISO 3405  
– evaporated at 100 °C  % v/v  54,0 62,0 EN ISO 3405  
– evaporated at 150 °C  % v/v  86,0 94,0 EN ISO 3405  
Hydrocarbon analysis:          
– olefins  % v/v  6,0 13,0  EN 22854  
– aromatics  % v/v  25,0 32,0 EN 22854  
– benzene  % v/v  - 1,00 EN 22854  
EN 238  
  
197 Parameter  Unit Limits  
Test method  Minimum  Maximum  
Oxygen content  % m/m  3,3 3,7 EN 22854  
 
Sulphur content  mg/kg  — 10 EN ISO 
20846  
EN ISO 
20884  
 
Lead content  mg/l Not detected  EN 237 
 
Ethanol  % v/v  9,0 10,0 EN 22854  
 
MTBE   Not detected  EN 1601  
EN 13132  
EN 14517  
Methanol   Not detected  EN 1601  
EN 13132  
EN 14517  
Kerosene   Not detected  [JIS K2536 -
2,4(1)] 
(1) Other method that is traceable to national or international standard may be used. '; 
   
198  
 ANNEX VI 
 
'ANNEX XI  
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES  
1. INTRODUCTION  
1.1. This Annex sets out the functional aspects of on -board diagnostic (OBD) systems for the 
control of emissions from motor vehicles.  
2. DEFINITIONS,  REQUIREMENTS  AND  TESTS  
2.1. The definitions, requirements and tests for OBD systems set out in Sections 2 and 3 of 
Annex 11 to UN/ECE Regulation No 83 shall apply for the purposes of this Annex , with the 
exceptions set out in this Annex .  
2.1.1. The introd uctory text to paragraph 2. of Annex 11 to UN/ECE Regulation No 83 
shall be understood as follows:  
“For the purposes of this Annex only:”  
2.1.2. Paragraph 2.10. of Annex 11 to UN/ECE Regulation No 83 shall be understood as 
follows:  
“A “ driving cycle ” cons ists of engine key on, a driving mode where a malfunction 
would be detected if present, and engine key -off”. 
2.1.3. In addition to the requirements of  paragraph 3.2.2. of Annex 11 of UN/ECE Regulation 
No 83,  identification of deterioration or malfunction s may be also be done outside a driving 
cycle (e.g. after engine shutdown).  
2.1.4. Reference to ‘THC and NOx’ in paragraph 3.3.3.1. of Annex 11to UN/ECE Regulation 
No 83 shall be understood as being reference to ‘NMHC and NOx’.  
2.1.5. Reference to ‘limits’  in paragraphs 3.3.3.1. and 3.3.4.4. of Annex 11to UN/ECE 
Regulation No 83 shall be understood as being reference to ‘OBD threshold limits’.  
2.1.6. Reference to ‘emission limits’ in paragraph 3.3.5. of Annex 11to UN/ECE Regulation 
No 83 shall be understood  as being reference to ‘OBD threshold limits’.  
2.1.7. Paragraphs 3.3.4.9. and 3.3.4.10. of Annex 11 of UN/ECE Regulation No 83 shall not 
apply.  
2.1.8. In addition to the requirements of  paragraph 3.3.5. of UN/ECE Regulation No 83,  the 
following shall app ly: 
"The following devices should however be monitored for total failure or removal (if 
removal would cause the applicable emission limits in paragraph  5.3.1.4. of this Regulation  
to be exceeded):  
(a)  A particulate trap fitted to an engine as a separate unit or integrated into a combined 
emission control device;  
(b)  A NOx after -treatment system fitted to an engine as a separate unit or integrated into a 
combined emission control device;  
(c)  A three way catalyst (TWC) or a diesel oxidation catalyst (DOC) fitted to an engine as 
a separate unit or integrated into a combined emission control device.   
199 The devices referred to in the previous paragraph shall also be monitored for any failure 
that would result in exceeding the appl icable OBD threshold limits."  
2.1.9. Paragraph 3.8.1. of Annex 11 to UN/ECE Regulation No 83 shall be understood as 
follows:  
“The OBD system may erase a fault code and the distance travelled and freeze -frame 
information if the same fault is not re -register ed in at least 40 engine warm -up cycles 
or 40 driving cycles with vehicle operation in which the criteria specified in sections 
7.5.1.(a) –(c) of Annex 11, Appendix 1 are met."  
2.1.10. The reference to ‘ISO DIS 15031 5’ in paragraph 3.9.3.1. of Annex 11 to 
UN/ECE Regulation No 83 shall be understood as follows:  
“… the standard listed in paragraph 6.5.3.2.(a) of Annex 11, Appendix 1 of this 
Regulation.”  
2.1.11. In addition to the requirements of paragraph 3. of Annex 11 of UN/ECE Regulation 
No 83 the followin g shall apply: : 
" Additional provisions for vehicles employing engine shut - off strategies  
 Driving cycle  
 Autonomous engine restarts commanded by the engine control system following 
an engine stall may be considered a new driving cycle or a continuation  of the 
existing driving cycle."  
2.2. The ‘Type V durability distance’ and ‘Type V durability test’ mentioned in section 3.1 
and 3.3.1 of Annex 11 to UN/ECE Regulation No 83 respectively shall be understood as 
reference to the requirements of Annex VII to this Regulation.  
2.3. The ‘OBD threshold limits’ specified in section 3.3.2 of Annex 11 to UN/ECE 
Regulation 83 shall be understood as reference to the requirements specified in points 2.3.1 
and 2.3.2 below:  
2.3.1. The OBD thresholds limits for vehicles that are type approved in accordance with  the 
Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 from 
three years after the dates given in Article 10(4) and 10(5) of that Regula tion are given in the 
following table:  
Final Euro 6 OBD threshold limits  
  Refer
ence 
mass  
(RM) 
(kg) Mass of 
carbon 
monoxide  Mass of 
non-
methane 
hydrocarbon
s Mass of 
oxides of 
nitrogen  Mass of 
particulate 
matter6 Number of 
particles3, 7 
Categ
ory Clas
s  (CO)  
(mg/km)  (NMHC)  
(mg/km)  (NO x) 
(mg/km)  (PM)  
(mg/km)  (PN)  
(#/km)  
 PI CI PI CI PI CI CI PI CI PI 
                                                            
6 Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection 
engines.  
7 Particle number limits may be introduced at a later d ate  
200 M — All 1900  1750  170 290 90 140 12 12   
N1 I RM ≤ 
1305  1900  1750  170 290 90 140 12 12   
II 1305 
< RM 
≤ 
1760  3400  2200  225 320 110 180 12 12   
III 1760 
< RM  4300  2500  270 350 120 220 12 12   
N2 — All 4300  2500  270 350 120 220 12 12   
 Key: PI = Positive Ignition, CI = Compression Ignition.  
2.3.2. Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) 
No 715/2007 for new type approvals and new vehicles respectively, the following OBD 
threshold limits shall be applied to vehicles that are type approved in accor dance with  the 
Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007, upon 
the choice of the manufacturer:  
Preliminary Euro 6 OBD threshold limits  
  Refere
nce 
mass  
(RM) 
(kg) Mass of carbon 
monoxide  Mass of non -
methane 
hydrocarbons  Mass of oxides 
of nitrogen  Mass of 
particulate 
matter8 
Categ
ory Class   (CO)  
(mg/km)  (NMHC)  
(mg/km)  (NOx)  
(mg/km)  (PM)  
(mg/km)  
 PI CI PI CI PI CI CI PI 
M — All 1900  1750  170 290 150 180 25 25 
N1 I RM ≤ 
1305  1900  1750  170 290 150 180 25 25 
 II 1305 < 
RM ≤ 
1760  3400  2200  225 320 190 220 25 25 
 III 1760 
< RM  4300  2500  270 350 210 280 30 30 
N2 — All 4300  2500  270 350 210 280 30 30 
                                                            
8 Positive ignition particulate mass limits apply only to vehicles with direct injection engines.   
201  Key: PI = Positive Ignition, CI = Compression Ignition  
2.4. Paragraph 3.3.3.1. of Annex 11 of UN/ECE Regulation No 83 shall be understood as 
follows : 
“3.3.3.1.  The reduction in the efficiency of the catalytic converter with respect to 
emissions of NMHC and NO x. Manufacturers may monitor the front catalyst alon e or in 
combination with the next catalyst(s) downstream. Each monitored catalyst or catalyst 
combination shall be considered malfunctioning when the emissions exceed the NMHC 
or NO x threshold limits provided for by paragraph 3.3.2. of this Annex .” 
2.5. Th e reference to ‘the threshold limits’ in Section 3.3.3.1 of Annex 11 to UNECE 
Regulation No 83 shall be understood as reference to the threshold limits in Section 2.3 of this 
Annex.  
2.6. The ‘Type I test cycle’ referred to in paragraph 3.3.3.2. of Annex 11  to UN/ECE 
Regulation No 83 shall be understood as being the same as the Type 1 cycle that was used for 
at least two consecutive cycles after introduction of the misfire faults in accordance with  
paragraph 6.3.1.2. of Appendix 1 to Annex 11 to UN/ECE Regul ation No 83.  
2.7. The reference to ‘the particulate threshold limits provided for by paragraph 3.3.2.’ in 
paragraph 3.3.3.7. of Annex 11 to UN/ECE Regulation No 83 shall be understood as being 
reference to the particulate threshold limits provided in Secti on 2.3 of this Annex.  
2.8. Paragraph 3.3.3.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as 
follows:  
“3.3.3.4.  If active on the selected fuel, other emission control system components or 
systems, or emission related power train components o r systems which are connected to a 
computer, the failure of which may result in tailpipe emissions exceeding the OBD 
threshold limits given in paragraph 3.3.2. of this Annex .” 
2.9. Paragraph 3.3.4.4. of Annex 11 of UN/ECE Regulation No 83 shall be understood as 
follows : 
“3.3.4.4.  Other emission control system components or systems, or emission -related 
power -train components or systems, which are connected to a computer, the failure of 
which may result in exhaust emissions exceeding the OBD threshold  limits given in 
paragraph 3.3.2. of this Annex . Examples of such systems or components are those for 
monitoring and control of air mass -flow, air volumetric flow (and temperature), boost 
pressure and inlet manifold pressure (and relevant sensors to enable  these functions to be 
carried out).”  
2.10 Paragraphs 3.3.5. to 3.3.5.2. of Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows : 
“3.3.5.  Manufacturers may demonstrate to the Type Approval Authority that certain 
components or systems need not  be monitored if, in the event of their total failure or 
removal, emissions do not exceed the OBD threshold limits given in paragraph 3.3.2. of 
this Annex . 
3.3.5.1.  The following devices should however be monitored for total failure or 
removal (if removal would cause the applicable emission limits in paragraph  5.3.1.4. of 
this Regulation to be exceeded):  
(a) A particulate trap fitted to an engine as a separate unit or integrated into a combined 
emission control device;  
(b) A NO x after treatment system fitte d to an engine as a separate unit or integrated into a 
combined emission control device;   
202 (c) A three way catalyst (TWC) or a Diesel Oxidation Catalyst (DOC) fitted to an engine 
as a separate unit or integrated into a combined emission control device.  
3.3.5.2.  The devices referred to in paragraph 3.3.5.1. of this Annex shall also be 
monitored for any failure that would result in exceeding the applicable OBD threshold 
limits.”  
3. ADMINISTRATIVE  PROVISIONS  FOR  DEFICIENCIES  OF OBD  SYSTEMS  
3.1. The administ rative provisions for deficiencies of OBD systems as set out in Article 6(2) 
shall be those specified in Section 4 of Annex 11 of UN/ECE Regulation No 83 with the 
following exceptions.  
3.2. Reference to ‘OBD threshold limits’ in paragraph 4.2.2. of Annex 1 1 to UN/ECE 
Regulation No 83 shall be understood as being reference to the OBD threshold limits in 
Section 2.3 of this Annex.  
3.3. Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be understood as being as 
follows:  
‘The approval authority shall n otify its decision in granting a deficiency request in 
accordance with Article 6(2) .  
4. ACCESS  TO OBD  INFORMATION  
4.1. Requirements for access to OBD information are specified in section 5 of Annex 11 to 
UN/ECE Regulation 83. The exceptions to these requirements are described in the following 
sections.  
4.2. References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 shall be understood 
as references to Appendix 5 to Annex I to this Regulation.  
4.3. References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation No 83 shall be 
understood as references to 3.2.12.2.7.6 of Appendix 3 to Annex I to this Regulation.  
4.4. References to ‘contracting parties’ shall be understood as references to ‘member states’.  
4.5. References to ‘approval granted under  Regulation 83’ shall be understood as references 
to type -approval granted under this Regulation and Regulation (EC) No 715/2007.  
4.6. UN/ECE type -approval shall be understood as EC type -approval.  
  
203 Appendix 1  
FUNCTIONAL ASPECTS OF ON -BOARD DIAGNOSTIC (OBD) SYSTEMS  
1. INTRODUCTION  
1.1. This Appendix describes the procedure of the test in accordance with  section 2 of this 
Annex.  
2. TECHNICAL  REQUIREMENTS  
2.1. The technical requirements and specifications shall be those set out in Appendix 1 to 
Annex 11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as 
described in the following sections.  
2.2. The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 to the OBD 
threshold limits set out in paragraph 3.3.2. to Annex 11 of UN/ECE Regulation No 83 shall be 
understood as references to the OBD threshold limits set out in section 2.3 of this Annex.  
2.3. The reference to ‘the Type I test cycle’ in section 2.1.3 o f Appendix 1 to Annex 11 of 
UN/ECE Regulation No 83 shall be understood as a reference to the Type 1 test in accordance 
with Regulation (EC) No 692/2008 or Annex XXI of this Regulation, upon the choice of the 
manufacturer for each individual malfunction to  be demonstrated.  
2.4. The reference fuels specified in paragraph 3.2. of Appendix 1 of Annex 11 of UN/ECE 
Regulation No 83 shall be understood as reference to the appropriate reference fuel 
specifications in Annex IX to this Regulation.  
2.5. Paragraph 6.4 .1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows : 
“6.4.1.1.  After vehicle preconditioning in accordance with  paragraph 6.2. of this 
Appendix , the test vehicle is driven over a Type I test (Parts One and Two).  
The MI shall be activated at the latest before the end of this test under any of the conditions 
given in paragraphs 6.4.1.2. to 6.4.1.5. of this Appendix . The MI may also be activated 
during preconditioning. The Technical Service may substitute those condi tions with others 
in accordance with paragraph 6.4.1.6. of this Appendix . However, the total number of 
failures simulated shall not exceed four (4) for the purpose of type approval.  
In the case of testing a bi -fuel gas vehicle, both fuel types shall be use d within the 
maximum of four (4) simulated failures at the discretion of the Type Approval Authority.”  
2.6. The reference to ‘Annex 11’ in paragraph 6.5.1.4. of Appendix 1 of Annex 11 of 
UN/ECE Regulation No 83 shall be understood as reference to Annex XI to this Regulation.  
2.7. In addition to the requirements of  the second paragraph of Section 1 of Appendix 1 to 
Annex 11 of UN/ECE Regulation No 83  the following shall apply:  
“For electrical failures (short/open circuit), the emissions may exceed the limits  of 
paragraph 3.3.2. by more than twenty per cent.”  
2.8. Paragraph 6.5.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows : 
"6.5.3.  The emission control diagnostic system shall provide for standardised and 
unrestricted a ccess and conform with the following ISO standards and/or SAE 
specification. Later versions may be used if any of the following standards have been 
withdrawn and replaced by the relevant standardisation organisation. .   
204 6.5.3.1.  The following standard shal l be used as the on board to off -board 
communications link:  
(a)  ISO 15765 -4:2011 "Road vehicles – Diagnostics on Controller Area Network 
(CAN) – Part 4: Requirements for emissions -related systems", dated April 2016 ; 
6.5.3.2.  Standards used for the transm ission of OBD relevant information:  
(a)  ISO 15031 -5 "Road vehicles - communication between vehicles and external test 
equipment for emissions -related diagnostics – Part 5: Emissions -related diagnostic 
services", dated  August 2015  or SAE J1979 dated February 2017 ;  
(b)  ISO 15031 -4 "Road vehicles – Communication between vehicle and external test 
equipment for emissions related diagnostics – Part 4: External test equipment", dated 
February 2014  or SAE J1978 dated 30 April 2002;  
(c)  ISO 15031 -3 "Road vehicles – Communication between vehicle and external test 
equipment for emissions related diagnostics Part 3: Diagnostic connector and related 
electrical circuits: specification and use", dated April 2016  or SAE J1962 dated 26 July 
2012;  
(d)  ISO 15031 -6 "Road vehicles – Communication between vehicle and external test 
equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions", 
dated August 2015  or SAE J2012 dated 07 March 2013;  
(e)  ISO 27145 "Road vehicles  – Implementation of World -Wide Harmonized On -
Board Diagnostics (WWH -OBD)" dated 2012 -08-15 with the restriction, that only 
paragraph 6.5.3.1.(a) may be used as a data link;  
(f) ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS) with the 
restriction, that only 6.5.3.1.(a) may be used as a data link".  
The standards (e) and (f) may be used as an option instead of (a) not earlier than 1 January 
2019.  
6.5.3.3.  Test equipment and diagnostic tools needed to communicate with OBD 
systems shall meet or exceed the functional specification given in the standard listed in 
paragraph 6.5.3.2.(b) of this Appendix.  
6.5.3.4.  Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi -directional 
control information shall be provided using the format and  units described in the standard 
listed in paragraph 6.5.3.2.(a) of this Appendix , and must be available using a diagnostic 
tool meeting the requirements of the standard listed in paragraph 6.5.3.2.(b) of this 
Appendix .  
The vehicle manufacturer shall prov ide to a national standardisation body the details of 
any emission -related diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not 
specified in the standard listed in paragraph 6.5.3.2.(a) of this Regulation but related to 
this Regulation.  
6.5.3.5.  When a fault is registered, the manufacturer shall identify the fault using an 
appropriate ISO/SAE controlled fault code specified in one of the standards listed in 
paragraph 6.5.3.2.(d) of this Appendix , relating to "emission related system diagnostic 
trouble codes". If such identification is not possible, the manufacturer may use 
manufacturer controlled diagnostic trouble codes in accordance with  the same standard. 
The fault codes shall be fully accessible by standardised diagnostic equipment complying 
with the provisions of paragraph 6.5.3.3. of this Appendix.  
The vehicle manufacturer shall provide to a national standardisation body the details of 
any emission -related diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not  
205 specified in the standards listed in paragraph 6.5.3.2.(a) of this Appendix but related to 
this Regulation.  
6.5.3.6.  The connection interface between the vehicle and the diagnostic tester shall be 
standardised and shall meet all the requirements of the standard listed in paragraph 
6.5.3.2.(c) of this Appendix . The installation position shall be subject to agreement of the 
administrative department such that it is readily accessible by service personnel but 
protected from tampering by non -qualified personnel.  
6.5.3.7.  The manufactur er shall also make accessible, where appropriate on payment, 
the technical information required for the repair or maintenance of motor vehicles unless 
that information is covered by an intellectual property right or constitutes essential, secret 
know -how w hich is identified in an appropriate form; in such case, the necessary 
technical information shall not be withheld improperly.  
Entitled to such information is any person engaged in commercially servicing or repairing, 
road-side rescuing, inspecting or tes ting of vehicles or in the manufacturing or selling 
replacement or retro -fit components, diagnostic tools and test equipment."  
2.9. In addition to the requirements of  paragraph 6.1. of Appendix 1 to Annex 11 of UN/ECE 
Regulation No 83 the following shall apply : 
"The Type I Test need not be performed for the demonstration of electrical failures 
(short/open circuit) . The manufacturer may demonstrate these failure modes using driving 
conditions in which the component is used and the monitoring conditions are 
encountered. These conditions shall be documented in the type approval documentation. " 
2.10 Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be 
understood  as follows:  
“At the request of the manufacturer, alternative and/or additi onal preconditioning 
methods may be used.”  
2.11 In addition to the requirements of  paragraph 6.2. of Appendix 1 to Annex 11 of UN/ECE 
Regulation No 83 the following shall apply : 
" The use of additional preconditioning cycles or alternative preconditioning methods 
shall be documented in the type approval documentation."  
2.12. Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows : 
"Electrical disconnection of the electronic evaporative purge control device (if equipped 
and if active on the selected fuel type)."  
2.13. Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows : 
"The MI shall be activated at the latest before the end of this test under any of the 
conditio ns given in paragraphs 6.4.1.2. to 6.4.1.5. The MI may also be activated during 
preconditioning. The Technical Service may substitute those conditions with others in 
accordance with paragraph 6.4.1.6. "  
2.14. Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of  UN/ECE Regulation No 83 shall be 
understood as follows : 
"The MI shall be activated at the latest before the end of this test under any of the 
conditions given in paragraphs 6.4.2.2. to 6.4.2.5. The MI may also be activated during 
preconditioning. The Tech nical Service may substitute those conditions by others in 
accordance with paragraph 6.4.2.5. "   
206 2.15. The  information listed in point 3 of Annex XXII shall be made available as signals 
through the serial port connector referred to in paragraph 6.5.3.2 (c)  of Appendix 1 to 
Annex 11 to UN/ECE Regulation No 83, understood as  set out in point 2.8 of Appendix 
1 to this Annex.  
 
3. IN-USE  PERFORMANCE  
3.1. General Requirements  
The technical requirements and specifications shall be those set out in Appendix 1 to Annex 
11 to UN/ECE Regulation No 83 with the exceptions and additional requirements as 
described in the following sections.  
3.1.1. The requirements of paragraph 7.1.5. of Appendix 1 to Annex 11 to UN/ECE 
Regulation No 83 shall be understood as being as fol lows.  
For new type approvals and new vehicles the monitor required by paragraph 3.3.4.7. of Annex 
11 to UN/ECE Regulation No 83 shall have an IUPR greater or equal to 0,1 until three years 
after the dates specified in Article 10(4) and (5) of Regulation (E C) No 715/2007 
respectively.  
3.1.2. The requirements of paragraph 7.1.7. of Appendix 1 to Annex 11 to UN/ECE 
Regulation No 83 shall be understood as being as follows.  
The manufacturer shall demonstrate to the approval authority and, upon request, to the 
Commission that these statistical conditions are satisfied for all monitors required to be 
reported by the OBD system in accordance with  paragraph 7.6. of Appendix 1 to Annex 11 to 
Regulation No 83 not later than 18 months after the entry onto the market of the first vehicle 
type with IUPR in an OBD family and every 18 months thereafter. For this purpose, for OBD 
families consisting of more than 1000 registrations in the Union, that are subject to sampling 
within the sampling period, the process described in Annex II shall be used without prejudice 
to the provisions of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83.  
In addition to the requirements set out in Annex II and regardless of the result of the audit 
described in Section 2 of Annex II, the authority granting the approval shall apply the in -
service conformity check for IUPR described in Appendix 1 to Annex II in an appropriate 
number of randomly determined cases. ‘In an appropriate number of randomly determined 
cases’ means, that this mea sure has a dissuasive effect on non -compliance with the 
requirements of Section 3 of this Annex or the provision of manipulated, false or non -
representative data for the audit. If no special circumstances apply and can be demonstrated 
by the type -approval authorities, random application of the in -service conformity check to 5 
% of the type approved OBD families shall be considered as sufficient for compliance with 
this requirement. For this purpose, type -approval authorities may find arrangements with the 
manufacturer for the reduction of double testing of a given OBD family as long as these 
arrangements do not harm the dissuasive effect of the type -approval authority’s own in -
service conformity check on non -compliance with the requirements of Section 3 of t his 
Annex. Data collected by Member States during surveillance testing programmes may be 
used for in -service conformity checks. Upon request, type -approval authorities shall provide 
data on the audits and random in -service conformity checks performed, incl uding the 
methodology used for identifying those cases, which are made subject to the random in -
service conformity check, to the Commission and other type -approval authorities.  
3.1.3. Non -compliance with the requirements of paragraph 7.1.6. of Appendix 1 t o Annex 11 
to Regulation No 83 established by tests described in point 3.1.2 of this Appendix or 
paragraph 7.1.9 of Appendix 1 to Annex 11 to Regulation No 83  shall be considered as an  
207 infringement subject to the penalties set out in Article 13 of Regulat ion (EC) No 715/2007. 
This reference does not limit the application of such penalties to other infringements of other 
provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly refer 
to Article 13 of Regulation (EC) No 715/2007.  
3.1.4. Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be 
replaced with the following:  
"7.6.1.  The OBD system shall report, in accordance with the standard listed in 
paragraph 6.5.3.2.(a) of this Appendix, the ignition cycle co unter and general 
denominator as well as separate numerators and denominators for the following monitors, 
if their presence on the vehicle is required by this Annex : 
(a) Catalysts (each bank to be reported separately);  
(b) Oxygen/exhaust gas sensors, incl uding secondary oxygen sensors  
(each sensor to be reported separately);  
(c) Evaporative system;  
(d) EGR system;  
(e) VVT system;  
(f) Secondary air system;  
(g) Particulate trap/filter;  
(h) NOx after -treatment system (e.g. NOx absorber, NOx reagent/catalyst system);  
(i) Boost pressure control system."  
3.1.5. Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows : 
"7.6.2.  For specific components or systems that have multiple monitors, which are 
required to be repor ted by this point (e.g. oxygen sensor bank 1 may have multiple 
monitors for sensor response or other sensor characteristics), the OBD system shall 
separately track numerators and denominators for each of the specific monitors and report 
only the correspond ing numerator and denominator for the specific monitor that has the 
lowest numerical ratio. If two or more specific monitors have identical ratios, the 
corresponding numerator and denominator for the specific monitor that has the highest 
denominator shall be reported for the specific component."  
3.1.6. In addition to the requirements of  paragraph 7.6.2. of Appendix 1 to Annex 11 of 
UN/ECE Regulation No 83 the following shall apply : 
"Numerators and denominators for specific monitors of components or systems,  that are 
monitoring continuously for short circuit or open circuit failures are exempted from 
reporting.  
"Continuously," if used in this context means monitoring is always enabled and sampling 
of the signal used for monitoring occurs at a rate no less tha n two samples per second and 
the presence or the absence of the failure relevant to that monitor has to be concluded 
within 15 seconds.  
If for control purposes, a computer input component is sampled less frequently, the signal 
of the component may instead be evaluated each time sampling occurs.  
It is not required to activate an output component/system for the sole purpose of 
monitoring that output component/system."  
  
208 Appendix 2  
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY  
The essential characteristics of the vehicle family shall be those specified in Appendix 2 to Annex 
11 to UN/ECE Regulation No 83.  
'; 
 
   
209  
ANNEX V II 
 
 
Annex XII to Regulation (EU) 2017/1151 is amended as follows:  
(1) the heading is replaced by the following:  
  
'TYPE -APPROVAL OF VEHICLES FITTED WITH ECO -INNOVATIONS AND 
DETERMINATION OF CO 2 EMISSIONS AND FUEL CONSUMPTION FROM 
VEHICLES SUBMITTED TO MULTI -STAGE TYPE -APPROVAL OR INDIVIDUAL 
VEHICLE APPROVAL ';  
(2) point 1.4.  deleted;  
(3) point 2 is replaced by the following:  
'2. DETERMINATION OF CO 2 EMISSIONS AND FUEL CONSUMPTION FROM 
VEHICLES SUBMITTED TO MULTI -STAGE TYPE -APPROVAL OR INDIVIDUAL 
VEHICLE APPROVAL  
2.1. For the purpose of determining the CO 2 emissions and fuel consumption of a vehicle submitted 
to multi -stage type -approval, as defined in Article 3(7) of Directive 2007/46/EC, the procedures of 
Annex XXI apply. However, at the choice of the manufacturer and irrespective of the technically 
permi ssible maximum laden mass, the alternative described in paragraphs 2.2 . to 2.6 . may be used 
where the base vehicle is incomplete.  
2.2. A road load matrix family , as defined in paragraph 5.8. of Annex XXI,  shall be established 
based on the parameters of a r epresentative multi -stage vehicle in accordance with  paragraph 
4.2.1.4 . of Sub -Annex 4 to Annex XXI.  
2.3. The manufacturer of the base vehicle shall calculate the road load coefficients of vehicle H M 
and L M of a road load matrix family as set out in paragr aph 5 . of Sub -Annex 4 to Annex XXI and 
shall determine the CO 2 emission and fuel consumption in a Type 1 test of both vehicles. The 
manufacturer of the base vehicle shall make available a calculation tool to establish, on the basis of 
the parameters of com pleted vehicles, the final fuel consumption and CO 2 values as specified in 
Sub-Annex 7 to Annex XXI.  
2.4. The calculation of road load and running resistance for an individual multi stage vehicle shall 
be performed in accordance with  paragraph 5.1 . of Sub -Annex 4 of Annex XXI.  
2.5. The final fuel consumption and CO 2 values shall be calculated by the final -stage manufacturer 
on the basis of the parameters of the completed vehicle as specified in paragraph 3.2.4 . of Sub -
Annex 7 of Annex XXI and using the tool  supplied by the manufacturer of the base vehicle.  
2.6. The manufacturer of the completed vehicle shall include, in the certificate of conformity, the 
information of the completed vehicles and add the information of the base vehicles in accordance 
with Ann ex IX to Directive 2007/46/EC.   
210 2.7. In the case of multi stage vehicles submitted to individual vehicle approval, the individual 
approval certificate shall include the following information:  
(a) the CO 2 emissions measured in accordance with  the methodology  set out in points 2.1 to 
2.6.;  
(b) the mass of the completed vehicle in running order;  
(c) the identification code corresponding to the type, variant and version of the base vehicle;  
(d) the type -approval number of the base vehicle, including the extension number;  
(e) the name and address of the manufacturer of the base vehicle;  
(f) the mass of the base vehicle in running order.  
2.8. In the case of multi stage type approvals or individual approvals where the base vehicle is a 
complete vehicle with a valid certificate of conformity, the CO 2 value of the base vehicle shall be 
copied to the certificate of conformity or individual approval certificate of the completed vehicle as 
applicable. '; 
 
   
211  
  
 
   
212  
ANNEX VI II 
 
'ANNEX XVI  
REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE EXHAUST 
AFTER -TREATMENT SYSTEM  
1. Introduction  
This Annex sets out the requirements for vehicles that rely on the use of a reagent for the after -
treatment system in order to reduce emissions. Every reference in this Annex to 'rea gent tank' shall 
be understood as also applying to other containers in which a reagent is stored.  
1.1. The capacity of the reagent tank shall be such that a full reagent tank does not need to be 
replenished over an average driving range of 5 full fuel tank s providing the reagent tank can be 
easily replenished (e.g. without the use of tools and without removing vehicle interior trim. The 
opening of an interior flap, in order to gain access for the purpose of reagent replenishment, shall 
not be understood as the removal of interior trim). If the reagent tank is not considered to be easy to 
replenish as described above, the minimum reagent tank capacity shall be at least equivalent to an 
average driving distance of 15 full fuel tanks. However, in the case of th e option in paragraph 3.5., 
where the manufacturer chooses to start the warning system at a distance which may not be less 
than 2  400 km before the reagent tank becomes empty, the above restrictions on a minimum reagent 
tank capacity shall not apply.  
1.2. In the context of this Annex, the term "average driving distance" shall be taken to be derived 
from the fuel or reagent consumption during a Type 1 test for the driving distance of a fuel tank and 
the driving distance of a reagent tank respectively.  
2. Rea gent indication  
2.1. The vehicle shall include a specific indicator on the dashboard that informs the driver when 
reagent levels are below the threshold values specified in paragraph 3.5 . 
3. Driver warning system  
3.1. The vehicle shall include a warning system consisting of visual alarms that informs the driver 
when an abnormality is detected in the reagent dosing, e.g. when emissions are too high, the reagent 
level is low, reagent dosing is interrupted, or the reagent is not of a quality specified by the  
manufacturer. The warning system may also include an audible component to alert the driver.  
3.2. The warning system shall escalate in intensity as the reagent approaches empty. It shall 
culminate in a driver notification that cannot be easily defeated or ignored. It shall not be possible to 
turn off the system until the reagent has been replenished.  
3.3. The visual warning shall display a message indicating a low level of reagent. The warning shall 
not be the same as the warning used for the purposes of OB D or other engine maintenance. The 
warning shall be sufficiently clear for the driver to understand that the reagent level is low (e.g. 
"urea level low", "AdBlue level low", or "reagent low").  
3.4. The warning system does not initially need to be continuou sly activated, however the warning 
shall escalate so that it becomes continuous as the level of the reagent approaches the point where  
213 the driver inducement system in paragraph  8. comes into effect. An explicit warning shall be 
displayed (e.g. "fill up ure a"', "fill up AdBlue", or "fill up reagent"). The continuous warning 
system may be temporarily interrupted by other warning signals providing that they are important 
safety related messages.  
3.5. The warning system shall activate at a distance equivalent t o a driving range of at least 
2 400 km in advance of the reagent tank becoming empty, or at the choice of the manufacturer at 
the latest when the level of reagent in the tank reaches one of the following levels:  
(a)  a level expected to be sufficient for d riving 150  % of an average driving range with a 
complete tank of fuel; or  
(b)  10 % of the capacity of the reagent tank,  
whichever occurs earlier.  
4. Identification of incorrect reagent  
4.1. The vehicle shall include a means of determining that a reagent c orresponding to the 
characteristics declared by the manufacturer and recorded in Appendix  3 to Annex  I is present on 
the vehicle.  
4.2. If the reagent in the storage tank does not correspond to the minimum requirements declared by 
the manufacturer the drive r warning system in paragraph  3. shall be activated and shall display a 
message indicating an appropriate warning (e.g. "incorrect urea detected", "incorrect AdBlue 
detected", or "incorrect reagent detected"). If the reagent quality is not rectified within  50 km of the 
activation of the warning system then the driver inducement requirements of paragraph  8. shall 
apply.  
5. Reagent consumption monitoring  
5.1. The vehicle shall include a means of determining reagent consumption and providing off -board 
access t o consumption information.  
5.2. Average reagent consumption and average demanded reagent consumption by the engine 
system shall be available via the serial port of the standard diagnostic connector. Data shall be 
available over the previous complete 2  400 km period of vehicle operation.  
5.3. In order to monitor reagent consumption, at least the following parameters within the vehicle 
shall be monitored:  
(a) The level of reagent in the on -vehicle storage tank; and  
(b) The flow of reagent or injection of reagent as close as technically possible to the point of 
injection into an exhaust after -treatment system.  
5.4. A deviation of more than 50  % between the average reagent consumption and the average 
demanded reagent consumption by the engine system over a p eriod of 30  minutes of vehicle 
operation, shall result in the activation of the driver warning system in paragraph  3., which shall 
display a message indicating an appropriate warning (e.g. "urea dosing malfunction", "AdBlue 
dosing malfunction", or "reagent  dosing malfunction"). If the reagent consumption is not rectified 
within 50  km of the activation of the warning system then the driver inducement requirements of 
paragraph  8. shall apply.   
214 5.5. In the case of interruption in reagent dosing activity the dri ver warning system as referred to in 
paragraph  3. shall be activated, which shall display a message indicating an appropriate warning. 
Where the reagent dosing interruption is initiated by the engine system because the vehicle 
operating conditions are such  that the vehicle's emission performance does not require reagent 
dosing, the activation of the driver warning system as referred to in paragraph  3. may be omitted, 
provided that the manufacturer has clearly informed the approval authority when such operat ing 
conditions apply. If the reagent dosing is not rectified within 50  km of the activation of the warning 
system then the driver inducement requirements of paragraph  8. shall apply.  
6. Monitoring NO x emissions  
6.1. As an alternative to the monitoring requ irements referred to in paragraphs  4. and  5., 
manufacturers may use exhaust gas sensors directly to sense excess NO x levels in the exhaust.  
6.2. The manufacturer shall demonstrate that use of the sensors referred to in paragraph 6.1. above 
and any other se nsors on the vehicle, results in the activation of the driver warning system as 
referred to in paragraph  3. above, the display of a message indicating an appropriate warning (e.g. 
“emissions too high — check urea”, “emissions too high — check AdBlue”, “emi ssions too high — 
check reagent”), and the activation of the driver inducement system as referred to in paragraph 8.3., 
when the situations referred to in paragraphs  4.2., 5.4., or 5.5. occur.  
For the purposes of this paragraph these situations are presume d to occur if the applicable NOx 
OBD threshold limit of the tables set out in paragraph  2.3. of Annex XI is exceeded.  
NOx emissions during the test to demonstrate compliance with these requirements shall be no more 
than 20  % higher than the OBD threshold l imits.  
7. Storage of failure information  
7.1. Where reference is made to this paragraph, non -erasable Parameter Identifiers (PID) shall be 
stored identifying the reason for and the distance travelled by the vehicle during the inducement 
system activation.  The vehicle shall retain a record of the PID for at least 800 days or 30  000 km of 
vehicle operation. The PID shall be made available via the serial port of a standard diagnostic 
connector upon request of a generic scan tool in accordance with the provisi ons of paragraph  2.3. of 
Appendix 1 to Annex XI . The information stored in the PID shall be linked to the period of 
cumulated vehicle operation, during which it has occurred, with an accuracy of not less than 
300 days or 10  000 km. 
7.2. Malfunctions in th e reagent dosing system attributed to technical failures (e.g. mechanical or 
electrical faults) shall also be subject to the OBD requirements in Annex  XI. 
8. Driver inducement system  
8.1. The vehicle shall include a driver inducement system to ensure that the vehicle operates with a 
functioning emissions control system at all times. The inducement system shall be designed so as to 
ensure that the vehicle cannot operate with an empty reagent tank.  
8.2. The inducement system shall activate at the latest when the level of reagent in the tank reaches:  
(a)  In the case that the warning system was activated at least 2  400 km before the reagent tank 
was expected to become empty, a level expected to be sufficient for driving the average 
driving range of the vehicle with a complete tank of fuel.   
215 (b)  In the case that the warning system was activated at the level described in paragraph 3.5.(a), 
a level expected to be sufficient for driving 75  % of the average driving range of the vehicle 
with a complete tank of fuel; o r 
(c)  In the case that the warning system was activated at the level described in paragraph 3.5.(b), 
5 % of the capacity of the reagent tank.  
(d)  In the case that the warning system was activated ahead of the levels described in both 
paragraph 3.5.(a) an d 3.5.(b) but less than 2  400 km in advance of the reagent tank 
becoming empty, whichever level described in (b) or (c) of this paragraph occurs earlier.  
Where the alternative described in paragraph 6.1. is utilised, the system shall activate when the 
irregularities described in paragraphs 4 . or 5. or the NOx levels described in paragraph 6.2. have 
occurred.  
The detection of an empty reagent tank and the irregularities mentioned in paragraphs  4., 5., or 6. 
shall result in the failure information storage req uirements of paragraph  7. taking effect.  
8.3. The manufacturer shall select which type of inducement system to install. The options for a 
system are described in paragraphs  8.3.1., 8.3.2., 8.3.3. and  8.3.4..  
8.3.1. A "no engine restart after countdown" approach allows a countdown of restarts or distance 
remaining once the inducement system activates. Engine starts initiated by the vehicle control 
system, such as start -stop systems, are not included in this cou ntdown.  
8.3.1.1.  In the case that the warning system was activated at least 2  400 km before the 
reagent tank was expected to become empty, or the irregularities described in paragraphs  4. 
or 5. or the NOx levels described in paragraph  6.2. have occurred,   engine restarts shall be 
prevented immediately after the vehicle has travelled a distance expected to be sufficient for 
driving the average driving range of the vehicle with a complete tank of fuel since the 
activation of the inducement system.  
8.3.1.2.  In the case that the inducement system was activated at the level described in 
paragraph  8.2.(b), engine restarts shall be prevented immediately after the vehicle has 
travelled a distance expected to be sufficient for driving 75  % of the average driving ra nge 
of the vehicle with a complete tank of fuel since the activation of the inducement system.  
8.3.1.3.  In the case that the inducement system was activated at the level described in 
paragraph  8.2.(c), engine restarts shall be prevented immediately after the vehicle has 
travelled a distance expected to be sufficient for driving the average driving range of the 
vehicle with 5  % of the capacity of the reagent tank, since the activation of the inducement 
system.  
8.3.1.4. In addition, engine restarts shall be prevented immediately after the reagent tank becomes 
empty, should this situation occur  earlier than the situations specified in paragraphs  8.3.1.1, 
8.3.1.2., or 8.3.1.3.  
8.3.2. A "no start after refuelling" system results in a vehicle being unable to star t after re -fuelling if 
the inducement system has activated.  
8.3.3. A "fuel -lockout" approach prevents the vehicle from being refuelled by locking the fuel filler 
system after the inducement system activates. The lockout system shall be robust to prevent it  being 
tampered with.   
216 8.3.4. A "performance restriction" approach restricts the speed of the vehicle after the inducement 
system activates. The level of speed limitation shall be noticeable to the driver and significantly 
reduce the maximum speed of the ve hicle. Such limitation shall enter into operation gradually or 
after an engine start. Shortly before engine restarts are prevented, the speed of the vehicle shall not 
exceed 50  km/h.  
8.3.4.1.  In the case that the warning system was activated at least 2  400 km before the 
reagent tank was expected to become empty, or the irregularities described in paragraphs 4 . 
or 5. or the NOx levels described in paragraph  6.2. have occurred, engine restarts shall be 
prevented immediately after the vehicle has travelled a  distance expected to be sufficient for 
driving the average driving range of the vehicle with a complete tank of fuel since the 
activation of the inducement system.  
8.3.4.2.  In the case that the inducement system was activated at the level described in 
paragraph  8.2.(b), engine restarts shall be prevented immediately after the vehicle has 
travelled a distance expected to be sufficient for driving 75  % of the average driving range 
of the vehicle with a complete tank of fuel since the activation of the induce ment system.  
8.3.4.3.  In the case that the inducement system was activated at the level described in 
paragraph  8.2.(c), engine restarts shall be prevented immediately after the vehicle has 
travelled a distance expected to be sufficient for driving the ave rage driving range of the 
vehicle with 5 % of the capacity of the reagent tank, since the activation of the inducement 
system.   
8.3.4.4. In addition, engine restarts shall be prevented immediately after the reagent tank becomes 
empty, should this situatio n occur  earlier than the situations specified in 
paragraphs  8.3.4.1, 8.3.4.2. or 8.3.4.3.  
8.4. Once the inducement system has prevented engine restarts, the inducement system shall only be 
deactivated if the irregularities specified in paragraphs  4., 5., o r 6. have been rectified or if the 
quantity of reagent added to the vehicle meets at least one of the following criteria:  
(a)  expected to be sufficient for driving 150  % of an average driving range with a complete tank 
of fuel; or  
(b)  at least 10  % of th e capacity of the reagent tank.  
After a repair has been carried out to correct a fault where the OBD system has been triggered under 
paragraph  7.2., the inducement system may be reinitialised via the OBD serial port (e.g. by a 
generic scan tool) to enable  the vehicle to be restarted for self -diagnosis purposes. The vehicle shall 
operate for a maximum of 50  km to enable the success of the repair to be validated. The inducement 
system shall be fully reactivated if the fault persists after this validation.  
8.5. The driver warning system referred to in paragraph  3. shall display a message indicating 
clearly:  
(a) The number of remaining restarts and/or the remaining distance; and  
(b) The conditions under which the vehicle can be restarted.  
8.6. The driver induce ment system shall be deactivated when the conditions for its activation have 
ceased to exist. The driver inducement system shall not be automatically deactivated without the 
reason for its activation having been remedied.   
217 8.7. Detailed written information  fully describing the functional operation characteristics of the 
driver inducement system shall be provided to the Type Approval Authority at the time of approval.  
8.8. As part of the application for type approval under this Regulation, the manufacturer s hall 
demonstrate the operation of the driver warning and inducement systems.  
9. Information requirements  
9.1. The manufacturer shall provide all owners of new vehicles with clear written information about 
the emission control system. This information shall state that if the vehicle emission control system 
is not functioning correctly, the driver shall be informed of a problem by the driver warning system 
and that the driver inducement system shall consequentially result in the vehicle being unable to 
start. 
9.2. The instructions shall indicate requirements for the proper use and maintenance of vehicles, 
including the proper use of consumable reagents.  
9.3. The instructions shall specify if consumable reagents have to be replenished by the vehicle 
driver  between normal maintenance intervals. They shall indicate how the vehicle driver should 
replenish the reagent tank. The information shall also indicate a likely rate of reagent consumption 
for that type of vehicle and how often it should be replenished.  
9.4. The instructions shall specify that use of, and replenishing of, a required reagent of the correct 
specifications is mandatory for the vehicle to comply with the certificate of conformity issued for 
that vehicle type.  
9.5. The instructions shall state that it may be a criminal offence to use a vehicle that does not 
consume any reagent if it is required for the reduction of emissions.  
9.6. The instructions shall explain how the warning system and driver inducement systems work. In 
addition, the consequen ces of ignoring the warning system and not replenishing the reagent shall be 
explained.  
10. Operating conditions of the after -treatment system  
Manufacturers shall ensure that the emission control system retains its emission control function 
during all ambi ent conditions, especially at low ambient temperatures. This includes taking 
measures to prevent the complete freezing of the reagent during parking times of up to 7  days at 
258 K (-15 °C) with the reagent tank 50  % full. If the reagent is frozen, the manu facturer shall 
ensure that the reagent shall be liquefied and ready for use within 20  minutes of the vehicle being 
started at  258 K (-15 °C) measured inside the reagent tank. '. 
 
   
218 ANNEX IX  
 
Annex XXI to Regulation (EU) 2017/1151 is amended as follows:  
(1) The following points 3.1.16, 3.1.17. and 3.1.18. are inserted  before Figure 1 : 
'3.1.16. "Response time" means the difference in time between the change of the component to be 
measured at the reference point and a system response of 90 per cent of the fin al reading (t90) with 
the sampling probe being defined as the reference point, whereby the change of the measured 
component is at least 60 per cent full scale (FS) and takes place in less than 0.1 second. The system 
response time consists of the delay time  to the system and of the rise time of the system.  
3.1.17.  "Delay time" means the difference in time between the change of the component to be 
measured at the reference point and a system response of 10 per cent of the final reading (t10) with 
the sampling  probe being defined as the reference point. For gaseous components, this is the 
transport time of the measured component from the sampling probe to the detector.  
3.1.18.  "Rise time" means the difference in time between the 10 per cent and 90 per cent resp onse 
of the final reading (t90 – t10).';  
 
(2) point 3.2.21. is replaced by the following:  
'3.2.21.  "Vehicle coastdown mode" means a system of operation enabling an accurate and 
repeatable determination of road load and an accurate dynamometer setting. ';  
 
(3) the following points 3.2.28. to 3.2.35. are inserted:  
'3.2.28.  "n/v ratio " means the engine rotational speed divided by vehicle speed in 
a specific gear.  
3.2.29.  "Single roller dynamometer " means a dynamometer where each wheel 
on a vehicle's axle is i n contact with one roller.  
3.2.30.  "Twin -roller dynamometer " means a dynamometer where each wheel on 
a vehicle's axle is in contact with two rollers.  
3.2.31.  "Powered axle " means an axle of a vehicle which is able to deliver 
propulsion energy and/or recupe rate energy, independent of whether that 
is only temporarily or permanently possible and/or selectable by the 
driver.  
3.2.32.  "2WD dynamometer " means a dynamometer where only the wheels on 
one vehicle axle are in contact with the roller(s).  
3.2.33.  "4WD dy namometer " means a dynamometer where all wheels on both 
vehicle axles are in contact with the rollers.  
3.2.34.  "Dynamometer in 2WD operation " means a 2WD dynamometer, or a 
4WD dynamometer which only simulates inertia and road load on  the 
powered axle of the test vehicle while the wheels on the non -powered  
219 axle do not influence the measurement result, independent of whether 
they are rotating or not.  
3.2.35.  "Dynamometer in 4WD operation " means a 4WD dynamometer which 
simulates inertia and road load on both  axles of the test vehicle. ';  
 
(4) point 3.3. is replaced by the following:  
'3.3. Pure electric, hybrid electric, fuel cell and bi-fuel vehicles';  
 
(5) The following points are inserted:  
'3.3.21.  "Bi-fuel vehicle" means a vehicle with two separate fuel storage systems that is 
designed to run primarily on only one fuel at a time; however the simultaneous use of both fuels 
is permitted in limited amount and duration.  
3.3.22.  "Bi-fuel gas vehicle" means a bi -fuel vehicle where the two fuels are petrol (petr ol 
mode) and either LPG, NG/biomethane, or hydrogen. '; 
 
(6) point 3.5.9. is replaced by the following:  
'3.5.9.  'Predominant mode' for the purpose of this Annex means a single driver -selectable 
mode that is always selected when the vehicle is switched on, r egardless of the 
driver -selectable mode in operation when the vehicle was previously shut down, and 
which cannot be redefined to another driver -selectable mode. After the vehicle is 
switched on, the predominant mode can only be switched to another driver -selectable 
mode by an intentional action of the driver. '; 
 
(7) point 3.5.11. is replaced by the following:  
'3.5.11.  "Exhaust emissions" means the emission of gaseous, solid and liquid compounds 
from the tailpipe.';  
 
(8) point 3.7.1. is replaced by the following:  
'3.7.1.  "Rated engine power " (Prated) means maximum net power of the engine or motor in 
kW as per the requirements of Annex XX. '; 
 
(9) Point 3.8.1. is replaced by the following:  
'3.8.1.  "Periodically regenerating system" means an exhaust emissio ns control device (e.g. 
catalytic converter, particulate trap) that requires a periodic regeneration process. ';  
 
(10) in point 4.1. is amended as follows :  
220 (a) the lines for the abbreviations 'Extra High 2' and 'Extra High 3' are replaced by the 
following:  
'Extra High 2 Class 2 WLTC extra high speed phase  
Extra High 3 Class 3 WLTC extra high speed phase';  
 
(b) the lines for the abbreviations 'High 2', 'High 3-1' and 'High 3-2' are replaced by the 
following:  
'High 2  Class 2 WLTC high speed phase  
High 3a  Class 3a WLTC high speed phase  
High 3b  Class 3b WLTC high speed phase';  
 
(c) the lines for the abbreviations 'Low 1', 'Low 2', 'Low 3', 'Medium 1', 'Medium 2', 
'Medium 3-1' and 'Medium 3-2' are replaced by the following:  
'Low 1  Class 1 WLTC low speed phase  
Low 2  Class 2 WLTC low speed phase  
Low 3  Class 3 WLTC low speed phase  
Medium 1 Class 1 WLTC medium speed phase  
Medium 2 Class 2 WLTC medium speed phase  
Medium 3a Class 3a WLTC medium speed phase for Class 3  
Medium 3b Class 3b WLTC medium speed phase for Class 3';  
 
 
(d) after the line for the abbreviation 'REESS', the following line is inserted:  
'RRC   Rolling resistance coefficient  '; 
 
(11) point 5.0. is replaced by the following:  
'5.0.       Each of the vehicle families defined in paragraphs 5.6. to 5.9. 
shall be attributed a unique identifier of the following format:  
FT-nnnnnnnnnnnnnnn -WMI -x 
Where:  
FT is an identifier of the family type:  
o IP = Interpolation family as defined in paragraph 5.6.  
o RL = Road load family as defined in paragraph 5.7.   
221 o RM = Road load matrix family as defined in paragraph 
5.8. 
o PR = Periodically regenerating systems (K i) family as 
defined in paragraph 5.9.  
o AT = ATCT family as defined in paragraph 2 . of Sub -
Annex 6a.  
nnnnnnnnnnnnnnn is a string with a maximum of fifteen 
characters, restricted to  using the characters 0 -9, A -Z and the 
underscore character '_'.  
WMI (world manufacturer identifier) is a code that identifies the 
manufacturer in a unique manner defined in ISO 3780:2009.  
x  shall be set to '1' or '0' in accordance with the following 
provisions:  
(a) With the agreement of the approval authority and the 
owner of the WMI, the number shall be set to '1' where a 
vehicle family is defined for the purpose of covering 
vehicles of:  
(i) a single manufacturer with one single WMI code;  
(ii) a manufacturer with several WMI codes, but only in 
cases when one WMI code is to be used;  
(iii) more than one manufacturer, but only in cases when 
one WMI code is to be used.  
In the cases (i), (ii) and (iii), the family identifier code 
shall consist of one u nique string of n -characters and one 
unique WMI code followed by '1'.  
(b) With the agreement of the approval authority, the number 
shall be set to '0' in the case that a vehicle family is 
defined based on the same criteria as the corresponding 
vehicle fami ly defined in accordance with point (a), but 
the manufacturer chooses to use a different WMI. In this 
case the family identifier code shall consist of the same 
string of n -characters as the one determined for the vehicle 
family defined in accordance with p oint (a) and a unique 
WMI code which shall be different from any of the WMI 
codes used under case (a), followed by '0'. '; 
(12) in point 5.1. the following  paragraph is added : 
'This shall include the security of all hoses, joints and connections used within  the emission control 
systems. '; 
 
(13) point 5.1.1. is deleted;   
222  
(14) point 5.5. is replaced by the following:  
'5.5. Provisions for electronic system security  
The provisions for electronic system security shall be those specified in paragraph 2.3. of Annex  
I.'; 
 
(15) points 5.5.1., 5.5.2., 5.5.3. and 5.5.4. are deleted;  
 
(16) point 5.6.1. is replaced by the following:  
'5.6.1.  Interpolation family for pure ICE vehicles '; 
 
(17) the following points 5.6.1.1, 5.6.1.2. and 5.6.1.3. are inserted:  
'5.6.1.1.  Vehicles may be part of the same interpolation family in any of the following cases 
including combinations of these cases:  
(a) they belong to different vehicle classes as described in paragraph 2. of Sub -
Annex 1;  
(b) they have different levels of downscali ng as described in paragraph 8. of 
Sub-Annex 1;  
(c) they have different capped speeds as described in paragraph 9. of Sub -Annex 
1. 
5.6.1.2.  Only vehicles that are identical with respect to the following vehicle/power -
train/transmission characteristics may be part of the same interpolation family:  
(a) Type of internal combustion engine: fuel type (or types in the case of flex -
fuel or bi -fuel vehicles), combustion process, engine displacement, full -load 
characteristics, engine technology, and charging system,  and also other engine 
subsystems or characteristics that have a non -negligible influence on CO 2 mass 
emission under WLTP conditions;  
(b) Operation strategy of all CO 2 mass emission influencing components within 
the powertrain;  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission model 
(e.g. torque rating, number of gears, number of clutches, etc.);  
(d) n/v ratios (engine rotational speed divided by vehicle speed). This 
requirement shall be considered fulfilled if, for all transmission ratio s concerned, the 
difference with respect to n/v ratios of the most commonly installed transmission 
type is within 8 per cent;  
(e) Number of powered axles;  
(f) ATCT family, per reference fuel in the case of flex -fuel or bi -fuel vehicles ;  
223 (g) Number of wheels per axle . 
5.6.1.3.  If an alternative parameter such as a higher n min_drive , as specified in paragraph 2.(k) 
of Sub -Annex 2, or ASM, as defined in paragraph 3.4. of Sub -Annex 2 is used, this 
parameter shall be the same within an interpolation family .'; 
 
(18) in point 5.6.2. , point (c) is replaced by the following:  
'(c) Type of electric energy converter between the electric machine and traction 
REESS, between the traction REESS and low voltage power supply and 
between the recharge -plug-in and traction  REESS, and any other 
characteristics having a non -negligible influence on CO 2 mass emission and 
electric energy consumption under WLTP conditions; ';  
 
(19) in point 5.6.3. , point (e) is replaced by the following:  
'(e) Type of electric energy converter bet ween the electric machine and traction 
REESS, between the traction REESS and low voltage power supply and 
between the recharge -plug-in and traction REESS, and any other 
characteristics having a non -negligible influence on electric energy 
consumption and ra nge under WLTP conditions; ';  
 
(20) in point 5.6.3. , point (g) is replaced by the following:  
'(g) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be 
considered fulfilled if, for all transmission ratios concerned, the difference with respect to 
the n/v ratios of the most commonly installed transmission type and model is within 8 per 
cent. ';  
 
(21) in point 5.7. , from point ( d) until the end is replaced by the following : 
'(d) Number of wheels per axle . 
If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not 
equipped with a vehicle coastdown mode (paragraph 4.2.1.8.5. of Sub -Annex 4) such that the 
electric machine has no influence on the road load, the criteria in paragraph 5.6. 2. (a) and 
paragraph 5.6.3. (a)  shall apply.  
If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a 
non-negligible influence on road load, that vehicle shall not be considered to be part of the 
family unless app roved by the approval authority. '; 
 
(22) point 5.8. is replaced by the following:  
'5.8.  Road load matrix family   
224 The road load matrix family may be applied for vehicles designed for a technically 
permissible maximum laden mass ≥  3 000  kg. 
The road load matrix family may also be applied for vehicles submitted for multi -stage type 
approval or multi -stage vehicles submitted for individual vehicle approval.   
In these cases the provisions set out in point 2. of Annex XII shall apply.  
Only vehicles which are identical with respect to the following characteristics may be part of 
the same road load matrix family:  
(a) Transmission type (e.g. manual, automatic, CVT);  
(b) Number of powered axles ; 
(c) Number of wheels per axle .'; 
 
(23) point 5.9. is replaced by the following:  
'5.9.  Periodically regenerating systems (K i) family  
Only vehicles that are identical with respect to the following characteristics may be 
part of the same periodically regenerating systems family:  
(a) Type of internal combustion engine: fuel ty pe, combustion process,  
(b) Periodically regenerating system (i.e. catalyst, particulate trap);  
(i) Construction (i.e. type of enclosure, type of precious metal, type of 
substrate, cell density);  
(ii) Type and working principle;  
(iii) Volume ±10 per cent;  
(iv) Location (temperature ±100 °C at second highest reference speed).  
(c) The test mass of each vehicle in the family shall be less than or equal to the 
test mass of the vehicle used for the K i demonstration test plus 250  kg.'; 
 
(24) points 5.9.1. and 5. 9.2. are deleted;  
 
 
(25) point 6.1. is replaced by the following:  
'6.1. Limit values  
Limit values for emissions shall be those specified in Table 2 of Annex I of 
Regulation (EC) No 715/2007.';  
 
   
225  
(26) Sub-Annex 1 is amended as follows:  
 
(a) points from 1.  to 3.5. are replaced by the following:  
'1. General requirements  
 The cycle to be driven depends on the ratio of the test vehicle’s rated power to mass in 
running order minus 75 kg, W/kg, and its maximum velocity, vmax. 
 The cycle resulting from the requir ements described in this Sub -Annex shall be referred 
to in other parts of the Annex as the "applicable cycle".  
2. Vehicle classifications  
2.1. Class 1 vehicles have a power to mass in running order minus 75 kg ratio Pmr≤ 22 
W/kg.  
2.2. Class 2 vehicles have  a power to mass in running order minus 75 kg ratio >  22 
but ≤ 34 W/kg.  
2.3. Class 3 vehicles have a power to mass in running order minus 75 kg ratio  > 34 W/kg.  
2.3.1.  Class 3 vehicles are divided into 2 subclasses in accordance with  their 
maximum speed, v max. 
2.3.1.1.  Class 3a vehicles with v max < 120 km/h.  
2.3.1.2.  Class 3b vehicles with v max ≥ 120 km/h.  
2.3.2 . All vehicles tested in accordance with  Sub-Annex  8 shall be considered to be Class 3 
vehicles.  
3. Test cycles  
3.1. Class 1 cycle  
3.1.1.  A complete  Class 1 cycle shall consist of a low phase (Low 1), a medium phase 
(Medium 1) and an additional low phase (Low 1). 
3.1.2.  The Low 1 phase is described in Figure  A1/1 and Table  A1/1.  
3.1.3.  The Medium 1 phase is described in Figure  A1/2 and Table  A1/2.  
3.2. Class 2 cycle  
3.2.1.  A complete Class 2 cycle shall consist of a low phase (Low 2), a medium phase 
(Medium 2), a high phase (High 2) and an extra high phase (Extra High 2). 
3.2.2.  The Low 2 phase is described in Figure A1/3 and Table A1/3.   
226 3.2.3.  The Medium 2 phase  is described in Figure A1/4 and Table A1/4.  
3.2.4.  The High 2 phase is described in Figure A1/5 and Table A1/5.  
3.2.5.  The Extra High 2 phase is described in Figure A1/6 and Table A1/6.  
3.3. Class 3 cycle  
Class 3 cycles are divided into 2 subclasses to refl ect the subdivision of Class 3 vehicles.  
3.3.1.  Class 3a cycle  
3.3.1.1.  A complete cycle shall consist of a low phase (Low 3), a medium phase (Medium 3a), a 
high phase (High 3a) and an extra high phase (Extra High 3). 
3.3.1.2.  The Low 3 phase is described in Fi gure A1/7 and Table A1/7.  
3.3.1.3.  The Medium 3a phase is described in Figure A1/8 and Table A1/8.  
3.3.1.4.  The High 3a phase is described in Figure A1/10 and Table A1/10.  
3.3.1.5.  The Extra High 3 phase is described in Figure A1/12 and Table A1/12.  
3.3.2.  Class 3b cycle  
3.3.2.1.  A complete cycle shall consist of a low phase (Low 3) phase, a medium phase 
(Medium 3b), a high phase (High 3b) and an extra high phase (Extra High 3). 
3.3.2.2.  The Low 3 phase is described in Figure A1/7 and Table A1/7.  
3.3.2.3.  The Medium 3b phase is described in Figure A1/9 and Table A1/9.  
3.3.2.4.  The High 3b phase is described in Figure A1/11 and Table A1/11.  
3.3.2.5.  The Extra High 3 phase is described in Figure A1/12 and Table A1/12.  
3.4. Duration of all phases  
3.4.1.  All low speed  phases last 589 seconds.  
3.4.2.  All medium speed phases last 433 seconds.  
3.4.3.  All high speed phases last 455 seconds.  
3.4.4.  All extra high speed phases last 323 seconds.  
3.5. WLTC  city cycles  
OVC -HEVs and PEVs shall be tested using the appropriate Class 3a and Class 3b 
WLTC and WLTC  city cycles (see Sub -Annex  8). 
The WLTC  city cycle consists of the low and medium speed phases only. ';   
227  
(b) the title of point 4. is replaced by the following:  
'WLTC Class 1 cycle ';  
 
(c) the title of Figure A1/1 is rep laced by the following:  
'WLTC, Class 1 cycle, phase Low 1 '; 
 
(d) the title of Figure A1/2 is replaced by the following:  
'WLTC, Class 1 cycle, phase Medium 1'; 
 
(e) the title of Table A1/1 is replaced by the following:  
'WLTC, Class 1 cycle, phase Low 1 ';  
 
(f) the title of Table A1/2 is replaced by the following:  
'WLTC, Class 1 cycle, phase Medium 1 '; 
 
(g) the title of point 5. is replaced by the following:  
'WLTC Class 2 cycle ';  
 
(h) the title of Figure A1/3 is replaced by the following:  
'WLTC, Class 2 cycl e, phase Low 2 '; 
 
(i) the title of Figure A1/4 is replaced by the following:  
'WLTC, Class 2 cycle, phase Medium 2 '; 
 
(j) the title of Figure A1/5 is replaced by the following:  
'WLTC, Class 2 cycle, phase High 2 ';   
228  
(k) the title of Figure A1/6 is replaced by the following:  
'WLTC, Class 2 cycle, phase Extra High 2 '; 
 
(l) the title of Table A1/3 is replaced by the following:  
' WLTC, Class 2 cycle, phase Low 2 '; 
 
(m) the title of Table A1/4 is replaced by the following:  
'WLTC, Class 2 cycle, phase Medium 2 '; 
 
(n) the title of Table A1/5 is replaced by the following:  
'WLTC, Class 2 cycle, phase High 2 ';  
 
(o) the title of Table A1/6 is replaced by the following:  
'WLTC, Class 2 cycle, phase Extra High 2 '; 
 
(p) the title of point 6. is replaced by the following:  
'WLTC Class 3 cycle ';  
 
(q) the title of Figure A1/7 is replaced by the following:  
'WLTC, Class 3 cycle, phase Low 3 '; 
 
(r) the title of Figure A1/8 is replaced by the following:  
'WLTC, Class 3a cycle, phase Medium 3a '; 
 
(s) the title of Figure A1/9 is replaced by the following:  
'WLTC, Class 3b cycle, phase Medium 3b ';  
229  
(t) the title of Figure A1/10 is replaced by the following:  
'WLTC, Class 3a cycle, phase High 3a ';  
 
(u) the title of Figure A1/11 is replaced by the following:  
'WLTC, Class 3b cycle, phase High 3b';  
 
(v) the title of Figure A1/12 is replaced by the following:  
'WLTC, Class 3 cycle, phase Extra High 3'; 
 
(w) the title of Table A1/7 is replaced by the following:  
'WLTC, Class 3 cycle, phase Low 3'; 
 
(x) the title of Table A1/8 is replaced by  the following:  
'WLTC, Class 3a cycle, phase Medium 3a'; 
 
(y) the title of Table A1/9 is replaced by the following:  
'WLTC, Class 3b cycle, phase Medium 3b'; 
 
(z) the title of Table A1/10 is replaced by the following:  
'WLTC, Class 3a cycle, phase High 3a';  
 
(aa) the title of Table A1/11 is replaced by the following:  
'WLTC, Class 3b cycle, phase High 3b';  
 
(ab) the title of Table A1/12 is replaced by the following:  
'WLTC, Class 3 cycle, phase Extra High 3 ';  
230  
(ac) in point 7, Table A1/13 is replaced by the foll owing:  
'Table A1/13  
 1Hz checksums  
Cycle  class  Cycle phase  Checksum of 1 Hz target vehicle speeds  
Class 1  Low 11988 ,4 
Medium  17162 ,8 
Low 11988 ,4 
Total  41139 ,6 
Class 2  Low 11162 ,2 
Medium  17054 ,3 
High  24450 ,6 
Extra High  28869 ,8 
Total  81536 ,9 
Class 3a Low 11140 ,3 
Medium  16995 ,7 
High  25646 ,0 
Extra High  29714 ,9 
Total  83496 ,9 
Class 3b Low 11140 ,.3 
Medium  17121 ,2 
High  25782 ,2 
Extra High  29714 ,.9 
Total  83758 ,6'; 
 
(ad) in point 8.1.  , the first paragraph below the title is deleted;   
 
(ae) point 8.2.2. is replaced by the following:  
'8.2.2.  Downscaling procedure for Class 2 vehicles  
Since the driveability problems are exclusively related to the extra high 
speed phases of the Class 2 and Class 3 cycles, the downscaling is related  
231 to tho se time periods of the extra high speed phases where driveability 
problems are expected to occur (see Figures  A1/15 and A1/16).';  
(af) in point 8.2.3., t he first paragraph below the title is replaced by the following:  
'Figure  A1/16 shows an example for a d ownscaled extra high speed phase 
of the Class 3 WLTC. ';  
(ag) in point 8.3., after the first equation the text  
' f0, f1, f2 are the applicable road load coefficients, N, N/(km/h), and N/(km/h)² respectively;  
TM is the applicable test mass,  kg; 
vi is the speed at time i, km/h.  
The cycle time i at which maximum power or power values close to maximum power is 
required, is: second 764 for Class 1, second 1574 for Class 2 and second 1566  for Class 3 
vehicles.'  
is replaced by the following:  
' f0, f1, f2  are the applicable road load coefficients, N, N/(km/h), and N/(km/h)² 
respectively;  
TM                  is the applicable test mass,  kg; 
vi                                is the speed at time i, km/h;  
ai                                 is the acceleratio n at time i, km/h².  
The cycle time i at which maximum power or power values close to maximum power is 
required is second 764 for the Class 1 cycle, second 1574 for the Class 2 cycle and second 
1566  for the Class 3 cycle.';  
(ah) point 9.1. is replaced by th e following:  
'9.1. General remarks  
This paragraph applies to vehicles that are technically able to follow the 
speed trace of the applicable cycle specified in paragraph 1. of this Sub -
Annex (base cycle) at speeds lower than its maximum speed, but whose 
maximum speed is limited to a value lower than the maximum speed of the 
base cycle for other reasons. That applicable cycle shall be referred to as the 
"base cycle" and used to determine the capped speed cycle.   
232 In the cases where downscaling in accordance wit h paragraph 8.2. is 
applied, the downscaled cycle shall be used as the base cycle.  
The maximum speed of the base cycle shall be referred to as v max,cycle . 
The maximum speed of the vehicle shall be referred to as its capped speed 
vcap. 
If v cap is applied to a Class 3b vehicle as defined in paragraph 3.3.2., the 
Class 3b cycle shall be used as the base cycle. This shall apply even if v cap 
is lower than 120 km/h.  
In the cases where v cap is applied, the base cycle shall be modified as 
described in  paragraph 9.2. in order to achieve the same cycle distance for 
the capped speed cycle as for the base cycle.';  
 
(ai) points 9.2.1.1. and 9.2.1.2. are replaced by the following:  
'9.2.1.1.  If v cap < v max,medium , the distance of the medium speed phases of th e base 
cycle d base,medium  and the interim capped speed cycle d cap,medium  shall be 
calculated using the following equation for both cycles:  
dmedium  = ∑((vi+vi−1)
2×3.6×(ti−ti−1)), for i = 591 to 1022  
where:  
vmax,medium  is the maximum vehicle speed of the medium speed phase as 
listed in Table A1/2 for the Class 1 cycle, in Table A1/4 for the Class 2 
cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 for the 
Class 3b cycle.  
9.2.1.2.  If v cap < v max,high , the di stances of the high speed phases of the base cycle 
dbase,high  and the interim capped speed cycle d cap,high  shall be calculated 
using the following equation for both cycles:  
dhigh = ∑((vi+vi−1)
2×3.6×(ti−ti−1)), for i = 1024 to 1477  
vmax,high  is the maximum vehi cle speed of the high speed phase as listed 
in Table A1/5 for the Class 2 cycle, in Table A1/10 for the Class 3a cycle 
and in Table A1/11 for the Class 3b cycle. ';  
 
(aj) in point 9.2.2., the second paragraph below the title is replaced by the following:   
233 'In order to compensate for a difference in distance between the base cycle 
and the interim capped speed cycle, corresponding time periods with v i = 
vcap shall be added to the interim capped speed cycle as described in 
paragraphs 9.2.2.1. to 9.2.2.3 . '; 
 
(ak) the title of point 9.2.3.1. is replaced by the following:  
'Class 1 cycle ';  
 
(al) the title of point 9.2.3.2. is replaced by the following:  
'Class 2 and Class 3 cycles ';  
 
(am) the following points 10. and 10.1. are added : 
'10. Allocation of cycles to vehicles  
10.1.  A vehicle of a certain class shall be tested on the cycle of the same class, 
i.e. Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on the Class 2 
cycle, Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on 
the Class 3b cy cle. However, at the request of the manufacturer and with 
approval of the approval authority, a vehicle may be tested on a 
numerically higher cycle class, e.g. a Class 2 vehicle may be tested on a 
Class 3 cycle. In this case the differences between Classes  3a and 3b shall 
be respected and the cycle may be downscaled in accordance with  
paragraphs 8. to 8.4.';  
 
   
234  
(27) Sub-Annex 2 is replaced by the following:  
'Sub-Annex  2 
  Gear selection and shift point determination for vehicles 
equipped with manual transmissions  
1. General approach  
1.1. The shifting procedures described in this Sub -Annex  shall apply to vehicles 
equipped with manual shift transmissions.  
1.2. The prescribed gears and shifting points are based on the balance between the 
power required t o overcome driving resistance and acceleration, and the 
power provided by the engine in all possible gears at a specific cycle phase.  
1.3. The calculation to determine the gears to use shall be based on engine speeds 
and full load power curves versus engin e speed.  
1.4. For vehicles equipped with a dual -range transmission (low and high), only 
the range designed for normal on -road operation shall be considered for gear 
use determination.  
1.5. The prescriptions for the clutch operation shall not be applied if the clutch is 
operated automatically without the need of an engagement or disengagement 
of the driver . 
1.6. This Sub-Annex  shall not apply to vehicles tested in accordance with  Sub-Annex 8 . 
2. Required data  and precalculations  
The following data are requir ed and calculations shall be performed in order 
to determine the gears to be used when driving the cycle on a chassis 
dynamometer:  
(a)  Prated, the maximum rated engine power as declared by the 
manufacturer, kW;  
(b) nrated, the rated engine speed declared by the manufacturer as the 
engine speed at which the engine develops its maximum power, min-1; 
(c) nidle, idling speed, min-1. 
nidle shall be measured over a period of at least 1 minute at a sampling 
rate of at least 1 Hz with the engine running in warm condition, the 
gear lever placed in neutral, and the clutch engaged. The conditions 
for temperature, peripheral and auxiliary devices,  etc. shall be the 
same as described in Sub -Annex 6 for the Type 1 test.  
The value to be used in this Sub -Annex shall be the arithmetic average 
over the measuring period, rounded or truncated to the nearest 10 min-
1; 
(d) ng, the number of forward gears.  
 The forward gears in the transmission range designed for normal on -
road operation shall be numbered in descending order of the ratio  
235 between engine speed in min-1 and vehicle speed in km/h. Gear 1 is 
the gear with the highest ratio, gear ng is the gear with  the lowest 
ratio. ng determines the number of forward gears;  
(e)  (n/v) i, the ratio obtained by dividing the engine speed n by the vehicle 
speed v for each gear i, for i to ng max, min-1/(km/h). (n/v) i shall be 
calculated using  the equations in paragraph 8 . of Sub -Annex 7;  
(f) f0, f1, f2, road load coefficients selected for testing, N, N/(km/h), and 
N/(km/h)² respectively;  
(g) nmax 
nmax1 = n 95_high, the maximum engine speed where 95 per cent of rated 
power is reached, min  – 1; 
If n 95_high  cannot be determined because the engine speed is limited to 
a lower value n lim for all gears and the corresponding full load power 
is higher than 95 per cent of rated power, n 95_high  shall be set to n lim.  
 nmax2 = (n/v)(ng max) × v max,cycle  
nmax3 = (n/v)( ngmax) × v max,vehicle  
where:  
ngvmax  is defined in paragraph 2.(i);  
vmax,cycle   is the maximum speed of the vehicle speed trace in 
accordance with  Sub-Annex 1, km/h;  
vmax,vehicle   is the maximum speed of the vehicle in accordance with  
paragraph 2.(i), km/h ; 
(n/v)(ng vmax)  is the ratio obtained by dividing engine speed n by the 
vehicle speed v for the gear ng vmax, min-1/(km/h  ); 
nmax  is the maximum of n max1, nmax2 and n max3, min-1. 
(h)  Pwot(n), the full load power curve over the engine speed range  
The power curve shall consist of a sufficient number of data sets (n, 
Pwot) so that the calculation of interim points between consecutive data 
sets can be performed by linear interpolation. Deviation of the linear 
interpolation from the full load power curve in accordance with  Annex 
XX shall not exceed 2 per cent. The first data set shall be at n min_drive_set  
(see point (k)(3)) or lower. The last data set shall be at n max or higher 
engine speed. Data sets need not be spaced equally but all data sets 
shall be re ported.  
The data sets and the values P rated and n rated shall be taken from the 
power curve as declared by the manufacturer.  
The full load power at engine speeds not covered by Annex XX shall 
be determined in accordance with  the method described in Annex X X; 
(i) Determination of ng vmax and v max 
ngvmax, the gear in which the maximum vehicle speed is reached and 
shall be determined as follows:  
 If v max(ng) ≥ v max(ng-1) and v max(ng-1) ≥ v max(ng-2), then:  
 ngvmax = ng and v max = v max(ng).   
236  If v max(ng) < v max(ng-1) and v max(ng-1) ≥ v max(ng-2), then:  
 ngvmax = ng-1 and v max = v max(ng-1), 
 otherwise, ng vmax = ng -2 and v max = v max(ng-2) 
 where:  
vmax(ng)  is the vehicle speed at which the required road load 
power equals  the available power P wot in gear ng (see 
Figure A2/1a).  
vmax(ng-1)  is the vehicle speed at which the required road load 
power equals the available power P wot in the next lower 
gear (gear ng -1). See Figure A2/1b.  
vmax(ng-2)  is the vehicle speed at which the required road load 
power equals the available power P wot in the gear ng -2. 
Vehicle speed values rounded to one place of decimal shall be used 
for the determination of v max and ng vmax. 
The required road load power, kW, shall be calculated using the 
following equation:  
Prequired =f0×v+f1×v²+f2×v³
3 600 
 where:  
 v   is the vehicle speed specified above, km/h.  
 The available power at vehicle speed v max in gear ng, gear ng - 1 or 
gear ng -2 may be determined from the full load power curve, P wot(n), 
by using the following equations:  
nng = (n/v) ng × v max(ng);  
nng-1 = (n/v) ng-1 × v max(ng-1); 
nng-2 = (n/v) ng-2 × v max(ng-2),  
and by reducing the power values of the full load power curve by 10 
per cent.  
The method described above shall be extended to even lower gears, 
i.e. ng - 3, ng -4, etc. if necessary.  
  If, for the purpose of limiting maximum vehicle speed, the maximum 
engine speed is limited to n lim which is lower than the engine speed 
corresponding to the intersection of the road load power curve and the 
available power curve, then:  
   ngvmax = ng max and v max = n lim / (n/v)(ng max).  
237 Figure A2/1a  
An example where ng max is the highest gear  
 
Figure A2/1b  
An example where ng max is the 2nd highest gear  
 
 (j) Exclusion of a crawler gear  
 Gear 1 may be excluded at the request of the manufacturer if all of the 
following conditions are fulfilled:  
(1)  The vehicle family is homologated to tow a trailer;  
(2) (n/v) 1 × (v max / n95_high ) > 6 ,74; 
 
0102030405060708090100
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210P in kW
vehicle speed in km/hPres
0.9*Pwot, gear 1
0.9*Pwot, gear 2
0.9*Pwot, gear 3
0.9*Pwot, gear 4
0.9*Pwot, gear 5
0.9*Pwot, gear 6vmax(gear 6)
vmax(gear 5)ngvmax = 6
0102030405060708090100
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210Pwot in kW
vehicle speed in km/hPres
0.9*Pwot, gear 1
0.9*Pwot, gear 2
0.9*Pwot, gear 3
0.9*Pwot, gear 4
0.9*Pwot, gear 5
0.9*Pwot, gear 6vmax(gear 6)vmax(gear 5)ngvmax = 5 
238 (3) (n/v) 2 × (v max / n95_high ) > 3 ,85; 
(4)  The vehicle, having a mass m t as defined in the equation 
below, is able to pull away from standstill within 4 seconds, on 
an uphill gradient of at least 12 per cent, on five separate 
occasions within a period of 5 minutes.  
mt = m r0 + 25 kg + (MC – mr0 – 25 kg) × 0 ,28  
(factor 0.28 in  the above equation shall be used for 
category N vehicles with a gross vehicle mass up to 3 ,5 
tonnes and shall be replaced by factor 0 ,15 in the case of 
category M vehicles),  
where:  
vmax  is the maximum vehicle speed as specified in paragraph 2. (i). 
Only the v max value resulting from the intersection of the 
required road load power curve and the available power curve 
of the relevant gear shall be used for the conditions in (3) and 
(4) above. A v max value resulting from a limitation of the 
engine speed whic h prevents this intersection of curves shall 
not be used;  
(n/v)(ng vmax) is the ratio obtained by dividing the engine speed n by 
the vehicle speed v for gear ng vmax, min-1/(km/h);  
mr0  is the mass in running order, kg;  
MC  is the gross train mass (gross vehicle mass + max. trailer mass), 
kg. 
In this case, gear 1 shall not be used when driving the cycle on a 
chassis dynamometer and the gears shall be renumbered starting with 
the second gear as gear 1.  
(k)  Definition of n min_drive  
nmin_drive is the minimum engine speed when the vehicle is in motion, 
min-1; 
 (1) For n gear = 1, n min_drive  = n idle, 
 (2) For n gear = 2, 
(i)  for transitions from first to second gear:  
nmin_drive  = 1,15 ×n idle, 
(ii)  for decelerations to standstill:  
nmin_drive  = n idle. 
(iii)  for all other driving conditions:  
nmin_drive  = 0,9 × n idle. 
(3) For n gear > 2, n min_drive  shall be determined by:  
nmin_drive  = n idle + 0,125 ×( n rated -nidle ). 
This value shall be referred to as n min_drive_set . 
The final results for n min_drive  shall be rounded to the nearest integer. 
Example: 1199 ,5 becomes 1200, 1199 ,4 becomes 1199.   
239  
Values higher than n min_drive_set  may be used for n gear > 2 if requested by 
the manufacturer. In this case, the manufacturer may specify one value 
for acceleratio n/constant speed phases (n min_drive_up ) and a different 
value for deceleration phases (n min_drive_down ).  
Samples which have acceleration values ≥  - 0,1389 m/s² shall belong 
to the acceleration/constant speed phases.  
In addition, for an initial period of t ime (t start_phase ), the manufacturer 
may specify higher values (n min_drive_start  and/or n min_drive_up_start ) for the 
values n min_drive  and/or n min_drive_up  for n gear > 2 than specified above.  
The initial time period shall be specified by the manufacturer but shall 
not exceed the low speed phase of the cycle and shall end in a stop 
phase so that there is no change of n min_drive  within a short trip.  
All individually chosen n min_drive  values shall be equal to or higher than 
nmin_drive_set  but shall not exceed  (2 × n min_drive_set ). 
All individually chosen n min_drive  values and t start_phase  shall be included 
in all relevant test reports.  
Only n min_drive_set  shall be used as the lower limit for the full load 
power curve in accordance with  paragraph 2(h).  
(l)  TM, test mass of the vehicle, kg.  
3. Calculations of required power, engine speeds, available power, and possible 
gear to be used  
3.1. Calculation of required power  
For each second j of the cycle trace, the power required to overcome driving 
resistance and to  accelerate shall be calculated using the following equation:  
Prequired ,j=(f0×vj+f1×vj2+f2×vj3
3 600)+kr×aj×vj×TM
3 600 
where:  
Prequired ,j is the required power at second j, kW;  
aj is the vehicle acceleration at second j, m/s², and is calculated as 
follows:  
aj=(vj+1−vj)
3,6×(tj+1−tj); 
kr is a factor taking the inertial resistances of the drivetrain during 
acceleration into account and is set to 1 ,03. 
3.2. Determination of engine speeds  
For any vj < 1 km/h, it shall be assumed that the vehicle is standing still and  
the engine speed shall be set to nidle.The gear lever shall be placed in neutral 
with the clutch engaged except 1 second before beginning an acceleration 
from standstill where first gear shall be selected with the clutch disengaged.  
For each vj ≥ 1 km/h o f the cycle trace and each gear i, i = 1 to ngmax, the 
engine speed, ni,j,shall be calculated using the following equation:   
240 ni,j=(n/v)i×vj  
The calculation shall be performed with floating point numbers, the results 
shall not be rounded.  
3.3. Selection of possible gears with respect to engine speed  
The following gears may be selected for driving the speed trace at v j: 
(a)  All gears i < ng vmax where n min_drive  ≤ n i,j ≤ n max1; 
(b)  All gears i ≥ ng vmax where n min_drive ≤ n i,j ≤ n max2; 
(c)  Gear 1, if n 1,j < nmin_drive . 
If a j ≤ 0 and n i,j ≤ n idle, n i,j shall be set to n idle and the clutch shall be 
disengaged.  
If a j > 0 and n i,j ≤ (1,15 × n idle), n i,j shall be set to (1 ,15 × n idle) and the clutch 
shall be disengaged.  
3.4. Calculation of available power  
The available power for each possible gear i and each vehicle speed value of 
the cycle trace vi shall be calculated using the following equation:   
Pavailable _i,j= Pwot  (ni,j)×(1−(SM+ASM ))    
where:  
Prated is the rated power, kW;  
Pwot  is the power available a t ni,j at full load condition from the full load 
power curve;  
SM is a safety margin accounting for the difference between the 
stationary full load condition power curve and the power available 
during transition conditions. SM is set to 10 per cent;  
ASM  is an additional power safety margin which may be applied at the 
request of the manufacturer.  
 When requested, the manufacturer shall provide the ASM values (in per cent 
reduction of the wot power) together with data sets for P wot(n) as shown by 
the example in Table A2/1. Linear interpolation shall be used between 
consecutive data points. ASM is limited to 50 per cent.  
 The application of an ASM requires the approval of the approval authority.  
 Table A2/1  
n Pwot  SM 
per cent  ASM  
per cent  Pavailable  
min-1 kW kW 
700 6,3 10,0 20,0 4,4 
1 000 15,7 10,0 20,0 11,0 
1 500 32,3 10,0 15,0 24,2 
1 800 56,6 10,0 10,0 45,3 
1 900 59,7 10,0 5,0 50,8 
2 000 62,9 10,0 0,0 56,6 
3 000 94,3 10,0 0,0 84,9  
241 n Pwot  SM 
per cent  ASM  
per cent  Pavailable  
min-1 kW kW 
4 000 125,7 10,0 0,0 113,2 
5 000 157,2 10,0 0,0 141,5 
5 700 179,2 10,0 0,0 161,3 
5 800 180,1 10,0 0,0 162,1 
6 000 174,7 10,0 0,0 157,3 
6 200 169,0 10,0 0,0 152,1 
6 400 164,3 10,0 0,0 147,8 
6 600 156,4 10,0 0,0 140,8 
3.5. Determination of possible gears to be used  
The possible gears to be used shall be determined by  the following 
conditions:  
(a) The conditions of paragraph 3.3. are fulfilled, and  
(b)  For n gear > 2, if Pavailable _i,j≥ Prequired ,j. 
The initial gear to be used for each second j of the cycle trace is the highest 
final possible gear, i max. When starting from standstill, only the first gear shall 
be used.  
The lowest final possible gear is i min. 
4. Additional requirements for corrections and/or modifications of gear use  
The initial gear selection shall be checked and modified in order to avoid too 
frequent gearshifts and to ensure driveability and practicality.  
An acceleration phase is a time period of more than 2 seconds with a vehicle 
speed ≥ 1 km/h and with monotonic increase of vehicle speed. A deceleration 
phase is a time period of more than 2 seconds w ith a vehicle speed ≥ 1 km/h 
and with monotonic decrease of vehicle speed.  
Corrections and/or modifications shall be made in accordance with  the 
following requirements:  
(a)  If a one step higher gear (n+1) is required for only 1 second and the 
gears before  and after are the same (n) or one of them is one step 
lower (n – 1), gear (n + 1) shall be corrected to gear n.  
 Examples:  
Gear sequence i - 1, i, i - 1 shall be replaced by:  
i - 1, i - 1, i - 1; 
Gear sequence i - 1, i, i - 2 shall be replaced by:  
i - 1, i - 1, i - 2; 
Gear sequence i - 2, i, i - 1 shall be replaced by:  
i - 2, i - 1, i - 1. 
 Gears used during accelerations at vehicle speeds ≥ 1 km/h shall be 
used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 
3, 3, 3 shall be replaced  by 1, 1, 2, 2, 3, 3, 3). This requirement shall  
242 not be applied on downshifts during an acceleration phase. Such 
downshifts shall be corrected in accordance with  paragraph 4(b). 
Gears shall not be skipped during acceleration phases.  
However an upshift by two gears is permitted at the transition from an 
acceleration phase to a constant speed phase if the duration of the 
constant speed phase exceeds 5 seconds.  
(b)  If a downshift is required during an acceleration phase the gear which 
is required during this  downshift is noted (i DS). The start point of a 
correction procedure is defined by either the last previous second 
when i DS was identified, or the start point of the acceleration phase if 
all time samples before have gears > i DS. The following check shall 
then be applied.  
Working backwards from the end of the acceleration phase, the latest 
occurrence of a 10 second window containing i DS for either 2 or more 
consecutive seconds, or 2 or more individual seconds shall be 
identified. The last usage of i DS in th is window defines the end point 
of the correction procedure. Between the start and end of the 
correction period, all requirements for gears greater than i DS shall be 
corrected to a requirement of i DS. 
From the end of the correction period to the end of the  acceleration 
phase, all downshifts with a duration of only one second shall be 
removed, if the downshift was a one step downshift. If the downshift 
was a two step downshift, all requirements for gears greater than or 
equal to i DS up to the latest occurren ce of i DS shall be corrected to (i DS 
+ 1).  
This final correction shall also be applied from the start point to the 
end of the acceleration phase, if no 10 second window containing i DS 
for either 2 or more consecutive seconds or 2 or more individual 
seconds  was identified.  
Examples:  
(i)  If the initially calculated gear use is:  
  2, 2, 3, [3, 4, 4, 4, 4, 3, 4, 4, 4, 4], 4, 4, 3, 4, 4, 4,  
  the gear use shall be corrected to:  
  2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 4, 4, 4.  
(ii)  If the initially ca lculated gear use is:  
2, 2, 3, [3, 4, 4, 3, 4, 4, 4, 4, 4, 4], 4, 4, 4, 4, 3, 4,  
the gear use shall be corrected to:  
2, 2, 3, 3, 3, 3, 3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4. 
(iii)  If the initially calculated gear use is:  
2, 2, 3, [3, 4, 4, 4, 4, 4, 4, 4, 4, 4], 4, 4, 4, 3, 3, 4,  
the gear use shall be corrected to:  
2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 4. 
The first 10 second windows are indicated by square brackets in the 
examples above.   
243 The underlined gear s (e.g. 3) indicate those cases which could lead to 
a correction of the gear before it.  
This correction shall not be performed for gear 1.  
 (c) If gear i is used for a time sequence of 1 to 5 seconds and the 
gear prior to this sequence is one step lower an d the gear after this 
sequence is one or two steps lower than within this sequence or the 
gear prior to this sequence is two steps lower and the gear after this 
sequence is one step lower than within the sequence, the gear for the 
sequence shall be correct ed to the maximum of the gears before and 
after the sequence.  
Examples:  
(i) Gear sequence i−1, i, i−1 shall be replaced by:  
i−1, i−1,i−1; 
Gear sequence i - 1, i, i - 2 shall be replaced by:  
i - 1, i - 1, i - 2;  
Gear sequence i - 2, i, i - 1shall be replaced by:  
i - 2, i - 1, i - 1. 
(ii) Gear sequence i−1, i, i, i−1 shall be replaced by:  
i−1, i−1, i−1, i−1; 
Gear sequence i - 1, i, i, i - 2 shall be replaced by:  
 i- 1, i - 1, i - 1, i - 2;  
Gear sequence i - 2, i, i, i - 1 shall be replaced by:  
i - 2, i - 1, i - 1, i - 1.  
(iii) Gear sequence i−1, i, i,i, i−1 shall be replaced by:  
i−1, i−1,i−1, i−1, i−1; 
Gear sequence i -1, i, i, i, i - 2 shall be replaced by:  
i - 1, i - 1, i - 1, i - 1, i - 2;  
Gear sequence i - 2, i, i, i, i - 1 shall be replaced by:  
i - 2, i - 1, i - 1, i - 1, i - 1. 
(iv) Gear sequence i−1, i, i, i, i, i−1 shall be replaced by:  
i−1, i−1, i−1, i−1, i−1, i−1; 
Gear sequence i - 1, i, i, i, i, i - 2 shall be replaced by:  
i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;  
Gear sequence i - 2, i, i, i, i, i - 1 shall be replaced by:  
i - 2, i - 1, i - 1, i - 1, i - 1, i - 1. 
(v) Gear sequence i−1, i, i, i, i, i, i−1 shall be replaced by:  
i−1, i−1, i−1, i−1, i−1, i−1, i−1. 
Gear sequence i -1, i, i, i, i, i, i - 2 shall be replaced by:   
244 i - 1, i - 1, i - 1, i - 1, i - 1, i - 1, i - 2;  
Gear sequence i - 2, i, i, i, i, i, i - 1 shall be replaced by:  
i - 2, i - 1, i - 1, i - 1, i - 1, i - 1, i - 1. 
In all cases (i) to (v), i -1 ≥ imin shall be fulfilled.  
(d)  No upshift to a higher gear at the transition from an acceleration or 
constant speed phase to a deceleration phase shall be performed if the 
gear in the phase following the deceleration phase is lower than the 
upshifted gear.  
 Example:  
If v i ≤ v i+1 and v i+2 < v i+1 and gear i = 4 and gear (i + 1 = 5) and 
gear    ( i + 2 = 5), then gear (i + 1) and gear (i + 2) shall be set to 4 if 
the gear for the phase following the deceleration phase is gear 4 or 
lower. For all following cycle trace points with gear 5 wi thin the 
deceleration phase, the gear shall also be set to 4. If the gear following 
the deceleration phase is gear 5, an upshift shall be performed.  
 If there is an upshift during the transition and the initial deceleration 
phase by 2 gears, an upshift by  1 gear shall be performed.  
No upshift to a higher gear shall be performed within a deceleration 
phase.  
(e) During a deceleration phase, gears with n gear > 2 shall be used as long 
as the engine speed does not drop below n min_drive .  
Gear 2 shall be used during a deceleration phase within a short trip of 
the cycle (not at the end of a short trip) as long as the engine speed 
does not drop below (0 ,9 × n idle).  
If the engine speed drops below n idle, the clutch shall be disengaged.  
If the deceleration phase i s the last part of a short trip shortly before a 
stop phase, the second gear shall be used as long as the engine speed 
does not drop below n idle. 
(f)  If during a deceleration phase the duration of a gear sequence between 
two gear sequences of 3 seconds or  more is only 1 second, it shall be 
replaced by gear 0 and the clutch shall be disengaged.  
If during a deceleration phase the duration of a gear sequence between 
two gear sequences of 3 seconds or more is 2 seconds, it shall be 
replaced by gear 0 for the 1st second and for the 2nd second with the 
gear that follows after the 2 second period. The clutch shall be 
disengaged for the 1st second.  
Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.  
This requirement shall only be applied if the gear that follows after the 
2 second period is > 0.  
If several gear sequences with durations of 1 or 2 seconds follow one 
another, corrections shall be performed as follows:  
A gear sequence i, i, i, i - 1, i - 1, i - 2 or i, i, i, i - 1, i - 2, i - 2 shall  be 
changed to i, i, i, 0, i - 2, i - 2.   
245 A gear sequence such as i, i, i, i - 1, i - 2, i - 3 or i, i, i, i - 2, i - 2, i - 3 
or other possible combinations shall be changed to i, i, i, 0, i - 3, i - 3. 
This change shall also be applied to gear sequences where the 
acceleration is ≥ 0 for the first 2 seconds and < 0 for the 3rd second or 
where the acceleration is ≥ 0 for the last 2 seconds.  
For extreme transmission designs, it is possible that gear sequences 
with durations of 1 or 2 seconds following one an other may last up to 
7 seconds. In such cases, the correction above shall be complemented 
by the following correction requirements in a second step:  
A gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and k ≤ (i – 1) shall be 
changed to j, 0, i - 1, i - 1, i - 1, k, if gear (i – 1) is one or two steps 
below i max for second 3 of this sequence (one after gear 0).  
If gear (i – 1) is more than two steps below i max for second 3 of this 
sequence, a gear sequence j, 0, i, i, i - 1, k with j > (i + 1) and k ≤ (i  – 
1) shall be changed to j, 0, 0, k, k, k.  
A gear sequence j, 0, i, i, i -2, k with j > (i + 1) and k ≤ (i – 2) shall be 
changed to j, 0, i - 2, i - 2 , i - 2, k, if gear (i – 2) is one or two steps 
below i max for second 3 of this sequence (one after gear  0).  
If gear (i – 2) is more than two steps below i max for second 3 of this 
sequence, a gear sequence j, 0, i, i, i - 2, k with j > (i + 1) and k ≤ (i – 
2) shall be changed to j, 0, 0, k, k, k.  
In all cases specified above in this sub -paragraph, the clutc h 
disengagement (gear 0) for 1 second  is used in order to avoid too high 
engine speeds for this second. If this is not an issue and, if requested 
by the manufacturer, it is allowed to use the lower gear of the 
following second directly instead of gear 0 f or downshifts of up to 3 
steps. The use of this option shall be recorded.  
If the deceleration phase is the last part of a short trip shortly before a 
stop phase and the last gear > 0 before the stop phase is used only for 
a period of up to 2 seconds, gear 0 shall be used instead and the gear 
lever shall be placed in neutral and the clutch shall be engaged.  
 Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds 
before a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence 
of 4, 3, 3, 0 for the last 4 seconds before a stop phase shall be replaced 
by 4, 0, 0, 0.  
A downshift to first gear is not permitted during those deceleration 
phases.  
5. Paragraphs 4.(a) to 4.(f) shall be applied sequentially, scanning the complete 
cycle trace in each c ase. Since modifications to paragraphs 4.(a) to 4.(f) may 
create new gear use sequences, these new gear sequences shall be checked 
three times and modified if necessary.  
In order to enable the assessment of the correctness of the calculation, the 
average g ear for v ≥ 1 km/h, rounded to four places of decimal, shall be 
calculated and included in all relevant test reports.  '; 
   
246 (28) Sub-Annex 4 is amended as follows:  
(a) point 2.4. is replaced by the following:  
'2.4. f0, f 1, f 2 are the road load coefficients of the road load equation 
F = f0 + f1 × v + f2 × v2 determined in accordance with  this Sub -Annex.  
f0  is the constant road load coefficient and shall be rounded to one place  of 
decimal, N;  
f1  is the first order road load coefficient and shall be rounded to three 
 places of decimal, N/(km/h);  
f2  is the second order road load coefficient and shall be rounded to five 
 places of decimal, N/(km/h)².  
Unless otherwise stated, the road load coefficien ts shall be calculated with a 
least square regression analysis over the range of the reference speed points. ';  
 
(b) in point 2.5.3 ., the first paragraph below the title is replaced by the following:  
'If the vehicle is tested on a dynamometer in 4WD operat ion, the equivalent inertia 
mass of the chassis dynamometer shall be set to the applicable test mass. ''; 
 
(c) the following point 2.6. is inserted:  
'2.6.  Additional masses for setting the test mass shall be applied such that the weight 
distribution of tha t vehicle is approximately the same as that of the vehicle with 
its mass in running order. In the case of category N vehicles or passenger 
vehicles derived from category N vehicles, the additional masses shall be 
located in a representative manner and shal l be justified to the approval 
authority upon their request. The weight distribution of the vehicle shall be 
included in all relevant test reports and shall be used for any subsequent road 
load determination testing. ';  
 
(d) points 3. and  3.1. are replaced by the following:  
'3. General requirements  
 The manufacturer shall be responsible for the accuracy of the road load 
coefficients and shall ensure this for each production vehicle within the road 
load family. Tolerances within the road load determination, simulation and 
calculation methods shall not be used to underestimate the road load of 
production vehicles. At the request of the approval  authority, the accuracy of 
the road load coefficients of an individual vehicle shall be demonstrated.  
  
247 3.1. Overall measurement accuracy, precision, resolution an d frequency  
The required overall measurement accuracy shall be as follows:  
(a) Vehicle speed accuracy: ±0 ,2 km/h with a measurement frequency of at 
least 10  Hz; 
(b) Time: min. accuracy: ±10 ms; min. precision and resolution:10 ms;  
(c) Wheel torque accuracy : ±6 Nm or ±0 ,5 per cent of the maximum 
measured total torque, whichever is greater, for the whole vehicle, with a 
measurement frequency of at least 10 Hz;  
(d) Wind speed accuracy: ±0 ,3 m/s, with a measurement frequency of at 
least 1  Hz; 
(e) Wind direction  accuracy: ±3°, with a measurement frequency of at least 
1 Hz; 
(f) Atmospheric temperature accuracy: ±1  °C, with a measurement 
frequency of at least 0 ,1 Hz;  
(g) Atmospheric pressure accuracy: ±0.3  kPa, with a measurement frequency 
of at least 0 ,1 Hz;  
(h) Vehicle mass measured on the same weighing scale before and after the 
test: ±10  kg (±20  kg for vehicles  > 4 000 kg); 
(i) Tyre pressure accuracy: ±5  kPa; 
(j) Wheel rotational speed accuracy: ±0 ,05 s-1 or 1 per cent, whichever is 
greater. ';  
 
(e) points 3.2.5. , 3.2.6. and  3.2.7. are replaced by the following:  
'3.2.5.  Rotating wheels  
To properly determine the aerodynamic influence of the wheels, the 
wheels of the test vehicle shall rotate at such a speed that the resulting 
vehicle velocity is within ±3  km/h of the wind velocity.  
3.2.6.  Moving belt  
To simulate the fluid flow at the underbody of the test vehicle, the wind 
tunnel shall have a moving belt extending from the front to the rear of 
the vehicle. The speed of the moving belt shall be within ±3  km/h o f the 
wind velocity.  
3.2.7.  Fluid flow angle  
At nine equally distributed points over the nozzle area, the root mean 
square deviation of both the pitch angle α and the yaw angle β (Y -, Z-
plane) at the nozzle outlet shall not exceed 1°. ';  
  
248 (f) point 3.2.12.  is replaced by the following:  
'3.2.12.  Measurement precision  
The precision  of the measured force shall be within ±3  N.';  
 
(g) points 4.1.1.1. , 4.1.1.1.1. and 4.1.1.1.2. are replaced by the following:  
'4.1.1.1.  Permissible wind conditions  
 The maximum permissible wind conditions for road load determination are 
described in paragraphs 4.1.1.1.1. and 4.1.1.1.2.  
 In order to determine the applicability of the type of anemometry to be used, the 
arithmetic average of the wind speed shall be determined by con tinuous wind 
speed measurement, using a recognized meteorological instrument, at a location 
and height above the road level alongside the test road where the most 
representative wind conditions will be experienced.  
 If tests in opposite directions cannot be performed at the same part of the test 
track (e.g. on an oval test track with an obligatory driving direction), wind speed 
and direction at each part of the test track shall be measured. In this case the 
higher measured arithmetic average wind speed det ermines the type of 
anemometry to be used and the lower arithmetic average wind speed the 
criterion for the allowance of waiving of a wind correction.  
4.1.1.1.1. Permissible wind conditions when using stationary anemometry  
Stationary anemometry shall be us ed only when wind speeds over a period of 5 
seconds average less than 5  m/s and peak wind speeds are less than 8  m/s for less 
than 2 seconds. In addition, the average vector component of the wind speed 
across the test road shall be less than 2  m/s during e ach valid run pair. Run pairs 
that do not meet the above criteria shall be excluded from the analysis. Any wind 
correction shall be calculated as given in paragraph 4.5.3. Wind correction may 
be waived when the lowest arithmetic average wind speed is 2  m/s or less.  
4.1.1.1.2.  Permissible wind conditions when using on -board anemometry  
For testing with an on -board anemometer, a device as described in 
paragraph  4.3.2. shall be used. The arithmetic average of the wind speed during 
each valid run pair over the test road shall be less than 7  m/s with peak wind 
speeds of less than 10  m/s for more than 2 seconds. In addition, the average 
vector component of the wind speed across the road shall be less than 4  m/s 
during each valid run pair. Run pairs that do not mee t the above criteria shall be 
excluded from the analysis. ';  
249  
(h) point 4.2.1.1. is replaced by the following:  
'4.2.1.1.  Requirements for test vehicle selection '; 
 
(i) the following points 4.2.1.1.1. and 4.2.1.1.2. are inserted:  
'4.2.1.1.1.  Without using the interpolation method  
A test vehicle (vehicle H) with the combination of road load relevant 
characteristics (i.e. mass, aerodynamic drag and tyre rolling resistance) 
producing the highest cycle energy demand shall be selected from the 
family (see paragr aphs 5.6. and 5.7. of this Annex).  
If the aerodynamic influence of the different wheels within one 
interpolation family is not known, the selection shall be based on the 
highest expected aerodynamic drag. As a guideline, the highest 
aerodynamic drag may be  expected for wheels with (a) the largest width, 
(b) the largest diameter, and (c) the most open structure design (in that 
order of importance).  
The wheel selection shall be performed additional to the requirement of 
the highest cycle energy demand.  
4.2.1. 1.2.  Using an interpolation method  
At the request of the manufacturer, an interpolation method may be 
applied.  
In this case, two test vehicles shall be selected from the family 
complying with the respective family requirement.  
Test vehicle H shall be the vehicle producing the higher, and preferably 
highest, cycle energy demand of that selection, test vehicle L the one 
producing the lower, and preferably lowest, cycle energy demand of that 
selection.  
All items of optional equipment and/or body shapes that a re chosen not 
to be considered when applying  the interpolation method shall be 
identical for  both test vehicles H and L such that these items of optional 
equipment produce the highest combination of the cycle energy demand 
due to their road load relevant c haracteristics (i.e. mass, aerodynamic 
drag and tyre rolling resistance).  
As a guidance, the following minimum deltas between vehicles H and L 
should be fulfilled for that road load relevant characteristic:   
(i) mass at least 30  kg; 
(ii) rolling resistance  at least 1.0 kg/t;  
(iii) aerodynamic drag CD × A at least 0.05 m².   
250 To achieve a sufficient delta between vehicle H and L on a particular 
road load relevant characteristic, the manufacturer may artificially 
worsen vehicle H, e.g. by applying a higher test mass.  
Additionally the following requirements apply:  
(a) For each road load characteristic (i.e. mass, aerodynamic drag 
and tyre rolling resistance) the value of vehicle H shall be higher 
than that of vehicle L, otherwise the worst case has to be applied f or 
that road load relevant characteristic ; 
(b) The cycle energy of vehicle H shall be higher than that of vehicle 
L for all applicable phases. '; 
 
(j)  point 4.2.1.2. is replaced by the following:  
'4.2.1.2.  Requirements for families ; 
 
(k) the following points 4.2.1.2.1. to 4.2.1.2.3.4. are inserted:  
'4.2.1.2.1.  Requirements for applying the interpolation family without using the 
interpolation method  
 For the criteria defining an interpolation family, see paragraph 5.6. of 
this Annex.  
4.2.1.2.2.  Requireme nts for applying the interpolation family using the 
interpolation method are:  
(a) Fulfilling the interpolation family criteria listed in paragraph 5.6. 
of this Annex;  
(b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of Sub -
Annex 6;  
(c) Perfo rming the calculations in paragraph 3.2.3.2. of Sub -Annex 
7. 
4.2.1.2.3.  Requirements for applying the road load family  
4.2.1.2.3.1.  At the request of the manufacturer and upon fulfilling the criteria of 
paragraph  5.7. of this Annex, the road load values f or vehicles H and L 
of an interpolation family shall be calculated.  
4.2.1.2.3.2.  Test vehicles H and L as defined in paragraph 4.2.1.1.2. shall be referred 
to as H R and L R for the purpose of the road load family.  
4.2.1.2.3.3.  In addition to the requirements of an interpolation family in paragraphs 
2.3.1. and 2.3.2. of Sub -Annex 6, the difference in cycle energy demand 
between H R and L R of the road load family shall be at least 4 per cent and 
shall not exceed 35 per cent based on H R over a complet e WLTC Class 3 
cycle.   
251 If more than one transmission is included in the road load family, a 
transmission with the highest power losses shall be used for road load 
determination.  
4.2.1.2.3.4.  If the road load delta of the vehicle option causing the friction difference 
is determined in accordance with  paragraph 6.8., a new road load family 
shall be calculated which includes the road load delta in both vehicle L 
and vehicle H of that new road load family.  
f0,N=f0,R+f0,Delta 
f1,N=f1,R+f1,Delta 
f2,N=f2,R+f2,Delta 
 where:  
N  refers to the road load coefficients of the new road load family;  
R  refers to the road load coefficients of the reference road load 
family;  
Delta  refers to the delta road load coefficients determined in paragraph 
6.8.1. '; 
 
(l) points 4.2.1.3. and 4.2.1.3.1. are replaced by the following:  
'4.2.1.3.  Allowable combinations of test vehicle selection and family requirements  
Table A4/1 shows the permissible combinations of test vehicle selection 
and family requirements as described in paragraphs 4.2.1.1. and 4.2.1.2.
  
Table A4/1  
Permissible combinations of test vehicle selection and family requirements  
Requirements to be 
fulfilled:  (1) w/o interpolation 
method  (2) Interpolation 
method w/o road 
load family  (3) Applying the 
road load family  (4) Interpolation method using 
one or more road load 
families  
Road load test 
vehicle  Paragraph 
4.2.1.1.1.  Paragraph 
4.2.1.1.2.  Paragraph 
4.2.1.1.2.  n.a. 
Family  Paragraph 
4.2.1.2.1.  Paragraph 
4.2.1.2.2.  Paragraph 
4.2.1.2.3.  Paragraph 4.2.1.2.2.  
Additional  none  none  none  Application of column (3) 
"Applying the road load 
family" and application of 
paragraph 4.2.1.3.1.  
4.2.1.3.1.  Deriving road loads of an interpolation family from a road load family  
 Road loads H R and/or L R shall be determined in accordance w ith this Sub -
Annex.   
252  The road load of vehicle H (and L) of an interpolation family within the road 
load family shall be calculated in accordance with  paragraphs 3.2.3.2.2. to 
3.2.3.2.2.4. of Sub -Annex 7 by:  
(a) Using H R and L R of the road load family instead of H and L as inputs 
 for the equations;  
(b) Using the road load parameters (i.e. test mass, Δ(C D ×A f) compared to 
vehicle L R, and tyre rolling resistance) of vehicle H (or L) of the 
interpolation family as inputs for the individual vehicle;  
(c) Repeating this calculation for each H and L vehicle of every 
interpolation family within the road load family.  
 The road load interpolation shall only be applied on those road load -relevant 
characteristics that were identified to be  different between test vehicle L R and 
HR. For other road load -relevant characteristic(s), the value of vehicle H R shall 
apply.  
 H and L of the interpolation family may be derived from different road load 
families. If that difference between these road loa d families comes from 
applying the delta method, refer to paragraph 4.2.1.2.3.4.';  
 
(m) points 4.2.1.3.2, 4.2.1.3.3., 4.2.1.3.4. and 4.2.1.3.5. are deleted;  
 
 
(n) in point 4.2.1.8.1. , the following paragraph is added : 
'At the request of the manufacturer, a  vehicle with a minimum of 3 000  km may be 
used.';  
 
(o) point 4.2.1.8.1.1. is deleted;  
 
(p) point 4.2.1.8.5. is replaced by the following:  
'4.2.1.8.5.  Vehicle coastdown mode  
If the determination of dynamometer settings cannot meet the criteria 
described in  paragraphs 8.1.3. or 8.2.3. due to non -reproducible forces, 
the vehicle shall be equipped with a vehicle coastdown mode. The 
vehicle coastdown mode shall be approved by the approval authority and 
its use shall be included in all relevant test reports.  
If a vehicle is equipped with a vehicle coastdown mode, it shall be 
engaged both during road load determination and on the chassis 
dynamometer. ';   
253 (q) point 4.2.1.8.5.1. is deleted;  
 
(r) point 4.2.2.1. is replaced by the following:  
'4.2.2.1.  Tyre rolling resistance  
Tyre rolling resistances shall be measured in accordance with  Annex 6 to 
UN/ECE Regulation No  117 – 02 series of amendments. The rolling 
resistance coefficients shall be aligned and categorised in accordance 
with the rolling resistance classes i n Regulation (EC) No 1222/2009 (see 
Table  A4/2).  
Table  A4/2  
 
Energy efficiency classes in accordance with  rolling resistance coefficients (RRC) for C1, 
C2 and C3 tyres and the RRC values to be used for those energy efficiency classes in the 
interpolation, kg/tonne  
 
Energy 
Efficienc
y Class  Value of RRC to be used for 
interpolation for C1 tyres  Value of RRC to be used for 
interpolation for C2 tyres  Value of RRC to be used for 
interpolation for C3 tyres  
A RRC = 5 ,9 RRC = 4 ,9 RRC = 3 ,5 
B RRC = 7 ,1 RRC = 6 ,1 RRC = 4 ,5 
C RRC = 8 ,4 RRC = 7 ,4 RRC = 5 ,5 
D Empty  Empty  RRC = 6 ,5 
E RRC = 9 ,8 RRC = 8 ,6 RRC = 7 ,5 
F RRC = 11 ,3 RRC = 9 ,9 RRC = 8 ,5 
G RRC = 12 ,9 RRC = 11 ,2 Empty  
 
If the interpolation method is applied to rolling resistance, for the purpose 
of the calculation in paragraph 3.2.3.2. of Sub-Annex 7, the actual rolling 
resistance values for the tyres fitted to the test vehicles L and H shall be 
used as input for the cal culation procedure. For an individual vehicle 
within an interpolation family, the RRC value for the energy efficiency 
class of the tyres fitted shall be used. ';  
 
(s) in point 4.2.2.2. , the following paragraph is added : 
'After measurement of tread depth, the driving distance shall be limited to 500 km. If 500 
km are exceeded, the tread depth shall be measured again.';  
(t)  point  4.2.2.2.1. is deleted ;  
254  
(u) point 4.2.4.1.2. , is amended ad follows : 
(i) the first paragraph below the title  is replaced by the f ollowing:  
'All vehicles shall be driven at 90  per cent of the maximum speed of the 
applicable WLTC. The vehicle shall be warmed up for at least 20  minutes until 
stable conditions are reached.  
For PEVs, if the range of the vehicle does not enable  the entire coast down test 
to be carried out without  recharging the REESS, in agreement with the type 
approval authority, the warm -up phase can be  adapted.';  
(ii) Table A4/ 2 is replaced by the following;  
' Table A4/3  
Reserved '; 
 
(v) points 4.3.1.1. and 4.3.1.2. are replaced by the following:  
'4.3.1.1. Selection of reference speeds for road load curve determination  
Reference speeds for road load determination shall be selected in accordance 
with paragraph 2.2 . 
During the test, elapsed time and vehicle sp eed shall be measured at a minimum 
frequency of 10  Hz.'; 
(w) points 4.3.1.3.3.  and 4.3.1.3.4. are replaced by the following:  
'4.3.1.3.3.  The test shall be repeated until the coastdown data satisfy the statistical 
precision requirements as specified in par agraph 4.3.1.4.2.  
4.3.1.3.4.  Although it is recommended that each coastdown run be performed 
without interruption, split runs may be performed if data cannot be 
collected in a single run for all the reference speed points. For split runs, 
the following add itional requirements shall apply:  
(a) Care shall be taken to keep the vehicle condition as constant as 
possible at each split point;  
(b) At least one speed point shall overlap with the higher speed range 
coastdown;  
(c) At each of all overlapped speed point , the average force of the 
lower speed range coastdown shall not deviate from the average 
force of the higher speed range coastdown by ±10 N or ±5 
percent, whichever is greater;   
255 (d) If the track length does not allow fulfilling requirement (b) in this 
paragraph, one additional speed point shall be added to serve as 
overlapping speed point.';  
 
(x) points  4.3.1.4. to 4.3.1.4.4. are replaced by the following:  
'4.3.1.4.  Coastdown time measurement  
4.3.1.4.1.  The coastdown time corresponding to reference spe ed vjas the elapsed 
time from vehicle speed ( vj +5 km/h) to ( vj− to (/h) shall be 
measured.  
4.3.1.4.2.  These measurements shall be carried out in opposite directions until a 
minimum of three pairs of measurements have been obtained that satisfy 
the statistical precision p j defined in the following equation:  
pj=h×σj
√n×∆𝑡pj ≤0.030  
where:  
pj is the statistical precision of the measurements made at reference speed v j; 
n is the number of pairs of measurements;  
∆tpj is the harmonic average of the coastdo wn time at reference speed v j in seconds, 
given by the following equation:  
 
∆tpj=n
∑1
∆tjin
i=1 
where:  
∆tji is the harmonic average coastdown time of the ith pair of measurements at 
velocity v j, seconds,  s, given by the following equation:  
∆tji= 2
(1
∆ jai)+ (1
∆ jbi)  
where:  
∆hjai and ∆njbi are the coastdown times of the ith measurement at  
 reference speed v j, in seconds,  s, in the respective   directions a 
and b;  
σj is the standard deviation, expressed in seconds,  s, defined by:   
σj= √1
n−1∑ (∆tji−∆tpj)² n
i=1   
256 h is a coefficient given in Table  A4/4.  
TableA4/4  
Coefficient h as a function of n 
n h n h 
3 4.3 17 2.1 
4 3.2 18 2.1 
5 2.8 19 2.1 
6 2.6 20 2.1 
7 2.5 21 2.1 
8 2.4 22 2.1 
9 2.3 23 2.1 
10 2.3 24 2.1 
11 2.2 25 2.1 
12 2.2 26 2.1 
13 2.2 27 2.1 
14 2.2 28 2.1 
15 2.2 29 2.0 
16 2.1 30 2.0 
4.3.1.4.3.  If during a measurement in one direction any external factor or driver 
action occurs that obviously influences the road load test, that measurement and 
the corresponding measurement in the opposite direction shall be rejected. All 
the rejected data and the  reason for rejection shall be recorded, and the number 
of rejected pairs of measurement shall not exceed 1/3 of the total number of 
measurement pairs. The maximum number of pairs that still fulfil the statistical 
precision  as defined in paragraph 4.3.1.4. 2. shall be evaluated. In the case of 
exclusion, pairs shall be excluded from the evaluations starting with the pair 
having the maximum deviation from the average.  
4.3.1.4.4.  The following equation shall be used to compute the arithmetic average 
of the roa d load where the harmonic average of the alternate coastdown times 
shall be used.  
Fj =1
3.6 × (mav+ mr) × 2 × ∆v
∆tj 
 where:  
∆hj is the harmonic average of alternate coastdown time measurements at velocity 
vj, seconds,  s, given by:  
∆tj= 2
1
∆tja+ 1
∆tjb  
 where:  
∆tja and ∆ajb are the harmonic average coastdown times in directions a and b, 
respectively, corresponding to reference speed vj, in seconds,  s, given by the 
following two equations:   
257 ∆qja= n
∑1
tjain
i=1 
 and: 
∆njb= n
∑1
tjbin
i=1. 
where:  
mav is the arithmetic average of the test vehicle masses at the beginning and end of 
road load determination, kg;  
mr is the equivalent effective mass of rotating components in accordance with  
paragraph 2.5.1.;  
 
The coefficients, f0, f1 and f2, in the road load equation shall be calculated with a 
least squares regression analysis.  
In the case that the tested vehicle is the representative vehicle of a road load 
matrix family, the coefficient f 1 shall be set to zero and the coefficients f 0 and f 2 
shall be recalculated with a least squares regression analysis. ';  
 
(y) point 4.3.2.3. is replaced by the following:  
'4.3.2.3.  Data collection  
During the procedure, elapsed time, vehicle speed, and air velocity (wind speed, 
direction) relative to the vehicle, shall be measured at a minimum frequency of 
5 Hz. Ambient temperature shall be synchronised and sampled at a minimum 
frequency of 0 ,1 Hz.'; 
 
(z) point 4.3.2.4.3. is replaced by the following:  
'4.3.2.4.3.  Although it is recommended that each coastd own run be performed 
without interruption, split runs may be performed if data cannot be collected 
in a single run for all the reference speed points. For split runs, the 
following additional requirements shall apply:  
(a) Care shall be taken to keep the ve hicle condition as constant as possible at 
each split point;  
(b) At least one speed point shall be overlapped with the higher speed range 
coastdown;  
(c) At each of all overlapped speed point(s), the average force of the lower 
speed range coastdown shall not deviate from the average force of the 
higher speed range coastdown by ±10 N or ±5 percent, whichever is greater;   
258 (d) If the track length does not allow fulfilling the requirement  in point  (b), one 
additional speed point shall be added to serve as over lapping speed point.';  
 
(aa) point 4.3.2.5. is amended as follows:  
(i) the first paragraph after the title of point 4.3.2.5. is replaced as follows:  
'Symbols used in the on -board anemometer equations of motion are listed in 
Table  A4/5. ';  
 
(ii) Table A4/4 is renumbered Table A4/5.  
(iii) in the table , after the row ‘ mav’, the following row is inserted:  
'me  kg effective vehicle mass including rotating components ';  
 
(ab) point 4.3.2.5.1. is replaced by the following:  
'4.3.2.5.1.  General form  
The general form of the equation of motion is as follows:  
−me(dv
dt)=Dmech +Daero +Dgrav 
 where:  
Dmech =Dtyre +Df+Dr; 
Daero =(1
2)ρCD(Y)Afvr2; 
Dgrav =m×g×(dh
ds) 
In the case that the slope of the test track is equal to or less than 0.1 per cent over its 
length, D grav may be set to zero.';  
(ac) in point 4.3.2.5.4. the equation is replaced by the following:  
'-me(dv
dt)= Am+Bmv+Cmv2+ (1
2)×ρ×Af×vr2(a0+a1Y+a2Y2+a3Y3+a4Y4)+(m×g×dh
ds) '; 
 
(ad) point 4.3.2.6.3. is replaced by the following:  
'4.3.2.6.3. Preliminary analysis   
259 Using a linear least squares regression technique, all data points shall be 
analysed at once to determine  Am, B m, C m, a 0, a 1, a 2, a 3 and a 4  given 
me,(dh
ds),(dv
dt),v,vr, and ρ. '; 
 
(ae) point 4.3.2.6.7. is replaced by the following:  
'4.3.2.6.7.   Final data analysis  
All data that has not been flagged shall be analysed using a linear least squares regression 
technique. A m, Bm, Cm, a0, a1, a2, a3 and a 4 shall be determined  given 
me,(dh
ds),(dv
dt),v,vr, and ρ.'; 
 
(af) point 4.4.1. is replaced by the following:  
'4.4.1.  Installation of torque meter  
Wheel torque meters shall be installed between the wheel hub and the wheel of 
each driven wheel, measuring the required torque to keep the vehicle at a 
constant speed.  
The torque meter shall be calibrated on a regular basis, at  least once a year, 
traceable to national or international standards, in order to meet the required 
accuracy and precision.';  
 
(ag) in point 4.4.2.4. the following amendments are made:  
(i) in the first paragraph after the title, the words 'Table  A4/5 ' are replaced by the words 
'Table A4/6 '; 
(ii) in the title of the table, the words 'Table  A4/5' are replaced by the words 'Table A4/6 '; 
 
(ah) in point 4.4.4.,  in the first paragraph below the title,  the introductory part is replaced by the 
following:  
'The arithmetic average speed and arithmetic average torque at each reference speed point 
shall be calculated using the following equations: ';  
 
(ai) point 4.5.3.1.1. is replaced by the following:   
260 '4.5.3.1.1.  A wind correction for the absolute wind speed alongs ide the test road 
shall be made by subtracting the difference that cannot be cancelled out by 
alternate runs from the coefficient f0 determined in accordance with  paragraph 
4.3.1.4.4., or from c0 determined in accordance with  paragraph 4.4.4. ';  
 
(aj) in p oint 4.5.4. , the line for 'm av' is replaced by the following:  
'mav is the arithmetic average of the test vehicle masses at the 
beginning and end of road load determination, kg.';  
 
 
(ak) in point 4.5.5.1., t he lines for 'f 1' and 'f 2' are replaced by the following:  
 '  f1 is the coefficient of the first order term, N/(km/h);  
f2 is the coefficient of the second order term, N/(km/h)2;'; 
 
(al) in point 4.5.5.2.1., t he lines for  'c1' and 'c2' are replaced by the following:  
' c1 is the coefficient of the first order term as determined in 
paragraph  4.4.4.,  Nm/(km/h);  
c2 is the coefficient of the second order term as determined in 
paragraph  4.4.4.,  Nm/(km/h)2; '; 
 
 (am) point 5.1.1.1.  is replaced by the following:  
'5.1.1.1.  The road load force for an individual v ehicle shall be calculated using 
the following equation:  
Fc=f0+(f1×v)+(f2×v2) 
where:  
Fc is the calculated road load force as a function of vehicle velocity, 
N; 
f0 is the constant road load coefficient, N, defined by the equation:  
f0 = Max((0.05 × f 0r + 0.95 × (f 0r × TM/TM r + (RR – RRr
1000) × 9.81 × TM));  
(0.2 × f 0r + 0.8 × (f 0r × TM/TM r + (RR – RRr
1000) × 9.81 × TM)))   
261 f0r is the constant road load coefficient of the representative vehicle of the 
road load matrix family, N;  
f1 is the first order road load coefficient, N/(km/h), and shall be set to 
  zero;  
f2 is the second order road load coefficient, N/(km/h)², defined by the 
equation:  
f2 = Max((0.05 × f 2r + 0.95 × f 2r × A f / A fr); (0.2 × f 2r + 0.8 × f 2r × A f / 
Afr)) 
f2r is the  second order road load coefficient of the representative vehicle of 
the road load matrix family, N/(km/h)²;  
v is the vehicle speed, km/h;  
TM is the actual test mass of the individual vehicle of the road load matrix 
family, kg;  
TM r is the test mass of the representative vehicle of the road load matrix 
family, kg;  
Af  is the frontal area of the individual vehicle of the road load matrix 
family, m²,  
Afr is the frontal area of the representative vehicle of the road load matrix 
family, m2;  
RR is the tyre rolli ng resistance of the individual vehicle of the road load 
matrix family, kg/tonne;  
RR r is the tyre rolling resistance of the representative vehicle of the road 
load matrix family, kg/tonne.  
For the tyres fitted to an individual vehicle, the value of the ro lling resistance 
RR shall be set to the class value of the applicable tyre energy efficiency class 
in accordance with  Table A4/2.  
If the tyres on the front and rear axles belong to different energy efficiency 
classes, the weighted mean shall be used, calcu lated using the equation in 
paragraph 3.2.3.2.2.2. of Sub -Annex 7.  
If the same tyres were fitted to test vehicles L and H, the value of RR ind when 
using the interpolation method shall be set to RR H. '; 
 
 
(an) point 5.1.2.1.  is replaced by the following:  
'5.1.2.1.  The running resistance for an individual vehicle shall be 
calculated using the following equation:  
Cc=c0+c1×v+c2×v2  
262 where:  
Cc is the calculated running resistance as a function of vehicle 
velocity, Nm;  
c0 is the constant running resistance coeff icient, Nm, defined 
by the equation:  
c0 = r’/1.02 × Max((0.05 × 1.02 × c 0r/r’ + 0.95 × (1.02 × c 0r/r’ × TM/TM r + (RR – RRr
1000) × 9.81 × 
TM));  
(0.2 × 1.02 × c 0r/r’ + 0.8 × (1.02 × c 0r/r’ × TM/TM r + (RR – RRr
1000) × 9.81 × 
TM)))  
c0r is the constant running  resistance coefficient of the 
representative vehicle of the road load matrix family, Nm;  
c1 is the first order road load coefficient, Nm/(km/h), and 
shall be set to zero;  
c2 is the second order running resistance coefficient, 
Nm/(km/h)², defined by the eq uation:  
c2 = r’/1.02 × Max((0.05 × 1.02 × c 2r/r’ + 0.95 × 1.02 × c 2r/r’ × A f / Afr); (0.2 × 
1.02 × c 2r/r’ + 0.8 × 1.02 × c2r/r’ × A f / Afr)) 
c2r is the second order running resistance coefficient of the 
representative vehicle of the road load matrix family, 
N/(km/h)²;  
v is the vehicle speed, km/h;  
TM is the actual test mass of the individual vehicle of the road 
load matrix family, kg;  
TMr is the test mass of the representative vehicle of the road 
load matrix family, kg;  
Af is the frontal area of the i ndividual vehicle of the road load 
matrix family, m²;  
Afr is the frontal area of the representative vehicle of the road 
load matrix family, m2;  
RR is the tyre rolling resistance of the individual vehicle of the 
road load matrix family, kg/tonne;  
RR r is the tyre rolling resistance of the representative vehicle 
of the road load matrix family, kg/tonne;  
r’  is the dynamic radius of the tyre on the chassis 
dynamometer obtained at 80 km/h, m;  
1.02  is an approximate coefficient compensating for drivetrain loss es. ';  
263 (ao) in point 5.2.2., t he lines for  'f1' and 'f2' are replaced by the following:  
'f1 is the first order road load coefficient, N/(km/h), and shall 
be set to zero;  
f2 is the second order road load coefficient, N/(km/h)², 
determined using  the following equation:  
f2=(2.8×10−0×TM)+(0.0170 ×width ×height ); '; 
 
(ap) in point 6.2.4.(b), the following paragraph is inserted  after the equation : 
'The approval shall be recorded by the approval authority including 
measurement data and the facilities concerned. ';  
(aq) in point 6.4.1., t he first paragraph is replaced by the following:  
'The wind tunnel design, test methods and the corrections shall provide a value of (C D × A f) 
representative of the on -road (C D × A f) value and with a precision  of ±0.015  m².'; 
 
(ar) in point 6.4.2., t he second and third paragraphs below the title are replaced by the following:  
'The vehicle shall be placed parallel to the longitudinal centre line of the 
tunnel with a maximum tolerance of ±10 mm.  
 The vehicle shall be placed  with a yaw angle of 0  ° within a tolerance of 
±0.1°. ';  
 
(as) point 6.5.1.6. is replaced by the following:  
'6.5.1.6.  Cooling  
 A current of air of variable speed shall be blown towards the vehicle. The 
set point of the linear velocity of the air at the blower outlet shall be 
equal to the corresponding dynamometer speed above measurement 
speeds of 5 km/h. The linear velocity of the air at the blower outlet shall 
be within ±5  km/h or ±10 per cent of the corresponding measurement 
speed, whichever is greater . '; 
 
(at) in point 6.5.2.4. the second paragraph below the title is deleted;  
(aq) point 6.6.1.1. is replaced by the following:   
264 '6.6.1.1.  Description of a chassis dynamometer  
The front and rear axles shall be equipped with a single roller with a 
diameter of not less than 1 ,2 metres.';  
 
(au) point 6.6.1.5. is replaced by the following:  
'6.6.1.5.  Roller surface  
The roller surface shall be clean, dry and free from foreign material that 
might cause tyre slippage.';  
 
(av) point 6.6.3.  is replaced by the following:  
' 6.6.3.  Correcting measured chassis dynamometer forces to those on a flat 
surface  
The measured forces on the chassis dynamometer shall be corrected to a 
reference equivalent to the road (flat surface) and the result shall be 
referred to as f j. 
fj= fjDyno ×c1 × √1
RWheel
RDyno×c2+1+ fjDyno ×(1−c1) 
where:  
c1 is the tyre rolling resistance fraction of f jDyno; 
c2 is a chassis dynamometer -specific radius correction factor;  
fjDyno is the force calculated in paragraph 6.5.2.3.3. for each reference 
speed j, N; 
RWheel is one -half of the nominal design tyre diameter, m;  
RDyno is the radius of the chassis dynamometer roller, m.  
The manufacturer and the approval authority shall agree on the factors 
c1 and c2 to be used, based on correlation test evidence provide d by the 
manufacturer for the range of tyre characteristics intended to be tested 
on the chassis dynamometer.   
265 As an alternative the following conservative equation may be used:  
fj= fjDyno × √1
RWheel
RDyno×0,2+1 
C2 shall be 0 ,2 except that 2 ,0 shall be used if the road load delta 
method (see paragraph 6.8.) is used and the road load delta calculated in 
accordance with  paragraph 6.8.1. is negative. ';  
 
(aw) the following points 6.8., 6.8.1. and 6.8.2. are inserted:  
'6.8.  Road load delta method  
 For the purpose of including options when using the interpolation method 
which are not incorporated in the road load interpolation (i.e. aerodynamics, 
rolling resistance and mass), a delta in vehicle friction may be measured by 
the road load delta method  (e.g. friction difference between brake systems). 
The following steps shall be performed:  
(a)  The friction of reference vehicle R shall be measured;  
(b)  The friction of the vehicle with the option (vehicle N) causing the 
difference in friction shall be measured;  
(c)  The difference shall be calculated in accordance with  paragraph 6.8.1.  
 These measurements shall be performed on a flat belt in accordance with  
paragraph 6.5. or on a chassis dynamometer in accordance with  paragraph 
6.6., and the correction of the results (excluding aerodynamic force) 
calculated in accordance with  paragraph 6.7.1.  
The application of this method is permitted only if the following criterion is 
fulfilled:  
|1
n∑ (FDj,R−FDj,N)n
j=1|≤25 N 
where:  
FDj,R  is the corrected resistance of vehicl e R measured on the flat belt 
or chassis dynamometer at reference speed j calculated in 
accordance with  paragraph 6.7.1., N;   
266 FDj,N  is the corrected resistance of vehicle N measured on the flat belt 
or chassis dynamometer at reference speed j calculated in 
accordance with   paragraph 6.7.1., N;  
n   is the total number of speed points.  
This alternative road load determination method may only be applied if 
vehicles R and N have identical aerodynamic resistance and if the measured 
delta appropriately covers the  entire influence on the vehicle's energy 
consumption. This method shall not be applied if the overall accuracy of the 
absolute road load of vehicle N is compromised in any way.   
6.8.1.  Determination of delta flat belt or chassis dynamometer coefficients  
 The delta road load shall be calculated using the following equation:  
 FDj,Delta =FDj,N−FDj,R 
  where:  
 FDj,Delta  is the delta road load at reference speed j, N;  
FDj,N is the corrected resistance measured on the flat belt or chassis 
dynamometer at referen ce speed j calculated in accordance with  
paragraph 6.7.1. for vehicle N, N;  
FDj,R is the corrected resistance of the reference vehicle measured on 
the flat belt or chassis dynamometer at reference speed j 
calculated in accordance with  paragraph 6.7.1. for reference 
vehicle R, N.  
 For all calculated F Dj,Delta , the coefficients f 0,Delta , f1,Delta  and f 2,Delta  in the road 
load equation shall be calculated with a least squares regression analysis.  
6.8.2.  Determination of total road load  
 If the interpolation method (see paragraph 3.2.3.2. of Sub -Annex 7) is not 
used, the road load delta method for vehicle N shall be calculated in 
accordance with  the following equations:  
f0,N=f0,R+f0,Delta 
f1,N=f1,R+f1,Delta 
f2,N=f2,R+f2,Delta 
where:  
N  refers to the road load coefficients of vehicle N;  
R  refers to the road load coefficients of reference vehicle R;  
Delta  refers to the delta road load coefficients determined in paragraph 
6.8.1.';   
267  
(ax) the following point 7.1.0.  is inserted:  
'7.1.0.  Selection of dynamometer operation  
 The test shall be done on either a dynamometer in 2WD operation or 4WD operation, in 
accordance with paragraph 2.4.2.4. of Sub-Annex 6.  
 
(ay) point 7.1.1.1. is replaced by the following:  
'7.1.1.1.  Roller(s)  
The chassis dynamometer roller(s) shall be clean, dry and free from 
foreign material that might cause tyre slippage. The dynamometer shall 
be run in the same coupled or uncoupled state as the subsequent Type 1 
test. Chassis dynamometer speed shall be measured from the  roller 
coupled to the power absorption unit. ';  
 
(az) point 7.3.2. is replaced by the following:  
'7.3.2.  If the determination of dynamometer settings cannot meet the criteria 
described in paragraph 8.1.3. due to non -reproducible forces, the vehicle 
shall be equipped with a vehicle coastdown mode. The vehicle 
coastdown mode shall be approved by the approval authority and the 
use of a vehicle coastdown mode shall be included in all relevant test 
reports.  
 If a vehicle is equipped with a vehicle coastdown mod e, it shall be 
engaged both during road load determination and on the chassis 
dynamometer.  '; 
(ba) point 7.3.2.1. is deleted;  
(bb) points 7.3.3. and 7.3.3.1. are replaced by the following:  
'7.3.3.  Vehicle placement on the dynamometer  
The tested vehicle sha ll be placed on the chassis dynamometer in a 
straight ahead position and restrained in a safe manner. In the case that a 
single roller chassis dynamometer is used, the centre of the tyre’s 
contact patch on the roller shall be within ±25 mm or ±2  per cent o f the 
roller diameter, whichever is smaller, from the top of the roller.  
 If the torque meter method is used, the tyre pressure shall be adjusted 
such that the dynamic radius is within 0 ,5 per cent of the dynamic radius 
rj calculated using the equations in paragraph 4.4.3.1. at the 80  km/h 
reference speed point. The dynamic radius on the chassis dynamometer  
268 shall be calculated in accordance with  the procedure described in 
paragraph 4.4.3.1.  
If this adjustment is outside the  range defined in paragraph 7.3.1., the 
torque meter method shall not apply.  
7.3.3.1.   [Reserved] ';  
 
(bc) point 7.3.4.1. and Table A4/6 are replaced by the following:  
'7.3.4.1.  The vehicle shall be warmed up with the applicable WLTC. ';  
 
(bd) in point 8.1.1. , point (a)  is amended as follows:  
(i) the text 'Ad = 0, 5 x A t, Bd = 0, 2 x B t, Cd = C t'  
is replaced by  the following:  
'Ad = 0,5 x A t, Bd = 0,2 x B t, Cd = C t'; 
(ii) the text 'Ad = 0, 1 x A t, Bd = 0, 2 x B t, Cd = C t' 
is replaced by the following:  
 'Ad = 0,5 x A t, Bd = 0,2 x B t, Cd = C t'; 
(be) in point 8.1.3.1. , the line for  'At, Bt and C t' is replaced by the following:  
'At, Bt and C t  are the target road load parameters; ';  
 
(bf) in point 8.1.3.3., t he first paragraph is replaced by the following:  
'The simulated road load on the chassis dynamometer shall be calculated 
in accordance with  the method as specified in paragraph 4.3.1.4., with 
the exception of measuring in opposite directions:  
Fs = A s + B s×v + C s× v² 
'; 
(bg) in point 8.1.3.4.1.2. ,  the line for  'At, Bt and C t' is replaced by the following:  
'At, Bt and C t  are the target road load parameters; ';  
  
269 (bh) point 8.1.3.4.2. is replaced by the following:  
'8.1.3.4.2. Iterative method  
The calculated forces in the specified speed ranges shall either be within ±10 
N after a least squares regression of the forces for two consecutive 
coastdowns when compared with the target values, or additional coastdowns 
shall be performed after adjusting  the chassis dynamometer load setting in 
accordance with  paragraph  8.1.4. until the tolerance is satisfied.';  
 
(bi) the following point 8.1.5. is inserted:  
'8.1.5.   At, Bt and C t shall be used as the final values of f 0, f1 and f 2, and shall  be 
used for the following purposes:  
(a) Determination of downscaling, paragraph 8. of Sub -Annex 1;  
(b) Determination of gearshift points, Sub -Annex 2;  
(c) Interpolation of CO 2 and fuel consumption, paragraph 3.2.3. of Sub -
Annex 7;  
(d) Calculation of results of electri c and hybrid -electric vehicles, 
paragraph 4. of Sub -Annex 8. ';  
 
(bj) in point 8.2.3.2., in the first paragraph , the words  'paragraph 4.4.3. ' are replaced by 
the words  'paragraph 4.4.3.2. '; 
 
(bk) point 8.2.3.3. is replaced by the following:  
'8.2.3.3.  Adjustment  
The chassis dynamometer load setting shall be adjusted using 
the following equation:  
Fdj∗= Fdj−Fej
r′=Fdj−Fsj
r′+Ftj
r′ 
=(Ad+Bdvj+Cdvj2)−(as+bsvj+csvj2)
𝑟′
+(at+btvj+ctvj2)
𝑟′  
270 ={Ad+(at−as)
r′}+{Bd+(bt−bs)
r′}vj
+{Cd+(ct−cs)
r′}vj2 
therefore:  
Ad∗=Ad+at−as
r′ 
Bd∗=Bd+bt−bs
r′ 
Cd∗=Cd+ct−cs
r′ 
where:  
Fdj∗ is the new chassis dynamometer setting load, N;  
Fej is the adjustment road load equal to (F sj-Ftj), Nm;  
Fsj is the simulated road load at reference speed v j, 
Nm; 
Ftj is the target road load at reference speed v j, Nm;  
Ad∗, Bd∗ and Cd∗ are the new chassis dynamometer setting 
coefficients;  
r’ is the dynamic radius of the tyre on the chassis 
dynamometer obtained at 80 km/h, m.  
Paragraphs 8.2.2. and 8.2.3. shall be repeated  until the tolerance 
in paragraph 8.2.3.2. is met.';  
 
(bl) point 8.2.4.1. is replaced by the following:  
'8.2.4.1  If the vehicle does not coast down in a repeatable manner and a vehicle 
coastdown mode in accordance with  paragraph 4.2.1.8.5. is not feasible, 
the coefficients f 0, f1 and f 2 in the road load equation s hall be calculated 
using the equations in paragraph 8.2.4.1.1. In any other case, the 
procedure described in paragraphs 8.2.4.2. to 8.2.4.4. shall be 
performed.';  
 
(bm) in point 8.2.4.1.2. , point (d) is replaced by the following:  
'(d)  Calculation of results of electric and hybrid -electric vehicles, 
paragraph 4. of Sub -Annex  8.';  
271  
 
   
272 (29) Sub-Annex 5 is amended as follows:  
 
(a) point 1.1.1. is replaced by the following:  
'1.1.1.  A variable speed current of air shall be blown towards the vehicle. The set  
point of the linear velocity of the air at the blower outlet shall be equal to 
the corresponding roller speed above roller speeds of 5  km/h. The linear 
velocity of the air at the blower outlet shall be within ±5  km/h or 
±10 per cent of the corresponding r oller speed, whichever is greater.';  
 
(b) in point 1.1.4. the following point (c) is inserted:  
'(c)  Approximately on the longitudinal centreline of the vehicle.';  
 
(c) points 1.1.5. and 1.1.6. are replaced by the following:  
'1.1.5.  At the request of the m anufacturer and if considered appropriate by the 
approval authority, the height, lateral position and distance from the 
vehicle of the cooling fan may be modified.  
If the specified fan configuration is impractical for special vehicle designs, 
such as vehic les with rear -mounted engines or side air intakes, or it does 
not provide adequate cooling to properly represent in -use operation, at the 
request of the manufacturer and if considered appropriate by the approval 
authority, the height, capacity, longitudina l and lateral position of the 
cooling fan may be modified and additional fans which may have different 
specifications (including constant speed fans) may be used.  
1.1.6.  In the cases described in paragraph 1.1.5., the position and capacity of the 
cooling f an(s) and details of the justification supplied to the approval 
authority shall be included in all relevant test reports. For any subsequent 
testing, similar positions and specifications shall be used in consideration 
of the justification to avoid non -representative cooling characteristics.';  
 
(d) point 2.1.2. is replaced by the following:  
'2.1.2.  The chassis dynamometer may have a single or twin -roller configuration. 
In the case that twin -roller chassis dynamometers are used, the rollers shall 
be permanent ly coupled or the front roller shall drive, directly or indirectly, 
any inertial masses and the power absorption device.  
  
273 (e) point 2.2.7. is replaced by the following:  
'2.2.7.  Roller speed shall be measured at a frequency of not less than 10  Hz.'; 
(f) points from 2.3. , 2.3.1. and  2.3.1.1. are replaced by the following:  
'2.3. Additional specific requirements for a chassis dynamometer in 4WD 
operation  
2.3.1.  The 4WD control system of the dynamometer shall be designed such that 
the following requirements are fulfilled when tested with a vehicle driven 
over the WLTC.  
2.3.1.1.  Road load simulation shall be applied such that the dynamometer in 
4WD operation reproduces the same proportioning of forces as would be 
encountered when driving the vehicle on a smooth, d ry, level road 
surface. ';  
 
(g) point 2.4.1. is replaced by the following:  
'2.4.1.  Force measurement system  
The accuracy of the force transducer shall be at least ±10  N for all 
measured increments. This shall be verified upon initial installation, 
after ma jor maintenance and within 370 days before testing. ';  
 
 (h) in point 3.3.2.2., the last sentence is replaced by the following:  
'See paragraph  2.1.3. of Sub -Annex  6.'; 
 
(i) point 3.3.5.3. is replaced by the following:  
'3.3.5.3.  A temperature sensor shall b e installed immediately before the volume 
measuring device. This temperature sensor shall have an accuracy of ±1 
°C and a response time of 0 ,1 seconds at 62  per cent of a given 
temperature variation (value measured in silicone oil). ';  
 
(j) point 3.3.6.1. is replaced by the following:  
'3.3.6.1. Positive displacement pump (PDP)  
A positive displacement pump (PDP) full flow exhaust dilution system satisfies 
the requirements of this Sub -Annex by metering the flow of gas through the  
274 pump at constant temperature and pressure. The total volume is measured by 
counting the revolutions made by the calibrated positive displacement pump. 
The proportional sample is achieved by sampling with pump, flow meter and 
flow control valve at a constant flow rate.';  
(k) point 3.3. 6.1.1. is deleted;  
(l) point 3.3.6.4.3.(c) is replaced by the following:  
'(c) A temperature sensor (T) for the diluted exhaust shall be installed 
immediately before the ultrasonic flow meter. This sensor shall 
have an accuracy of ±1 °C and a response time of 0,1 seconds at 
62 per cent of a given temperature variation (value measured in 
silicone oil); ';  
 
(m) in point 3.4.1.1., t he last sentence is replaced by the following:  
'The device shall be of certified accuracy.';  
(n) point 3.4.2.4. is amended as follo ws: 
(i) the words '± 0,2 K' (3 occurrences) are replaced by the words ' ± 0,2 oC'; 
(ii) the words '± 0,15 K ' (1 occurrence) are replaced by the words ' ± 0,15 oC'; 
 
(o) point 3.4.3.2. is amended as follows:  
(i) the first sentence is replaced by the following:  
'Measurements for flow calibration of a critical flow venturi are required 
and the following data shall be within the limits of accuracy given: ';  
(ii) the words '± 0,2 K' (1 occurrence) are replaced by the words ' ± 0,2 oC'; 
(iii) the words '± 0,15 K ' (1 occurrence) are replaced by the words ' ± 0,15 oC'; 
 
(p) point 3.4.5.6.  is amended as follows:   
(i) the first sentence is replaced by the following:  
'Measurements for flow calibration of the ultrasonic flow meter are 
required and the following data (in the case that a laminar flow element 
is used) shall be found within the limits of accuracy given: ';   
275 (ii) the words '± 0,2 K' (1 occurrence) are replaced by the words ' ± 0,2 oC'; 
(iii) the words '± 0,15 K ' (1 occurrence) are replaced by the words ' ± 0,15 oC'; 
 
(q) in point 3.5.1.1.1., the following paragraph is added:  
'A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be 
introduced into the CVS system through the calibrated critical orifice. If the inlet 
pressure is high enough, the flow rate q which is restricted by means of the 
critical flow orifice, is independent of orifice outlet pressure (critical flow). The 
CVS system shall be operated as in a normal exhaust emissions test and enough 
time shall be allowed fo r subsequent analysis. The gas collected in the sample 
bag shall be analysed by the usual equipment (paragraph 4.1. of this Sub - 
Annex) and the results compared to the concentration of the known gas samples 
If deviations exceed 2 per cent, the cause of the  malfunction shall be determined 
and corrected. ';  
(r) point 3.5.1.1.1.1. is deleted;  
 
(s) in point 3.5.1.1.2., the following paragraph is added:  
'The weight of a small cylinder filled with either pure carbon monoxide, carbon 
dioxide or propane shall be de termined with a precision of ± 0,01 g. The CVS 
system shall operate under normal exhaust emissions test conditions while the 
pure gas is injected into the system for a time sufficient for subsequent analysis. 
The quantity of pure gas involved shall be dete rmined by means of differential 
weighing. The gas accumulated in the bag shall be analysed by means of the 
equipment normally used for exhaust gas analysis as described in paragraph 
4.1.). The results shall be subsequently compared to the concentration fig ures 
computed previously. If deviations exceed ±2 per cent, the cause of the 
malfunction shall be determined and corrected.';  
(t) point 3.5.1.1.2.1. is deleted;  
 
(u) in point 4.1.2.1., the following paragraph is added:  
'With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), 
paragraph 4.2. (PM measurement equipment) and paragraph 4.3. (PN  
276 measurement equipment), the dilute exhaust gas sample may be taken 
downstream of the conditioning devices (if any).';  
(v) point 4.1.2.1.1.  is deleted;  
 
(w)  ) in point 4.1.4.2., the following paragraph is added:  
'The analysers shall be of the non -dispersive infrared (NDIR) absorption type.';  
(x) point 4.1.4.2.1.  is deleted;  
 
(y) in point 4.1.4.3., the following paragrap h is added : 
'The analyser shall be of the flame ionization (FID) type calibrated with propane 
gas expressed in equivalent carbon atoms (C 1 ).';  
(z) point 4.1.4.3.1.  is deleted;  
 
(aa) in point 4.1.4.4., the following paragraph is added : 
'The analyser shall be of the heated flame ionization type with detector, valves, 
pipework, etc., heated to 190 °C ± 10 °C. It shall be calibrated with propane gas 
expressed equivalent to carbon atoms (C 1 ).';  
(ab) point 4.1.4.4.1.  is deleted;  
 
(ac) in point 4.1.4.5.,  the following paragraph is added : 
'The analyser shall be either a gas chromatograph combined with a flame 
ionization detector (FID), or a flame ionization detector (FID) combined with a 
non-methane cutter (NMC -FID), calibrated with methane or propane gas 
expressed equivalent to carbon atoms (C 1 ).';  
(ad) point 4.1.4.5.1.  is deleted;  
 
(ae) in point 4.1.4.6., the following paragraph is added :  
277 'The analysers shall be of chemiluminescent (CLA) or non - dispersive ultra -
violet resonance absorption (NDUV) types .'; 
(af) point 4.1.4.6.1.  is deleted;  
 
(ag) point 4.2.1.2.7. is replaced by the following:  
'4.2.1.2.7. Temperatures required for the measurement of PM shall be measured 
with an accuracy of ±1 °C and a response time ( t90–t10) of 15  seconds or 
less.';  
 
(ah) in point 4.2.1.3.2., the following paragraph is added : 
'Any bends in the PTT shall be smooth and have the largest possible radii.';  
(ai) point 4.2.1.3.2.1. is deleted;  
 
(aj) point 4.2.2.2. is replaced by the following:  
'4.2.2.2. Linear response of an ana lytical balance  
The analytical balance used to determine the filter weight shall meet the 
linearity verification criteria of Table  A5/1 applying a linear regression. 
This implies a precision of at least ±2  µg and a resolution of at least 
1 µg (1  digit = 1 µg). At least 4 equally -spaced reference weights shall 
be tested. The zero value shall be within ±1µg.  
Table  A5/1  
Analytical balance verification criteria  
Measurement system  Intercept a0  Slope a1  Standard error of 
estimate ( SEE) Coefficient of 
determination r2 
Particulate 
balance  ≤ 1 µg 0,99 – 1,01 ≤ 1per cent max  ≥ 0,998'; 
   
(ak) points 5.3.1.1. and 5.3.1.2. are replaced by the following:  
'5.3.1.1.  The calibration shall be checked by use of a zero gas and by use of a 
calibration gas in accordance with  paragraph 2.14.2.3. of Sub -Annex 6.  
5.3.1.2.  After testing, zero gas and the same calibration gas shall be used for re -
checking in accordance with  paragraph 2.14.2.4. of Sub -Annex 6. ';   
278  
(al) in point 5.5.1.7., the following paragraph is ad ded: 
'The efficiency of the converter shall not be less than 95 per cent. The efficiency 
of the converter shall be tested in the frequency defined in Table A5/3.';  
(am) point 5.5.1.7.1.  is deleted:  
 
(an) in point 5.6., the following paragraph is added : 
'The calibration of the microgram balance used for particulate sampling filter 
weighing shall be traceable to a national or international standard. The balance 
shall comply with the linearity requirements given in paragraph 4.2.2.2. The 
linearity verificat ion shall be performed at least every 12 months or whenever a 
system repair or change is made that could influence the calibration.';  
(ao) point 5.6.1.  is deleted;  
 
(ap) in point 5.7.3., the following paragraph is added : 
'On a monthly basis, the flow into  the PNC shall have a measured value within 5 
per cent of the PNC nominal flow rate when checked with a calibrated flow 
meter.';  
(aq) point 5.7.3.1.  is deleted;  
 
(ar) point 6.1.1. is replaced by the following:  
'6.1.1.  All values in  ppm mean volume -ppm (vpm) ';  
 
(as) points 6.1.2.1. and 6.1.2.2. are replaced by the following:  
'6.1.2.1.  Nitrogen:  
 Purity: ≤  1 ppm C1, ≤1  ppm CO, ≤  400 ppm CO 2, ≤  0,1 ppm NO, 
≤0,1 ppm N2O, ≤0 ,1 ppm NH 3. 
6.1.2.2.  Synthetic air:   
279  Purity: ≤1  ppm C1, ≤1 ppm CO, ≤400  ppm CO 2, ≤0,1 ppm NO, ≤0 ,1 ppm 
NO 2; oxygen content between 18 and 21  per cent volume. ';  
 
(at) point 6.2. is replaced by the following:  
'6.2. Calibration gases  
 The true concentration of a calibration gas shall be within  1 per cent of 
the stated value or as given below, and shall be traceable to national or 
international standards.  
Mixtures of gases having the following compositions shall be available 
with bulk gas specifications in accordance with  paragraphs 6.1.2.1. or 
6.1.2.2.:  
(a) C3H8 in synthetic air (see paragraph 6.1.2.2.);  
(b) CO in nitrogen;  
(c) CO 2 in nitrogen;  
(d) CH 4 in synthetic air;  
(e) NO in nitrogen (the amount of NO 2 contained in this calibration 
gas shall not exceed 5  per cent of the NO  content). ';  
(au) point 6.2.1. is deleted;  
  
280 (30) Sub-Annex 6 is replaced by the following:  
' Sub-Annex  6 
  Type 1 test procedures and test conditions  
1. Description of tests  
1.1. The Type 1 test is used to verify the emissions  of gaseous compounds, 
particulate matter, particle number, CO 2 mass emission, fuel consumption, 
electric energy consumption and electric ranges over the applicable WLTP 
test cycle.  
1.1.1.  The tests shall be carried out in accordance with  the method described in 
paragraph  2. of this Sub -Annex or paragraph 3. of Sub -Annex 8 for pure 
electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles. 
Exhaust gases, particulate matter and particle number  shall be sampled and 
analysed  by the prescribed methods.  
1.2. The number of tests shall be determined in accordance with  the flowchart in 
Figure A6/1. The limit value is the maximum allowed value for the 
respective criteria emission as specified in Table 2 of Annex I of Regulation 
(EC) No 715/2007.  
1.2.1.  The flowchart in Figure  A6/1 shall be applicable only to the whole applicable 
WLTP test cycle and not to single phases.  
1.2.2.  The test results shall be the values after the REESS energy change -based, Ki 
and ATCT and Deterioration Fa ctor corrections are applied.  
1.2.3.  Determination of total cycle values  
1.2.3.1.  If during any of the tests a criteria emissions limit is exceeded, the vehicle 
shall be rejected.  
1.2.3.2.  Depending on the vehicle type, the manufacturer shall declare as a pplicable 
the total cycle value of the CO 2 mass emission, the electric energy 
consumption, fuel consumption for NOVC -FCHV as well as PER and AER 
in accordance with  Table  A6/1.  
1.2.3.3.  The declared value of the electric energy consumption for OVC -HEVs unde r 
charge -depleting operating condition shall not be determined in accordance 
with Figure  A6/1. It shall be taken as the type approval value if the declared 
CO 2 value is accepted as the approval value. If that is not the case, the 
measured value of electric  energy consumption shall be taken as the type 
approval value.  
1.2.3.4.  If after the first test all criteria in row  1 of the applicable Table  A6/2 are 
fulfilled, all values declared by the manufacturer shall be accepted as the type 
approval value. If any one of the criteria in row  1 of the applicable Table  A6/2 
is not fulfilled, a second test shall be performed with the same vehicle.  
1.2.3.5.  After the second test, the arithmetic average results of the two tests shall be 
calculated. If all criteria in row 2 of the applicable Table  A6/2 are fulfilled by 
these arithmetic average results, all values declared by the manufacturer shall 
be accepted as the type approval value. If any one of the criteria in row 2 of 
the applicable Table  A6/2 is not fulfilled, a thi rd test shall be performed with 
the same vehicle.   
281 1.2.3.6.  After the third test, the arithmetic average results of the three tests shall be 
calculated. For all parameters which fulfil the corresponding criterion in 
row 3 of the applicable Table  A6/2, the d eclared value shall be taken as the 
type approval value. For any parameter which does not fulfil the 
corresponding criterion in row 3 of the applicable Table  A6/2, the arithmetic 
average result shall be taken as the type approval value.  
1.2.3.7.  In the cas e that any one of the criterion of the applicable Table  A6/2 is not 
fulfilled after the first or second test, at the request of the manufacturer and 
with the approval of the approval authority, the values may be re -declared as 
higher values for emissions o r consumption, or as lower values for electric 
ranges, in order to reduce the required number of tests for type approval.  
1.2.3.8.  Determination of dCO2 1, dCO2 2 and dCO2 3 
1.2.3.8.1.  Additional  to the requirement of paragraph 1.2.3.8.2., the following values 
for dCO2 1, dCO2 2 and dCO2 3 shall be used in relation to the criteria for the 
number of tests in Table A6/2:  
dCO2 1 = 0.990  
dCO2 2 = 0.995  
dCO2 3 = 1.000  
1.2.3.8.2.  If the charge depleting Type  1 test for OVC -HEVs consists of two or more 
applicable WLTP test cycles and the dCO2x value is below 1.0, the dCO2x 
value shall be replaced by 1.0.  
1.2.3.9.  In the case that a test result or an average of test results was taken and 
confirmed as the type ap proval value, this result shall be referred to as the 
“declared value” for further calculations.  
Table  A6/1  
Applicable rules for a manufacturer’s declared values (total cycle values)(1) 
Vehicle type  MCO2 (2) 
(g/km)  FC  
(kg/100 km ) Electric energy 
consumption(3) 
(Wh/km)  All electric range /  
Pure Electric Range (3) 
(km) 
Vehicles tested 
in accordance 
with Sub-
Annex  6 (pure 
ICE)  MCO2 
Paragraph 3. of Sub -
Annex 7 . - - - 
NOVC -FCHV  - FCCS 
Paragraph 4.2.1.2.1.  
of Sub-Annex 8 . - - 
NOVC -HEV  MCO2,CS  
 Paragraph 4.1.1.  
of Sub -Annex 8 . - - - 
OVC -
HEV  CD MCO2,CD 
 Paragraph 4.1.2.  
of Sub -Annex 8 . - EC AC,CD  
Paragraph 4.3.1.  
of Sub -Annex 8 . AER  
Paragraph 4.4.1.1.  
of Sub -Annex 8 . 
CS MCO2,CS  - - -  
282 Vehicle type  MCO2 (2) 
(g/km)  FC  
(kg/100 km ) Electric energy 
consumption(3) 
(Wh/km)  All electric range /  
Pure Electric Range (3) 
(km) 
 Paragraph 4.1.1.  
of Sub -Annex 8 . 
PEV  - - EC WLTC  
Paragraph 4.3.4.2. of Sub -
Annex 8 . PER WLTC  
Paragraph 4.4.2. of Sub -
Annex 8 . 
(1)  The declared value shall be the value to which  the necessary corrections are applied (i.e. Ki , ATCT  
and DF corrections  
(2)  Rounding xxx.xx  
(3)  Rounding xxx.x   
283 Figure A6/1  
Flowchart for the number of Type 1 tests  
 
First test 
Any of criteria emissions  > Limit 
Yes 
 
All criteria in Table A6/2 within 
the “first test” row are fulfilled.  
No 
Yes 
Second test 
Any of criteria emissions  > Limit 
Yes 
  
No 
Yes 
Third test 
Any of criteria emissions  > Limit 
Yes 
  
Rejected  
No 
Declared value or mean  of three  accepted, 
depending on judgment result of each 
value  
All d eclared value s 
and emissions  
accepted  
No 
No 
All criteria in Table A6/2 within 
the “second test” row are fulfilled.   
284   Table  A6/2  
Criteria for number of tests  
For pure ICE vehicles, NOVC -HEVs and OVC -HEVs charge -sustaining Type  1 test.  
 Test Judgement parameter  Criteria emission  MCO2 
Row 1  First test  First test results  ≤ Regulation limit × 0.9  ≤ Declared value × dCO2 1 
Row 2  Second test  Arithmetic average of the first 
and second test results  ≤ Regulation limit × 1.01 ≤ Declared value × dCO2 2 
Row 3  Third test  Arithmetic average of three test 
results  ≤ Regulation limit × 1.01 ≤ Declared value × dCO2 3 
 (1) Each test result shall fulfil  the regulation limit.  
For OVC -HEVs charge -depleting Type  1 test.  
 Test Judgement parameter  Criteria emissions  MCO2,CD  AER 
Row 1  First test  First test results  ≤ Regulation limit × 0.9(1) ≤ Declared value × dCO2 1 ≥ Declared value × 1.0  
Row 2  Second test  Arithmetic average of 
the first and second test 
results  ≤ Regulation limit × 1.0(2) ≤ Declared value × dCO2 2 ≥ Declared value × 1.0  
Row 3  Third test  Arithmetic average of 
three test results  ≤ Regulation limit × 1.0(2) ≤ Declared value × dCO2 3 ≥ Declared value × 1.0  
 (1)   "0.9" shall be replaced by “1.0” for charge -depleting Type  1 test for OVC -HEVs, only if the charge -depleting test 
contains two or more applicable WLTC cycles.  
 (2)   Each test result shall fulfil the regulation limit.  
For PEVs  
 Test Judgement parameter  Electric energy consumption  PER 
Row 1  First test  First test results  ≤ Declared value × 1.0  ≥ Declared value × 1.0  
Row 2  Second test  Arithmetic average of the 
first and second test results  ≤ Declared value × 1.0  ≥ Declared value × 1.0  
Row 3  Third test  Arithmetic average of three 
test results  ≤ Declared value × 1.0  ≥ Declared value × 1.0  
For NOVC -FCHVs  
 Test Judgement parameter  FC CS 
Row 1  First test  First test results  ≤ Declared value × 1.0  
Row 2  Second test  Arithmetic average of the 
first and second test results  ≤ Declared value × 1.0  
Row 3  Third test  Arithmetic average of three 
test results  ≤ Declared value × 1.0   
285 1.2.4.  Determination of phase -specific values  
1.2.4.1.  Phase -specific value for CO 2  
1.2.4.1.1.  After the total cycle declared value of the CO 2 mass emission is accepted, the 
arithmetic average of the phase -specific values of the test results in g/km 
shall be multiplied by the adjustment factor  CO2_AF to compensate for the 
difference between the declared value and the test results. This corrected 
value shall be the type approval value for CO 2. 
CO2 _AF=Declared  value
Phase  combined  value 
 where:  
Phase  combined  value =(CO2aveL×DL)+(CO2aveM×DM)+(CO2aveH×DH)+(CO2aveexH×DexH)
DL+DM+DH+DexH 
where:  
CO2aveL is the arithmetic average CO 2 mass emission result for the L phase 
test result(s), g/km;  
CO2aveMis the arithmetic average CO 2 mass emission result for the M phase 
test result(s), g/km;  
CO2aveH is the arit hmetic average CO 2 mass emission result for the H phase 
test result(s), g/km;  
CO2aveexH is the arithmetic average CO 2 mass emission result for the exH 
phase test result(s), g/km;  
DL  is theoretical distance of phase L, km;  
DM  is theoretical distance of ph ase M, km;  
DH  is theoretical distance of phase H, km;  
DexH  is theoretical distance of phase exH, km.  
1.2.4.1.2.  If the total cycle declared value of the CO 2 mass emission is not accepted, the 
type approval phase -specific CO 2 mass emission value shall be calculated by 
taking the arithmetic average of the all test results for the respective phase.  
1.2.4.2.  Phase -specific values for fuel consumption  
 The fuel consumption value shall be calculated by the phase -specific CO 2 
mass emission using the equations in paragraph  1.2.4.1. of this Sub -Annex 
and the arithmetic average of the emissions.  
1.2.4.3.  Phase -specific value for electric energy consumption, PER and AER  
 The phase -specific electric energy consumption and the phase -speci fic 
electric ranges are calculated by taking the arithmetic average of the phase 
specific values of the test result(s), without an adjustment factor.  
2. Type 1 test conditions  
2.1. Overview  
2.1.1.  The Type 1 test shall consist of prescribed sequences of dy namometer 
preparation, fuelling, soaking, and operating conditions.   
286 2.1.2.  The Type 1 test shall consist of vehicle operation on a chassis dynamometer 
on the applicable WLTC for the interpolation family. A proportional part of 
the diluted exhaust emissions  shall be collected continuously for subsequent 
analysis using a constant volume sampler.  
2.1.3.  Background concentrations shall be measured for all compounds for which 
dilute mass emissions measurements are conducted. For exhaust emissions 
testing, this r equires sampling and analysis of the dilution air.  
2.1.3.1.  Background particulate measurement  
2.1.3.1.1.  Where the manufacturer requests subtraction of either dilution air or dilution 
tunnel background particulate mass from emissions measurements, these 
background levels shall be determined in accordance with  the procedures 
listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. of this Sub -Annex.  
2.1.3.1.1.1.  The maximum permissible background correction shall be a mass on the 
filter equivalent to 1  mg/km at th e flow rate of the test.  
2.1.3.1.1.2.  If the background exceeds this level, the default figure of  1 mg/km shall be 
subtracted.  
2.1.3.1.1.3.  Where subtraction of the background contribution gives a negative result, the 
background level shall be considered t o be zero.  
2.1.3.1.2.  Dilution air background particulate mass level shall be determined by passing 
filtered dilution air through the particulate background filter. This shall be 
drawn from a point immediately downstream of the dilution air filters. 
Backgr ound levels in g/m3 shall be determined as a rolling arithmetic 
average of at least 14 measurements with at least one measurement per week.  
2.1.3.1.3.  Dilution tunnel background particulate mass level shall be determined by 
passing filtered dilution air through the particulate background filter. This 
shall be drawn from the same point as the particulate matter sample. Where 
secondary dilution is used for the test, the secondary dilution system shall be 
active for the purposes of background measurement. On e measurement may 
be performed on the day of test, either prior to or after the test.  
2.1.3.2.  Background particle number determination  
2.1.3.2.1.  Where the manufacturer requests a background correction, these background 
levels shall be determined as follo ws: 
2.1.3.2.1.1.  The background value may be either calculated or measured. The maximum 
permissible background correction shall be  related to the maximum allowable 
leak rate of the particle number measurement system (0.5 particles per  cm³) 
scaled from the particle concentration reduction factor, PCRF, and the CVS 
flow rate used in the actual test;  
2.1.3.2.1.2.  Either the approval authority or the manufacturer may request that actual 
background measurements are used instead of calculated ones.  
2.1.3.2.1.3.  Where subtraction of the background contribution gives a negative result, the 
PN result shall be considered to be zero.  
2.1.3.2.2.  The dilution air background particle number level shall be determined by 
sampling filtered dilution air. This shall be drawn f rom a point immediately 
downstream of the dilution air filters into the PN measurement system. 
Background levels in particles per  cm³ shall be determined as a rolling  
287 arithmetic average of least 14 measurements with at least one measurement 
per week.  
2.1.3.2.3.  The dilution tunnel background particle number level shall be determined by 
sampling filtered dilution air. This shall be drawn from the same point as the 
PN sample. Where secondary dilution is used for the test the secondary 
dilution system sha ll be active for the purposes of background measurement. 
One measurement may be performed on the day of test, either prior to or after 
the test using the actual PCRF and the CVS flow rate utilised during the test.  
2.2. General test cell equipment  
2.2.1.  Parameters to be measured  
2.2.1.1.  The following temperatures shall be measured with an accuracy of ±1.5  °C:  
(a) Test cell ambient air;  
(b) Dilution and sampling system temperatures as required for emissions 
measurement systems defined in Sub -Annex  5. 
2.2.1.2. Atmospheric pressure shall be measurable with a precision  of ±0 ,.1 kPa. 
2.2.1.3.  Specific humidity H shall be measurable with a precision  of ±1  g H2O/kg dry 
air.  
2.2.2.  Test cell and soak area  
2.2.2.1.  Test cell  
2.2.2.1.1.  The test cell shall have a  temperature set point of 23  °C. The tolerance of the 
actual value shall be within ±5  °C. The air temperature and humidity shall be 
measured at the test cell's  cooling fan outlet at a minimum frequency of 
0,1 Hz. For the temperature at the start of the tes t, see paragraph  2.8.1. of this  
Sub-Annex.  
2.2.2.1.2.  The specific humidity H of either the air in the test cell or the intake air of the 
engine shall be such that:  
5,5 ≤H ≤12,2 (g H 2O/kg dry air)  
2.2.2.1.3.  Humidity shall be measured continuously at a minimum frequency of 0,1 Hz. 
2.2.2.2.  Soak area  
The soak area shall have a temperature set point of 23  °C and the tolerance of 
the actual value shall be within ±3  °C on a 5 -minute running arithmetic 
average and shall not show a systematic deviation from the set point. The 
temperature shall be measured continuously at a minimum frequency of 
0,033 Hz (every 30 s).  
2.3. Test vehicle  
2.3.1.  General  
The test vehicle shall conform in all its components with the production 
series, or, if the vehicle is different from the production series, a full 
description shall be included in all relevant test reports. In selecting the test 
vehicle, the manufacturer and the approval authority shall agree which 
vehicle model is representative for the interpolation family.  
For the measurement of emissions, the road load as determined with test 
vehicle H shall be applied. In the case of a road load matrix family, for th e  
288 measurement of emissions, the road load as calculated for vehicle H M in 
accordance with  paragraph 5.1. of Sub -Annex 4 shall be applied.  
If at the request of the manufacturer the interpolation method is used (see 
paragraph 3.2.3.2. of Sub -Annex  7), an add itional measurement of emissions 
shall be performed with the road load as determined with test vehicle L. Tests 
on vehicles H and L should be performed with the same test vehicle and shall 
be tested with the shortest n/v ratio (with a tolerance of ±1.5 per  cent) within 
the interpolation family. In the case of a road load matrix family, an 
additional measurement of emissions shall be performed with the road load 
as calculated for vehicle L M in accordance with  paragraph 5.1. of Sub -Annex 
4. 
Road load coeffici ents and the test mass of test vehicle L and H may be taken 
from different road load families, as long as the difference between these 
road load families results from applying paragraph 6.8. of Sub -Annex 4, and 
the requirements in paragraph 2.3.2. of this Sub-Annex are maintained.  
2.3.2.  CO 2 interpolation range  
2.3.2.1.  The interpolation method shall only be used if:  
a) The difference in CO 2 over the applicable cycle resulting from step 9 of 
Table A7/1 of Sub -Annex 7 between test vehicles L and H is between a 
minimum of 5 g/km and a maximum defined in paragraph 2.3.2.2.;  
b) for all applicable phase values the CO 2 values resulting of step 9 of  Table 
A7/1 of Sub -Annex 7 of vehicle H are higher than those of vehicle L.  
If these requirements are not met, tests can be declared void and repeated in 
agreement with the approval authority.  
2.3.2.2.  The maximum delta CO 2 allowed over the applicable cycl e resulting from 
step 9 of Table A7/1 of Sub -Annex 7 between test vehicles L and H is 20 per 
cent plus 5 g/km of the CO 2 emissions from vehicle H, but at least 15 g/km  
and not exceeding  30 g/km.  
This restriction does not apply for the application of a ro ad load matrix 
family.  
2.3.2.3.  At the request of the manufacturer and with approval of the approval 
authority, the interpolation line may be extrapolated to a maximum of 3  g/km 
above the CO 2 emission of vehicle H and/or below the CO 2 emission of 
vehicle L . This extension is valid only within the absolute boundaries of the 
interpolation range specified in paragraph 2.3.2.2.  
For the application of a road load matrix family, extrapolation is not 
permitted.  
When two or more interpolation families are identical  regarding the 
requirements of paragraph 5.6. of this Annex, but are distinct because their 
overall range for CO 2 would be higher than the maximum delta specified in 
paragraph 2.3.2.2., then any individual vehicle belonging to one of these 
interpolation fa milies shall not have a value of CO2 identical to another 
individual vehicle belonging to any of the other interpolation families, unless 
the vehicles are from different manufacturers.  
2.3.3.  Run-in  
289 The vehicle shall be presented in good technical condition. It shall have been 
run-in and driven between 3 000  and 15  000 km before the test. The engine, 
transmission and vehicle shall be run -in in accordance with the 
manufacturer’s recommendations.  
2.4. Settings  
2.4.1.  Dynamometer settings and verification shall be performed in accordance with  
Sub-Annex  4.  
2.4.2.  Dynamometer operation  
2.4.2.1.  Auxiliary devices shall be switched off or deactivated during dynamometer 
operation unless their operation is required.  
2.4.2.2.  The vehicle’s dynamometer operation mode, if any, shall be activated by 
using the manufacturer's instruction (e.g. using vehicle steering wheel buttons 
in a special sequence, using the manufacturer’s workshop tester, removing a 
fuse).  
The manufacturer shall provide the approval authority a list of the deactivated 
devices and justification for the deactivation. The dynamometer operation 
mode shall be approved by the approval authority and the use of a 
dynamometer operation mode shall be included in all relevant test reports.  
2.4.2.3.  The vehicle’s  dynamometer operation mode shall not activate, modulate, 
delay or deactivate the operation of any part that affects the emissions and 
fuel consumption under the test conditions. Any device that affects the 
operation on a chassis dynamometer shall be set t o ensure a proper operation.  
2.4.2.4.  Allocation of dynamometer type to test vehicle  
2.4.2.4.1.  If the test vehicle has two powered axles, and under WLTP conditions it is 
partially or permanently operated with two axles being powered or 
recuperating energy  over the applicable cycle the vehicle shall be tested on a 
dynamometer in 4WD operation which fulfils the specifications in 
paragraphs  2.2. and 2.3. of Sub-Annex 5.  
2.4.2.4. 2. If the test vehicle is tested with only one powered axle , the test vehicle shal l 
be tested on a dynamometer in 2WD operation which fulfils the 
specifications in  paragraph  2.2. of Sub -Annex 5.  
At the request of the manufacturer and with the approval of the approval 
authority  a vehicle  with one powered axle  may be tested on a 4WD  
dynamometer  in 4WD operation mode.   
2.4.2. 4.3. If the test vehicle is operated with two axles being powered  in dedicated 
driver -selectable modes which are not intended for normal daily  operation 
but only for special limited purposes, such as ‘mountain mod e’ or 
‘maintenance mode’, or when  the mode with two powered axles is only 
activated in an off -road situation , the vehicle shall be tested on a 
dynamometer in 2WD operation which fulfils the specifications in  
paragraph  2.2. of Sub -Annex 5.  
2.4.2.4. 4. If the  test vehicle is tested on a 4WD dynamometer in 2WD operation the 
wheels on the non -powered axle may rotate during the test, provided that the 
vehicle dynamometer operation mode and vehicle coastdown mode support 
this way of operation.   
290 Figure A6/ 1a 
Possible test configurations on 2WD and 4WD dynamometers  
” 
2.4.2.5.  Demonstration of equivalency between a dynamometer in 2WD operation 
and a dynamometer in 4WD operation  
2.4.2.5.1.  At the request of the manufacturer and with the approval of the approval  
authority, the vehicle which has to  be tested on a dynamometer in 4WD 
operation may alternatively be tested on a dynamometer in 2WD operation if 
the following conditions are met:  
a. the test vehicle is converted to have only one powered axle ; 
b. the manufa cturer demonstrates  to the approval  authority that the CO 2, fuel 
consumption and/or electrical energy consumption of the converted vehicle is 
the same or higher as for the non -converted vehicle being tested on a 
dynamometer  in 4WD operation;  
c. a safe oper ation is ensured for the test (e.g. by removing a fuse or 
dismounting a drive shaft) and an instruction is provided together with the 
dynamometer operation mode;  
d. the conversion is only applied to the vehicle tested at the chassis 
dynamometer, the road l oad determination procedure shall be applied to the 
unconverted test vehicle.  
2.4.2.5.2.  This demonstration of equivalency shall apply to all vehicles in the same road 
load family. At the request of the manufacturer, and with approval of the 
approval autho rity, this demonstration of equivalency may be extended to 
other road load families upon evidence that a vehicle from the worst -case 
road load family was selected as the test vehicle.   
2.4.2.6.  Information on whether the vehicle was tested on a 2WD dynamo meter or a 
4WD dynamometer and whether it was tested on a dynamometer in 2WD 
operation or 4WD operation shall be included in all relevant test reports. In 
the case that the vehicle was tested on a 4WD dynamometer, with that 
dynamometer in 2WD operation, th is information shall also indicate whether 
or not the wheels on the non -powered wheels were rotating..   
2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle 2WD vehicle
dyno: simulates road load and inertia
dyno: just rotating, not included in energy balance4WD vehicle
2 powered axles
mainly powered axle 
is front
(situation for rear is 
equivalent)
2WD vehicle
1 powered axle
front wheel drive
(situation for rear 
wheel drive is 
equivalent)4WD dynamometer in 4WD operation
Contracting Party option4WD dynamometer in 2WD operation
(upon demonstration of equivalency)
4WD vehicle
converted to 2WD4WD vehicle
converted to 2WD4WD vehicle
converted to 2WD4WD vehicle
converted to 2WD 4WD vehicle2WD dynamometer in 2WD operation
(upon demonstration of equivalency)
single roller
dynamometertwin-roller
dynamometersingle roller
dynamometertwin-roller
dynamometer
4WD dynamometer in 4WD operation
(at the request of the manufacturer)4WD dynamometer in 2WD operation 2WD dynamometer in 2WD operation
vehicle: powered axle
vehicle: non-powered axle / in case of 4WD vehicle: 
a powered axle, that is converted such, that it 
is non -powered for dyno testing 
291 2.4.3.  The vehicle’s exhaust system shall not exhibit any leak likely to reduce the 
quantity of gas collected.  
2.4.4.  The settings of the powertrain and  vehicle controls shall be those prescribed 
by the manufacturer for series production.  
2.4.5.  Tyres shall be of a type specified as original equipment by the vehicle 
manufacturer. Tyre pressure may be increased by up to 50  per cent above the 
pressure speci fied in paragraph 4.2.2.3. of Sub -Annex  4. The same tyre 
pressure shall be used for the setting of the dynamometer and for all 
subsequent testing. The tyre pressure used shall be included in all relevant 
test reports.   
2.4.6.  Reference fuel  
 The appropriat e reference fuel as specified  in Annex IX shall be used for 
testing.  
2.4.7.  Test vehicle preparation  
2.4.7.1.  The vehicle shall be approximately horizontal during the test so as to avoid 
any abnormal distribution of the fuel.  
2.4.7.2.  If necessary, the ma nufacturer shall provide additional fittings and adapters, 
as required to accommodate a fuel drain at the lowest point possible in the 
tank(s) as installed on the vehicle, and to provide for exhaust sample 
collection.  
2.4.7.3.  For PM sampling during a test  when the regenerating device is in a stabilized 
loading condition (i.e. the vehicle is not undergoing a regeneration), it is 
recommended that the vehicle has completed >  1/3 of the mileage between 
scheduled regenerations or that the periodically regenerat ing device has 
undergone equivalent loading off the vehicle.  
2.5. Preliminary testing cycles  
 Preliminary testing cycles may be carried out if requested by the 
manufacturer to follow the speed trace within the prescribed limits.  
2.6. Test vehicle preconditioning  
2.6.1.  Vehicle preparation  
2.6.1.1.  Fuel tank filling  
The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the 
existing fuel in the fuel tank (or fuel tanks) does not meet the specifications 
contained in paragraph  2.4.6. of this Sub -Annex, the existing fuel shall be 
drained prior to the fuel fill. The evaporative emission control system shall 
neither be abnormally purged nor abnormally loaded.  
2.6.1.2. REESSs charging  
Before the preconditioning test cycle, the REESS s shall be fully charged. At 
the request of the manufacturer, charging may be omitted before 
preconditioning. The REESSs shall not be charged again before official 
testing.  
2.6.1.3.  Tyre pressures  
 The tyre pressure of the driving wheels shall be set in ac cordance with 
paragraph  2.4.5. of this Sub -Annex.   
292 2.6.1.4. Gaseous fuel vehicles  
 Between the tests on the first gaseous reference fuel and the second gaseous 
reference fuel, for vehicles with positive ignition engines fuelled with LPG or 
NG/biomethane or so equipped that they can be fuelled with either petrol or 
LPG or NG/biomethane, the vehicle shall be preconditioned again before the 
test on the second reference fuel.  Between the tests on the first gaseous 
reference fuel and the second gaseous reference fuel, for vehicles with 
positive ignition engines fuelled with LPG or NG/biomethane or so equipped 
that they can be fuelled with either petrol or LPG or NG/biomethane, the 
vehicle shall be preconditioned again before the test on the second reference 
fuel. 
2.6.2. Test cell  
2.6.2.1. Temperature  
 During  preconditioning, the test cell temperature  shall be the same as defined 
for the Type 1 test ( paragraph 2.2.2. 1.1. of this Sub -Annex ). 
2.6.2.2.  Background measurement  
 In a test facility in which there may be po ssible contamination of a low 
particulate emitting vehicle test with residue from a previous test on a high 
particulate emitting vehicle, it is recommended, for the purpose of sampling 
equipment preconditioning, that a 120  km/h steady state drive cycle of 20 
minutes duration be driven by a low particulate emitting vehicle. Longer 
and/or higher speed running is permissible for sampling equipment 
preconditioning if required. Dilution tunnel background measurements , if 
applicable,  shall be taken after the tunn el preconditioning, and prior to any 
subsequent vehicle testing.  
2.6.3. Procedure  
2.6.3.1.  The test vehicle shall be placed, either by being driven or pushed, on a 
dynamometer and operated through the applicable WLTCs. The vehicle need 
not be cold, and may  be used to set the dynamometer load.  
2.6.3.2.  The dynamometer load shall be set in accordance with  paragraphs 7. and 8. of 
Sub-Annex 4. In the case that a dynamometer in 2WD operation is used for 
testing, the road load setting shall be carried out on a dy namometer in 2WD 
operation, and in the case that a dynamometer in 4WD operation is used for 
testing the road load setting shall be carried out  on a dynamometer in 4WD 
operation.  
2.6.4.  Operating the vehicle  
2.6.4.1 . The powertrain start procedure shall be  initiated by means of the devices 
provided for this purpose in accordance with  the manufacturer's instructions.  
 A non -vehicle initiated switching of mode of operation during the test shall 
not be permitted unless otherwise specified.  
2.6.4 .1.1. If the in itiation of the powertrain start procedure is not successful, e.g. the 
engine does not start as anticipated or the vehicle displays a start error, the 
test is void, preconditioning tests shall be repeated and a new test shall be 
driven.  
2.6.4.1.2.  In the c ases where LPG or NG/biomethane is used as a fuel, it is permissible 
that the engine is started on petrol and switched automatically to LPG or  
293 NG/biomethane after a predetermined period of time that cannot be changed 
by the driver.  This period of time shal l not exceed 60 seconds.  
 It is also permissible to use petrol only or simultaneously with gas 
when operating in gas mode provided that the energy consumption of gas is 
higher than 80 per cent of the total amount of energy consumed during the 
Type 1 test. This percentage shall be calculated in accordance with the 
method set out in Appendix 3 to this Sub-Annex . 
2.6.4.2.  The cycle starts on initiation of the powertrain start procedure.  
2.6.4.3.  For preconditioning, the applicable WLTC shall be driven.  
 At the request  of the manufacturer or the approval authority , additional 
WLTCs may be performed in order to bring the vehicle and its control 
systems to a stabilized condition.  
 The extent of such additional preconditioning  shall be included in all relevant 
test reports.  
2.6.4.4. Accelerations  
 The vehicle shall be operated with the appropriate accelerator control 
movement necessary to accurately follow the speed trace.  
 The vehicle shall be operated smoothly, following representative shift speeds 
and procedur es. 
 For manual transmissions, the accelerator controller shall be released during 
each shift and the shift shall be accomplished in minimum time.  
 If the vehicle cannot follow the speed trace, it shall be operated at maximum 
available power until the vehi cle speed reaches the respective target speed 
again .  
2.6.4.5. Deceleration  
 During decelerations of the cycle, the driver shall deactivate the accelerator 
control but shall not manually disengage the clutch until the point specified in 
paragraphs  4.(d), 4.(e) or 4.(f ) of Sub -Annex 2.  
 If the vehicle decelerates faster than prescribed by the speed trace, the 
accelerator control shall be operated such that the vehicle accurately follows 
the speed trace.  
 If the vehicle decelerates too slowly to follow the in tended deceleration, the 
brakes shall be applied such that it is possible to accurately follow the speed 
trace.  
2.6.4.6. Brake application  
 During stationary/idling vehicle phases, the brakes shall be applied with 
appropriate force to prevent the drive wheels from turning.  
2.6.5.  Use of the transmission  
2.6.5.1.  Manual shift transmissions  
2.6.5.1 .1. The gear shift prescriptions specified in Sub -Annex 2 shall be followed. 
Vehicles tested in accordance with  Sub-Annex 8 shall be driven in 
accordance with  paragraph 1.5. of that Sub-Annex .  
294 2.6.5.1.2.  The gear change shall be started and completed within ± 1.0 second of the 
prescribed gear shift point.  
2.6.5.1.3.  The clutch shall be depressed within ± 1.0 second of the prescribed clutch 
operating point.  
2.6.5.2.  Automatic shift transmissions  
2.6.5.2.1.  After initial engagement, the selector shall not be operated at any time during 
the test. Initial engagement shall be done 1 second before beginning the first 
acceleration.  
2.6.5.2.2.  Vehicles with an automatic tra nsmission with a manual mode shall not be 
tested in manual mode.  
2.6.6.  Driver -selectable modes  
2.6.6.1.  Vehicles equipped with a predominant mode shall be tested in that mode. At 
the request of the manufacturer, the vehicle may also be tested with the 
driver-selectable mode in the worst -case position for CO 2 emissions.  
2.6.6.2.  The manufacturer shall provide evidence to the approval authority of the 
existence of a driver -selectable mode that fulfils the requirements of 
paragraph 3.5.9. of this Annex. With the agreement of the approval authority, 
the predominant mode may be used as the only driver -selectable mode for the 
relevant system or device for the determination of criteria emissions, CO 2 
emissions, and fuel consumption.  
2.6.6.3.  If the vehicle has no predominant mode or the requested predominant mode 
is not agreed by the approval authority as being a predominant mode, the 
vehicle shall be tested in the best case driver -selectable mode and worst case 
driver -selectable mode for crit eria emissions, CO 2 emissions, and fuel 
consumption. Best and worst case modes shall be identified by the evidence 
provided on the CO 2 emissions and fuel consumption in all modes. CO 2 
emissions and fuel consumption shall be the arithmetic average of the test 
results in both modes. Test results for both modes shall be recorded.  
 At the request of the manufacturer, the vehicle may also be tested with the 
driver -selectable mode in the wor st case position for CO 2 emissions.  
2.6.6.4.  On the basis of technical evidence provided by the manufacturer and with the 
agreement of the approval authority, the dedicated driver -selectable modes 
for very special limited purposes shall not be considered ( e.g. maintenance 
mode, crawler mode).  All remaining driver -selectable modes used for 
forward driving shall be considered and the criteria emissions limits shall be 
fulfilled in all these modes.  
2.6.6.5.  Paragraphs 2.6.6.1. to 2.6.6.4. of this Sub-Annex  shall apply to all vehicle 
systems with driver -selectable modes, including those not solely specific to 
the transmission.   
2.6.7.  Voiding of the Type 1 test and completion of the cycle  
If the engine stops unexpectedly, the preconditioning or Type 1 test shall  be 
declared void.   
After completion of the cycle, the engine shall be switched off. The vehicle 
shall not be restarted until the beginning of the test for which the vehicle has 
been preconditioned.  
2.6.8.  Data required, quality control   
295 2.6.8. 1. Speed meas urement  
 During the preconditioning, speed shall be measured against actual time or 
collected by the data acquisition system at a frequency of not less than 10 Hz 
so that the actual driven speed can be assessed.  
2.6.8.2.  Distance travelled  
 The distance ac tually driven by the vehicle shall be included in all relevant 
test sheets for each WLTC phase.  
2.6.8.3.  Speed trace tolerances  
Vehicles  that cannot attain the acceleration and maximum speed values 
required in the applicable WLTC shall be operated with the  accelerator 
control fully activated until they once again reach the required speed trace. 
Speed trace violations under these circumstances shall not void a test. 
Deviations from the driving cycle shall be included in all relevant test 
reports.   
2.6.8.3.1.  The following tolerances shall be permitted between the actual vehicle speed 
and the prescribed speed of the applicable test cycles.  
The tolerances shall not be shown to the driver:  
(a) Upper limit: 2.0 km/h higher than the highest point of the trace with in 
 ±1.0 second of the given point in time;  
(b) Lower limit: 2.0 km/h lower than the lowest point of the trace within 
 ±1.0 second of the given time.  
See Figure A6/2.  
Speed tolerances greater than those prescribed shall be accepted provided the 
tolerances are never exceeded for more than 1  second on any one occasion.  
There shall be no more than ten such deviations per test cycle.  
2.6.8.3.2. IWR and RMSSE drive trace indices shall be calculated in accordance with  
the requirements of paragraph 7. of Sub-Annex 7.  
If either IWR or RMSSE is outside the respective validity range, the driving 
test has to be considered invalid.  
 
Figure  A6/2  
Speed trace tolerances   
296  
2.7. Soaking  
2.7.1.  After preconditioning and before testing, the test vehicle shall be kept in an 
area with ambient conditions as specified in paragraph 2.2.2.2. of this Sub -
Annex.  
2.7.2.  The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 
hours with the engine compartment cover opened or closed. If not excluded 
by specific p rovisions for a particular vehicle, cooling may be accomplished 
by forced cooling down to the set point temperature. If cooling is accelerated 
by fans, the fans shall be placed so that the maximum cooling of the drive 
train, engine and exhaust after -treatm ent system is achieved in a 
homogeneous manner.  
2.8. Emission and fuel consumption test (Type 1 test)  
2.8.1.  The test cell temperature at the start of the test shall be 23 °C ±3  °C. The 
engine oil temperature and coolant temperature, if any, shall be withi n ±2 °C 
of the set point of 23  °C. 
2.8.2.  The test vehicle shall be pushed onto a dynamometer.  
2.8.2.1.  The drive wheels of the vehicle shall be placed on the dynamometer without 
starting the engine.  
2.8.2.2.  The drive -wheel tyre pressures shall be set in accordance with the provisions 
of paragraph 2.4.5. of this Sub -Annex.  
2.8.2.3.  The engine compartment cover shall be closed.  
93949596979899100
1240 1241 1242 1243 1244 1245 1246 1247 1248 1249 1250 1251 1252 1253 1254 1255 1256 1257 1258 1259 1260+ 2 km/h + 2 km/h
-2 km/h -2 km/h+ 1 s+ 1 s
-1 s -1 s 
297 2.8.2.4.  An exhaust connecting tube shall be attached to the vehicle tailpipe(s) 
immediately before starting the engine.  
2.8.3.  Starting of the powertrain and driving  
2.8.3.1.  The powertrain start procedure shall be initiated by means of the devices 
provided for this purpose in accordance with  the manufacturer's instructions.  
2.8.3.2.  The vehicle shall be driven as described in parag raphs 2.6.4. to 2.6. 7. of this 
Sub-Annex over the applicable WLTC, as described in Sub -Annex  1. 
2.8.4.  RCB data shall be measured for each phase of the WLTC as defined in 
Appendix  2 to this Sub -Annex.  
2.8.5.  Actual vehicle speed shall be sampled with a mea surement frequency of 
10 Hz and the drive trace indices described in paragraph 7. of Sub -Annex  7 
shall be calculated and documented.  
2.8.6.  Actual vehicle speed sampled with a measurement frequency of 10  Hz 
together with actual time shall be applied for co rrections of CO 2 results 
against the target speed and distance as defined in Sub -Annex 6b.  
2.9. Gaseous sampling  
Gaseous samples shall be collected in bags and the compounds analysed at 
the end of the test or a test phase, or the compounds may be analysed  
continuously and integrated over the cycle.  
2.9.1.  The following steps shall be taken prior to each test : 
2.9.1.1.  The purged, evacuated sample bags shall be connected to the dilute exhaust 
and dilution air sample collection systems.  
2.9.1.2.  Measuring in struments shall be started in accordance with  the instrument 
manufacturer’s  instructions.  
2.9.1.3.  The CVS heat exchanger (if installed) shall be pre -heated or pre -cooled to 
within its operating test temperature tolerance as specified in 
paragraph  3.3.5.1.  of Sub -Annex  5. 
2.9.1.4.  Components such as sample lines, filters, chillers and pumps shall be heated 
or cooled as required until stabilised operating temperatures are reached.  
2.9.1.5.  CVS flow rates shall be set in accordance with  paragraph 3.3.4. of Su b-
Annex  5, and sample flow rates shall be set to the appropriate levels.  
2.9.1.6.  Any electronic integrating device shall be zeroed and may be re -zeroed 
before the start of any cycle phase.  
2.9.1.7.  For all continuous gas analysers, the appropriate ranges shall be selected. 
These may be switched during a test only if switching is performed by 
changing the calibration over which the digital resolution of the instrument is 
applied. The gains of an analyser’s analogue operational amplifiers may not 
be switched  during a test.  
2.9.1.8.  All continuous gas analysers shall be zeroed and calibrated using gases 
fulfilling the requirements of paragraph  6. of Sub -Annex  5. 
2.10.  Sampling for PM determination  
2.10.1.  The steps described in paragraphs 2.10.1.1. to 2.10.1.2. 2. of this Sub -Annex 
shall be taken prior to each test.   
298 2.10.1.1.  Filter selection  
 A single particulate sample filter without back -up shall be employed for the 
complete applicable WLTC. In order to accommodate regional cycle 
variations, a single  filter may be employed for the first three phases and a 
separate filter for the fourth phase.  
2.10.1.2.  Filter preparation  
2.10.1.2.1.  At least 1 hour before the test, the filter shall be placed in a petri dish 
protecting against dust contamination and al lowing air exchange, and placed 
in a weighing chamber (or room) for stabilization.  
At the end of the stabilization period, the filter shall be weighed and its 
weight shall be included in all relevant test sheets . The filter shall 
subsequently be stored in a closed petri dish or sealed filter holder until 
needed for testing. The filter shall be used within 8 hours of its removal from 
the weighing chamber (or room).  
The filter shall be returned to the stabilization room within 1 hour after the 
test and shall be conditioned for at least 1 hour before weighing.  
2.10.1.2.2.  The particulate sample filter shall be carefully installed into the filter holder. 
The filter shall be handled only with forceps or tongs. Rough or abrasive 
filter handling will result in erro neous weight determination. The filter holder 
assembly shall be placed in a sample line through which there is no flow.  
2.10.1.2.3.  It is recommended that the microbalance be checked at the start of each 
weighing session, within 24  hours of the sample wei ghing, by weighing one 
reference item of approximately 100  mg. This item shall be weighed three 
times and the arithmetic average result included in all relevant test sheets. If 
the arithmetic average result of the weighings is ±5  μg of the result from the 
previous weighing session, the weighing session and balance are considered 
valid.  
2.11.  PN sampling  
2.11.1.  The steps described in paragraphs 2.11.1.1. to 2.11.1.2. of this Sub -Annex  
shall be taken prior to each test:  
2.11.1.1.  The particle specific dilution system and measurement equipment shall be 
started and made ready for sampling;  
2.11.1.2.  The correct function of the PNC and VPR elements of the particle sampling 
system shall be confirmed in accordance with  the procedures listed in 
paragraphs 2.1 1.1.2.1. to 2.11.1.2.4. of this Sub -Annex.  
2.11.1.2.1.  A leak check, using a filter of appropriate performance attached to the inlet of 
the entire PN measurement system, VPR and PNC, shall report a measured 
concentration of less than 0.5 particles per  cm³. 
2.11.1.2.2.  Each day, a zero check on the PNC, using a filter of appropriate performance 
at the PNC inlet, shall report a concentration of ≤  0.2 particles per  cm³. Upon 
removal of the filter, the PNC shall show an increase in measured 
concentration to at least 100 particles per  cm³ when sampling ambient air and 
a return to ≤  0.2 particles per  cm³ on replacement of the filter.  
2.11.1.2.3.  It shall be confirmed that the measurement system indicates that the 
evaporation tube, where featured in the system, has  reached its correct 
operating temperature.   
299 2.11.1.2.4.  It shall be confirmed that the measurement system indicates that the diluter 
PND 1 has reached its correct operating temperature.  
2.12.  Sampling during the test  
2.12.1.  The dilution system, sample pumps and data collection system shall be started.  
2.12.2.  The PM and PN sampling systems shall be started.  
2.12.3.  Particle number shall be measured continuously. The arithmetic average 
concentration shall be determined by integrating the analyser signal s over 
each phase.  
2. 12.4.  Sampling shall begin before or at the initiation of the powertrain start 
procedure and end on conclusion of the cycle.  
2.12.5.  Sample switching  
2.12.5.1.  Gaseous emissions  
 Sampling from the diluted exhaust and dilution air sha ll be switched from 
one pair of sample bags to subsequent bag pairs, if necessary, at the end of 
each phase of the applicable WLTC to be driven.  
2.12.5.2.  Particulate  
 The requirements of paragraph 2.10.1.1. of this Sub -Annex shall apply.  
2.12.6.  Dynamome ter distance shall be included in all relevant test sheets for each 
phase.  
2.13.  Ending the test  
2.13.1.  The engine shall be turned off immediately after the end of the last part of the 
test. 
2.13.2.  The constant volume sampler, CVS, or other suction devic e shall be turned 
off, or the exhaust tube from the tailpipe or tailpipes of the vehicle shall be 
disconnected.  
2.13.3.  The vehicle may be removed from the dynamometer.  
2.14.  Post-test procedures  
2.14.1.  Gas analyser check  
 Zero and calibration gas reading  of the analysers used for continuous diluted 
measurement shall be checked. The test shall be considered acceptable if the 
difference between the pre -test and post -test results is less than 2  per cent of 
the calibration gas value.  
2.14.2.  Bag analysis  
2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon 
as possible. Exhaust gases shall, in any event, be analysed not later than 30 
minutes after the end of the cycle phase.  
The gas reactivity time for compounds in the bag shall be taken into 
consideration.  
2.14.2.2.  As soon as practical prior to analysis, the analyser range to be used for each 
compound shall be set to zero with the appropriate zero gas.  
2.14.2.3.  The calibration curves of the analysers shall be set by means  of calibration 
gases of nominal concentrations of 70 to 100  per cent of the range.   
300 2.14.2.4.  The zero settings of the analysers shall be subsequently rechecked: if any 
reading differs by more than 2  per cent of the range from that set in 
paragraph  2.14.2. 2. of this Sub -Annex, the procedure shall be repeated for 
that analyser.  
2.14.2.5.  The samples shall be subsequently analysed.  
2.14.2.6.  After the analysis, zero and calibration points shall be rechecked using the 
same gases. The test shall be considered a cceptable if the difference is less 
than 2  per cent of the calibration gas value.  
2.14.2.7.   The flow rates and pressures of the various gases through analysers shall be 
the same as those used during calibration of the analysers.  
2.14.2.8.  The content of each of the compounds measured shall be included in all 
relevant test sheets after stabilization of the measuring device.  
2.14.2.9.  The mass and number of all emissions, where applicable, shall be calculated 
in accordance with  Sub-Annex  7. 
2.14.2.10.  Calib rations and checks shall be performed either:  
(a)  Before and after each bag pair analysis; or  
(b)  Before and after the complete test.  
In case (b), calibrations and checks shall be performed on all analysers for all 
ranges used during the test.  
In both ca ses, (a) and (b), the same analyser range shall be used for the 
corresponding ambient air and exhaust bags.  
2.14.3.  Particulate sample filter weighing  
2.14.3.1.  The particulate sample filter shall be returned to the weighing chamber (or 
room) no later than  1 hour after completion of the test. It shall be conditioned 
in a petri dish, which is protected against dust contamination and allows air 
exchange, for at least 1 hour, and weighed. The gross weight of the filter shall 
be included in all relevant test sh eets. 
2.14.3.2.  At least two unused reference filters shall be weighed within 8  hours of, but 
preferably at the same time as, the sample filter weighings. Reference filters 
shall be of the same size and material as the sample filter.  
2.14.3.3.  If the speci fic weight of any reference filter changes by more than ±5μg 
between sample filter weighings, the sample filter and reference filters shall 
be reconditioned in the weighing chamber (or room) and reweighed.  
2.14.3.4.  The comparison of reference filter weig hings shall be made between the 
specific weights and the rolling arithmetic average of that reference filter's 
specific weights. The rolling arithmetic average shall be calculated from the 
specific weights collected in the period after the reference filter s were placed 
in the weighing chamber (or room). The averaging period shall be at least one 
day but not more than 15 days.  
2.14.3.5.  Multiple reconditionings and reweighings of the sample and reference filters 
are permitted until a period of 80 hours has e lapsed following the 
measurement of gases from the emissions test. If, prior to or at the 80 -hour 
point, more than half the number of reference filters meet the ±5  μg criterion, 
the sample filter weighing may be considered valid. If, at the 80 -hour point, 
two reference filters are employed and one filter fails the ±5  μg criterion, the  
301 sample filter weighing may be considered valid under the condition that the 
sum of the absolute differences between specific and rolling means from the 
two reference filters s hall be less than or equal to 10  μg. 
2.14.3.6.  In the case that less than half of the reference filters meet the ±5  μg criterion, 
the sample filter shall be discarded, and the emissions test repeated. All 
reference filters shall be discarded and replaced within 48 hours. In all other 
cases, reference filters shall be replaced at least every 30 days and in such a 
manner that no sample filter is weighed without comparison to a reference 
filter that has been present in the weighing chamber (or room) for at le ast one 
day. 
2.14.3.7.  If the weighing chamber (or room) stability criteria outlined in paragraph 
4.2.2.1. of Sub -Annex  5 are not met, but the reference filter weighings meet 
the above criteria, the vehicle manufacturer has the option of accepting the 
sample filter weights or voiding the tests, repairing the weighing chamber (or 
room) control system and re -running the test.  
  
302 Sub-Annex 6 - Appendix  1 
  Emissions test procedure for all vehicl es equipped with 
periodically regenerating systems  
1. General  
1.1. This Appendix  defines the specific provisions regarding testing a vehicle 
equipped with periodically regenerating systems as defined in 
paragraph  3.8.1. of this Annex.  
1.2. During cycles wh ere regeneration occurs, emission standards need not apply. 
If a periodic regeneration occurs at least once per Type  1 test and has already 
occurred at least once during vehicle preparation  or the distance between two 
successive periodic regenerations is  more than 4,000km of driving repeated 
Type 1 tests , it does not require a special test procedure. In this case, this 
Appendix  does not apply  and a K i factor of 1.0 shall be used. . 
1.3. The provisions of this Appendix  shall apply for the purposes of PM 
measurements only and not PN measurements.  
1.4. At the request of the manufacturer, and with approval of the approval 
authority, the test procedure specific to periodically regenerating systems 
need not apply to a regenerative device if the manufacturer pr ovides data 
demonstrating that, during cycles where regeneration occurs, emissions 
remain below the emissions limits for the relevant vehicle category.  In this 
case, a fixed Ki value of 1.05 shall be used for CO 2 and fuel consumption.  
1.5. At the request o f the manufacturer and with the agreement of the approval 
authority  the Extra High phase may be excluded for determining the 
regenerative factor Ki for Class 2 and Class 3 vehicles.  
2. Test procedure  
The test vehicle shall be capable of inhibiting or permi tting the regeneration 
process provided that this operation has no effect on original engine 
calibrations. Prevention of regeneration is only permitted during loading of 
the regeneration system and during the preconditioning cycles. It is not 
permitted dur ing the measurement of emissions during the regeneration 
phase. The emission test shall be carried out with the unchanged, original 
equipment manufacturer's (OEM) control unit. At the request of the 
manufacturer and with agreement of the approval authority , an "engineering 
control unit" which has no effect on original engine calibrations may be used 
during K i determination.  
2.1. Exhaust emissions measurement between two WLTCs with regeneration 
events  
2.1.1.  The arithmetic average emissions between regeneration events and during 
loading of the regenerative device shall be determined from the arithmetic 
mean of several approximately equidistant (if more than two) Type 1 tests. 
As an alternative, the manufacture r may provide data to show that the 
emissions remain constant (±15  per cent) on WLTCs between regeneration 
events. In this case, the emissions measured during the Type 1 test may be 
used. In any other case, emissions measurements for at least two Type 1  
303 cycles shall be completed: one immediately after regeneration (before new 
loading) and one as close as possible prior to a regeneration phase. All 
emissions measurements shall be carried out in accordance with  this Sub-
Annex  and all calculations shall be car ried out in accordance with  
paragraph 3. of this Appendix . 
2.1.2.  The loading process and Ki determination shall be made during the Type  1 
driving cycle on a chassis dynamometer or on an engine test bench using an 
equivalent test cycle. These cycles may be  run continuously (i.e. without the 
need to switch the engine off between cycles). After any number of 
completed cycles, the vehicle may be removed from the chassis dynamometer 
and the test continued at a later time. Upon request of the manufacturer and 
with approval of the approval authority, a manufacturer may develop an 
alternative procedure and demonstrate its equivalency, including filter 
temperature, loading quantity and distance driven. This may be done on an 
engine bench or on a chassis dynamometer.  
2.1.3.  The number of cycles D between two WLTCs where regeneration events 
occur, the number of cycles over which emission measurements are made n 
and mass emissions measurement Msij′ for each compound i over each cycle j 
shall be included in all relevant test sheets.  
2.2. Measurement of emissions during regeneration events  
2.2.1.  Preparation of the vehicle, if required, for the emissions test during a 
regeneration phase, may be completed using the preconditioning cycles in 
paragraph  2.6. of this Sub -Annex or equivalent engine test bench cycles, 
depending on the loading procedure chosen in paragraph 2.1.2. of this 
Appendix . 
2.2.2.  The test and vehicle conditions for the Type 1 test described in this Annex 
apply before the first valid emission test is carried  out. 
2.2.3.  Regeneration shall not occur during the preparation of the vehicle. This may 
be ensured by one of the following methods:  
2.2.3.1.  A "dummy" regenerating system or partial system may be fitted for the 
preconditioning cycles.  
2.2.3.2.  Any other method agreed between the manufacturer and the approval 
authority.  
2.2.4.  A cold start exhaust emissions test including a regeneration process shall be 
performed in accordance with  the applicable WLTC.  
2.2.5.  If the regeneration process requires more than one WLTC, each WLTC shall 
be completed. Use of a single particulate sample filter for multiple cycles 
required to complete regeneration is permissible.  
 If more than one WLTC is required, subsequent WLTC(s) shall be driven 
immediately, without switching th e engine off, until complete regeneration 
has been achieved. In the case that the number of gaseous emission bags 
required for the multiple cycles would exceed the number of bags available, 
the time necessary to set up a new test shall be as short as possi ble. The 
engine shall not be switched off during this period.  
2.2.6.  The emission values during regeneration Mri for each compound i shall be 
calculated in accordance with  paragraph 3. of this Appendix . The number of  
304 applicable test cycles d measured for c omplete regeneration shall be included 
in all relevant test sheets.  
3. Calculations  
3.1. Calculation of the exhaust and CO 2 emissions, and fuel consumption of a 
single regenerative system  
Msi=∑ Msij′ n
j=1
n for n≥ 1 
Mri=∑ Mrij′ d
j=1
d for d≥1 
Mpi=Msi×D+ Mri×d
D+d 
where for each compound i considered:  
Msij′
 are the mass emissions of compound i over test cycle j without 
regeneration, g/km;  
Mrij′
 are the mass emissions of compound i over test cycle j during 
regeneration, g/km (if d>1, the first WLTC test shall be run cold and 
subsequent cycles hot);  
Msi are the mean mass emissions of compound i without regeneration, 
g/km;  
Mri are the mean mass emissions of compound i during regeneration, 
g/km;  
Mpi are the mean mass emissions of compound i, g/km;  
n is the number of test cycles, between cycles where regenerative events 
occur, during which emissions measurements on Type 1 WLTCs are 
made,  1; 
d is the number of complete applicable test cycles required for 
regeneration;  
D is the number of complete appli cable test cycles between two cycles 
where regeneration events occur.  
The calculation of Mpi is shown graphically in Figure A6.App1/1.   
305  Figure  A6.App1/1  
 Parameters measured during emissions test during and between cycles where 
regeneration occurs (schematic  example, the emissions during D may increase or 
decrease)  
 
Number of cycles  M   ri Emission [g/km]  
D  d       
  d D d M D M M ri si 
pi      
si pi 
i M M K  
M   pi 
M   si 
M , 
sij 
 
3.1.1.  Calculation of the regeneration factor Ki for each compound i considered.  
The manufacturer may elect to determine for each compound independently 
either additive o ffsets or multiplicative factors.  
Ki factor:  Ki=Mpi
Msi 
Ki offset:  Ki= Mpi−Msi 
Msi, Mpi and Ki results, and the manufacturer’s choice of type of factor shall 
be recorded. The K i result shall be included in all relevant test reports. M si, 
Mpi and K i results shall be included in all relevant test sheets.  
Ki may be determined following the completion of a single regeneration 
sequence comprising measurements before, during and after regeneration 
events as shown in Figure A6.App1/1.  
3.2. Calculation of e xhaust and CO 2 emissions, and fuel consumption of multiple 
periodic ally regenerating systems  
The following shall be calculated for one Type 1 operation cycle for criteria 
emissions and for CO 2 emissions . The CO 2 emissions used for that 
calculation shall be  from the result of step 3 described in Table A7/1 of Sub -
Annex 7.  
Msik=∑ Msik,j′ nk
j=1
nk for nj≥1  
Mrik=∑ Mrik,j′ dk
j=1
dk for d≥1  
Msi=∑ Msikx
k=1 ×Dk
∑ Dkx
k=1 
Mri=∑ Mrikx
k=1 ×dk
∑ dkx
k=1  
306 Mpi=Msi×∑ Dk+Mri×∑ dkx
k=1x
k=1
∑ (Dk+dk)x
k=1 
Mpi=∑ (Msik×Dk+Mrik×dk)x
k=1
∑ (Dk+dk)x
k=1 
Ki factor:  Ki=Mpi
Msi 
Ki offset:  Ki= Mpi−Msi 
where:  
Msi are the mean mass emissions of all events k of compound i without 
regeneration, g/km;  
Mri are the mean mass emissions of all events k of compound i during 
regeneration, g/km;  
Mpi are the mean mass emission of all event s k of compound i, g/km;  
Msik are the mean mass emissions of event k of compound i without 
regeneration, g/km;  
Mrik are the mean mass emissions of event k of compound i during 
regeneration, g/km;  
Msik,j′ are the mass emissions of event k of compound i in g /km without 
regeneration measured at point j where 1 ≤ j ≤ nk, g/km;  
Mrik,j′
 are the mass emissions of event k of compound i during regeneration 
(when j > 1, the first Type 1 test is run cold, and subsequent cycles 
are hot) measured at test cycle j where 1 ≤ j ≤dk, g/km;  
nk are the number of complete test cycles of event k, between two cycles 
where regenerative phases occur, during which emissions 
measurements (Type 1 WLTCs or equivalent engine test bench 
cycles) are made,  2; 
dk is the number of complete  applicable test cycles of event k required 
for complete regeneration;  
Dk is the number of complete applicable test cycles of event k between 
two cycles where regenerative phases occur;  
x is the number of complete regeneration events.  
The calculation of Mpi is shown graphically in Figure  A6.App1/2.   
307  Figure  A6.App1/2  
 Parameters measured during emissions test during and between cycles where 
regeneration occurs (schematic example)  
 
The calculation of Ki for multiple periodic ally regenerating systems is only 
possible after a certain number of regeneration events for each system.  
After performing the complete procedure (A to B, see Figure  A6.App1/2), the 
original starting condition A should be reached again.  
3.3. Ki factors (multip licative or additive) shall be rounded to four decimal places  
based on the physical unit of the emission standard value . 
 
308 Sub-Annex  6 - Appendix  2 
  Test procedure for rechargeable electric energy storage 
system  
1. General  
In the case that NOVC -HEVs and OVC -HEVs are tested, Appendices 2 and 
3 to Sub-Annex 8 shall apply.  
This Appendix  defines the specific provisions regarding the correction of test 
results for CO 2 mass emission as a function of the energy balance ΔEREESS  
for all REESSs.  
The corrected values for CO 2 mass emission shall correspond to a zero 
energy balance ( ΔEREESS =0), and shall be calculated using a correction 
coefficient determined as defined  below.  
2. Measurement equipment and instrumentation  
2.1. Current measurement  
 REESS depletion shall be defined as negative current.  
2.1.1.  The REESS current(s) shall be measured during the tests using a clamp -on or 
closed type current transducer. The cur rent measurement system shall fulfil 
the requirements specified in Table A8/1. The current transducer(s) shall be 
capable of handling the peak currents at engine starts and temperature 
conditions at the point of measurement.  
In order to have an accurate me asurement, zero adjustment and degaussing 
shall be performed before the test in accordance with  the instrument 
manufacturer's instructions.  
2.1.2.  Current transducers shall be fitted to any of the REESS on one of the cables 
connected directly to the REESS and shall include the total REESS current.  
In case of shielded wires, appropriate methods shall be applied in accordance 
with the approval authority.  
In order to easily measure REESS current using external measuring 
equipment, manufacturers should preferab ly integrate appropriate, safe and 
accessible connection points in the vehicle. If this is not feasible, the 
manufacturer shall support the approval authority by providing the means to 
connect a current transducer to the REESS cables in the manner describe d 
above.  
2.1.3.  The measured current shall be integrated over time at a minimum frequency 
of 20 Hz, yielding the measured value of Q, expressed in ampere -hours Ah. 
The measured current shall be integrated over time, yielding the measured 
value of Q, expres sed in ampere -hours Ah. The integration may be done in 
the current measurement system.  
2.2. Vehicle on -board data  
2.2.1.  Alternatively, the REESS current shall be determined using vehicle -based 
data. In order to use this measurement method, the following i nformation 
shall be accessible from the test vehicle:   
309 (a)  Integrated charging balance value since last ignition run in Ah;  
(b)  Integrated on -board data charging balance value calculated at a 
minimum sample frequency of 5  Hz; 
(c) The charging balance valu e via an OBD connector as described in 
SAE  J1962.  
2.2.2.  The accuracy of the vehicle on -board REESS charging and discharging data 
shall be demonstrated by the manufacturer to the approval authority.  
The manufacturer may create a REESS monitoring vehicle fa mily to prove 
that the vehicle on -board REESS charging and discharging data are correct. 
The accuracy of the data shall be demonstrated on a representative vehicle.   
The following family criteria shall be valid:  
(a) Identical combustion processes (i.e. positive ignition, compression 
 ignition, two -stroke, four -stroke);  
(b) Identical charge and/or recuperation strategy (software REESS data 
module);  
(c) On-board data availability;  
(d) Identical charging balance measured  by REESS data module;  
(e) Identical on -board charging balance simulation.  
2.2.3.  All REESS having no influence on CO 2 mass emissions shall be excluded 
from monitoring.  
3. REESS energy change -based correction procedure  
3.1. Measurement of the REESS current  shall start at the same time as the test 
starts and shall end immediately after the vehicle has driven the complete 
driving cycle.  
3.2. The electricity balance Q measured in the electric power supply system, shall 
be used as a measure of the difference in  the REESS energy content at the 
end of the cycle compared to the beginning of the cycle. The electricity 
balance shall be determined for the total driven WLTC . 
3.3. Separate values of Qphase  shall be logged over the driven cycle phases.  
3.4. Correction of  CO 2 mass emission over the whole cycle as a function of the 
correction criterion c  
3.4.1.  Calculation of the correction criterion c  
The correction criterion c is the ratio between the absolute value of the 
electric energy change ∆E REESS,j  and the fuel ene rgy and shall be calculated 
using the following equations:  
c=|∆EREESS ,j
Efuel| 
where:  
c  is the correction criterion;  
ΔE REESS,j  is the electric energy change of all REESSs over period j 
determined in accordance with  paragraph  4.1. of this 
Appendix , Wh;   
310 j is, in this paragraph, the whole applicable WLTP test cycle;  
EFuel is the fuel energy calculated with  the following equation:  
Efuel=10×HV×FCnb×d 
where:   
Efuel is the energy content of the consumed fuel over the applicable 
WLTP test cycle, Wh;  
HV is the hea ting value in accordance with  Table A6.App2/1, 
kWh/l;  
FCnb is the non -balanced fuel consumption of the Type  1 test, not 
corrected for the energy balance, determined in accordance 
with paragraph  6. of Sub -Annex  7, and using the results for 
criteria emission s and CO 2 calculated in Step 2 in Table A7/1 , 
l/100  km; 
d is the distance driven over the corresponding applicable WLTP 
test cycle, km;  
10 conversion factor to Wh.  
3.4.2.  The correction shall be applied if ∆EREESS  is negative (corresponding to 
REESS discharging) and the correction criterion 'c' calculated in accordance 
with paragraph 3.4.1. of this Appendix  is greater than the applicable 
threshold  in accordance with  Table  A6.App2/2.  
3.4.3.  The correction shall be omitted and uncorrected values shall be used if the 
correction criterion 'c' calculated in accordance with  paragraph 3.4.1. of this 
Appendix  is less than the applicable threshold  in accordance with  
Table  A6.App2/2.  
3.4.4.  The correc tion may be omitted and uncorrected values may be used if:  
(a) ΔEREESS  is positive (corresponding to REESS charging) and the 
correction criterion 'c' calculated in accordance with  paragraph 3.4.1. 
of this Appendix  is greater than the applicable threshold  in accordance 
with Table  A6.App2/2;  
(b) the manufacturer can prove to the approval authority by measurement 
that there is no relation between ∆EREESS  and CO 2 mass emission and 
∆EREESS  and fuel consumption respectively.  
Table A6.App2/1  
Energy content of fue l 
Fuel Petrol  Diesel  
Content Ethanol/Biodiesel, 
per cent    E10   E85    B7   
Heat value  
(kWh/l)    8.64   6.41    9.79   
Table  A6.App2/2  
RCB correction criteria  thresholds  
Cycle  low +  medium)  low + medium +  high low + medium + high 
+ extra  high  
311 Cycle  low +  medium)  low + medium +  high low + medium + high 
+ extra  high 
Thresholds for 
correction  criterion c  0.015  0.01 0.005  
4. Applying the correction function  
4.1. To apply the correction function, the electric energy change ∆TREESS ,j of a 
period  j of all REESSs shall be calculated from the measured current and the 
nominal voltage:  
∆sREESS ,j=∑∆=REESS ,j,in
i=1 
where:  
∆hREESS ,j,i is the electric energy change of REESS i during the considered 
period j, Wh;  
and: 
∆nREESS ,j,i=1
3600×UREESS ×∫ I(t)j,itend
t0dt 
where:  
UREESS  is the nominal REESS voltage determined in accordance with  
IEC 60050 -482, V;  
I(t)j,i is the electric current of REESS i during the considered period 
j, determined in accordance with  paragraph  2. of this 
Appendix , A; 
t0 is the tim e at the beginning of the considered period  j, s; 
tend  is the time at the end of the considered period  j, s. 
i is the index number of the considered REESS;  
n is the total amount of REESS;  
j is the index number for the considered period, where a period 
shall be any applicable cycle phase, combination of cycle 
phases and the applicable total cycle;  
1
3600 is the conversion factor from Ws to Wh.  
4.2. For correction of CO 2 mass emission, g/km, combustion process -specific 
Willans factors from Table  A6.App2/3 shall be used.  
4.3. The correction shall be performed and applied for the total cycle and for each 
of its cycle phases separately, and shall be included in all relevant test 
reports.  
4.4. For this specific calculation, a fixed electric power supply system alternator 
efficiency shall be used:  
ηalternator = 0.67 for electric  power  supply  system  REESS  alternators   
4.5. The resulting CO 2 mass emission difference for the considered period j due to 
load behaviour of the alternator for charging a REESS shall be ca lculated 
using the following equation:    
312 ∆aCO2 ,j= 0.0036 ×∆EREESS ,j×1
ηalternator×Willans factor ×1
dj 
where:  
∆hCO2 ,j is the resulting CO 2 mass emission difference of period j, g/km;  
∆aREESS ,j is the REESS energy change of the considered period j 
calculated in accordance with  paragraph  4.1. of this Appendix , 
Wh; 
dj is the driven distance of the considered period j, km;  
j is the index number for the considered period, where a period 
shall be any applicable cycle phase, combination of cycle 
phases and the applicable total cycle;  
0.0036  is the conversion factor from Wh to MJ;  
ηalternator  is the efficiency of the alternator in accordance with  
paragraph  4.4. of this Appendix ; 
Willans factor  is the combustion process -specific Willans factor as defined in 
Table  A6.App2/3, gCO 2/MJ; 
4.5.1.  The CO 2 values of each phase and the total cycle shall be corrected as follows:  
MCO2,p,3  = M CO2,p,1  - ΔM CO2,j 
MCO2,c,3  = M CO2,c,2  - ΔMCO2,j 
where:  
ΔM CO2,j  is the result from paragraph 4.5. of this Appendix for a period 
 j, g/km.  
4.6. For the correction of CO 2 emission, g/km, the Willans factors in 
Table  A6.App2/ 3 shall be used.   
313 Table  A6.App2/3  
Willans factors  
 Naturally 
aspirated  Pressure -charged  
Positive ignition      
   
    
   
Petrol (E10)  l/MJ 0.0756  0.0803  
  gCO 2/MJ 174 184 
 CNG (G20)  m³/MJ  0.0719  0.0764  
 gCO 2/MJ 129 137 
 LPG  l/MJ 0.0950  0.101  
 gCO 2/MJ 155 164 
 E85 l/MJ 0.102  0.108  
 gCO 2/MJ 169 179 
Compression ignition      
   
    
   
Diesel (B7)  l/MJ 0.0611  0.0611  
  gCO 2/MJ 161 161  
314 Annex 6 - Appendix 3  
Calculation of gas energy ratio for gaseous fuels (LPG and 
NG/biomethane)  
1.  Measurement of the mass of gaseous fuel consumed during the Type 1 test 
cycle   
Measurement of the mass of gas consumed during the cycle shall be done by 
a fuel weighing system capable of measuring the weight of the storage 
container during the test in accordance with the following:  
(a) An accuracy of ±2 per cent of the difference between the readin gs at the 
beginning and at the end of the test or better.  
(b) Precautions shall be taken to avoid measurement errors.  
Such precautions shall at least include the careful installation of the device in 
accordance with  the instrument manufacturer's recommenda tions and to good 
engineering practice.  
(c) Other measurement methods are permitted if an equivalent accuracy can 
be demonstrated.  
2.  Calculation of the gas energy ratio  
The fuel consumption value shall be calculated from the emissions of 
hydrocarbons, ca rbon monoxide, and carbon dioxide determined from the 
measurement results assuming that only the gaseous fuel is burned during the 
test. 
The gas ratio of the energy consumed in the cycle shall be determined using 
the following equation:  
Ggas= (Mgas × cf ×104
FCnorm  ×dist × ρ) 
where:  
Ggas is the gas energy ratio, per cent;  
Mgas is the mass of the gaseous fuel consumed during the cycle, kg;  
FC norm is the fuel consumption (l/100km for LPG, m3/100 km for 
NG/biomethane) calculated in accordance with paragraphs 6.6.  
and 6.7. of Sub -Annex 7;  
dist  is the distance recorded during the cycle, km;  
ρ is the gas density:  
 ρ = 0.654 kg/m3 for NG/Biomethane ;  
 ρ = 0.538 kg/litre for LPG;  
cf is the correction factor, assuming the following values:  
cf = 1 in the case of LPG or G20 reference fuel;  
cf = 0.78 in the case of G25 reference fuel.  '.  
315 (31) Sub -Annex 6a is replaced by the following:  
'Sub-Annex  6a 
Ambient Temperature Correction Test for the determination of CO 2 emissions under representative 
regional temperature conditions  
 
1. Introduction  
This Sub -Annex describes the supplemental Ambient Temperature 
Correction Test (ATCT) procedure to determine the CO 2 emissions under 
representative regional temperature conditions.  
1.1. The CO 2 emissions of ICE vehicles, NOVC -HEVs and the charge sustaining 
value of OVC -HEVs shall be corrected in accordance with  the requirements 
of this Sub -Annex. No correction is required for the CO 2 value of the charge 
depleting test. No correction is required for an Electric Range.  
2. Ambient Temperature Correction Test (ATCT) Family  
2.1. Only vehicles which are identical wit h respect to all the following 
characteristics are permitted to be part of the same ATCT Family:  
(a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or 
electric);  
(b) Combustion process (i.e. two stroke or four stroke);  
(c) Number and  arrangement of cylinders;  
(d) Method of engine combustion (i.e. indirect or direct injection);  
(e) Type of cooling system (i.e. air, water, or oil);  
(f) Method of aspiration (i.e. naturally aspirated, or charged);  
(g) Fuel for which the engine is designed  (i.e. petrol, diesel, NG, LPG, 
etc.);  
(h) Catalytic converter (i.e. three -way catalyst, lean NOx trap, SCR, lean 
NOx catalyst or other(s));  
(i) Whether or not a particulate trap is installed; and  
(j) Exhaust gas recirculation (with or without, cooled or n on-cooled).  
In addition the vehicles shall be similar with respect to the following 
characteristics:  
(k) The vehicles shall have a variation in engine cylinder capacity of no 
more than 30% of the vehicle with the lowest capacity; and  
(l) Engine compartment  insulation shall be of a similar type regarding 
material, amount and location of the insulation. Manufacturers shall provide 
evidence (e.g. by CAD drawings) to the approval authority that for all 
vehicles in the family, the volume and weight of the insula tion material 
which will be installed is greater than 90% of that of the ATCT measured 
reference vehicle.   
316 Difference in insulation material and location may also be accepted to be part 
of a single ATCT family under the condition that the test vehicle can be 
demonstrated as being the worst case with regards to engine compartment 
insulation.  
2.1.1.  If active h eat storage devices are installed, only vehicles that meet the 
following requirements shall be considered to be part of the same ATCT 
Family:  
(i) the heat capacity, defined by the enthalpy stored in the system, is within a 
range of 0 to 10% above the entha lpy of the test vehicle; and  
(ii) the OEM can provide evidence to the technical service that the time for 
heat release at engine start within a family is within a range of 0 to 10% 
below the time for the heat release of the test vehicle.  
2.1.2.  Only vehicl es that meet the criteria set out in  paragraph 3.9.4. of this Sub -
Annex 6a shall be considered to be part of the same ATCT Family.  
3. ATCT Procedure  
The Type 1 test specified in Sub -Annex 6 shall be carried out with the 
exception of the requirements specif ied in paragraphs 3.1. to 3.9. of this Sub -
Annex 6a.  That requires also a new calculation and application of gearshift 
points in accordance with  Sub-Annex 2 taking into account the different road 
load as specified in paragraph 3.4. of this Sub -Annex 6a.  
3.1. Ambient conditions for ATCT  
3.1.1.  The temperature (T reg) at which the vehicle should be soaked and tested for 
the ATCT shall be 14  °C. 
3.1.2.  The minimum soaking time (t soak_ATCT ) for the ATCT shall be 9 hours.  
3.2. Test cell and soak area  
3.2.1.  Test cell 
3.2.1.1.  The test cell shall have a temperature set point equal to T reg. The actual 
temperature value shall be within ±  3 °C at the start of the test and within 
± 5 °C during the test.  
3.2.1.2.  The specific humidity (H) of either the air in the test cell or the intake air of 
the engine shall be such that:  
3.0 ≤ H ≤ 8.1  (g H 2O/kg dry air)  
3.2.1.3.  The air temperature and humidity shall be measured at the cooling fan outlet 
at a rate of 0 ,1 Hz. 
3.2.2.  Soak area  
3.2.2.1.  The soak area shall have a tempe rature set point equal to T reg and the actual 
temperature value shall be within ±  3 °C on a 5 minute running arithmetic 
average and shall not show a systematic deviation from the set point. The 
temperature shall be measured continuously at a minimum freque ncy of 
0,033 Hz. 
3.2.2.2.  The location of the temperature sensor for the soak area shall be 
representative to measure the ambient temperature around the vehicle and 
shall be checked by the technical service.   
317 The sensor shall be at least 10  cm away from the wall of the soak area and 
shall be shielded from  direct air flow.  
The air -flow conditions within the soak room in the vicinity of the vehicle 
shall represent a natural convection flow representative for the dimension of 
the room (no forced  convection).  
3.3. Test vehicle  
3.3.1.  The vehicle to be tested shall be representative of the family for which the 
ATCT data are determined (as described in paragraph  2.1. of this Sub -Annex 
6a).  
3.3.2.  From the ATCT Family, the Interpolation Family wit h the lowest engine 
capacity shall be selected (see paragraph  2 of this Sub -Annex 6a), and the test 
vehicle shall be in the ‘vehicle H’ configuration of this family.  
3.3.3.  Where applicable, the vehicle with the lowest enthalpy of the active heat 
storage device and the slowest heat release for the active heat storage device 
from the ATCT Family shall be selected.  
3.3.4.  The test vehicle shall meet the requirements detailed in paragraph  2.3. of 
Sub-Annex  6 and paragraph  2.1 of this Sub -Annex 6a.  
3.4. Settings 
3.4.1.  Road load and dynamometer settings shall be as specified in Sub -Annex  4, 
including the requirement for the room temperature to be at 23 oC. 
To take account of the difference in air density at 14  oC when compared to 
the air density at 20  oC, the chassis dynamometer shall be set as specified in 
paragraphs 7. and 8. of Sub -Annex  4 with the exception that f 2_TReg from the 
following equation  shall be used as the target coefficient C t. 
f2_TReg  = f2 * (T ref + 273)/(T reg + 273)  
where:  
f2 is the second order road load coefficient, at reference conditions, 
N/(km/h)2; 
Tref is the road load reference temperature as specified in paragraph 
3.2.10. of this Annex, C;  
Treg is the regional temperature, as defined in paragraph 3.1.1., C.  
In the case that a valid c hassis dynamometer setting of the 23  °C test is 
available, the second order chassis dynamometer coefficient of C d shall be 
adapted in accordance with  the following equation:  
Cd_Treg = C d + (f 2_TReg  – f2) 
3.4.2.  The ATCT test and its road load setting shall  be performed on a 2WD 
dynamometer in the case that the corresponding Type 1 test was done on a 
2WD dynamometer; and it shall be performed on a 4WD dynamometer in the 
case that the corresponding Type 1 test was done on a 4WD dynamometer.  
3.5. Preconditioni ng 
At the request of the manufacturer preconditioning may be undertaken at T reg. 
The engine temperature shall be within ± 2 °C of the set point of 23 °C or 
Treg, whichever temperature is chosen for the preconditioning.   
318 3.5.1.  Pure ICE vehicles shall be pre conditioned as described in paragraph  2.6. of 
Sub-Annex  6.  
3.5.2.  NOVC -HEVs shall be preconditioned as described in paragraph 3.3.1.1. of 
Sub-Annex 8.  
3.5.3.  OVC -HEVs shall be preconditioned as described in paragraph 2.1.1. or 2.1.2. 
of Appendix 4 to Sub -Annex 8.  
3.6. Soak procedure  
3.6.1.  After preconditioning and before testing, vehicles shall be kept in a soak area 
with the ambient conditions described in paragraph  3.2.2. of this Sub -
Annex  6a. 
3.6.2.   From the end of the preconditioning until the soakin g at Treg, the vehicle 
shall not be exposed to a different temperature than Treg for longer than 10 
minutes.  
3.6.3.  The vehicle shall then be kept in the soak area such that the time from the end 
of the preconditioning test to the beginning of the ATCT tes t is equal to 
tsoak_ATCT  with a tolerance of an additional 15 minutes. At the request of the 
manufacturer, and upon approval of the approval authority, t soak_ATCT  can be 
extended by up to 120 minutes. In this case, the extended time shall be used 
for the cool down specified in paragraph  3.9. of this Sub -Annex  6a. 
3.6.4.  The soak shall be performed without using a cooling fan and with all body 
parts positioned as i ntended under normal parking operation. The time 
between the end of the preconditioning and the start of the ATCT test shall be 
recorded.  
3.6.5.  The transfer from the soak area to the test cell shall be undertaken as quickly 
as possible. The vehicle shall not be exposed to a temperature different from 
Treg for longer than 10  minutes.   
3.7. ATCT Test  
3.7.1.  The test cycle shall be the applicable WLTC specified in Sub -Annex  1 for 
that class of vehicle.  
3.7.2.  The procedures for undertaking the emissions test  as specified in Sub -
Annex  6 for pure ICE vehicles and in Sub -Annex 8 for NOVC -HEVs and for 
the charge -sustaining Type 1 test of OVC -HEVs shall be followed, with the 
exception that the ambient conditions for the test cell shall be those as 
described in par agraph  3.2.1. of this Sub -Annex 6a.  
3.7.3.  In particular, the tailpipe emissions d efined by Table A7/1 Step no.1 for pure 
ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test shall not 
exceed the Euro 6 emission limits applicable to the vehicle t ested defined in 
Table 2 of Annex I to Regulation (EC) No 715/2007.  
3.8. Calculation and Documentation  
3.8.1.  The family correction factor, FCF , shall be calculated as follows:  
FCF = M CO2,Treg  / M CO2,23°  
where  
MCO2,23°  is the CO 2 mass emission of the average of all applicable 
Type 1 tests at 23  °C of vehicle H, after Step 3 of Table A7/1 of Sub -Annex 7  
319 for pure ICE vehicles and after Step 3 of Table A8/5 for OVC -HEVs and 
NOVC -HEVs, but without any further corrections, g/km;  
MCO2,T reg  is the CO 2 mass emission over the complete WLTC cycle of 
the test at regional temperature after Step 3 of Table A7/1 of Sub -Annex 7 for 
pure ICE vehicles and after Step 3 of Table A8/5 for OVC -HEVs and 
NOVC -HEVs  but without any further corrections, g/km. For OVC -HEVs and 
NOVC -HEVs, the K CO2 factor as defined in Sub -Annex 8 Appendix 2 shall 
be used.  
Both M CO2,23°  and M CO2,Treg  shall be measured on the same test vehicle.  
The FCF  shall be included in all relevant test reports.  
The FCF  shall be rounded to 4 points of decimal.  
3.8.2.  The CO 2 values for each pure ICE vehicle within the ATCT Family (as 
defined in paragraph 2.3. of this Sub -Annex 6a) shall be calculated using the 
following equations:  
MCO2,c,5  = M CO2,c,4  × FCF  
MCO2,p,5  = M CO2,p,4  × FCF  
where   
MCO2,c,4  and MCO2,p,4  are the CO 2 mass emissions over the complete 
WLTC, c, and the cycle phases, p, resulting from the previous calculation 
step, g/km;  
MCO2,c,5  and MCO2,p,5  are the CO 2 mass emissions over the complete 
WLTC, c, and the cycle phases, p, including the ATCT correction, and shall 
be used for any further corrections or any further calculations, g/km;  
3.8.3.  The CO 2 values for each OVC -HEV and NOVC -HEV within the ATCT 
Family (as defined in paragraph 2.3. of this Sub -Annex 6a) shall be 
calcula ted using the following equations:  
MCO2,CS,c,5  = M CO2,CS,c,4  × FCF  
MCO2,CS,p,5  = M CO2,CS,p,4  × FCF  
where   
MCO2,CS,c,4  and MCO2,CS,p,4  are the CO 2 mass emissions over the complete 
WLTC, c, and the cycle phases, p, resulting from the previous calculation 
step, g/km;  
MCO2,CS,c,5  and MCO2,CS,p,5  are the CO 2 mass emissions over the complete 
WLTC, c, and the cycle phases, p, including the ATCT correction , and shall 
be used for any further corrections or any further calculations, g/km.  
3.8.4.  If a FCF  is less than one, it is deemed to be equal to one, in the case of the 
worstcase approach, in accordance with  paragraph 4.1 of this Sub -Annex.  
3.9. Provision for cool down  
3.9.1.  For the test vehicle serving as a reference vehicle for the ATCT Family and 
all vehicles H of the interpolation families within the ATCT Family, the end 
temperature of the engine coolant shall be measured after soaking at 23  °C 
for the  duration of t soak_ATCT , with a tolerance of an additional 15 minutes , 
having beforehand driven the respective Type 1 test at 23 °C. The duration is 
measured from the end of that respective Type 1 test.   
320 3.9.1.1.  In the case that t soak_ATCT was extended in  the respective ATCT test, the same 
soaking time shall be used, with a tolerance of an additional 15 minutes.  
3.9.2.  The cool down procedure shall be undertaken as soon as possible after the 
end of the Type 1 test, with a maximum delay of 20 minutes.   The measured 
soaking time is the time between the measurement of the end temperature and 
the end of the Type 1 test at 23  °C, and shall be included in all relevant test 
sheets.  
3.9.3.  The average temperature of the soak area of the last 3 hours shall  be 
subtracted from the measured temperature of the engine coolant at the end of 
the soaking time specified in paragraph 3.9.1. This is referred to as ∆ T_ATCT , 
rounded to the nearest whole number . 
3.9.4.  If ∆ T_ATCT  is higher or equal than -2 °C from the te st vehicle ∆ T_ATCT , this 
Interpolation Family shall be considered to be a member of the same ATCT 
Family.  
3.9.5.  For all vehicles within an ATCT Family the coolant shall be measured at the 
same location in the cooling system. That location shall be as clo se as 
possible to the engine so that the coolant temperature is as representative as 
possible to the engine temperature.  
3.9.6.  The measurement of the temperature of the soak areas shall be as specified in 
paragraph 3.2.2.2. of this Sub -Annex  6a. 
4. Altern atives in the measurement process  
4.1. Worst case approach vehicle cool down  
On request by the manufacturer and with approval by the approval authority, 
the Type 1 Test procedure for cool down may be applied instead of 
provisions of paragraph 3.6 of this S ub-Annex 6a. For that purpose:  
(a) The provisions of paragraph 2.7.2. of Sub -Annex 6 shall apply with the 
additional requirement of a minimum soak time of 9 hours.  
(b) The e ngine temperature shall be within ± 2 °C of the set point T reg before 
the start of the ATCT test. That temperature shall be included in all relevant 
test sheets . In this case, the provision for cool down described in paragraph 
3.9. of this Sub -Annex 6a  and the criteria on engine compartment insulation  
can be skipped for all vehicles in the family.  
This alternative is not allowed if the vehicle is equipped with an active heat 
storage device.  
The application of that approach shall be included in all relevant test reports . 
4.2. ATCT family composed of a single Interpolation family  
In the ca se, that the ATCT family consists of only one interpolation family, 
the provision for cool down described in paragraph 3.9. of this Sub -Annex 6a 
can be skipped. This shall be included in all relevant test reports . 
4.3. Alternative engine temperature measur ement  
In the case that measuring the coolant temperature is not feasible, on request 
of the manufacturer and with approval of the approval authority, instead of 
using the coolant temperature for the provision for cool down described in 
paragraph 3.9. of th is Sub -Annex 6a, the engine oil temperature may be used.  
321 In that case, for all vehicles within the family the engine oil temperature shall 
be used.  
The application of that procedure shall be included in all relevant test 
reports .'. 
 
  
322 
 (32) the following Sub-Annex 6b is inserted:  
 
'Sub-Annex 6b  
 
Correction of CO 2 results against the target speed and distance  
1. General  
This Sub -Annex 6b defines the specific provisions regarding the 
correction of CO 2 test results for tolerances against the target speed 
and distance.  
This Sub -Annex 6b applies to pure ICE vehicles only.  
2. Vehicle speed measurement  
2.1. The actual/measured vehicle speed (v mi; km/h) coming from the roller 
speed of the chassis dynamometer shall be sampled with a 
measurement frequency of 10 Hz together with the actual time that 
corresponds to the actual speed.  
2.2. The target speed (v i; km/h) between time points in Tables A1/1 to 
A1/12 in Sub -Annex 1 shall be determined by a linear interpolation 
method at a frequency of 10 Hz.  
3. Correction procedure  
3.1. Calculation of the actual/measured and target power at the wheels  
The power and the forces at the wheels from the target and 
actual/measured speed shall be calculated by applying the following 
equations:  
𝐹𝑖 = 𝑓0 + 𝑓1 x (𝑉𝑖+ 𝑉𝑖−1)
2 + 𝑓2 x ( 𝑉𝑖− 𝑉𝑖−1)2
4 + (TM + 𝑚𝑟) x 𝑎𝑖 
𝑃𝑖 = 𝐹𝑖 x (𝑉𝑖+ 𝑉𝑖−1)
3,6 x 2 x 0,001 
𝐹𝑚𝑖 = 𝑓0 + 𝑓1 x (𝑉𝑚 𝑖+ 𝑉𝑚 𝑖−1)
2 + 𝑓2 x ( 𝑉𝑚 𝑖− 𝑉𝑚 𝑖−1)2
4 + (TM + 𝑚𝑟) x 𝑎𝑚𝑖 
𝑃𝑚𝑖 = 𝐹𝑚𝑖 x (𝑉𝑚 𝑖+ 𝑉𝑚 𝑖−1)
3,6 x 2 x 0,001 
𝑎𝑖 = (𝑉𝑖+ 𝑉𝑖−1)
3,6 x (𝑡𝑖− 𝑡𝑖−1) 
𝑎𝑚𝑖 = (𝑉𝑚 𝑖+ 𝑉𝑚 𝑖−1)
3,6 x (𝑡𝑖− 𝑡𝑖−1) 
where:  
𝐹𝑖 is the target driving force during the period from (i -1) to 
(i), N;  
𝐹𝑚𝑖  is the actual/measured driving force during the period 
from (i -1) to (i), N;  
𝑃𝑖 is the target power during the period from (i -1) to (i), 
kW; 
𝑃𝑚𝑖  is the actual/measured power during the period from 
(i-1) to (i), kW;  
𝑓0, 𝑓1, 𝑓2 are the road load co efficients from Sub -Annex 4, N, 
N/(km/h), N/(km/h)2; 
𝑉𝑖 is the target speed at time (i); km/h;   
323 
 𝑉𝑚 𝑖 is the actual/measured speed at time (i); 
km/h;  
TM is the test mass of the vehicle, kg;  
𝑚𝑟  is the equivalent effective mass of rotating 
components in accordance with  paragraph 2.5.1. of Sub -
Annex 4, kg;  
𝑎𝑖  is the target acceleration during the period from (i -1) 
to (i), m/s2;  
𝑎𝑚𝑖  is the actual/measured acceleration during the period 
from (i -1) to (i), m/s2; 
𝑡𝑖  is the time, s.  
3.2. In the next  step an initial P OVERRUN,1  is calculated using the following 
equation:  
POVERRUN,1 = - 0,02 x P RATED  
where:  
POVERRUN,1  is the initial overrun power, kW;  
PRATED   is the rated vehicle power, kW.  
3.3. All calculated 𝑃𝑖 and 𝑃𝑚𝑖 values that are below P OVERRUN,1  shall be set 
to P OVERRUN,1  in order to exclude negative values not relevant for the 
CO 2 emissions.  
3.4. The 𝑃𝑚,𝑗 values shall be calculated for each individual phase of the 
WLTC using the following equation:  
𝑃𝑚,𝑗 = ∑ 𝑃𝑚𝑖𝑡𝑒𝑛𝑑
𝑡0/n 
where:  
𝑃𝑚,𝑗 is the average actual/measured power of the considered 
phase j, kW;  
𝑃𝑚𝑖 is the actual/measured power during the period from (i -
1) to (i), kW;  
𝑡0 is the time at the beginning of the considered phase j, s;  
𝑡𝑒𝑛𝑑 is the time at the end of the considered phase j, s;  
n is the number of time steps in the considered phase;  
j is the index number for the considered phase.  
3.5. The average RCB corrected CO 2 mass emissions (g/km) for each 
phase of the WLTC calculated in accordance with  step numb er 3 in 
Table A7/1 in Sub -Annex  7 shall be expressed in units g/s using the 
following equation:  
𝑀𝐶𝑂2,𝑗 = 𝑀𝐶𝑂2,𝑝,3 x 𝑑𝑚,𝑗
𝑡𝑗  
where:  
𝑀𝐶𝑂2,𝑗 is the average CO 2 mass emission of phase j, g/s;  
𝑀𝐶𝑂2,𝑅𝐶𝐵 is the RCB corrected CO 2 mass emission of considered 
WLTC phase calculated in accordance with  Appendix 2 
to Sub -Annex 6, and with the requirement of applying 
the RCB correction without considering the correction 
criterion c;   
324 
 𝑑𝑚,𝑗 is the actual/measured distance of the consider ed phase 
j, km;  
𝑡𝑗 is the duration of considered phase j, s.  
3.6. In the next step these CO 2 mass emissions (g/s) for each phase of the 
WLTC shall be correlated to the average 𝑃𝑚,𝑗1 values calculated in 
accordance with  paragraph 3.4. of this Sub -Annex  6b.  
The best fit of the data shall be calculated using the least square 
regression method. An example for this regression line (Veline line) is 
shown in Figure A6b /1.  
Figure A6b/1. Example of the Veline regression line.  
 
 
3.7. The vehicle specific Veline equation -1 calculated from paragraph 3.6. 
of this Sub-Annex 6b  defines the correlation between CO 2 emissions 
in g/s for the considered phase j and the average measured power at 
the wheel for the same phase j and is expressed wit h the following 
equation:  
𝑀𝐶𝑂2,𝑗 = (k v,1 x 𝑃𝑚,𝑗1) + D v,1 
where:  
𝑀𝐶𝑂2,𝑗 is the average CO 2 mass emission of phase j, g/s;  
𝑃𝑚,𝑗1 is the average actual/measured power of the considered 
phase j calculated using P OVERRUN,1 , kW;  
kv,1 is the slope of the Veline equation -1, g CO 2/kWs;  
Dv,1 is the constant of the Veline equation -1, g CO 2/s. 
3.8. In the next step, a second P OVERRUN,2  is calculated following the 
equation:  
POVERRUN,2  = - Dv,1/ kv,1 
where:  
POVERRUN,2  is the second overrun power, kW;  
kv,1 is the slope of the Veline equation -1, g CO 2/kWs;  
Dv,1 is the constant of the Veline equation -1, g CO 2/s. MCO2,j  = (kv x  Pm,j)+ Dv 
0,00,51,01,52,02,53,03,54,04,5
0,0 5,0 10,0 15,0 20,0CO2 (g/s)  
Power Pm,j (kW)  VELINE LINE   
325 
 3.9. All calculated 𝑃𝑖 and 𝑃𝑚𝑖 values from paragraph 3.1. of this Sub-
Annex 6b  that are below P OVERRUN,2  shall be set to P OVERRUN,2  in order 
to exclude negative values not relevant for the CO 2 emissions.  
3.10.  The 𝑃𝑚,𝑗2 values shall be computed again for each individual phase of 
the WLTC using the equations from paragraph 3.4. of this Sub-Annex 
6b.  
3.11.  New vehicle specific Veline equation -2 shall be computed using the 
least square regression method described in paragraph 3.6. of this Sub-
Annex 6b . The Veline equation -2 is expressed with the following 
equation:  
𝑀𝐶𝑂2,𝑗 = (k v,2 x 𝑃𝑚,𝑗2) + D v,2 
where:  
𝑀𝐶𝑂2,𝑗 is the average CO 2 mass emission of phase j, g/s;  
𝑃𝑚,𝑗2 is the average actual/measured power of the considered 
phase j calculated using P OVERRUN,2 , kW;  
kv,2 is the slope of the Veline equation -2, g CO 2/kWs;  
Dv,2 is the constant of the Veline equation -2, g CO 2/s. 
3.12.  In the next step, the 𝑃𝑖,𝑗 values coming from the target speed profile 
shall be calculated for each individual phase of the WLTC using the 
following equation:  
𝑃𝑖,𝑗2 = ∑ 𝑃𝑖,2𝑡𝑒𝑛𝑑
𝑡0/n 
where:  
𝑃𝑖,𝑗2 is the average target power of the considered phase j 
calculated using P OVERRUN,2 , kW;  
𝑃𝑖,2 is the target power during the period from (i -1) to (i) 
calculated using P OVERRUN,2 , kW;  
𝑡0 is the time at the beginning of the considered phase j, s;  
𝑡𝑒𝑛𝑑 is the time at the end of the considered phase j, s; 
n is the number of time steps in the considered phase;  
j is the index number for the considered WLTC phase.  
3.13.  Delta in CO 2 mass emissions of period j expressed in g/s is then 
calculated following the equation:  
∆CO 2,j = k v,2 x (𝑃𝑖,𝑗2 - 𝑃𝑚,𝑗2) 
where:  
∆CO 2,j  is the delta in CO 2 mass emissions of period j 
expressed, g/s;  
kv,2  is the slope of the Veline equation -2, g CO 2/kWs;  
𝑃𝑖,𝑗2 is the average target power of the considered period j 
calculated using P OVERRUN,2 , kW;  
𝑃𝑚,𝑗2 is the average  actual/measured power of the considered 
period j calculated using P OVERRUN,2 , kW;  
j  is the considered period j and it can be the cycle 
phase or the total cycle.   
326 
 3.14.  The final distance and speed corrected CO 2 mass emissions of period j 
is calculated fol lowing the equation:  
𝑀𝐶𝑂2,𝑐𝑜𝑟𝑟 = (∆CO 2,j + 𝑀𝐶𝑂2,𝑗) x 𝑡𝑗/𝑑𝑖,𝑗 
where:  
𝑀𝐶𝑂2,𝑐𝑜𝑟𝑟 is distance and speed corrected CO 2 mass emissions of 
period j, g/km;  
∆CO 2,j is the delta in CO 2 mass emissions of period j expressed, 
g/s; 
𝑀𝐶𝑂2,𝑗 is the average CO 2 mass emission of period j calculated 
in accordance with  paragraph 3.7. of this Sub-Annex 6b , 
g/s; 
𝑡𝑗 is the duration of considered period j, s;  
𝑑𝑖,𝑗 is the target distance of the considered period j, km;  
j is the considered period j, which can either be the cycle 
phase or the total cycle. ';  
 
 
   
327 
 (33) Sub-Annex 7 is amended as follows:  
 
 (a) in point 1.1. , the second paragraph  is replaced by the following:  
'A stepwise procedure for calculating test results is described in 
paragraph  4. of Sub -Annex 8. ';  
  
(b) in point 1.4., t he first paragraph is replaced by the following:  
' Stepwise procedure for calculating the final test results for vehicles using 
combustion engines ';  
  
(c) in point 1.4., Table A7/1 is replaced by the following:  
' Table A7/1  
Procedure for calculating final test results  
Source  Input  Process  Output  Step No. 
Sub-Annex 6  Raw test results  Mass emissions  
Paragraphs 3. to 3.2.2. of this Sub -Annex.  Mi,p,1, g/km;  
MCO2,p,1 , g/km.  1 
Output step 1  Mi,p,1, g/km;  
MCO2,p,1 , g/km.  Calculation of combined cycle values:  
Mi,c,2=∑Mi,p,1×dp p
∑dp p 
MCO2 ,c,2=∑MCO2 ,p,1×dp p
∑dp p 
where:  
Mi/CO2,c,2 are the emission results over the 
total cycle;  
dp are the driven distances of the cycle 
phases, p.  Mi,c,2, g/km;  
MCO2,c,2 , g/km.  2 
Output step 1 
and 2  MCO2,p,1 , g/km;  
MCO2,c,2 , g/km.  Correction of CO 2 results against the target 
speed and distance.  
Sub-Annex 6b.  MCO2,p,2b , g/km;  
MCO2,c,2b , g/km.  2b 
Output step 2b  MCO2,p,2b , g/km;  
MCO2,c,2b , g/km.  RCB correction  
Appendix 2 to Sub -Annex 6.  MCO2,p,3 , g/km;  
MCO2,c,3 , g/km.  3  
328 
 Output  
step 2 and 3  Mi,c,2, g/km;  
MCO2,c,3 , g/km.  
 Emissions test procedure for all vehicles 
equipped with periodically regenerating 
systems, K i. 
Sub-Annex 6, Appendix 1.  
Mi,c,4 = K i × M i,c,2 
or 
Mi,c,4 = K i + M i,c,2 
and 
MCO2,c,4  = K CO2 × M CO2,c,3  
or 
MCO2,c,4  = K CO2 + M CO2,c,3  
Additive offset or multiplicative factor to be 
used in accordance with  Ki determination.  
If K i is not applicable:  
Mi,c,4 = M i,c,2 
MCO2,c,4  = M CO2,c,3  Mi,c,4, g/km;  
MCO2,c,4 , g/km.  4a 
Output step 3 
and 4a  MCO2,p,3 , g/km;  
MCO2,c,3 , g/km;  
MCO2,c,4 , g/km.  If K i is applicable, align CO 2 phase values to 
the combined cycle value:  
MCO2 ,p,4=MCO2 ,p,3×AF Ki 
for every cycle phase p;  
where:  
AF Ki=MCO2 ,c,4
MCO2 ,c,3 
If K i is not applicable:  
MCO2,p,4 = MCO2,p,3  MCO2,p,4 , g/km.  4b 
   
329 
 Source  Input  Process  Output  Step No.  
Output step 4  Mi,c,4, g/km;  
MCO2,c,4 , g/km;  
MCO2,p,4 , g/km.  ATCT correction in accordance with  
paragraph 3.8.2. of Sub -Annex 6a.  
Deterioration factors calculated in 
accordance with  Annex VII and applied to 
the criteria emissions values.  
 Mi,c,5, g/km;  
MCO2,c,5 , g/km;  
MCO2,p,5 , g/km.  5 
 
Result of a 
single test.  
Output step 5  For every test:  
Mi,c,5, g/km;  
MCO2,c,5 , g/km;  
MCO2,p,5 , g/km.  Averaging of tests and declared value.  
Paragraphs 1.2. to 1.2.3. of Sub -Annex 6.  Mi,c,6, g/km;  
MCO2,c,6 , g/km;  
MCO2,p,6 , g/km.  
MCO2,c,declared , g/km.  6 
Output step 6  MCO2,c,6 , g/km;  
MCO2,p,6 , g/km.  
MCO2,c,declared , g/km.  Alignment of phase values.  
Paragraph 1.2.4. of Sub -Annex 6.  
and: 
MCO2,c,7  = M CO2,c,declared  MCO2,c,7 , g/km;  
MCO2,p,7 , g/km.  7 
Output steps 6 
and 7  Mi,c,6, g/km;  
MCO2,c,7 , g/km;  
MCO2,p,7 , g/km.  
 Calculation of fuel consumption.  
Paragraph 6 of this Sub -Annex.  
The calculation of fuel consumption shall be 
performed for the applicable cycle and its 
phases separately. For that purpose:  
(a) the applicable phase or cycle CO 2 values 
shall be used;  
(b) the criteria emission over the complete 
cycle shall be used.  
and: 
Mi,c,8 = M i,c,6 
MCO2,c,8  = M CO2,c,7  
MCO2,p,8  = M CO2,p,7  FC c,8, l/100 km;  
FC p,8, l/100 km;  
Mi,c,8, g/km;  
MCO2,c,8 , g/km;  
MCO2,p,8 , g/km.  
 8 
Result of a 
Type 1 test for 
a test vehicle.  
Step 8  For each of the test 
vehicles H and L:  
Mi,c,8, g/km;  
MCO2,c,8 , g/km;  
MCO2,p,8 , g/km;  
FC c,8, l/100 km;  
FC p,8, l/100 km.   
If a test vehicle L was tested in addition to a 
test vehicle H, the resulting criteria emission 
value shall be the highest of the two values 
and referred to as M i,c.  
In the case of the combined THC+NOx 
emissions, the highest value of the sum 
referring to eithe r the VH or VL is to be 
used.  
Otherwise, if no vehicle L was tested,  
Mi,c = M i,c,8 
For CO 2 and FC, the values derived in step 8 
shall be used, and CO 2 values shall be 
rounded to two decimal places, and FC 
values shall be rounded to three decimal 
places.  Mi,c, g/km;  
MCO2,c,H , g/km;  
MCO2,p,H , g/km;  
FC c,H, l/100 km;  
FC p,H, l/100 km;  
and if a vehicle L 
was tested:  
MCO2,c,L , g/km;  
MCO2,p,L , g/km;  
FC c,L, l/100 km;  
FC p,L, l/100 km.  9 
Interpolation 
family result.  
Final criteria 
emission result.  
   
330 
  
Source  Input  Process  Output  Step No.  
Step 9  MCO2,c,H , g/km;  
MCO2,p,H , g/km;  
FC c,H, l/100 km;  
FC p,H, l/100 km;  
and if a vehicle L 
was tested:  
MCO2,c,L , g/km;  
MCO2,p,L , g/km;  
FC c,L, l/100 km;  
FC p,L, l/100 km.  Fuel consumption and CO 2 calculations for 
individual vehicles in an interpolation 
family.  
Paragraph 3.2.3. of this Sub -Annex.  
CO 2 emissions shall be expressed in grams 
per kilometre  (g/km) rounded to the nearest 
whole number;  
FC values shall be rounded to one decimal 
place, expre ssed in (l/100 km).  MCO2,c,ind  g/km;  
MCO2,p,ind , g/km;  
FC c,ind l/100 km;  
FC p,ind, l/100 km.  10 
Result of an 
individual 
vehicle.  
Final CO 2 and 
FC result.  
'; 
 
 
(d) in point 2.1., the following paragraph is added : 
'The volumetric flow shall be measured continuously. The total volume 
shall be measured for the duration of the test.';  
(e) point  2.1.1.  is deleted;  
(f)  in point 3.2.1.1.3.1. the text  
′RfCH4 is the FID response factor to methane as defined in 
paragraph  5.4.3.2. of Sub -Annex 5.  ' 
is replaced with the following:  
′RfCH4 is the FID response factor to methane determined and specified in 
paragraph  5.4.3.2. of Sub -Annex 5.  '; 
 
(g) point 3.2.1.1.3.2. is replaced by the following:  
'3.2.1.1.3.2.  For methane measurement using an NMC -FID, the calculation  of 
NMHC depends on the calibration gas/method used for the 
zero/calibration adjustment.  
The FID used for the THC measurement (without NMC) shall be 
calibrated with propane/air in the normal manner.  
For the calibration of the FID in series with an NMC, th e following 
methods are permitted:  
(a) The calibration gas consisting of propane/air bypasses the 
NMC;  
(b) The calibration gas consisting of methane/air passes through 
the NMC.  
It is highly recommended to calibrate the methane FID with 
methane/air through the NMC.  
In case (a), the concentration of CH 4 and NMHC shall be calculated 
using the following equations:   
331 
  CCH4 =CHC(w/NMC )−CHC(w/oNMC )×(1−EE)
Rf×(EE−EM) 
CNMHC =CHC(w/oNMC )×(1−EM)−CHC(w/NMC )
EE−EM 
If Rf < 1.05, it may be omitted from the equation above for C CH4. 
In case (b), the concentration of CH 4 and NMHC shall be calculated 
using the following equations:  
CCH4 = CHC(w/NMC )×rh×(1−EM)−CHC(w/oNMC )×(1−EE)
Rf×(EE−EM) 
CNMHC =CHC(w/oNMC )×(1−EM)−CHC(w/NMC )×rh×(1−EM)
EE−EM 
where:  
CHC(w/NMC ) is the HC concentration with sample gas flowing 
through the N MC, ppm C;  
CHC(w/oNMC ) is the HC concentration with sample gas bypassing the 
NMC,  ppm C;  
Rf is the methane response factor as determined per 
paragraph  5.4.3.2. of Sub -Annex  5;  
EM is the methane efficiency as determined per 
paragraph  3.2.1.1.3.3.1. of this S ub-Annex;  
EE is the ethane efficiency as determined per 
paragraph  3.2.1.1.3.3.2. of this Sub -Annex.  
 If Rf < 1.05, it may be omitted in the equations for case (b) above for C CH4 and C NMHC . '; 
 
(h) in point 3.2.1.1.3.4., t he second paragraph is replaced by the following:  
' The equation to calculate C CH4 in paragraph 3.2.1.1.3.2. (case (b)) 
in this Sub -Annex  becomes: ';  
 
 (i) point 3.2.3.1. is replaced by the following:  
'3.2.3.1.  Fuel consumption and CO 2 emissions without using the 
interpolation method (i.e. using vehicle H only)  
The CO 2 value, as calculated in paragraphs  3.2.1. to 3.2.1.1.2. of 
this Sub -Annex,  and fuel consumption, as calculated in accordance 
with paragraph 6. of this Sub -Annex, shall be  attributed to all 
individual vehicles in the interpolation family and the interpolation 
method shall not be applicable. ';  
 
 (j) point 3.2.3.2.2.  is replaced by the following:  
'3.2.3.2.2.  Road load calculation for an individual vehicle  
 In the case that t he interpolation family is derived from one or more 
road load families, the calculation of the individual road load shall 
only be performed within the road load family applicable to that 
individual vehicle. ';  
332 
 (k) point 3.2.3.2.2.2. is replaced by the following:  
'3.2.3.2.2.2.  Rolling resistance of an individual vehicle '; 
(l) the following points 3.2.3.2.2.2.1., 3.2.3.2.2.2.2. and 3.2.3.2.2.2.3. are inserted:   
'3.2.3.2.2.2.1.  The actual RRC values for the selected tyres on test vehicle 
L, RR L, and test vehicle H, RR H, shall be used as input for the 
interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4.  
If the tyres on the front and rear axles of vehicle L or H have 
different RRC  values, the weighted mean of t he rolling resistances 
shall be calculated using the equation in paragraph 3.2.3.2.2.2.3. of 
this Sub-Annex.  
3.2.3.2.2.2.2.  For the tyres fitted to an individual vehicle, the value of the 
rolling resistance coefficient RR ind shall be set to the RRC value o f 
the applicable tyre energy efficiency class in accordance with  Table 
A4/2 of Sub-Annex 4.  
 If the tyres on the front and rear axles belong to different energy 
efficiency classes, the weighted mean shall be used and calculated 
using the equation in paragr aph 3.2.3.2.2.2.3. of this Sub-Annex.  
If the same tyres, or tyres with the same rolling resistance 
coefficient were fitted to test vehicles L and H, the value of RR ind 
for the interpolation method shall be set to RR H. 
3.2.3.2.2.2.3.  Calculating the weighte d mean of the rolling resistances  
 RR x =(RR x,FA× mp x,FA)+(RR x,RA×(1−mp x,FA)) 
where:  
x represents vehicle L, H or an individual 
vehicle.  
RR L,FA and RR H,FA are the actual RRCs of the front axle 
tyres on vehicles L and H respectively, 
kg/tonne;  
RR ind,FA is the RRC value of the applicable tyre energy 
efficiency class in accordance with  Table A4/2 
of Sub-Annex 4 of the front axle tyres on the 
individual vehicle, kg/tonne;  
RR L,RA, and RR H,RA  are the actual RRCs of the rear axle 
tyres on vehicles L and H res pectively, 
kg/tonne;  
RR ind,RA   is the RRC value of the applicable tyre energy 
efficiency class in accordance with  Table A4/2 
of Sub-Annex 4 of the rear axle tyres on the 
individual vehicle, kg/tonne;  
mp x,FA is the proportion of the vehicle mass in 
running  order on the front axle;   
333 
 RRx shall not be rounded or categorised to tyre energy 
efficiency classes. '; 
 
(m)  point 3.2.3.2.2.3. is replaced by the following:  
'3.2.3.2.2.3.  Aerodynamic drag of an individual vehicle '; 
(n) the following points 3.2.3.2.2.3.1. to 3.2.3.2.2.3.6. are inserted:   
'3.2.3.2.2.3.1.  Determination of aerodynamic influence of optional 
equipment  
The aerodynamic drag shall be measured for each of the 
aerodynamic drag -influencing items of optional equipment and 
body shapes in a wind tunnel f ulfilling the requirements of 
paragraph  3.2. of Sub-Annex  4 verified by the approval authority.  
3.2.3.2.2.3.2.  Alternative method for determination of aerodynamic 
influence of optional equipment  
At the request of the manufacturer and with approval of the 
approval authority, an alternative method (e.g. simulation, wind 
tunnel not fulfilling the criteria in Sub-Annex 4) may be used to 
determine Δ(C D×A f) if the following criteria are fulfilled:  
(a)  The alternative method shall fulfil an accuracy for Δ(C D×A f) of 
±0.015  m² and, additionally, in the case that simulation is used, the 
Computational Fluid Dynamics method should be validated in detail 
such that the actual air flow patterns around the body, including 
magnitudes of flow velocities, forces, or pressur es, are shown to 
match the validation test results;  
(b)  The alternative method shall be used only for those aerodynamic -
influencing parts (e.g. wheels, body shapes, cooling system) for 
which equivalency was demonstrated;  
(c)  Evidence of equivalency shal l be shown in advance to the approval 
authority for each road load family in the case that a mathematical 
method is used, or every four years in the case that a measurement 
method is used, and in any case shall be based on wind tunnel 
measurements fulfilli ng the criteria of this Annex ; 
(d)  If the Δ(C D × A f) of a particular item of optional equipment is more 
than double the value of the optional equipment for which the 
evidence was given, aerodynamic drag shall not be determined by 
the alternative method; a nd 
(e)  In the case that a simulation model is changed, a revalidation shall 
be necessary.  
3.2.3.2.2.3.3.  Application of aerodynamic influence on the individual 
vehicle  
 ∆(CD×Af)ind is the difference in the product of the aerodynamic 
drag coefficient multiplied by frontal area between an individual 
vehicle and test vehicle L due to options and body shapes on the 
vehicle that differ from those of test vehicle L, m2;  
334 
 These differences in aerodynamic drag, Δ(C D×A f), shall be 
determined with an accuracy of  ±0.015 m².  
Δ(C D×A f)ind may be calculated using  the following equation 
maintaining the accuracy of ±0.015  m² also for the sum of items of 
optional equipment and body shapes:  
 ∆(CD×Af)ind= ∑∆(CD×Af)in
i=1 
where:  
CD is the aerodynamic drag coefficient;  
Af is the f rontal area of the vehicle, m2; 
n is the number of items of optional equipment on the vehicle that are 
different between an individual vehicle and test vehicle L;  
∆(CD×Af)i is the difference in the product of the aerodynamic drag 
coefficient multiplied by fr ontal area due to an individual feature, i, 
on the vehicle and is positive for an item of optional equipment that 
adds aerodynamic drag with respect to test vehicle L and vice versa, 
m2. 
The sum of all Δ(C D×A f)i differences between test vehicles L and H 
shall correspond to Δ(C D×A f)LH. 
3.2.3.2.2.3.4.  Definition of complete aerodynamic delta between test 
vehicles H and L  
The total difference of the aerodynamic drag coefficient multiplied 
by frontal area between test vehicles L and H shall be referred to as 
Δ(CD×A f)LH and shall be included in all the relevant test reports , m². 
3.2.3.2.2.3.5.  Documentation of aerodynamic influences  
The increase or decrease of the product of the aerodynamic drag 
coefficient multiplied by frontal area expressed as Δ(C D×A f) for al l 
items of optional equipment and body shapes in the interpolation 
family that:  
(a)  have an influence on the aerodynamic drag of the vehicle; and  
(b)  are to be included in the interpolation,  
shall be included in all relevant test reports , m². 
3.2.3.2.2.3.6.  Additional provisions for aerodynamic influences  
The aerodynamic drag of vehicle H shall be applied to the whole 
interpolation family and Δ(C D×A f)LH shall be set to zero, if:  
(a)  the wind tunnel facility is not able to accurately determine 
Δ(C D×A f); or 
(b)  there are no drag -influencing items of optional equipment between 
the test vehicles H and L that are to be included in the interpolation 
method. '; 
  
335 
 (o) in point 3.2.3.2.2.4., t he title, first paragraph  and first equation  are replaced by 
the following:  
'3.2.3.2.2.4.  Calculation of road load coefficients for individual vehicles  
The road load coefficients f0, f1 and f2 (as defined in Sub -Annex  4) for test 
vehicles H and L are referred to as f0,H, f1,H and f2,H,and f0,L, f1,L and f2,L 
respectively. An adjusted road load curve for the test vehicle L is defined as 
follows:  
FL(v)=f0,L∗+f1,H×v+f2,L∗×v2 '; 
 
(p) in point 3.2.3.2.3. the following paragraph is added:  
' These three sets of road loads may be derived from different road load families. ';  
 
(q) the following point 3.2.3.2.6. is inserted:  
'3.2.3.2.6.  The individual CO 2 value determined in accordance with  paragraph 
3.2.3.2.4. of this Sub -Annex may be increased by the OEM. In 
such cases: 
(a)  The CO 2 phase values shall be increase d by the ratio of the 
increased CO 2 value divided by the calculated CO 2 value;  
(b)  The fuel consumption values shall be increased by the ratio 
of the increased CO 2 value divided by the calculated CO 2 
value.  
This shall not compensate for technical elements  that would 
effectively require a vehicle to be excluded from the 
interpolation family. ';  
 
(r) point 3.2.4.1.1.2. is replaced with the following:  
'3.2.4.1.1.2.  Rolling resistance of an individual vehicle '; 
(s) the following points 3.2.4.1.1.2.1. to 3.2.4.1.1.2.3. are inserted:  
'3.2.4.1.1.2.1.  The rolling resistance coefficient (RRC) values for vehicle 
LM, RR LM, and vehicle H M, RR HM, selected under paragraph 
4.2.1.4. of Sub -Annex 4 shall be used as input.  
If the tyres on the front and rear axles of ve hicle L M or H M 
have different RRC values, the weighted mean of the 
rolling resistances shall be calculated using the equation in 
paragraph 3.2.4.1.1.2.3. of this Sub -Annex.  
3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the 
rolling resistance coefficient RRind shall be set to the RRC 
value of the applicable tyre energy efficiency class in 
accordance with  Table A4/2 of Sub -Annex 4.  
If the tyres on the front and rear axles belong to different 
energy efficiency classes, the weighted  mean shall be used,  
336 
 calculated with the equation in paragraph 3.2.4.1.1.2.3. of 
this Sub -Annex.  
If the same rolling resistance is used for vehicles L M and H M, 
the value of RR ind shall be set to RR HM for the road load 
matrix family method.  
3.2.4.1.1.2.3.  Calculating the weighed mean of the rolling resistances  
RR x =(RR x,FA× mp x,FA)+(RR x,RA×(1−mp x,FA)) 
where:  
x represents vehicle L, H or an individual 
vehicle;  
RR LM,FA and RR HM,FA  are the actual RRCs of the front axle 
tyres on vehicles L and H respectively,  
kg/tonne;  
RR ind,FA is the RRC value of the applicable tyre energy 
efficiency class in accordance with  Table A4/2 
of Sub -Annex 4 of the front axle tyres on the 
individual vehicle, kg/tonne;  
RR LM,RA , and RR HM,RA  are the actual rolling resistance 
coefficien ts of the rear axle tyres on vehicles L 
and H respectively, kg/tonne;  
RR ind,RA   is the RRC value of the applicable tyre energy 
efficiency class in accordance with  Table A4/2 
of Sub -Annex 4 of the rear axle tyres on the 
individual vehicle, kg/tonne;  
mp x,FA is the proportion of the vehicle mass in 
running order on the front axle.  
RR x shall not be rounded or categorised to tyre energy 
efficiency classes. '; 
 
(t) in point 3.3.1.1. , the words  'paragraph 1.2.1.3.1. of Sub -Annex 6 ' (2 
occurrences)  are replaced by the words  'paragraph 2.1.3.1. of Sub -Annex 6 '.  
 
(u) point 4  is replaced by the following:  
'4. Determination of PN  
 PN shall be calculated using the following equation:  
PN=V×k×(Cs̅̅̅×fr̅−Cb×frb̅̅̅̅)×103
d 
where:  
PN is the particle number emission, particles per kilometre;  
V is the volume of the diluted exhaust gas in litres per test (after 
primary dilution only in the case of double dilution) and  
337 
 corrected to standard conditions (273.15  K (0 °C) and 
101.325  kPa);  
k is a calibration factor to correct the PNC measurements to the 
level of the reference instrument where this is not applied 
internally within the PNC. Where the calibration factor is 
applied internally within the PNC, the calibration factor shall 
be 1;  
Cs̅̅̅ is the corrected particle number concentrati on from the diluted 
exhaust gas expressed as the arithmetic average number of 
particles per cubic centimetre from the emissions test including 
the full duration of the drive cycle. If the volumetric mean 
concentration results C̅ from the PNC are not measure d at 
standard conditions (273.15 K (0 °C) and 101.325  kPa), the 
concentrations shall be corrected to those conditions Cs̅̅̅; 
Cb is either the dilution air or the dilution tunnel background 
particle  number concentration, as permitted by the approval 
authority , in particles per cubic centimetre, corrected for 
coincidence and to  standard conditions (273.15  K (0 °C) 
and 101.325  kPa);  
fr̅ is the mean particle concentration reduction factor of the VPR 
at the dilution setting used for the test;  
frb̅̅̅̅ is the mean partic le concentration reduction factor of the VPR 
at the dilution setting used for the background measurement;  
d is the distance driven corresponding to the applicable test 
cycle, km.  
C̅ shall be calculated using the following equation:  
C̅=∑ Cin
i=1
n 
where:   
Ci is a discrete measurement of particle number concentration in 
the diluted gas exhaust from the PNC; particles per cm³ and 
corrected for coincidence;  
n is the total number of discrete particle number concentration 
measurements made  during the applicable test cycle and 
shall be calculated using the following equation:  
n=t×f 
where:  
t is the time duration of the applicable test cycle, s;  
f is the data logging frequency of the particle counter, Hz. '; 
(v) point  4.1.  is deleted;  
 
(w) in point 5. the line for 'v i' (3 occurrences)  is replaced by the following:  
'vi  is the target velocity at time t i, km/h; ';  
 
(x) point 6.2.1. is replaced by the following:   
338 
 '6.2.1.  The general equation in paragraph 6.12. of this Sub -Annex using 
H/C and O/C ratios shall be used for the calculation of fuel consumption.';  
 
(y) in point 6.13., t he second paragraph is replaced by the following:  
' For vehicles fuelled either with gaseous or liquid hydrogen, and 
with approval of the approval authority, the manufacturer may 
choose to calculate fuel consumption using either the equation for 
FC below or a method using a standard protocol such as SAE 
J2572. ';  
 
(z) points 7., 7.1. and  7.2. are  replaced by the following:  
'7. Drive trace indices  
7.1.  General requirement  
 The prescribed speed between  time points in Tables A1/1 to A1/12 
shall be determined by linear interpolation at a frequency of 10 Hz.  
In the case that the accelerator control is fully activated, the 
prescribed speed shall be used instead of the actual vehicle speed 
for drive trace index calculations during such periods of operation.  
For PEVs, the calculation of the drive trace indices shall include all 
the WLTC cycles and phases  completed  before the occurrence of 
the break -off criterion, as specified in paragraph 3.2.4.5. of Sub -
Annex 8.  
7.2. Calculation of drive trace indices  
 The following indices shall be calculated in accordance with  SAE 
J2951(Revised Jan-2014 ): 
(a) IWR: Inertial Work Rating, per cent;  
(b) RMSSE: Root Mean Squared Speed Error, km/h.  
7.3.  Criteria for drive trace  indices  
In the case of a type approval test, the indices shall fulfil the 
following criteria:  
(a) IWR shall be in the range of - 2.0 to + 4.0 per cent;  
(b) RMSSE shall be less than 1.3 km/h.  '; 
 
(aa) the following point 8. is added : 
'8. Calculating n/v ratios  
n/v ratios shall be calculated using the following equation:  
 (n
v)
i=(ri×raxle ×60000 )/(Udyn×3.6) 
where:  
 n  is engine speed, min-1;  
339 
  v  is the vehicle speed, km/h;  
 ri  is the transmission ratio in gear i;  
 raxle  is the axle transmission ratio.  
Udyn   is the dynamic rolling circumference of the tyres of 
the drive axle and is calculated using the following 
equation:  
 Udyn=3.05×(2(H/W
100)×W+(R×25.4)) 
where:  
H/W  is the tyre’s aspect ratio, e.g. "45" for a 225/45 R17 
tyre; 
W  is the tyre width, mm; e.g. "225" for a 225/45 R17 
tyre; 
R  is the wheel diameter, inch; e.g. "17" for a 225/45 
R17 tyre.  
 Udyn shall be rounded to whole millimetres.  
If U dyn is different for the front and the rear axles, the value of n/v 
for the mainly powered axle shall be applied. Upon request, the 
approval authority shall be provided with the necessary 
information for that selection. ';  
 
 
   
340 
 (34) Sub-Annex 8 is amended as follows:  
 
 (a) points 1.1. and 1.2. are  replaced by the following:  
'1.1. Units, accuracy and resolution of electric parameters  
Units, accuracy and resolution of measurements shall be as shown in 
Table  A8/1.  
Table  A8/1  
Parameters, units, accuracy and resolution of measurements  
Parameter  Units  Accuracy  Resolution  
Electrical energy (1) Wh ±1 per cent 0,001 kWh(2) 
Electrical current  A ±0,3 per cent FSD or  
±1 per cent of reading (3,4) 0,1 A  
Electric voltage  V ±0,3 per cent FSD or  
±1 per cent of reading (3) 0,1 V  
(1)  Equipment: static meter for active energy.  
(2)  AC watt -hour meter, Class 1 in accordance with  IEC 62053 -21 or equivalent.  
(3)  Whichever is greater.  
(4)  Current integration frequency  20 Hz or more.  
1.2. Emission and fuel consumption testing  
Parameters, units and accuracy of measurements shall be the same as those 
required for pure ICE vehicles.’;  
 
 (b) in point 1.3., Table A8/2 is replaced by the following:  
 ' Table  A8/2  
Units and precision of final test results  
Parameter  Units  Precision of final test result  
PER (p)(2), PER city, AER (p)(2), AER city, 
EAER (p)(2), EAER city, RCDA(1), RCDC km Rounded to  nearest whole number  
FCCS(,p)(2), FC CD, FC weighted for HEVs  l/100 km  Rounded to the first place of 
decimal  
FCCS(,p)(2) for FCHVs  kg/100 km  Rounded to the second place of 
decimal  
MCO2,CS(,p)(2), M CO2,CD , M CO2,weighted  g/km  Rounded to the nearest whole 
number  
EC (p)(2), EC city, EC AC,CD , EC AC,weighted  Wh/km  Rounded to the nearest whole 
number  
EAC kWh  Rounded to the first place of 
decimal  
(1)  no vehicle individual parameter . 
(2)  (p) means the considered period which can be a phase, a combination of phases or the whole cycle .';  
341 
  
(c) points 1.4.1.1. and 1.4.1.2. are replaced by the following:  
'1.4.1.1.  The Class 3 reference test cycles are specified in paragraph 3.3. of 
Sub-Annex 1. 
1.4.1.2.  For PEVs, the downscaling procedure, in accordance with  
paragraphs  8.2.3. and 8.3. of Sub -Annex  1, may be applied on the 
test cycles in accordance with  paragraph 3.3. of Sub -Annex 1 by 
replacing the rated power with maximum net power in accorda nce 
with UN/ECE Regulation No. 85. In such a case, the downscaled 
cycle is the reference test cycle.';  
(d) points 1.4.2.2. and 1.5. are replaced by the following:  
'1.4.2.2.  Applicable WLTP city test cycle  
 The Class 3 WLTP city test cycle (WLTC city) is spe cified in 
paragraph  3.5. of Sub -Annex  1. 
1.5. OVC -HEVs, NOVC -HEVs and PEVs with manual transmissions  
The vehicles shall be driven in accordance with  the technical gear 
shift indicator, if available, or in accordance with  instructions 
incorporated in the m anufacturer's handbook. ';  
(e) points 2., 2.1. and  2.2. are replaced with the following:  
'2. Run-in of test vehicle  
The vehicle tested in accordance with  this Annex  shall be presented in 
good technical condition and shall be run -in in accordance with the 
manufacturer’s recommendations. In the case that the REESSs are 
operated above the normal operating temperature range, the operator 
shall follow the procedure recomm ended by the vehicle manufacturer 
in order to keep the temperature of the REESS in its normal operating 
range. The manufacturer shall provide evidence that the thermal 
management system of the REESS is neither disabled nor reduced.  
2.1. OVC -HEVs and NOVC -HEVs shall have been run -in in accordance 
with the requirements of paragraph 2.3.3. of Sub -Annex 6.  
2.2. NOVC -FCHVs shall have been run -in at least 300 km with their fuel 
cell and REESS installed.  '; 
 
(f) the following points 2.3 . and 2.4. are inserted:  
'2.3. PEVs shall have been run -in at least 300 km or one full charge 
distance, whichever is longer.  
2.4. All REESS having no influence on CO 2 mass emissions or H 2 
consumption shall be excluded from monitoring.';  
 
(g) point 3.1.1.2. is replaced by the following:  
'3.1.1.2.  If the vehicle cannot follow the applicable test cycle within the 
speed trace tolerances in accordance with  paragraph 2.6. 8.3. of Sub - 
342 
 Annex 6, the accelerator control shall, unless stated otherwise, be 
fully activated until the require d speed trace is reached again. ';  
 
(h) point 3.1.2. is replaced by the following:  
'3.1.2.  Forced cooling as described in paragraph 2.7.2. of Sub -Annex  6 
shall apply only for the charge -sustaining Type 1 test for OVC -
HEVs in accordance with  paragraph  3.2. of this Sub -Annex and for 
testing NOVC -HEVs in accordance with  paragraph 3.3. of this Sub -
Annex. ';  
 
(i) in point 3.2.4.4., the l ast paragraph is replaced by the following:  
'For vehicles without a charge -sustaining capability over the 
complete applicable W LTP test cycle, the end of the charge -
depleting Type 1 test is reached by an indication on a standard on -
board instrument panel to stop the vehicle, or when the vehicle 
deviates from the prescribed speed trace tolerance for 4 consecutive 
seconds or more. T he accelerator control shall be deactivated and 
the vehicle shall be braked to standstill within 60 seconds. ';  
 
(j) point 3.2.5.3.3. is replaced by the following:  
'3.2.5.3.3.  The test pursuant to paragraph 3.2.5.3.1. of this Sub -Annex  shall 
fulfil the applicable criteria emission limits in accordance with  
paragraph 1.2. of Sub -Annex 6. ';  
 
(k) point 3.3.1.1. is replaced by the following:  
'3.3.1.1.  Vehicles shall be preconditioned in accordance with  paragraph  2.6. 
of Sub -Annex  6. 
In add ition to the requirements of paragraph 2.6 . of Sub-Annex 6,  
the level of the state of charge of the traction REESS for the charge -
sustaining test may be set in accordance with  the manufacturer’s 
recommendation before preconditioning in order to achieve a t est 
under charge -sustaining operating condition. ';  
 
(l) point 3.3.1.2. is replaced by the following:  
'3.3.1.2.  Vehicles shall be soaked in accordance with  paragraph 2.7. of Sub -
Annex 6. ';  
 
(m) point 3.3.3.3. is replaced by the following:  
'3.3.3.3.  The charge -sustaining Type 1 test shall fulfil the applicable criteria 
emission limits in accordance with  paragraph 1.2. of Sub -Annex 6. 
'; 
  
343 
 (n) point 3.4.1. is replaced by the following:  
'3.4.1.  General requirements  
The test procedure to determine the pu re electric range and electric 
energy consumption shall be selected in accordance with  the 
estimated pure electric range (PER) of the test vehicle from Table 
A8/3. In the case that the interpolation method  is applied, the 
applicable test procedure shall be  selected in accordance with  the 
PER of vehicle H within the specific interpolation family.  
Table A8/3  
Procedures to determine pure electric range and electric energy 
consumption  
Applicable test cycle          The estimated PER is…      Applicable test procedure  
Test cycle pursuant to 
paragraph  1.4.2.1. 
of this Sub-Annex . …less than the length of 3 
applicable 
WLTP test 
cycles.  Consecutive cycle Type 1 test 
procedure ( in 
accordance with  
paragraph  3.4.4.1. of 
this Sub -Annex ). 
… equal  to or greater than 
the length of 3 
applicable 
WLTP test 
cycles.  Shortened Type 1 test 
procedure ( in 
accordance with  
paragraph  3.4.4.2. of 
this Sub -Annex ). 
City cycle pursuant to 
paragraph  1.4.2.2.  
of this Sub-Annex . …not available over the 
applicable 
WLTP test 
cycle.  Consecutive cycle Type 1 test 
procedure ( in 
accordance with  
paragraph 3.4.4.1. of 
this Sub -Annex ). 
The manufacturer shall give evidence to the approval authority 
concerning the estimated pure electric range (PER) prior to the test. 
In the case that the interpolation method  is applied, the applicable 
test procedure shall be determined based on the estima ted PER of 
vehicle H of the interpolation family. The PER determined by the 
applied test procedure shall confirm that the correct test procedure 
was applied.  
The test sequence for the consecutive cycle Type 1 test procedure, 
as described in paragraphs 3.4 .2., 3.4.3. and 3.4.4.1. of this Sub -
Annex, as well as the corresponding REESS state of charge profile, 
are shown in Figure A8.App1/6 of Appendix 1 to this Sub -Annex . 
 The test sequence for the shortened Type 1 test procedure, as 
described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2 . of this Sub-Annex 
as well as the corresponding REESS state of charge profile , are 
shown in Figure A8.App1/7 in Appendix 1 to this Sub -Annex. ';  
  
344 
 (o) in point 3.4.4.1.1., the l ast paragraph of point 3.4.4.1.1. is replaced by the 
following:  
'Breaks for the driver and/or operator are permitted only between 
test cycles and with a maximum total break time of 10 minutes. 
During the break, the powertrain shall be switched off. ';  
 
(p) point 3.4.4.1.3. is replaced by the following:  
'3.4.4.1.3.  Break -off criterion  
The break -off criterion is reached when the vehicle exceeds the 
prescribed speed trace tolerance as specified in paragraph 2.6. 8.3. of 
Sub-Annex 6 for 4  consecutive seconds or more. The accelerator 
control shall be deactivat ed. The vehicle shall be braked to standstill 
within 60 seconds. ';  
 
(q) in point 3.4.4.2.1., t he first paragraph after Figure A8/2 is replaced by the 
following:  
'The dynamic segments DS1 and DS2 are used to calculate the 
energy consumption of the phase co nsidered, the applicable WLTP 
city cycle and the applicable WLTP test cycle. ';  
 
(r) point 3.4.4.2.1.1. is replaced by the following:  
'3.4.4.2.1.1.  Dynamic segments  
 Each dynamic segment DS1 and DS2 consists of an applicable 
WLTP test cycle in accordance with paragraph  1.4.2.1. of this Sub-
Annex  followed by an applicable WLTP city test cycle in 
accordance with  paragraph  1.4.2.2. of this Sub-Annex. ';  
(s) in point 3.4.4.2.1.2., the first paragraph is replaced as follows:  
'The constant speeds during segments CSS M and CSS E shall be identical. If the 
interpolation method  is applied, the same constant speed shall be applied 
within the interpolation family.';  
(t) in point 3.4.4.2.1.3., in  Table A8/4 , the description of the colum ns is replaced 
by the following:  
' 
Distance driven in constant speed segment CSS M 
(km) Maximum total break (min)  '; 
 
(u) point 3.4.4.2.3. is replaced by the following:  
'3.4.4.2.3.  Break -off criterion  
The break -off criterion is reached when the vehicle exceeds the 
prescribed speed trace  tolerance as specified in paragraph  2.6.8.3. of 
Sub-Annex  6 for 4  consecutive  seconds or more in the second  
345 
 constant speed segment CSS E. The accelerator control shall be  
deactivated. The vehicle shall be braked to a standstill within 
60 seconds. ';  
 
(v) point 4.1.1.1. , is amended as follows:  
(i) the title  is replaced by the following:  
'Stepwise procedure  for calculating the final test results of the 
charge -sustaining Type  1 test for NOVC -HEVs and OVC -HEVs ';  
 
(ii) Table A8/5 is replaced by the following:  
' Table A8/5  
Calculation of final charge -sustaining gaseous emission values  
Source  Input  Process  Output  Step No. 
Sub-Annex 6  Raw test results  Charge -sustaining mass 
emissions  
Paragraphs 3. to 3.2.2. of Sub -
Annex 7.  Mi,CS,p,1, g/km;  
MCO2 ,CS,p,1, g/km.  1 
Output from 
step No.  1 of 
this table.  Mi,CS,p,1, g/km;  
MCO2 ,CS,p,1, g/km.  Calculation of combined charge -
sustaining cycle values:  
Mi,CS,c,2=∑Mi,CS,p,1×dp p
∑dp p 
MCO2 ,CS,c,2=∑MCO2 ,CS,p,1×dp p
∑dp p 
where:  
Mi,CS,c,2 is the charge -sustaining 
mass emission result over the 
total cycle;  
MCO2 ,CS,c,2 is the charge -
sustaining CO 2 mass emission 
result over the total cycle;  
dp are the driven distances of the 
cycle phases p.  Mi,CS,c,2, g/km;  
MCO2 ,CS,c,2, g/km.  2 
Output from 
steps Nos.  1 
and 2 of this 
table.  MCO2 ,CS,p,1, g/km;  
MCO2 ,CS,c,2, g/km.  REESS electric energy change 
correction  
Paragraphs 4.1.1.2. to 4.1.1.5. of 
this Sub -Annex.  MCO2 ,CS,p,3, g/km;  
MCO2 ,CS,c,3, g/km.  3 
Output from 
steps Nos.  2 
and 3 of this 
table.  Mi,CS,c,2, g/km;  
MCO2 ,CS,c,3, g/km.  
 Charge -sustaining mass emission 
correction for all vehicles 
equipped with periodically 
regenerating systems Ki in 
accordance with  Sub-Annex 6, 
Appendix 1.  
Mi,CS,c,4=Ki×Mi,CS,c,2 
or Mi,CS,c,4, g/km;  
MCO2 ,CS,c,4, g/km.  4a  
346 
 Source  Input  Process  Output  Step No. 
Mi,CS,c,4=Ki+Mi,CS,c,2 
and 
MCO2 ,CS,c,4=KCO2 ,Ki
×MCO2 ,CS,c,3 
or 
MCO2 ,CS,c,4=KCO2 ,Ki
+MCO2 ,CS,c,3 
Additive offset or multiplicative 
factor to be used in accordance 
with Ki determination.  
If K i is not applicable:  
Mi,CS,c,4=Mi,CS,c,2 
MCO2 ,CS,c,4=MCO2 ,CS,c,3 
Output from 
steps Nos.  3 
and 4a of this  
table.  MCO2 ,CS,p,3, g/km;  
MCO2 ,CS,c,3, g/km;  
MCO2 ,CS,c,4, g/km.  If K i is applicable, align CO 2 
phase values to combined cycle 
value:  
MCO2 ,CS,p,4=MCO2 ,CS,p,3×AF Ki 
for every cycle phase p;  
where:  
AF Ki=MCO2 ,CS,c,4
MCO2 ,CS,c,3 
If K i is not applicable:  
MCO2 ,CS,p,4=MCO2 ,CS,p,3 MCO2 ,CS,p,4, g/km.  4b 
Output from 
step No.  4 of 
this table.  Mi,CS,c,4, g/km;  
MCO2 ,CS,p,4, g/km;  
MCO2 ,CS,c,4, g/km;  ATCT correction in accordance 
with paragraph 3.8.2. of Sub -
Annex 6a.  
Deterioration factors calculated 
and applied in accordance with  
Annex VII.  
 Mi,CS,c,5, g/km;  
MCO2 ,CS,c,5, g/km;  
MCO2 ,CS,p,5, g/km.  5 
Result of a 
single test.  
Output from 
step No.  5 of 
this table.  For every test:  
Mi,CS,c,5, g/km;  
MCO2 ,CS,c,5, g/km;  
MCO2 ,CS,p,5, g/km.  Averaging of tests and declared 
value in accordance with  
paragraphs 1.2. to 1.2.3. of  
Sub-Annex 6.  Mi,CS,c,6, g/km;  
MCO2 ,CS,c,6, g/km;  
MCO2 ,CS,p,6, g/km;  
MCO2 ,CS,c,declared , 
g/km.  6 
Mi,CS 
results of a 
Type 1 test 
for a test 
vehicle.  
Output from 
step No. 6 of 
this table.  MCO2 ,CS,c,6, g/km;  
MCO2 ,CS,p,6, g/km;  
MCO2 ,CS,c,declared , 
g/km.  Alignment of phase values.  
Paragraph 1.2.4. of Sub -Annex 6,  
and: 
MCO2 ,CS,c,7=MCO2 ,CS,c,declared  MCO2 ,CS,c,7, g/km;  
MCO2 ,CS,p,7, g/km.  7 
MCO2 ,CS 
results of a 
Type 1 test 
for a test 
vehicle.  
Output from 
steps Nos.  6 
and 7 of this 
table.  For each of the test 
vehicles H and L:  
Mi,CS,c,6, g/km;  
MCO2 ,CS,c,7, g/km;  If in addition to a test vehicle H a 
test vehicle L and, if applicable 
vehicle M was also tested, the 
resulting criteria emission value 
shall be the highest of the two or, Mi,CS,c, g/km;  
MCO2 ,CS,c,H, g/km;  
MCO2 ,CS,p,H, g/km;  
 
If a vehicle L was 8 
Interpolatio
n family 
result.   
347 
 Source  Input  Process  Output  Step No. 
MCO2 ,CS,p,7, g/km.  if applicable, three values and 
referred to as Mi,CS,c. 
In the case of the combined 
THC+NO x emissions, the highest 
value of the sum referring to 
either the vehicle H or vehicle L 
or, if applicable, vehicle M is to 
be declared.  
Otherwise, if no vehicle L or if 
applicable vehicle M was tested, 
Mi,CS,c= Mi,CS,c,6 
For CO 2 the values derived i n 
step 7 of this Table shall be used.  
CO 2 values shall be rounded to 
two decimal places.  
 tested:  
MCO2 ,CS,c,L, g/km;  
MCO2 ,CS,p,L, g/km;  
 
and, if applicable, 
a vehicle M was 
tested:  
 
MCO2 ,CS,c,M, g/km;  
MCO2 ,CS,p,M, g/km;  
 
 
  
Final 
criteria 
emission 
result.  
Output from 
step No.  8 of 
this table.  MCO2 ,CS,c,H, g/km;  
MCO2 ,CS,p,H, g/km;  
If a vehicle L was 
tested:  
MCO2 ,CS,c,L, g/km;  
MCO2 ,CS,p,L, g/km  
and, if applicable, a 
vehicle M was 
tested:  
MCO2 ,CS,c,M, g/km;  
MCO2 ,CS,p,M, g/km;  CO 2 mass emission calculation in 
accordance with  
paragraph  4.5.4.1. of this Sub -
Annex for individual vehicles in 
an interpolation family.  
CO 2 values shall be rounded in 
accordance with Table  A8/2.   MCO2 ,CS,c,ind, g/km;  
MCO2 ,CS,p,ind, g/km.  9 
Result of 
an 
individual 
vehicle.  
Final CO 2 
result.  '; 
 
(w) in point 4.1.1.4. , the lines for ' MCO2 ,CS,p' and ' MCO2 ,CS,nb,p' are replaced by the 
following:  
'MCO2 ,CS,p is the charge -sustaining CO 2 mass emission of phase p 
of the charge -sustaining Type  1 test in accordance with  
Table  A8/5, step No.  3, g/km;  
MCO2 ,CS,nb,p is the non -balanced CO 2 mass emission of phase p of 
the charge -sustaining Type  1 test, not corrected for 
the energy balance, determ ined in accordance with  
Table  A8/5, step No.  1, g/km; ';  
 
(x) in point 4.1.1.5. , the line for ' MCO2 ,CS,nb,p' is replaced by the following:  
'MCO2 ,CS,nb,p is the non -balanced CO 2 mass emission of phase p of 
the charge -sustaining Type  1 test, not corrected for 
the energy balance, determined in accordance with  
Table  A8/5, step No.  1, g/km; ';  
  
348 
 (y) in point 4.1.2. , the last 2 paragraphs are replaced by the following:  
'In the case that the interpolation method is applied, k shall be the number of 
phases driven up to the end of the transition cycle of vehicle L nveh _L. 
If the transition cycle number driven by vehicle H, nveh H, and, if applicable, 
by an individual vehicle  within the vehicle interpolation family, nveh ind, is 
lower than the transition cycle number driven by vehicle L, nveh _L, the 
confirmation cycle of vehicle H and, if applicable, an individual vehicle 
shall be included in the calculation. The CO 2 mass emiss ion of each phase 
of the confirmation cycle shall then be corrected to an electric energy 
consumption of zero ECDC,CD,j=0 by using the CO 2 correction coefficient 
in accordance with  Appendix  2 of this Sub -Annex.  '; 
 
(z)  in point 4.1.3.1., the last 2 paragr aphs are replaced by the following:  
'In the case that the interpolation method is applied for i = CO 2, k shall be 
the number of phases driven up to the end of the transition cycle of vehicle 
L nveh _L. 
If the transition cycle number driven by vehicle H, nveh H, and, if applicable, 
by an individual vehicle within the vehicle interpolation family nveh ind is 
lower than the transition cycle number driven by vehicle L, nveh _L, the 
confirmation cycle of vehicle H and, if applicable, an individual vehicle 
shall be  included in the calculation. The CO 2 mass emission of each phase 
of the confirmation cycle shall then be corrected to an electric energy 
consumption of zero ECDC,CD,j=0 by using the CO 2 correction coefficient 
in accordance with  Appendix  2 of this Sub -Annex. '; 
 
(aa) point 4.2.1.2.1. is amended as follows:  
(i) the title of is replaced by the following:  
'4.2.1.2.1. Stepwise procedure for calculating the final test fuel 
consumption results of the charge -sustaining Type 1 test for NO VC-
FCHVs ';  
(ii) in Table A8/7 the row for Step No.3, is replaced with the following:  
Output from step 
No. 2 of this table.  FCCS,c,2, kg/100 km.   
FCCS,c,3=FCCS,c,2 FCCS,c,3, kg/100 km.  3 
Result of a single test.  
(iii) in Table A8/7the row for Step No.4, is replaced with the following:  
Output from step 
No. 3 of this table.  For every test:  
FCCS,c,3, kg/100 km.  Averaging of tests and declared 
value according to paragraphs 
1.2. to 1.2.3. inclusive of Sub -
Annex 6.  FCCS,c,4, kg/100 km.  4 
'; 
 
 
(ab) in point 4.2.2., t he last 2 paragraph s are replaced by the following:   
349 
 'In the case that the interpolation method is applied, k shall be the 
number of phases driven up to the end of the transition cycle of 
vehicle L nveh _L. 
If the transition cycle number driven by vehicle H, nveh H, and, if 
applicable, by an individual vehicle within the vehicle interpolation 
family, nveh ind, is lower than the transition cycle number driven by 
vehicle L nveh _L the confirmation cycle of vehicle  H and, if 
applicable, an individual vehicle shall be included in the calculation. 
The fuel consumption of each phase of the confirmation cycle shall 
be calculated in accordance with  paragraph 6. of Sub -Annex 7 with 
the criteria emission over the complete confirmation cycle and the 
applicable CO 2 phase value which shall be corrected to an electric 
energy consumption of zero, ECDC,CD,j=0, by using the CO 2 mass 
correction coefficient (K CO2) in accordance with  Appendix  2 to this 
Sub-Annex. ';  
 
(ac) point 4.2.3 . is amended as follows : 
(i) the last 2 paragraph s are replaced by the following:  
'In the case that the interpolation method is applied, k shall be the 
number of phases driven up to the end of the transition cycle of 
vehicle L nveh _L. 
If the transition cycle number driven by vehicle H, nveh H, and, if 
applicable, by an individual vehicle within the vehicle interpolation 
family nveh ind is lower than the transition cycle number driven by 
vehicle L, nveh _L, the confirmation cycle of vehicle  H and, if 
applicable, an individual vehicle shall be included in the calculation.  
';  
(ii) the following paragraph is added:  
'The fuel consumption of each phase of the confirmation cycle shall 
be calculated in accordance with  paragraph 6. of Sub -Annex 7 w ith 
the criteria emission over the complete confirmation cycle and the 
applicable CO 2 phase value which shall be corrected to an electric 
energy consumption of zero  ECDC,CD,j= 0 by using the CO 2 mass 
correction coefficient (K CO2) in accordance with  Appendix  2 to this 
Sub-Annex. ';  
 
(ad) point 4.3.1. is replaced by the following:  
'4.3.1.  Utility factor -weighted charge -depleting electric energy 
consumption based on the recharged electric energy from the 
mains for OVC -HEVs  
The utility factor -weighted charge -depleting electric energy 
consumption based on the recharged electric energy from the 
mains shall be calculated using the following equation:   
350 
 ECAC,CD=  ∑ (UFj × ECAC,CD,jk
j=1 )
∑ UFjk
j=1  
where:  
ECAC,CD is the utility factor -weighted charge -depleting elec tric energy 
consumption based on the recharged electric energy from the 
mains,  Wh/km;  
UF j is the utility factor of phase j in accordance with  Appendix  5 to 
this Sub -Annex;  
ECAC,CD,j is the electric energy consumption based on the recharged 
electric energy from the mains of phase j,  Wh/km;  
and 
ECAC,CD,j=ECDC,CD,j×EAC
∑ ∆=REESS ,jk
j=1 
where:  
ECDC,CD,j is the electric energy consumption based on the REESS 
depletion of phase j of the charge -depleting Test 1 in 
accordance with  paragraph  4.3. of this Sub -Annex,  Wh/km;  
EAC is the recharged electric energy from the mains determined in 
accordance with  paragraph  3.2.4.6. of this Sub -Annex,  Wh; 
∆ REESS ,j is the electric energy change of all REESSs of phase j in 
accordance with  paragr aph 4.3. of this Sub -Annex, Wh;  
j is the index number for the considered phase;  
k is the number of phases driven up to the end of the transition 
cycle  in accordance with  paragraph  3.2.4.4. of this Sub -Annex.  
 In the case that the interpolation method  is applied, k is the 
number of phases driven up to the end of the transition cycle of 
L,n veh_L. '; 
 
(ae) in point 4.3.2., the text 
 
'k  is the number of phases driven up to the end of the 
transition cycle  of vehicle L, nveh _L, in accordance with  
paragraph  3.2.4.4. of this Sub -Annex. ' 
is replaced with the following:  
'k is the number of phases driven up to the end of the 
transition cycle in accordance with  paragraph  3.2.4.4. of 
this Sub -Annex. ';   
351 
 In the case that the interpolation method  is applied, k is the 
number of phases driven up to the end of the transition 
cycle of vehicle L, nveh_L.';  
 
(af) point 4.3.4.1. is replaced by the following:  
'4.3.4.1.  The electric energy consumption determined in this paragraph 
shall be calculated only if th e vehicle was able to follow the 
applicable test cycle within the speed trace tolerances in 
accordance with  paragraph  2.6.8.3. of Sub -Annex  6 during the 
entire considered period. ';  
 
(ag) in point 4.4.1.2.2. , the second equation and  related definitions are  replaced 
by the following:  
' 
UBE city=∑ ∆1REESS ,jk+1
j=1 
where:  
∆hREESS ,j is the electric energy change of all REESSs during 
phase j, Wh;  
j is the index number of the considered phase;  
k+1 is the number of the  phases driven from the beginning of 
the test until the point in time when the combustion engine 
starts consuming fuel; ';  
 
(ah) point 4.4.2. is replaced by the following:  
'4.4.2.  Pure electric range for PEVs  
 The ranges determined in this paragraph shall only be calculated if 
the vehicle was able to follow the applicable WLTP test cycle 
within the speed trace tolerances in accordance with  
paragraph  2.6.8.3. of Sub -Annex  6 during the entire considered 
period. ';  
 
(ai) in point 4.4.2.1.3. , after the equation , the text  
'UBE UBE  is the usable REESS energy in accordance 
with paragraph  4.4.2.1.1. of this Sub -
Annex,  Wh; ' 
is replaced with the following :  
352 
 ′UBE STP is the usable REESS energy in accordance 
with paragraph  4.4.2.1.1. of this Sub -
Annex,  Wh;';  
 
(aj) in point 4.4.4.2. , the last paragraph is replaced by the following:  
'The considered phase values shall be the low phase, medium 
phase, high phase, extra high phase, and the city driving cycle. ';  
 
(ak) point 4.5.1.  is amended as follows:  
(i) the second paragr aph after the title is replaced with the following:  
'At the request of the manufacturer and with approval of the 
approval authority, the application of the interpolation method 
on individual vehicle values within a family may be extended if 
the maximum extrapolation is not more than 3  g/km above the 
charge -sustaining CO 2 mass emission of vehicle H and/or is not 
more than 3 g/km below the charge -sustaining CO 2 mass 
emission of vehicle L. This extension is valid only within the 
absolute boundaries of the i nterpolation range specified in this 
paragraph. '; 
(ii) the sixth paragraph after the title is replaced with the following:  
'If the linearity criterion is fulfilled, the interpolation method 
shall be applicable for all individual vehicles between vehicles L  
and H within the interpolation family. '; 
(iii) the last two paragraphs are replaced with the following:  
'For vehicles with a cycle energy demand between that of 
vehicles L and M, each parameter of vehicle H necessary for the 
application of the interpolati on method on individual OVC -HEV 
and NOVC -HEV values, shall be substituted by the 
corresponding parameter of vehicle M.  
For vehicles with a cycle energy demand between that of 
vehicles M and H, each parameter of vehicle L that is necessary 
for the applicati on of the interpolation method on individual 
OVC -HEV and NOVC -HEV values shall be substituted by the 
corresponding parameter of vehicle M. '; 
 
(al) in point 4.5.3. the lines for ' Kind,p', 'E1,p', 'E2,p', 'E3,p' and '  p' are replaced by 
the following:  
'Kind,p is the interpolation coefficient for the considered 
individual vehicle for period p;   
353 
 E1,p is the energy demand for the considered period for 
vehicle L in accordance with  paragraph 5. of Sub -
Annex 7, Ws;  
E2,p is the energy demand for the considered period for 
vehicle H in accordance with  paragraph 5. of Sub -
Annex 7, Ws;  
E3,p is the energy demand for the considered period for the 
individual vehicle in accordance with  paragraph 5. of 
Sub-Annex 7, Ws;  
p is the ind ex of the individual period within the 
applicable test cycle. ';  
 
(am) in point 4.5.4.1. , the last paragraph is replaced by the following:  
'The considered periods shall be the low phase, medium phase, 
high phase, extra high phase, and the applicable WLTP test cycle. 
'; 
 
(an) in point 4.5.5.1. , the last paragraph is replaced by the following:  
'The considered periods shall be the low phase, medium phase, 
high phase, extra high phase, and the applicable WLTP test cycle. 
'; 
 
(ao) in point 4.5.6.3. the last par agraph is replaced by the following:  
'The considered periods shall be the low phase, medium phase, 
high phase, extra high phase, the applicable WLTP city test cycle 
and the applicable WLTP test cycle. ';  
 
(ap) in point 4.5.7.2. the last paragraph is replac ed by the following:  
'The considered periods shall be the low phase, medium phase, 
high phase, extra high phase, the applicable WLTP city test cycle 
and the applicable WLTP test cycle. ';  
 
(aq) the following points 4.6. to 4.7.2. are added : 
'4.6. Stepwise procedure for calculating the final test results of 
OVC -HEVs  
In addition to the stepwise procedure for calculating the 
final charge -sustaining test results for gaseous emission 
compounds in accordance with  paragraph 4.1.1.1. of this 
Sub-Annex and for fuel consumption in accordance with   
354 
 paragraph 4.2.1.1. of this Sub -Annex, paragraphs 4.6.1. 
and 4.6.2. of this Sub -Annex describe the stepwise 
calculation of the final charge -depleting as well as the 
final charge -sustaining and charge -depleting weighted test 
results.  
4.6.1.  Stepwise procedure for calculating the final test results of 
the charge -depleting Type 1 test for OVC -HEVs  
The results shall be calculated in the order described in 
Table A8/8. All applicable results in the column "Output" 
shall be recorded.  The column "Process" describes the 
paragraphs to be used for calculation or contains 
additional calculations.  
For the purpose of Table A8/8, the following 
nomenclature within the equations and results is used:  
c complete applicable test cycle;  
p every app licable cycle phase;  
i applicable criteria emission component;  
CS charge -sustaining;  
CO 2 CO 2 mass emission.  
   
355 
 Table A8/8  
Calculation of final charge -depleting values  
Source  Input  Process  Output  Step no.  
Sub-Annex  8 Charge -depleting test 
results  Results measured in accordance with  
Appendix 3 to this Sub -Annex, pre -
calculated in accordance with  
paragraph 4.3. of this Sub -Annex.  
 
Usable battery energy in accordance 
with paragraph  4.4.1.2.2. of this Sub -
Annex.  
 
Recharged electric energy in 
accordance with  paragraph  3.2.4.6. 
of this Sub -Annex.  
 
Cycle energy in accordance with  
paragraph 5. of Sub -Annex  7. 
 
CO 2 mass emission in accordance 
with paragraph  3.2.1. of Sub -
Annex  7.  
 
Mass of gaseous emission compound 
i in accordance with  paragraph  3.2.1. 
of Sub -Annex  7.  
 
Particle number emissions in 
accordance with  paragraph 4. of 
Sub-Annex  7. 
 
Particulate matter emissions in 
accordance with  paragraph  3.3. of 
Sub-Annex  7.  
 
All-electric range determined in 
accordance with  paragraph  4.4.1.1. 
of this Sub -Annex.  
 
In the case that the applicable WLTC 
city test cycle was driven: all - 
electric range city in accordance with  
paragraph  4.4.1.2.1. of this Sub -
Annex.  
 
CO 2 mass emission K CO2 correction 
coefficient might be necessary in 
accordance with  Appendix  2 to this 
Sub-Annex.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output (except 
of K CO2) is available for vehicle H, L 
and, if applicable, M.  ΔE REESS,j , Wh;  
dj, km;  
 
 
 
UBE city, Wh; 
 
 
 
EAC, Wh;  
 
 
 
Ecycle, Ws;  
 
 
MCO2,CD,j , g/km;  
 
 
Mi,CD,j, g/km;  
 
 
 
PN CD,j, particles per 
kilometer;  
 
PM CD,c, mg/km;  
 
 
 
AER, km;  
 
 
 
AER city, km.  
 
 
 
 
 
KCO2, 
(g/km)/(Wh/km).  1  
356 
 Source  Input  Process  Output  Step no.  
Output step  1 ΔE REESS,j , Wh;  
Ecycle, Ws.  Calculation of relative electric 
energy change for each cycle in 
accordance with  paragraph  3.2.4.5.2. 
of this Sub -Annex.  
 
Output is available for each test and 
each applicable WLTP test cycle.  
 
In the case that the interpolation 
method  is applied, the out put is 
available for vehicle H, L and, if 
applicable, M.  REEC i. 
 2 
Output step  2 REEC i. 
 Determination of the transition and 
confirmation cycle in accordance 
with paragraph  3.2.4.4. of this Sub -
Annex.  
 
In the case that more than one 
charge -depleting test  is available for 
one vehicle, for the purpose of 
averaging, each test shall have the 
same transition cycle number n veh. 
 
Determination of the charge -
depleting cycle range in accordance 
with paragraph  4.4.3. of this Sub -
Annex.  
 
Output is available for each  test. 
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  nveh; 
 
 
 
 
 
 
 
 
 
 
RCDC; km.  3 
Output step  3 nveh; 
 In the case that the interpolation 
method is used, the transition cycle 
shall be  determined for vehicle H, L 
and, if applicable, M.  
Check whether the interpolation 
criterion in accordance with  
paragraph  5.6.2.  (d) of this Annex is 
fulfilled.  nveh,L; 
nveh,H; 
 
if applicable  
nveh,M. 4 
Output step  1 Mi,CD,j, g/km;  
PM CD,c, mg/km;  
PN CD,j, particles per 
kilometer.  
 Calculation of combined values for 
emissions for n veh cycles; in the case 
of interpolation for n veh,L cycles for 
each vehicle.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  Mi,CD,c, g/km;  
PM CD,c, mg/km;  
PN CD,c, particles per 
kilometer.  
 5  
357 
 Source  Input  Process  Output  Step no.  
Output step  5 Mi,CD,c, g/km;  
PM CD,c, mg/km;  
PN CD,c, particles per 
kilometer.  
 Emission averaging of tests for each 
applicable WLTP test cycle within 
the charge -depleting Type  1 test and 
check with the limits in accordance 
with Table  A6/2 of Sub -Annex  6. Mi,CD,c,ave , g/km;  
PM CD,c,ave , mg/km;  
PN CD,c,ave , particles per 
kilometer.  
 6 
Output step  1 ΔE REESS,j , Wh;  
dj, km;  
UBE city, Wh.  
 In the case that AER city is derived 
from the Type  1 test by driving the 
applicable WLTP test cycles, the 
value shall be calculated in 
accordance with  paragraph  4.4.1.2.2. 
of this Sub -Annex.  
 
In the case of more than one test,  
ncity,pe shall be equal for each test.  
 
Output available for each test.  
 
Averaging of AER city. 
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  AER city, km;  
AER city,ave , km.  7 
Output step 1  
Output step 3  
Output step 4  dj, km;  
nveh; 
nveh,L; 
 Phase -specific and cycle -specific UF 
calculation.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available  for vehicle H, L and, if 
applicable, M.  UF phase,j; 
UF cycle,c. 8 
Output step 1  
 
 
Output step 3  
Output step 4  
Output step 8  ΔE REESS,j , Wh;  
dj, km;  
EAC, Wh;  
nveh; 
nveh,L; 
UF phase,j; 
 Calculation of the electric energy 
consumption based on the recharged 
energy according. to 
paragraphs  4.3.1. and 4.3.2. of this 
Sub-Annex.  
 
In the case of interpolation, n veh,L 
cycles shall be used. Therefore, due 
to the required correction of the CO 2 
mass emission, the electric energy 
consumption of the confirmation 
cycle a nd its phases shall be set to 
zero.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  EC AC,weighted , Wh/km;  
EC AC,CD , Wh/km;  9  
358 
 Source  Input  Process  Output  Step no.  
Output step 1  
 
 
 
Output step 3  
Output step 4  
Output step 8  
 MCO2,CD,j , g/km;  
KCO2, (g/km)/(Wh/km);  
ΔE REESS,j , Wh;  
dj, km;  
nveh; 
nveh,L; 
UF phase,j. 
 Calculation of the charge -depleting 
CO 2 mass emission in accordance 
with paragraph  4.1.2. of this Sub -
Annex.  
 
In the case that the interpolation 
method is applied, n veh,L cycles shall 
be used. With reference to 
paragraph  4.1.2. of this Sub -Annex, 
the confirmation cycle shall be 
corrected in accordance with  
Appendix  2 to this Sub -Annex.  
 
Output is available for eac h test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  MCO2,CD , g/km;  10 
Output step 1  
 
 
Output step 3  
Output step 4  
Output step 8  
 MCO2,CD,j , g/km;  
Mi,CD,j, g/km;  
KCO2, (g/km)/(Wh/km).  
nveh; 
nveh,L; 
UF phase,j; 
 Calculation of the charge -depleting 
fuel consumption in accordance with  
paragraph  4.2.2. of this Sub -Annex.  
 
In the case that the interpolation 
method is applied, n veh,L cycles shall 
be used. With reference to 
paragraph  4.1.2. of this Sub -Annex, 
MCO2,CD,j  of the confirmation cycle 
shall be corrected in accordance with  
Appendix 2 to this Sub -Annex. The 
phase -specific fuel consumption 
FC CD,j shall be calculated using the 
corrected CO 2 mass emission in 
accordance with  paragraph 6. of 
Sub-Annex  7. 
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  FC CD,j, l/100  km;  
FC CD, l/100 km. 11 
Output step 1  ΔE REESS,j , Wh;  
dj, km;  Calculation of the electric energy 
consumption from the first 
applicable WLTP test cycle.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for  vehicle H, L and, if 
applicable, M.  EC DC,CD,first , Wh/km  12  
359 
 Source  Input  Process  Output  Step no.  
Output step 9  
 
Output step 10  
Output step 11  
Output step 12  EC AC,weighted , Wh/km;  
EC AC,CD , Wh/km;  
MCO2,CD , g/km;  
FC CD, l/100  km; 
EC DC,CD,first , Wh/km.  Averaging of tests for each vehicle.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle H, L and, 
if applicable, M.  EC AC,weighted,ave , Wh/km;  
EC AC,CD,ave , Wh/km;  
MCO2,CD,ave , g/km;  
FC CD,ave , l/100  km; 
EC DC,CD,first,ave , Wh/km  13 
Output step 13  EC AC,CD,ave , Wh/km;  
MCO2,CD,ave , g/km.  Declaration of charge -depleting 
electric energy consumption and 
CO 2 mass emission for each vehicle.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle H, L and, 
if applicable , M. EC AC,CD,dec , Wh/km;  
MCO2,CD,dec , g/km.  14 
Output step 12  
Output step 13  
Output step 14  
 EC DC,CD,first , Wh/km;  
EC AC,CD,ave , Wh/km;  
EC AC,CD,dec , Wh/km;  
 Adjustment of electric energy 
consumption for the purpose of 
COP.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle H, L and, 
if applicable, M.  EC DC,CD,COP , Wh/km;  15 
Output step 15  
Output step 14  
 
Output step 13  EC DC,CD,COP , Wh/km;  
EC AC,CD,dec , Wh/km;  
MCO2,CD,dec , g/km;  
EC AC,weighted,ave , Wh/km;  
FC CD,ave , l/100  km; Intermediate rounding.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle H, L and, 
if applicable, M.  EC DC,CD,COP,final , Wh/km;  
EC AC,CD,final , Wh/km;  
MCO2,CD,final , g/km; 
EC AC,weighted,final , Wh/km;  
FC CD,final , l/100  km; 16 
Output step 16  EC DC,CD,COP,final , 
Wh/km;  
EC AC,CD,final , Wh/km;  
MCO2,CD,final , g/km;  
EC AC,weighted,final , 
Wh/km;  
FC CD,final , l/100  km; Interpolation of individual values 
based on input from vehicle L, M 
and H, and final rounding.  
 
Output available for individual 
vehicles.  EC DC,CD,COP,ind , Wh/km;  
EC AC,CD,ind , Wh/km;  
MCO2,CD,ind , g/km;  
EC AC,weighted,ind , Wh/km;  
FC CD,ind , l/100  km; 
 17 
4.6.2.  Stepwise procedure for c alculating the final charge -sustaining and 
charge -depleting weighted test results of the Type 1 test  
The results shall be calculated in the order described in Table A8/9. All 
applicable results in the column "Output" shall be recorded. The column 
"Process" describes the paragr aphs to be used for calculation or contains 
additional calculations.  
For the purpose of this table, the following nomenclature within the 
equations and results is used:  
c considered period is the complete applicable test cycle;  
p considered period is the a pplicable cycle phase;  
i applicable criteria emission component (except for CO 2); 
j index for the considered period;  
CS charge -sustaining;  
CD charge -depleting;   
360 
 CO 2 CO 2 mass emission;  
REESS  Rechargeable Electric Energy Storage System.  
   
361 
 Table A8/9  
Calculation of final charge -depleting and charge -sustaining weighted values  
Source  Input  Process  Output  Step no.  
Output step  1, 
Table  A8/8  
 
 
 
 
 
 
 
 
Output step  7, 
Table  A8/8  
 
Output step  3, 
Table  A8/8  
 
Output step  4, 
Table  A8/8  
 
 
Output step  8, 
Table  A8/8  
 
Output step  6, 
Table  A8/5  
 
Output step  7, 
Table  A8/5  Mi,CD,j, g/km;  
PN CD,j, particles per 
kilometer;  
PM CD,c, mg/km;  
MCO2,CD,j , g/km;  
ΔEREESS,j , Wh;  
dj, km;  
AER, km;  
EAC, Wh;  
 
AER city,ave , km;  
 
 
nveh; 
RCDC, km;  
 
nveh,L; 
nveh,H; 
 
 
UF phase,j; 
UF cycle,c; 
 
Mi,CS,c,6 , g/km;  
 
 
MCO2,CS , g/km;  
 
 
 
 
 
 
 
 
 
 
 
 
 
KCO2, 
(g/km)/(Wh/km).  
 Input from CD and CS 
postprocessing.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Output in the case of CD is available 
for each CD test. Output in the case of 
CS is available once due to CS test 
averaged values.  
 
In the case that the interpolation 
method  is applied, the output (except 
of K CO2) is available for vehicle H, L 
and, if applicable, M.  
 
 
CO 2 mass emission correction 
coefficient K CO2 might be necessary in 
accordance with  Appendix 2 to this 
Sub-Annex.  
 
 Mi,CD,j, g/km;  
PN CD,j, particles per 
kilometer;  
PM CD,c, mg/km;  
MCO2,CD,j , g/km;  
ΔEREESS,j , Wh;  
dj, km;  
AER, km;  
EAC, Wh;  
AER city,ave , km;  
nveh; 
RCDC, km;  
nveh,L; 
nveh,H; 
UF phase,j; 
UF cycle,c; 
Mi,CS,c,6 , g/km;  
MCO2,CS , g/km;  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
KCO2, 
(g/km)/(Wh/km).  
 1  
362 
 Source  Input  Process  Output  Step no.  
Output step  1,  
 Mi,CD,j, g/km;  
PN CD,j, particles per 
kilometer;  
PM CD,c, mg/km;  
nveh; 
nveh,L; 
UF phase,j; 
UF cycle,c; 
Mi,CS,c,6 , g/km;  Calculation of weighted emission 
(except M CO2,weighted ) compounds in 
accordance with  paragraphs 4.1.3.1. to 
4.1.3.3. of this Sub -Annex.  
 
Remark:  
Mi,CS,c,6  includes PN CS,c and PM CS,c. 
 
Output is available for each CD test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle L, H an d, if 
applicable, M.  Mi,weighted , g/km;  
PN weighted , particles per 
kilometer;  
PM weighted , mg/km;  
 2 
Output step  1,  
 MCO2,CD,j , g/km;  
ΔE REESS,j , Wh;  
dj, km;  
nveh; 
RCDC, km 
MCO2,CS , g/km;  
 Calculation of equivalent all -electric 
range in accordance with  paragraphs 
4.4.4.1. and 4.4.4.2. of this Sub -
Annex, and actual charge -depleting 
range in accordance with  
paragraph  4.4.5. of this Sub -Annex.  
 
Output is available for each CD test.  
 
In the case that the interpolation 
method  is applied, the output is 
availa ble for each vehicle L, H and, if 
applicable, M.  EAER, km;  
EAER p, km;  
RCDA, km.  3 
Output step  1 
 
Output step  3 AER, km;  
 
RCDA, km.  Output is available for each CD test.  
 
In the case that the interpolation 
method  is applied, check the 
availability of AER interpolation 
between vehicle H, L and, if 
applicable, M in accordance with  
paragraph  4.5.7.1. of this Sub -Annex.  
 
If the interpolation method  is used, 
each test shall fulfil the requirement.  AER -interpolation 
availability.  4 
Output step  1 AER, km.  
 Averaging AER and AER declaration.  
 
In the case that the interpolation 
method  is applied and the AER -
interpolation availability criterion is 
fulfilled, the output is available for 
each vehicle L, H and if applicable, 
M. 
If the criterion is not fulfilled, AER of 
vehicle H shall be applied for the 
whole interpolation family.  AER ave, km;  
AER dec, km.  5  
363 
 Source  Input  Process  Output  Step no.  
Output step  1 Mi,CD,j, g/km;  
MCO2,CD,j , g/km;  
nveh; 
nveh,L; 
UF phase,j; 
Mi,CS,c,6 , g/km;  
MCO2,CS , g/km.  
 Calculation of weighted CO 2 mass 
emission and fuel consumption in 
accordance with  paragraphs 4.1.3.1. 
and 4.2.3. of this Sub -Annex.  
 
Output is available for each CD test.  
 
In the case that the interpolation 
method is applied, n veh,L cycles shall 
be used. With reference t o paragraph 
4.1.2. of this Sub -Annex, M CO2,CD,j of 
the confirmation cycle shall be 
corrected in accordance with  
Appendix  2 to this Sub -Annex . 
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle L, H and, if 
applicable, M.  MCO2,weighted , g/km;  
FC weighted , l/100  km; 
 6 
Output step  1 
Output step  3 EAC, Wh;  
EAER, km;  
EAER p, km;  Calculation of the electric energy 
consumption based in EAER in 
accordance with  paragraphs 4.3.3.1. 
and 4.3.3.2. of this Sub -Annex.  
 
Output is available for each CD test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle L, H and, if 
applicable, M.  EC, Wh/km;  
EC p, Wh/km;  7 
Output step  1 
Output step  5 
Output step  6 
 
Output step  7 
 
Output step 3 AER city, ave , km;  
AER dec, km;  
MCO2,weighted , g/km;  
FC weighted , l/100  km; 
EC, Wh/km;  
EC p, Wh/km;  
EAER, km;  
EAER p, km.  Averaging and intermediate rounding.  
 
In the case that the interpolation 
method  is applied, the output is 
available for each vehicle  L, H and, if 
applicable, M.  AER city,final , km;  
AER final, km;  
MCO2,weighted,final , g/km;  
FC weighted,final , l/100  km; 
EC final, Wh/km;  
EC p,final, Wh/km;  
EAER final, km;  
EAER p,final, km.  8 
Output step  8 
 
 
 
 
 
 
 
Output step  4 AER city,final , km;  
AER final, km;  
MCO2,weighted,final , g/km;  
FC weighted,final , 
l/100  km; 
EC final, Wh/km;  
EC p,final, Wh/km;  
EAER final, km;  
EAER p,final, km;  
AER -interpolation 
availability.  Interpolation of individual values 
based on input from vehicle low, 
medium and high in accordance with  
paragraph  4.5. of this Sub -Annex, and 
final rounding.  
 
Output available for individual 
vehicles.  AER city,ind , km;  
AER ind, km;  
MCO2,weighted,ind , g/km;  
FC weighted,ind , l/100  km; 
EC ind, Wh/km;  
EC p,ind, Wh/km;  
EAER ind, km;  
EAER p,ind, km.  9  
364 
 4.7. Stepwise procedure for c alculating the final test results of PEVs  
 The results shall be calculated in the order described in 
Table A8/10 in case of the consecutive cycle procedure and in the 
order described in Table A8/11 in case of the shortened test 
procedure. Al l applicable results in the column "Output" shall be 
recorded. The column "Process" describes the paragraphs to be 
used for calculation or contains additional calculations.  
4.7.1.  Stepwise procedure for c alculating the final test results of PEVs in 
case of  the consecutive cycles procedure  
For the purpose of this table, the following nomenclature within 
the questions and results is used:  
j index for the considered period.  
Table A8/10  
Calculation of final PEV values determined by application of the consecutive cycle Type 1 
procedure  
Source  Input  Process  Output  Step no.  
Sub-Annex 8  Test results  Results measured in accordance with  
Appendix 3 to this Sub -Annex and 
pre-calculated in accordance with  
paragraph  4.3. of this Sub -Annex.  
 
Usable battery energ y in accordance 
with paragraph 4.4.2.2.1. of this Sub -
Annex.  
 
Recharged electric energy in 
accordance with  paragraph 3.4.4.3. of 
this Sub -Annex.  
 
Output available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available  for vehicle H and vehicle L.  ΔE REESS,j , Wh;  
dj, km;  
 
 
 
UBE CCP, Wh;  
 
 
 
EAC, Wh.  
 1 
Output step 1  ΔE REESS,j , Wh;  
UBE CCP, Wh.  Determination of the number of 
completely driven applicable WLTC 
phases and cycles in accordance with  
paragraph 4.4.2.2. of this Sub -Annex.  
 
Output available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  nWLTC; 
ncity; 
nlow; 
nmed; 
nhigh; 
nexHigh . 2  
365 
 Source  Input  Process  Output  Step no.  
Output step 1  
 
Output step 2  ΔE REESS,j , Wh;  
UBE CCP, Wh.  
nWLTC; 
ncity; 
nlow; 
nmed; 
nhigh; 
nexHigh . Calculation of weighting factors in 
accordance with  paragraph 4.4.2.2. of 
this Sub -Annex.  
 
Output available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  KWLTC,1  
KWLTC,2  
KWLTC,3  
KWLTC,4 Kcity,1  
Kcity,2  
Kcity,3  
Kcity,4  
Klow,1  
Klow,2  
Klow,3 
Klow,4  
Kmed,1  
Kmed,2  
Kmed,3  
Kmed,4  
Khigh,1  
Khigh,2  
Khigh,3  
Khigh,4  
KexHigh,1  
KexHigh,2  
KexHigh,3  
 3 
Output step 1  
 
 
Output step 2  
 
 
 
 
 
Output step 3  
 ΔE REESS,j , Wh;  
dj, km;  
UBE CCP, Wh.  
nWLTC; 
ncity; 
nlow; 
nmed; 
nhigh; 
nexHigh . 
All weighting factors  
 Calculation of electric energy 
consumption at the REESSs in 
accordance with  paragraph 4.4.2.2. of 
this Sub -Annex.  
 
EC DC,COP,1  
 
Output available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  EC DC,WLTC , Wh/km;  
EC DC,city , Wh/km;  
EC DC,low , Wh/km;  
EC DC,med , Wh/km;  
EC DC,high , Wh/km;  
EC DC,exHigh , Wh/km;  
EC DC,COP,1 , Wh/km.  4 
Output step 1  
 
Output step 4  UBE CCP, Wh;  
 
EC DC,WLTC , Wh/km;  
EC DC,city , Wh/km;  
EC DC,low , Wh/km;  
EC DC,med , Wh/km;  
EC DC,high , Wh/km;  
EC DC,exHigh , Wh/km.  Calculation of pure electric range in 
accordance with  paragraph 4.4.2.2. of 
this Sub -Annex.  
 
Output available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  
 PER WLTC, km;  
PER city, km;  
PER low, km;  
PER med, km;  
PER high, km;  
PER exHigh , km.  
 5 
Output step 1  
 
Output step 5  EAC, Wh; 
 
PER WLTC, km;  
PER city, km;  
PER low, km;  
PER med, km;  
PER high, km;  
PER exHigh , km.  Calculation of electric energy 
consumption at the mains in 
accordance with  paragraph 4.3.4. of 
this Sub -Annex.  
 
Output available for each test.  
 
In the case that the inter polation 
method  is applied, the output is 
available for vehicle H and vehicle L.  EC WLTC, Wh/km;  
EC city, Wh/km;  
EC low, Wh/km;  
EC med, Wh/km;  
EC high, Wh/km;  
EC exHigh , Wh/km.  
 6  
366 
 Source  Input  Process  Output  Step no.  
Output step 5  
 
 
 
 
 
 
Output step 6  
 
 
 
 
 
 
Output step 4  PER WLTC, km;  
PER city, km;  
PER low, km;  
PER med, km;  
PER high, km;  
PER exHigh , km;  
 
EC WLTC, Wh/km;  
EC city, Wh/km;  
EC low, Wh/km;  
EC med, Wh/km;  
EC high, Wh/km;  
EC exHigh , Wh/km.  
 
EC DC,COP,1 , Wh/km.  
 Averaging of tests for all input values.  
 
EC DC,COP,ave  
 
Declaration of PER WLTC,dec  and 
EC WLTC,dec  based on PER WLTC,ave  and 
EC WLTC,ave . 
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  
 
 PER WLTC,dec , km;  
PER WLTC,ave , km;  
PER city,ave , km;  
PER low,ave , km;  
PER med,ave , km;  
PER high,ave , km;  
PER exHigh,ave , km;  
 
EC WLTC,dec , Wh/km;  
EC WLTC,ave , Wh/km;  
EC city,ave , Wh/km;  
EC low,ave , Wh/km;  
EC med,ave , Wh/km;  
EC high,ave , Wh/km;  
EC exHigh,ave , Wh/km;  
EC DC,COP,ave , Wh/km.  7 
Output step 7  EC WLTC,dec , Wh/km;  
EC WLTC,ave , Wh/km;  
EC DC,COP,ave , Wh/km.  
 Determination of the adjustment factor 
and application to EC DC,COP,ave . 
 
For example:  
AF=ECWLTC ,dec
ECWLTC ,ave 
 
ECDC,COP =ECDC,COP ,ave×AF 
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  EC DC,COP , Wh/km.  
 8 
Output step 7  
 
 
 
 
 
 
 
 
 
 
 
 
 
Output step 8  PER WLTC,dec , km;  
PER city,ave , km;  
PER low,ave , km;  
PER med,ave , km;  
PER high,ave , km;  
PER exHigh,ave , km;  
 
EC WLTC,dec , Wh/km;  
EC city,ave , Wh/km;  
EC low,ave , Wh/km;  
EC med,ave , Wh/km;  
EC high,ave , Wh/km;  
EC exHigh,ave , Wh/km;  
 
EC DC,COP , Wh/km.  Intermediate rounding.  
 
EC DC,COP,final   
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle H and vehicle L.  PER WLTC,final , km;  
PER city,final , km;  
PER low,final , km;  
PER med,final , km; 
PER high,final , km;  
PER exHigh,final , km;  
 
EC WLTC,final , Wh/km;  
EC city,final , Wh/km;  
EC low,final , Wh/km;  
EC med,final , Wh/km;  
EC high,final , Wh/km;  
EC exHigh,final , Wh/km;  
 
EC DC,COP,final , Wh/km.  9  
367 
 Source  Input  Process  Output  Step no.  
Output step 9  PER WLTC,final , km;  
PER city,final , km;  
PER low,final , km;  
PER med,final , km;  
PER high,final , km;  
PER exHigh,final , km;  
 
EC WLTC,final , Wh/km;  
EC city,final , Wh/km;  
EC low,final , Wh/km;  
EC med,final , Wh/km;  
EC high,final , Wh/km;  
EC exHigh,final , Wh/km;  
 
EC DC,COP,final , 
Wh/km.  Interpolation in accordance with  
paragraph 4.5. of this Sub -Annex, and 
final rounding.  
 
EC DC,COP,ind  
 
In the case that the interpolation 
method  is applied, the output available 
for each individual vehicle.  
 
 PER WLTC,ind , km;  
PER city,ind , km;  
PER low,ind , km;  
PER med,ind , km;  
PER high,ind , km; 
PER exHigh,ind , km;  
 
EC WLTC,ind , Wh/km;  
EC city,ind , Wh/km;  
EC low,ind , Wh/km;  
EC med,ind , Wh/km;  
EC high,ind , Wh/km;  
EC exHigh,ind , Wh/km;  
 
EC DC,COP,ind , Wh/km.  10 
4.7.2.  Stepwise procedure for c alculating the final test results of PEVs in 
case of the shortened test procedure  
For the purpose of this table, the following nomenclature within 
the questions and results is used:  
j index for the considered period.   
368 
 Table A8/11  
Calculation of final PEV values determined by application the shortened Type 1 test procedure  
Source  Input  Process  Output  Step no.  
Sub-Annex 8  Test results  Results measured in accordance 
with Appendix  3 to this Sub -
Annex, and pre -calculated in 
accordance with  paragraph  4.3. 
of this Sub -Annex.  
 
Usable battery energy in 
accordance with  paragraph 
4.4.2.1.1. of this Sub -Annex.  
 
Recharged electric energy in 
accordance with  paragraph 
3.4.4.3. of this Sub -Annex.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L a nd 
vehicle H.  ΔE REESS,j , Wh;  
dj, km;  
 
 
 
UBE STP, Wh;  
 
 
 
EAC, Wh.  
 1  
369 
 Source  Input  Process  Output  Step no.  
Output step 1  ΔE REESS,j , Wh;  
UBE STP, Wh.  
 Calculation of weighting factors 
in accordance with  paragraph 
4.4.2.1. of this Sub -Annex.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  KWLTC,1  
KWLTC,2  
Kcity,1  
Kcity,2  
Kcity,3  
Kcity,4  
Klow,1  
Klow,2  
Klow,3 
Klow,4  
Kmed,1  
Kmed,2  
Kmed,3  
Kmed,4  
Khigh,1  
Khigh,2  
KexHigh,1  
KexHigh,2  2  
370 
 Source  Input  Process  Output  Step no.  
Output  step 1  
 
 
 
Output step 2  
 ΔE REESS,j , Wh;  
dj, km;  
UBE STP, Wh.  
 
All weighting 
f
a
c
t
o
r
s 
 Calculation of electric energy 
consumption at the REESSs in 
accordance with  paragraph 
4.4.2.1. of this Sub -Annex.  
 
EC DC,COP,1  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  
 
 EC DC,WLTC , 
Wh/km;  
EC DC,city , 
Wh/km;  
EC DC,low , 
Wh/km;  
EC DC, med , 
Wh/km;  
EC DC,high , 
Wh/km;  
EC DC,exHigh , 
Wh/km;  
EC DC,COP,1 , 
Wh/km.  3 
Output step 1  
 
Output step 3  UBE STP, Wh;  
 
EC DC,WLTC , 
Wh/km;  
EC DC,city , 
Wh/km;  
EC DC,low , 
Wh/km;  
EC DC, med , 
Wh/km;  
EC DC,high , 
Wh/km;  
EC DC,exHigh , 
Wh/km.  Calculation of pure electric 
range in accordance with  
paragraph 4.4.2.1. of this Sub -
Annex.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  PER WLTC, km;  
PER city, km;  
PER low, km;  
PER med, km;  
PER high, km;  
PER exHigh , km.  
 4  
371 
 Source  Input  Process  Output  Step no.  
Output step 1  
 
Output step 4  EAC, Wh;  
 
PER WLTC, km;  
PER city, km;  
PER low, km;  
PER med, km;  
PER high, km;  
PER exHigh , km.  Calculation of electric energy 
consumption at the mains in 
accordance with  paragraph 
4.3.4. of this Sub -Annex.  
 
Output is available for each test.  
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  EC WLTC, 
Wh/km;  
EC city, Wh/km;  
EC low, Wh/km;  
EC med, Wh/km;  
EC high, Wh/km;  
EC exHigh , 
Wh/km.  
 5  
372 
 Source  Input  Process  Output  Step no.  
Output step 4  
 
 
 
 
 
 
Output step 5  
 
 
 
 
 
 
Output step 3  PER WLTC, km;  
PER city, km;  
PER low, km;  
PER med, km; 
PER high, km;  
PER exHigh , km;  
 
EC WLTC, 
Wh/km;  
EC city, Wh/km;  
EC low, Wh/km;  
EC med, Wh/km;  
EC high, Wh/km;  
EC exHigh , 
Wh/km.  
 
EC DC,COP,1 , 
Wh/km.  
 Averaging of tests for all input 
values.  
 
EC DC,COP,ave  
 
Declaration of PER WLTC,dec  and 
EC WLTC,dec  based on PER WLTC,ave  
and EC WLTC,ave . 
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  
 
 PER WLTC,dec , km;  
PER WLTC,ave , km;  
PER city,ave , km;  
PER low,ave , km;  
PER med,ave , km;  
PER high,ave , km;  
PER exHigh,ave , 
km; 
 
EC WLTC,dec , 
Wh/km;  
EC WLTC,ave , 
Wh/km;  
EC city,ave , 
Wh/km;  
EC low,ave , 
Wh/km;  
EC med,ave , 
Wh/km;  
EC high,ave , 
Wh/km;  
EC exHigh,ave , 
Wh/km;  
EC DC,COP,ave , 
Wh/km.  6  
373 
 Source  Input  Process  Output  Step no.  
Output step 6  EC WLTC,dec , 
Wh/km;  
EC WLTC,ave , 
Wh/km;  
EC DC,COP,ave , 
Wh/km.  
 Determination of the adjustment 
factor and application to 
EC DC,COP,ave . 
 
For example:  
AF=ECWLTC ,dec
ECWLTC ,ave 
 
ECDC,COP =ECDC,COP ,ave×AF 
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  
 EC DC,COP , 
Wh/km.  
 7  
374 
 Source  Input  Process  Output  Step no.  
Output step  6 
 
 
 
 
 
 
 
 
 
 
 
 
 
Output step 7  PER WLTC,dec , 
km; 
PER city,ave , km;  
PER low,ave , km;  
PER med,ave , km;  
PER high,ave , km;  
PER exHigh,ave , 
km; 
 
EC WLTC,dec , 
Wh/km;  
EC city,ave , 
Wh/km;  
EC low,ave , 
Wh/km;  
EC med,ave , 
Wh/km;  
EC high,ave , 
Wh/km;  
EC exHigh,ave , 
Wh/km;  
 
EC DC,COP , 
Wh/km.  Intermediate rounding.  
 
EC DC,COP,final   
 
In the case that the interpolation 
method  is applied, the output is 
available for vehicle L and 
vehicle H.  
 PER WLTC,final , 
km; 
PER city,final , km;  
PER low,final , km;  
PER med,final , km;  
PER high,final , km;  
PER exHigh,final , 
km; 
 
EC WLTC,final , 
Wh/km;  
EC city,final , 
Wh/km;  
EC low,final , 
Wh/km;  
EC med,final , 
Wh/km;  
EC high,final , 
Wh/km;  
EC exHigh,final , 
Wh/km;  
 
EC DC,COP,final , 
Wh/km.  8  
375 
 Source  Input  Process  Output  Step no.  
Output step 8  PER WLTC,final , 
km; 
PER city,final , km;  
PER low,final , km;  
PER med,final , km; 
PER high,final , km;  
PER exHigh,final , 
km; 
 
EC WLTC,final , 
Wh/km;  
EC city,final , 
Wh/km;  
EC low,final , 
Wh/km;  
EC med,final , 
Wh/km;  
EC high,final , 
Wh/km;  
EC exHigh,final , 
Wh/km;  
 
EC DC,COP,final , 
Wh/km.  Interpolation in accordance with  
paragraph 4.5. of this Sub -
Annex and final rounding.  
 
EC DC,COP,ind  
 
Output available for each 
individual vehicle.  
 
 PER WLTC,ind , km;  
PER city,ind , km;  
PER low,ind , km;  
PER med,ind , km;  
PER high,ind , km;  
PER exHigh,ind , km;  
 
EC WLTC,ind , 
Wh/km;  
EC city,ind , 
Wh/km ; 
EC low,ind , 
Wh/km;  
EC med,ind , 
Wh/km;  
EC high,ind , 
Wh/km;  
EC exHigh,ind , 
Wh/km;  
 
EC DC,COP,ind , 
Wh/km.  9'; 
 
 
 
 
   
376 
 (ar)  Appendix 1 is amended as follows : 
 
(i) point 1.4 and the title of Figure A8.App1/4 are  replaced with the following:  
'1.4. Test sequence OVC -HEVs in accordance with  option 4  
Charge -sustaining Type 1 test with subsequent charge -depleting 
Type 1 test (Figure A8.App1/4)  
Figure A8.App1/4  
OVC -HEVs, charge -sustaining  Type 1 test with subsequent charge -depleting  Type 1 test '; 
 
   
377 
 (as)  Appendix 2 is amended as follows:  
 
(i) points 1.1.3. and 1.1.4. are replaced by the following:  
'1.1.3.  The correction shall be applied if ∆hREESS ,CS is negative which 
corresponds to REESS discharging and the correction criterion c 
calculated in paragrap h 1.2. of this Appendix  is greater than the 
applicable threshold in accordance with  Table  A8.App2/1.  
1.1.4.  The correction may be omitted and uncorrected values may be 
used if:  
(a) ∆aREESS ,CS is positive which corresponds to REESS 
charging and the correction criterion c calculated in 
paragraph  1.2. of this Appendix  is greater than the 
applicable threshold in accordance with  Table  A8.App2/1;  
(b) The correction criterion c calculated in paragrap h 1.2. of this 
Appendix  is smaller than the applicable threshold in 
accordance with  Table  A8.App2/1;  
(c) The manufacturer can prove to the approval authority by 
measurement that there is no relation between ∆bREESS ,CS 
and charge -sustaining CO 2 mass emissio n and ∆mREESS ,CS 
and fuel consumption respectively.  '; 
 
(ii) in point 1.2., the definition of E fuel,CS  is replaced by the following:  
'Efuel ,CS is the charge -sustaining energy content of the 
consumed fuel in accordance with  paragraph 1.2.1. of 
this Appendix  in the case of NOVC -HEVs and OVC -
HEVs, and in accordance with  paragraph 1.2.2. of this 
Appendix  in the case of NOVC -FCHVs, Wh. ';  
 
(iii) in point 1.2.2., Table A8.App2/1 is replaced by the following:  
' Table  A8.App2/1  
RCB correction  criteria  thresholds  
Applicable Type 1 
test cycle  Low + Medium  Low + Medium +  
High  Low + Medium +  
High + Extra High  
Thresholds for 
correction  
criterion c  0,015 0,01 0,005 '; 
  
 
(iv) point 2.2.(a) is replaced by the following:  
'(a) The set shall contain at least one test with ∆EREESS ,CS,n≤0 
and at least one test with ∆EREESS ,CS,n>0. ∆ REESS ,CS,n is the  
378 
 sum of electric energy changes of all REESSs of test n 
calculated in accordance with  paragraph  4.3. of this Sub -
Annex. ';  
 
(v) in point 2.2. , point 2.2 (e), and the last two paragraphs  are  replaced by the following:  
'(e) The difference in MCO2 ,CS between the test with the 
highest negative electric energy change and the mid -point, 
and the difference in MCO2 ,CS between the mid -point a nd 
the test with the highest positive electric energy change 
shall be similar and preferably be within the range defined 
by (d). If this requirement is not feasible, the approval 
authority shall decide if a retest is necessary.  
The correction coefficients  determined by the manufacturer shall be 
reviewed and approved by the approval authority prior to its 
application.  
If the set of at least five tests does not fulfil criterion (a) or criterion 
(b) or both, the manufacturer shall provide evidence to the appr oval 
authority as to why the vehicle is not capable of meeting either or 
both criteria. If the approval authority is not satisfied with the 
evidence, it may require additional tests to be performed. If the 
criteria after additional tests are still not fulf illed, the approval 
authority shall determine a conservative correction coefficient, 
based on the measurements.';  
 
(vi) point 3.1.1.2. is replaced by the following:  
'3.1.1.2.  REESS adjustment  
Prior to the test procedure in accordance with  paragraph  3.1.1.3 . of this 
Appendix , the manufacturer may adjust the REESS. The manufacturer shall 
provide evidence that the requirements for the beginning of the test in 
accordance with  paragraph  3.1.1.3. of this Appendix  are fulfilled. ';  
  
   
379 
 (at)  Appendix 3 is amended as follows:  
 
(i) in point 2.1.1., the following second paragraph is inserted:  
'In order to have an accurate measurement, zero adjustment and 
degaussing shall be performed before the test in accordance with  
the instrument manufacturer's instructions. ';  
 
(ii) point 3.2. is replaced by the following:  
'3.2. Nominal REESS voltage  
For NOVC -HEVs, NOVC -FCHVs and OVC -HEVs, instead of 
using the measured REESS voltage in accordance with  
paragraph  3.1. of this Appendix , the nominal voltage of the 
REESS determined in accordance with  IEC 60050 -482 may be 
used. ';  
 
   
380 
 (au)  Appendix 4 is amended as follows:  
 
(i) in point 2.1.2., the last paragraph is replaced by the following:  
'In such a case, a preconditioning proc edure, such as that applicable 
to pure ICE vehicles as described in paragraph  2.6. of Sub -
Annex  6, shall be applied. ';  
 
(ii) point 2.1.3. is replaced by the following:  
'2.1.3.  Soaking of the vehicle shall be performed in accordance with  
paragraph  2.7. of Sub -Annex  6. '; 
 
(iii) point 2.2.2. is replaced by the following:  
'2.2.2.  Soaking of the vehicle shall be performed in accordance with  
paragraph  2.7. of Sub -Annex  6. Forced cooling down shall not be 
applied to vehicles preconditioned fo r the Type 1 test. During soak, 
the REESS shall be charged using the normal charging procedure 
as defined in paragraph  2.2.3. of this Appendix . '; 
 
(iv) in point 2.2.3.1., in the first paragraph , the introductory part  is replaced by the 
following:  
'The REE SS shall be charged at an ambient temperature as 
specified in paragraph  2.2.2.2. of Sub -Annex  6 either with: ';  
 
   
381 
 (av)  Appendix 5 is replaced by the following:  
 
'Sub-Annex  8 - Appendix  5 
  Utility factors (UF) for OVC -HEVs  
1. Each Contracting Party may develop its own UFs.  
2. The methodology recommended for the determination of a UF curve 
based on driving statistics is described in SAE J2841 (Sept. 2010, 
Issued 2009 -03, Revised 2010 -09). 
3. For the calculation of a fractional utility factor UF j for the w eighting 
of period  j, the following equation shall be applied by using the 
coefficients from Table  A8.App5/1.  
UF j(dj)=1−exp {−(∑ Cik
i=1×(dj
dn)i
)}−∑ UF lj−1
l=1  
where:  
UF j utility factor for period j;  
dj measured distance driven at the end of period j, km;  
Ci ith coefficient (see Table  A8.App5/1);  
dn normalized distance (see Table  A8.App5/1), km;  
k number of terms and coefficients in the exponent;  
j number of period considered;  
i number of considered term/coefficient;  
∑ UF lj−1
l=1 sum of calculated utility factors up  to period (j -1). 
Table  A8.App5/1  
Parameters for the determination of fractional UFs  
Parameter  Value  
dn 800 km  
C1 26,25  
C2 -38,94  
C3 -631,05  
C4 5964,83  
C5 -25095  
C6 60380,2  
C7 -87517  
C8 75513,8  
C9 -35749  
C10 7154,94  
   
 
   
382 
 (aw)  Appendix 6 is amended as follows:  
 
(i) points 1.1. , 1.2. and 1.3. are replaced by the following:  
'1.1. The manufacturer shall select the driver -selectable mode for the 
Type  1 test procedure in accordance with  paragraphs  2. to 4. of this 
Appendix  which enables the vehicle to follow the considered test 
cycle within the speed trace tolerances in accordance with  
paragraph 2.6.8.3. of Sub -Annex  6. This shall apply to all vehicle 
systems with driver -selectable modes including those not solely 
specific t o the transmission.  
1.2. The manufacturer shall provide evidence to the approval authority 
concerning:  
(a) The availability of a predominant mode under the 
considered conditions;  
(b) The maximum speed of the considered vehicle;  
and if required:  
(c) The best and worst case mode identified by the evidence on 
the fuel consumption and, if applicable, on the CO 2 mass 
emission in all modes. See paragraph 2.6.6.3. of Sub-
Annex  6; 
(d) The highest electric energy consuming mode;  
(e) The cycle energy demand ( in ac cordance with  Sub-
Annex  7, paragraph  5. where the target speed is replaced by 
the actual speed).  
1.3. Dedicated driver -selectable modes, such as "mountain mode" or 
"maintenance mode" which are not intended for normal daily 
operation but only for special li mited purposes, shall not be 
considered. ';  
 
(ii) in point 2., the last paragraph is replaced by the following:  
'The flow chart in Figure  A8.App6/1 illustrates the mode selection 
in accordance with  this paragraph. ';  
 
(iii) in point 3., the last paragraph is replaced by the following:  
'The flow chart in Figure  A8.App6/2 illustrates the mode selection 
in accordance with  this paragraph. ';  
 
(iv) in point 3.3., Figure A8.App6/ 1 is replaced by the following:  
‘Figure A8.App6/1   
383 
 Selection of driver -selectable mode for OVC -HEVs under charge -depleting 
operating condition  
 
‘; 
 
(v) in point 4., Figure A8.App6/2 is replaced by the following:  
 
384 
 'Figure  A8.App6/2  
Selection of a driver -selectable mode for OVC -HEVs, NOVC -HEVs and 
NOVC - FCHVs under charge -sustaining operating condition  
 
 
 
'; 
 
(vi) in point 4., the last paragraph is replaced by the following:  
'The flow chart in Figure  A8.App6/3 illustrates the mode selection 
in accordance with  this paragraph. ';  
 
(vii) in point 4.3., Figure A8.App6/3 is replaced by the following:  
' Figure  A8.App6/3  
Selection of the driver -selectable mode for PEVs  
 
 
 
385 
  
'; 
 
  
 
386 
 (ax)  Appendix 7 is replaced by the following:  
 
'Sub-Annex 8 - Appendix 7  
  Fuel consumption measurement of compressed 
hydrogen fuel cell hybrid vehicles  
 
1. General requirements  
 Fuel consumption shall be measured using the gravimetric method in 
accordance with paragraph 2. of this Appendix . 
At the request of the manufacturer and with approval of the approval 
authority, fuel consumption may be measured using e ither the pressure 
method or the flow method. In this case, the manufacturer shall 
provide technical evidence that the method yields equivalent results. 
The pressure and flow methods are described in ISO 23828 :2013 . 
2. Gravimetric method  
Fuel consumption s hall be calculated by measuring the mass of the 
fuel tank before and after the test.  
2.1. Equipment and setting  
2.1.1.  An example of the instrumentation is shown in Figure A8.App7/1. 
One or more off -vehicle tanks shall be used to measure the fuel 
consumpti on. The off -vehicle tank(s) shall be connected to the vehicle 
fuel line between the original fuel tank and the fuel cell system.  
2.1.2.  For preconditioning, the originally installed tank or an external source 
of hydrogen may be used.  
2.1.3.  The refuelling pressure shall be adjusted to the manufacturer’s 
recommended value.  
2.1.4.  Difference of the gas supply pressures in lines shall be minimized 
when the lines are switched.  
In the case that influence of pressure difference is expected, the 
manufacturer and the approval authority shall agree whether 
correction is necessary or not.  
2.1.5.  Balance  
2.1.5.1.  The balance used for fuel consumption measurement shall meet the 
specification of Table A8.App7/1.  
Table A8.App7/1  
Analytical balance verification criteria  
Measurement system  Resolution  Precision  
Balance  0.1 g maximum  ±0.02 maximum(1) 
(1) Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation  
2.1.5.2.  The balance shall be calibrated in accordance with the specifications 
provided by the balance manufacturer or at least as often as specified 
in Table  A8.App7/2.   
387 
 Table A8.App7/2  
Instrument calibration intervals  
Instrument checks  Interval  
Precision  Yearly and at major maintenance  
 
2.1.5.3.  Appropriate means for reducing the effects of vibration and 
convection, such as a damping table or a wind barrier, shall be 
provided.  
Figure A8.App7/1  
Example of instrumentation  
 
 
where:  
1 is the external fuel supply for preconditioning  
2 is the pressure regulator  
3 is the original tank  
4 is the fuel cell system  
5 is the balance  
6 is/are off -vehicle tank(s) for fuel consumption measurement  
2.2. Test procedure  
2.2.1.  The mass of the off -vehicle tank shall be measured before the test.   
2.2.2.  The off -vehicle tank shall be connected to the ve hicle fuel line as 
shown in Figure A8.App7/1.  
2.2.3.  The test shall be conducted by fuelling from the off -vehicle tank.  
2.2.4.  The off -vehicle tank shall be removed from the line.  
2.2.5.  The mass of the tank after the test shall be measured.  
2.2.6.  The no n-balanced charge -sustaining fuel consumption FCCS,nb from 
the measured mass before and after the test shall be calculated using 
the following equation:  
FCCS,nb=g1−g2
d×100  
where:  
FCCS,nb is the non -balanced charge -sustaining fuel 
consumption measured during the test, kg/ 100 km ;  
g1  is the mass of the tank at the start of the test, kg;  
g2  is the mass of the tank at the end of the test, kg;  
d  is the distance driven during the test, km.  ' . 
 
388 
 ANNEX X  
 
'ANNEX XXII  
Devices for monitoring on board the vehic le the consumption of fuel 
and/or electric energy  
1. INTRODUCTION  
This Annex sets out the definitions and requirements applicable to the devices for monitoring 
on board the vehicle the consumption of fuel and/or electric energy.  
2. DEFINITIONS  
2.1 'On-board Fuel  and/or Energy Consumption Monitoring Device'  ('OBFCM device') 
means any element of design, either software and/or hardware, which senses and uses vehicle, 
engine, fuel and/or electric energy parameters to determine and make available at least the 
informat ion laid down in point 3, and store the lifetime values on board the vehicle.  
2.2  'Lifetime'  value of a certain quantity determined and stored at a time t shall be the 
values of this quantity accumulated since the completion of production of the vehicle u ntil 
time t. 
2.3. 'Engine fuel rate'  means the amount of fuel injected into the  engine per unit of time. It 
does not include fuel injected directly into the pollution control device.  
2.4 'Vehicle fuel rate'  means the amount of fuel injected into the engine  and directly into 
the pollution control device per unit of time. It does not include the fuel used by a fuel 
operated heater.  
2.5 'Total Fuel Consumed (lifetime)'  means the accumulation of the calculated amount of 
fuel injected into the engine and the cal culated amount of fuel injected directly into the 
pollution control device. It does not include the fuel used by a fuel operated heater.  
2.6 'Total Distance Travelled (lifetime)'  means the accumulation of the distance travelled 
using the same data source t hat the vehicle odometer uses.  
2.7 'Grid energy'  means, for OVC -HEVs, the electric energy flowing into the battery 
when the vehicle is connected to an external power supply and the engine is turned off. It 
shall not include electrical losses between the ex ternal power source and the battery.  
2.8 'Charge sustaining operation'  means, for OVC -HEVs, the state of vehicle operation 
when the REESS state of charge (SOC) may fluctuate but the intent of the vehicle control 
system is to maintain, on average, the curr ent state of charge.  
2.9 'Charge depleting operation'  means, for OVC -HEVs, the state of vehicle operation 
when the current REESS SOC is higher than the charge sustaining target SOC value and, 
while it may fluctuate, the intent of the vehicle control system  is to deplete the SOC from a 
higher level down to the charge sustaining target SOC value.  
2.10 'Driver -selectable charge increasing operation'  means, for OVC -HEVs, the operating 
condition in which the driver has selected a mode of operation, with the inte ntion to increase 
the REESS SOC.   
389 
 3.  INFORMATION TO BE DET ERMINED , STORED AND MADE AVAI LABLE  
The OBFCM device shall determine at least the following parameters and store the lifetime 
values on board the vehicle. The parameters shall be calculated and scale d according the 
standards referred to in points 6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to 
UN/ECE Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to Annex XI to 
this Regulation.  
3.1. For all vehicles referred to in Article 4a, with the exception of OVC -HEVs:  
(a) Total fuel consumed (lifetime) (litres);  
(b) total distance travelled (lifetime) ( kilometres ); 
(c) engine fuel rate (grams/second);  
(d)  engine fuel rate (litres/hour);  
(e) vehicle fuel rate (grams/second);  
(f) vehicle speed ( kilometres /hour).  
3.2. For OVC -HEVs:  
(a) Total fuel consumed (lifetime) (litres);  
(b) total fuel consumed in charge depleting operation (lifetime) (litres);  
(c) total fuel consumed in driver -selectable charge increasing operation (lifeti me) 
(litres);  
(d) total distance travelled (lifetime) ( kilomet res); 
(e) total distance travelled in charge depleting operation with engine off (lifetime) 
(kilomet res); 
(f) total distance travelled in charge depleting operation with engine running 
(lifetime ) (kilomet res); 
(g) total distance travelled in driver -selectable charge increasing operation 
(lifetime) ( kilomet res); 
(h) engine fuel rate (grams/second);  
(i) engine fuel rate (litres/hour);  
(j) vehicle fuel rate (grams/second);  
(k) vehicle speed ( kilomet res/hour);  
(l) total grid energy into the battery (lifetime) ( kWh ). 
 
4. ACCURACY  
4.1 With regard to the information specified in point 3, the manufacturer shall ensure 
that the OBFCM device provides the most accurate values that can be achieved by 
the measurement and calculation system of the engine control unit.  
4.2 Notwithstanding point  4.1, the manufacturer shall ensure that the accuracy is higher 
than -0,05 and lower than 0 ,05 calculated with three decimals using the following 
formula:   
390 
 𝐴𝑐𝑐𝑢𝑟𝑎𝑐𝑦 = 𝐹𝑢𝑒𝑙 _𝐶𝑜𝑛𝑠𝑢𝑚𝑒𝑑 𝑊𝐿𝑇𝑃 −𝐹𝑢𝑒𝑙 _𝐶𝑜𝑛𝑠𝑢𝑚𝑒𝑑 𝑂𝐵𝐹𝐶𝑀  
𝐹𝑢𝑒𝑙 _𝐶𝑜𝑛𝑠𝑢𝑚𝑒𝑑 𝑊𝐿𝑇𝑃 
 Where  
Fuel_Consumed WLTP (litres)   is the fuel consumption determined at the first 
test carried out in accordance with  point 1.2 of 
Sub-Annex 6 of Annex XXI, calculated in 
accordance with  paragraph 6 of Sub -Annex 7 of  
that Annex, usi ng emission results over the total 
cycle before applying corrections (output of step 
2 in table A7/1 of Sub -Annex 7), multiplied by 
the actual distance driven and divided by 100.  
Fuel_Consumed OBFCM (litres)  is the fuel consumption determined for the 
 same test using the differentials of the parameter 
 "Total fuelconsumed  (lifetime)" as provided by 
 the OBFCM device.  
For OVC -HEVs the charge -sustaining Type 1 test shall be used.  
 
4.2.1  If the accuracy requirements set out in point 4.2 are not met, the accur acy shall be 
recalculated for subsequent Type 1 tests performed in accordance with  point 1.2 of 
Sub-Annex 6, in accordance with the formulae in point 4.2, using the fuel consumed 
determined and accumulated over all performed tests. The accuracy requirement  shall 
be deemed to be fulfilled once the accuracy is higher than -0,05 and lower  than 0 ,05. 
4.2.2  If the accuracy requirements set out in point 4.2.1 are not met following the 
subsequent tests pursuant to this point, additional tests may be performed fo r the 
purpose of determining the accuracy, however, the total number of tests shall not 
exceed three tests for a vehicle tested without using the interpolation method (vehicle 
H), and six tests for a vehicle tested using the interpolation method (three tes ts for 
vehicle H and three tests for vehicle L). The accuracy shall be recalculated for the 
additional subsequent Type 1 tests in accordance with the formulae in point 4.2, using 
the fuel consumed determined and accumulated over all performed tests. The 
requirement shall be deemed to be fulfilled once the accuracy is higher than -0,05 and 
lower  than 0 ,05.  Where the tests have been performed only for the purpose of 
determining the accuracy of the OBFCM device, the results of the additional tests 
shall not be taken into account for any other purposes.  
5. ACCESS TO THE INFORMA TION PROVIDED BY THE  OBFCM  DEVICE  
The OBFCM device shall provide for standardised and unrestricted access of the information 
specified in point 3, and shall conform to the standards referred to in points 6.5.3.1 (a) and 
6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, 
understood as set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation.  
Notwithstanding the specifications of the standard s on reset conditions, once the vehicle has 
entered into service the values of the lifetime counters shall be preserved. In case of 
malfunctioning affecting these values, the counters may be reset simultaneously to ensure that 
the values remain fully synch ronised.';  
   
391 
 ANNEX XI 
 
Annexes I, III, VIII and IX to Directive 2007/46/EC  are amended as follows:  
 
(1) Annex I is amended as follows:  
 
(a) the following points 0.2.2.1. to 0.2.3.9. are inserted:  
'0.2.2.1. Allowed Parameter Values for multistage type approval to use the base vehicle 
emission values (insert range if applicable):  
Final Vehicle mass (in kg):…  
Frontal area for final vehicle (in cm2):… 
Rolling resistance (kg/t):…  
Cross -sectional area of air entrance of the front grille (in cm2):… 
0.2.3. Identifiers(y): 
0.2.3.1. interpolation family’s identifier : …  
0.2.3.2. ATCT family’s identifier: …  
0.2.3.3. PEMS family’s identifier: …  
0.2.3.4. Roadload family’s identifier  
0.2.3.4.1. Roadload family of VH: …  
0.2.3.4.2. Roadload family of VL: …  
0.2.3.4.3. Roadload families applicable in the interpolation family: …  
0.2.3.5. Roadload Matrix family’s identifier: …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s identifier: …  
0.2.3.8. OBD family’s identifier: … 
0.2.3.9. other family’s identifier: … ';  
 
(b) the following point 2.6.3. is inserted:  
'2.6.3. Rotational mass (y): 3% of the sum of mass in running order and 25  kg or value, per 
axle (kg): …';  
 
(c) point 3.2.2.1. is replaced by the following:  
'3.2.2.1.  Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen  (1), (6) '; 
  
392 
 (d) the following point 3.2.12.0. is inserted:  
'3.2.12.0. Emission character of type approval (y)  '; 
(e) after point 3.2.12.2.5.5. the following points are inserted : 
'3.2.12.2.5.5.1. Fuel tank system capacity, material and construction: …  
3.2.12.2.5.5.2. Description of vapour hose material, fuel line material and connection 
technique of the fuel system: …  
3.2.12.2.5.5.3. Sealed tank system: yes/no  
3.2.12.2.5.5.4. Descr iption of fuel tank relief valve setting (air ingestion and relief): …  
3.2.12.2.5.5.5. Description of the purge control system: … '; 
 
(f) the following point 3.2.12.2.5.7. is inserted:  
'3.2.12.2.5.7. Permeability factor: …';  
 
(g) the following point 3.2.12.2.5. 12. is inserted:  
'3.2.12.2.12. Water injection: yes/no (1) '; 
(h) point 3.2.19.4.1. is deleted ; 
(i) point 3.2.20. is replaced by the following:  
'3.2.20.  Heat storage information  (y) '; 
(j) point 3.2.20.1. is replaced by the following:  
'3.2.20.1.  Active heat storage device: yes/no(1) '; 
(k) point 3.2.20.2. is replaced by the following:  
'3.2.20.2.  Insulation materials : yes/no (1) '; 
(l) the following points 3.2.20.2.5. to 3.2.20.2.6. are inserted:  
'3.2.20.2.5. Worst case approach vehicle cool down: yes/no (1) 
3.2.20.2.5.1. (not worst case approach) Minimum soaking time, t soak_ATCT  (hours): …  
3.2.20.2.5.2. (not worst case approach) Delta T_ATCT of the reference vehicle: …  
3.2.20.2.5.3. (not worst cas e approach) Location of the engine temperature measurement: 
… 
3.2.20.2.6. Single interpolation family within the ATCT family approach: yes/no(1)  '; 
 
(m) point 3.5.7.1. is replaced by the following:  
'3.5.7.1.  Test vehicle parameters  (y)  
393 
  
Vehicle  Vehicle Low 
(VH)  Vehicle High 
(VL)  
if existing   VM 
if existing  V 
representative 
(only for road 
load matrix 
family) * 
Vehicle bodywork type 
(variant/version)    -  
Road load method used (measurement 
or calculation by road load family)    - - 
Road load information:  
Tyres make and type,  
if measurement    -  
Tyre dimensions (front/rear),  
if measurement    -  
Tyre rolling resistance (front/rear) 
(kg/t)      
Tyre pressure (front/rear) (kPa),  
if measurement      
Delta CD × A of vehicle L compared to 
vehicle H (IP_H minus  IP_L)  -  - - 
Delta CD × A compared to road load 
family vehicle H (RL_H minus IP_H) , 
if calculation by road load family    - - 
Vehicle test mass (kg)      
Road load coefficients  
f0 (N)     
f1 (N/(km/h))      
f2 (N/(km/h)²)      
Frontal area m² (0.000 m²) - - -  
Calculation tool information towards 
VH and VL  - - -  
Cycle Energy Demand (J)      
* representative vehicle is tested for the road load matrix family '; 
 
(n) points 3.5.7.1.1. to 3.5.7.1.3.2.3. are deleted ; 
(o) point 3.5.7.2.1. is replaced by the following:  
'3.5.7.2.1.  CO 2 mass emission for  pure ICE vehicles ';  
(p) the following point 3.5.7.2.1.0. is inserted:  
'3.5.7.2.1.0. Minimum and maximum CO 2 values within the interpolation family ';  
(q) the following point   
3.5.7.2.2.0.  is inserted:  
'3.5.7.2.2.0. Minimum and maximum CO 2 values within the interpolation family  (for 
NOVC -HEVs only) ';  
394 
 (r) points 3.5.7.2.3. to 3.5.7.2.3.3.0. are replaced with the following:  
'3.5.7.2.3. Charge Depleting CO 2 mass emission and weighted CO 2 mass emission for 
OVC -HEVs  
3.5.7.2.3.1. Charge Depleting CO 2 mass emission of Vehicle high: … g/km  
3.5.7.2.3.1.0. Charge Depleting CO 2 mass emission of Vehicle high (NEDC): … g/km  
3.5.7.2.3.2. Charge Depleting CO 2 mass emission of Vehicle low (if applicab le): … g/km  
3.5.7.2.3.2.0. Charge Depleting CO 2 mass emission of Vehicle low (if applicable) (NEDC): 
… g/km  
3.5.7.2.3.3. Charge Depleting CO 2 mass emission of Vehicle M (if applicable): … g/km  
3.5.7.2.3.3.0. Charge Depleting CO 2 mass emission of Vehicle M (if applicable) (NEDC): 
… g/km';  
(s) the following point 3.5.7.2.3.4. is added:  
'3.5.7.2.3.4. Minimum and maximum weighted CO 2 values within the OVC interpolation 
family';  
(t) Point 3.5.8.3. and table are replaced by the following:  
‘3.5.8.3.  Emissions data  related to the use of eco -innovations (repeat the table for each 
reference fuel tested) (w1) 
Decision 
approving 
the eco -
innovation 
(w2) Code of the 
eco-
innovation 
(w3) 1.  CO 2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2.  CO 2 
emissions of 
the eco -
innovation 
vehicle 
(g/km)  3.  CO 2 
emissions of 
the baseline 
vehicle 
under type 1 
test-cycle 
(w4) 4.  CO 2 
emissions of 
the eco -
innovation 
vehicle under 
type 1 test -
cycle  5.  Usage factor 
(UF), i.e. 
temporal share 
of technology 
usage in  
normal 
operation 
conditions  CO 2 
emissions 
savings ((1 
– 2) – (3 – 
4))*5  
xxxx/201x                
                
                
Total NEDC CO 2 emissions saving (g/km)(w5) 
Total WLTP CO 2 emissions saving (g/km)(w5)  ‘; 
 
 
(u) the following point 3.8.5. is inserted:  
'3.8.5. Lubricant specification: ...W... ';  
(v) points 4.5.1.1. to 4.5.1.3. are deleted ;  
395 
 (w) in point 4.6., at the bottom of the first column of the table, the word 'Reverse' is deleted;  
(x) the following points 4.6.1. to 4.6.1.7.1. are inserted:  
'4.6.1. Gearshift (y) 
4.6.1.1. Gear 1 excluded: yes/no (1) 
4.6.1.2. n _95_high  for each gear: …min-1 
4.6.1.3. n min_drive   
4.6.1.3.1. 1st gear: …min-1 
4.6.1.3.2. 1st gear to 2nd:…min-1 
4.6.1.3.3. 2nd gear to standstill: …min-1 
4.6.1.3.4. 2nd gear: …min-1 
4.6.1.3.5. 3rd gear and beyond: …min-1 
4.6.1.4. n _min_drive_set  for acceleration/constant speed phases (n _min_drive_up ):…min-1 
4.6.1.5. n _min_drive_set  for deceleration phases (n min_drive_down ):  
4.6.1.6. initial period of time  
4.6.1.6.1. t _start_phase :…s 
4.6.1.6.2. n _min_drive_start :….min-1 
4.6.1.6.3. n _min_drive_up_start :….min-1 
4.6.1.7. use of ASM: yes/no(1) 
4.6.1.7.1. ASM values: …   '; 
 
(y) the following point 4.12. is added:  
'4.12. Gearbox lubricant: ...W… ';  
 
(z) the following points 12.8. to 12.8.3.2. are inserted:  
'12.8. Devices or systems with driver selectable modes which influence CO 2 emissions and/or 
criteria emissions and do not have a predominant mode: yes/no (1) 
12.8.1. Charge sustaining test (if applicable) (state for each de vice or system)  
12.8.1.1. Best case mode: …  
12.8.1.2. Worst case mode: …  
12.8.2. Charge depleting test (if applicable) (state for each device or system)  
12.8.2.1. Best case mode: …  
12.8.2.2. Worst case mode: …  
12.8.3. Type 1 test (if applicable) (state f or each device or system)  
12.8.3.1. Best case mode: …  
12.8.3.2. Worst case mode: … ';  
(aa) in the Explanatory notes , the following  footnote (y) is added:  
'(y) Only for the approval under Regulation (EC) No 715/2007 and its amendments . ';  
396 
  
 
 (2) Annex III  is amended as follows:  
 
(a) the following point 0.2.2.1. is inserted:  
'0.2.2.1. Allowed Parameter Values for multistage type approval to use the base vehicle 
emission values (insert range if applicable):  
Final Vehicle mass (in kg):…  
Frontal area for final  vehicle (in cm2):… 
Rolling resistance (kg/t):…  
Cross -sectional area of air entrance of the front grille (in cm2):… ';  
 
(b) point 3.2.2.1. is replaced by the following:  
'3.2.2.1.   Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen  (1), (6) '; 
 
(c) the following point 3.2.12.2.8.2.2. is inserted:  
'3.2.12.2.8.2.2. Activation of the creep mode  
‘disable after restart’/‘disable after fuelling’/‘disable after parking’ (7)'; 
 
(d) point 3.2.12.8.8.1. is replaced by the following:  
'3.2.12.2.8.8.1. List of components on -board the vehicle of the systems ensuring the 
correct operation of NOx control measures ';  
 
   
397 
 (3) Annex VIII is amended as follows:  
 
(a) in point 3.1., in the third table, the last seven rows are replaced by the following:  
' 
f0 (N)  … … …   
f1 (N/(km/h))  … … …   
f2 (N/(km/k)²)  … … …   
RR (kg/t)  … … …   
Delta Cd*A (for VL if applicable compared to VH)  
(m²) … … …   
Test Mass (kg)  … … …   
Frontal area (m2) (for road load matrix family 
vehicles only)         '; 
 
 
(b) in point 3.2., in the third table, the last seven rows are replaced by the following:  
' 
f0 (N) …   …   
f1 (N/(km/h))  …   …   
f2 (N/(km/ h)²) …   …   
RR (kg/t)  …   …   
Delta CD × A (for VL or VM compared to VH) (m²)  …   …   
Test Mass (kg)  …   …   
Frontal area (m2) (for road load matrix family vehicles only)         '; 
 
 
(c) in point 3.3., in the third table, the last seven rows are replaced by the following:  
' 
f0 (N) … …   
f1 (N/(km/h))  … …   
f2 (N/(km/ h)²) … …    
398 
 RR (kg/t)  … …   
Delta CD × A (for VL compared to VH) (m²)  … …   
Test Mass (kg)  … …   
Frontal area (m2) (for road load matrix family vehicles only)      ';  
 
 
(d) in point 3.4. the second table is replaced by the following:  
' 
  Variant/Version:  Variant/Version:  
Fuel Consumption (Combined) 
(kg/100 km)  … … 
f0 (N) … … 
f1 (N/(km/h))  … … 
f2 (N/(km/ h)²) … … 
RR (kg/t)  … … 
Test Mass (kg)  …  '; 
 
 
(e) the title of point 3.5. is replaced by the following:  
' Output report(s) from the correlation tool in accordance with Regulation (EU) 2017/1152 
and/or 2017/1153  and final NEDC values ';  
 
(f) the following points 3.5.3. and 3.5.4. are inserted : 
'3.5.3.     Internal combustion engines, including not externally chargeable hybrid electric 
vehicles (NOVC)  ( 1 ) ( 2 )  
 
Final correlated NEDC values  Interpolation family 
identifier  
VH VL (if applicable)  
CO 2 mass emission (urban conditions) (g/km)    
CO 2 mass emission (extra -urban conditions) (g/km)     
399 
 CO 2 mass emission (combined) (g/km)    
Fuel consumption (urban conditions) (l/100 km)  (1)    
Fuel consumption (extra -urban conditions) (l/100 
km) (1)    
Fuel consumption (combined) (l/100 km)  (1)    
 
3.5.4.     Externally chargeable hybrid electric vehicles (OVC)  ( 1 )  
Final correlated NEDC values  Interpolation family 
identifier  
VH VL (if applicable)  
CO 2 mass emission (weighted, combined) (g/km)  … … 
Fuel consumption (weighted, combined) (l/100 km) (g) … …'; 
 
 
(4) Annex IX is amended as follows:  
 
(a)  Part I is amended as follows:  
 
(i) in model A1 – side 1 of the certificate of conformity for complete vehicles, the following new 
points are inserted:  
'0.2.3. Identifiers (if applicable) :  
0.2.3.1. interpolation family’s identifier : …  
0.2.3.2. ATCT family’s identifier: …  
0.2.3.3. PEMS fami ly’s identifier: …  
0.2.3.4. Roadload family’s identifier  
0.2.3.5. Roadload Matrix family’s identifier (if applicable): …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s identifier: … ';  
 
(ii) in model A2 – side 1 of  the certificate of conformity for complete vehicles type -approved in small 
series, the following points are inserted:  
'0.2.3. Identifiers (if applicable) :  
0.2.3.1. interpolation family’s identifier : …  
0.2.3.2. ATCT family’s identifier: …   
400 
 0.2.3.3. PEMS f amily’s identifier: …  
0.2.3.4. Roadload family’s identifier  
0.2.3.5. Roadload Matrix family’s identifier (if applicable): …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s identifier: … ';  
 
(iii) in model B – side 1 of the certificate of conformity for completed vehicles, the  following new 
points are inserted:  
'0.2.3. Identifiers (if applicable) :  
0.2.3.1. interpolation family’s identifier : …  
0.2.3.2. ATCT family’s identifier: …  
0.2.3.3. PEMS family’s identifier: …  
0.2.3.4. Roadload family’s identifier  
0.2.3.5. Roadload Matrix family’s identifier (if applicable): …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s identifier: … ';  
 
(iv) model B – side 2 of  the certificate of conformity for category M1 vehicles (complete and 
completed vehicles) is amended as follows:  
- the following points 28 to 28.1.2. are inserted:  
'28. Gearbox (type): …  
28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35. is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:  
'47.1.  Parameters for emission testing of V ind '; 
  
401 
 - point 47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following new point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
- the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
- in point 49. in sub -point 1., the legend of the table is replaced by the following:  
' 
NEDC values  CO 2 
emissions  Fuel consumption  
'; 
 
(v) model B – side 2 of the certificate of conformity for category M2 vehicles (complete and 
completed vehicles) is amended as follows:  
 
- the following points 28.1, 28.1.1. and 28.1.2. are inserted:  
' 
28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th ge ar 6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35. is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:   
402 
 '47.1.  Parameters for emission testing of V ind '; 
 
- point 47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
(vi) the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
- in point 49., in sub -point 1, the legend of the table is replaced by the following:  
' 
NEDC values  CO 2 
emissions  Fuel consumption  
'; 
 
(vi)  model B – side 2 of the certificate  of conformity for category N1 vehicles (complete and 
completed vehicles) is amended as follows:  
- the following points 28.1., 28.1.1. and 28.1.2. are inserted:  
'28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th ge ar 7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35 is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:   
403 
 '47.1.  Parameters  for emission testing of V ind '; 
 
- point 47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
- the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
- in point 49, in sub -point 1, the legend of the table is replaced by the following:  
' 
NEDC values  CO 2 
emissions  Fuel consumption  
'; 
 
- in point 49, in sub -point 1, in the table, the following row is added:  
' 
Verification factor (if applicable)  ‘1’ or ‘0’'; 
 
(vii)  model B – side 2 of the certificate of conformity for category N2 vehicles (complete and 
completed vehicles) is amended as follows:  
- the following points 28.1, 28.1.1. and 28.1.2. are inserted:  
'28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35. is replaced by the following:   
404 
 '35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:  
'47.1.  Parameters for emission testing of V ind '; 
 
- point 47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
- the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
- in point 49, in sub -point 1, the legend of the table is replaced by the following:  
' 
NEDC values  CO 2 
emissions  Fuel consumption  
'; 
 
- in point 49, in sub -point 1, in the table, the following row is added:  
' 
Verification factor (if applicable)  ‘1’ or ‘0’'; 
 
 
(b)  Part II is amended as follows:  
(i) in model C1 – side 1 of the certificate of conformity for incomplete vehicles, the following points 
0.2.3. to 0.2.3.7. are inserted:  
'0.2.3. Identifiers (if applicable) :  
0.2.3.1. interpolation family’s identifier : …  
0.2.3.2. ATCT family’s identifier: …  
0.2.3.3. PEMS family’s identifier: …   
405 
 0.2.3.4. Roadload family’s identifier  
0.2.3.5. Roadload Matrix family’s identifier (if applicable): …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s identifier: … ';  
 
(ii) in model C2 – side 1 of the certificate of conformity for incomplete vehicles type -approved in 
small series the following points 0.2.3. to 0.2.3.7. are inserted:  
,'0.2.3. Identifiers (if applicable) :  
0.2.3.1. interpolation family’s identifier : …  
0.2.3.2. AT CT family’s identifier: …  
0.2.3.3. PEMS family’s identifier: …  
0.2.3.4. Roadload family’s identifier  
0.2.3.5. Roadload Matrix family’s identifier (if applicable): …  
0.2.3.6. Periodic regeneration family’s identifier: …  
0.2.3.7. Evaporative test family’s id entifier: … ';  
 
(iii)  model C2 – side 2 of the certificate of conformity for category M1 vehicles (incomplete 
vehicles) is amended as follows:   
- the following points 28 to 28.1.2. are inserted:  
'28. Gearbox (type): …  
28.1. Gearbox ratios (to complete where  applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear 7th gear  8th gear  … 
        '; 
 
- point 35. is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:  
'47.1.  Parameters for emission testing of V ind '; 
 
- point 47.1.2. is replaced by the following:   
406 
 '47.1.2.  Frontal area, m2 (t): … '; 
 
- the following new point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
- (vi) the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
(iv)  model C2 – side 2 of the certificate of conformity for category M2 vehicles (incomplete 
vehicles) is amended as follows:  
- the following points 28.1 to 28.1.2. are inserted:  
'28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35.  is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:  
'47.1.  Parame ters for emission testing of V ind '; 
 
- point 47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … '; 
 
- the following points 47.2. to 47.2.3. are inserted:   
407 
 '47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
(v)  model C2 – side 2 of the certificate of conformity for N1 category vehicles (incomplete 
vehicles) is amended as follows:  
- the following points 28.1, 28.1.1. and 28.1.2. are inserted:  
'28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35. is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:  
'47.1.  Parameters for emission testing of V ind '; 
 
- point  47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following  point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
- the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
  
408 
 (vi)  model C2 – side 2 of the certificate of conformity for N2 category vehicles (incomplete 
vehicles) is amended as follows:  
-  the following new points 28.1, 28.1.1. and 28.1.2. are inserted:  
'28.1. Gearbox ratios (to complete where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
         
28.1.1. Final drive ratio (if applicable): …  
28.1.2. Final drive ratios (to complete if and where applicable)  
1st gear  2nd gear  3rd gear  4th gear  5th gear  6th gear  7th gear  8th gear  … 
        '; 
 
- point 35. is replaced by the following:  
'35. Fitted tyre/wheel combination/ energy efficiency class of rolling resistance coefficients (RRC) and 
tyre category used for CO2 determination  (if applicable)(h) '; 
 
- point 47.1. is replaced by the following:  
'47.1.  Parameters for emission testing of V ind '; 
 
- point 47.1.2. is replaced by the following:  
'47.1.2.  Frontal area, m2 (t): … '; 
 
- the following point 47.1.2.1 is inserted:  
'47.1.2.1. Projected frontal area of air entrance of the front grille (if applicable), cm2: … ';  
 
- the following points 47.2. to 47.2.3. are inserted:  
'47.2. Driving cycle  
47.2.1. Driving Cycle class: 1/2/3a/3b  
47.2.2. Downscaling factor (f dsc): … 
47.2.3. Capped speed: yes/no ';  
 
(c)  the following explanatory note is added to the Explanatory notes relating to Annex IX : 
'(t)  only applicable to individual vehicles from  roadload matrix family (RLMF) ';