# L_2020402EN.01009101.xml

| 1.12.2020 | EN | Official Journal of the European Union | L 402/91 |
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1.12.2020

EN

Official Journal of the European Union

L 402/91

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COMMISSION IMPLEMENTING DECISION (EU) 2020/1806

of 25 November 2020

on the approval of the use of the engine-on coasting function in passenger cars with internal combustion engines and in not off-vehicle charging hybrid electric passenger cars as an innovative technology pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and repealing Commission Implementing Decisions 2013/128/EU, 2013/341/EU, 2013/451/EU, 2013/529/EU, 2014/128/EU, 2014/465/EU, 2014/806/EU, (EU) 2015/158, (EU) 2015/206, (EU) 2015/279, (EU) 2015/295, (EU) 2015/1132, (EU) 2015/2280, (EU) 2016/160, (EU) 2016/265, (EU) 2016/588, (EU) 2016/362, (EU) 2016/587, (EU) 2016/1721, (EU) 2016/1926, (EU) 2017/785, (EU) 2017/1402, (EU) 2018/1876, (EU) 2018/2079, (EU) 2019/313, (EU) 2019/314, (EU) 2020/728, (EU) 2020/1102, (EU) 2020/1222

(Text with EEA relevance)

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (1), and in particular Article 11(4) thereof,

Whereas:

| (1) | On 6 December 2018, the manufacturers Toyota Motor Europe NV/SA, Opel Automobile GmbH – PSA, FCA Italy S.p.A., Automobiles Citroën, Automobiles Peugeot, PSA Automobiles SA, Audi AG, Ford Werke GmbH, Jaguar Land Rover Ltd, Hyundai Motor Europe Technical Center GmbH, Bayerische Motoren Werke AG, Renault, Honda Motor Europe Ltd, Volkswagen AG and the supplier Robert Bosch GmbH submitted a joint application (‘the application’) for the approval as an innovative technology of the engine-on and engine-off coasting functions for use in internal combustion engine powered passenger and in not off-vehicle charging hybrid electric (NOVC-HEV) passenger cars. |
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(1)

On 6 December 2018, the manufacturers Toyota Motor Europe NV/SA, Opel Automobile GmbH – PSA, FCA Italy S.p.A., Automobiles Citroën, Automobiles Peugeot, PSA Automobiles SA, Audi AG, Ford Werke GmbH, Jaguar Land Rover Ltd, Hyundai Motor Europe Technical Center GmbH, Bayerische Motoren Werke AG, Renault, Honda Motor Europe Ltd, Volkswagen AG and the supplier Robert Bosch GmbH submitted a joint application (‘the application’) for the approval as an innovative technology of the engine-on and engine-off coasting functions for use in internal combustion engine powered passenger and in not off-vehicle charging hybrid electric (NOVC-HEV) passenger cars.

| (2) | The application has been assessed in accordance with Article 11 of Regulation (EU) 2019/631, Commission Implementing Regulation (EU) No 725/2011 (2) and the Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to Regulation (EC) No 443/2009 and Regulation (EU) No 510/2011 (July 2018 Revision V2) (3). |
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(2)

The application has been assessed in accordance with Article 11 of Regulation (EU) 2019/631, Commission Implementing Regulation (EU) No 725/2011 (2) and the Technical Guidelines for the preparation of applications for the approval of innovative technologies pursuant to Regulation (EC) No 443/2009 and Regulation (EU) No 510/2011 (July 2018 Revision V2) (3).

| (3) | The application refers to CO2 emission savings that may not be demonstrated by measurements performed in accordance with the New European Driving Cycle (NEDC) as set out in Commission Regulation (EC) No 692/2008 (4). |
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(3)

The application refers to CO2 emission savings that may not be demonstrated by measurements performed in accordance with the New European Driving Cycle (NEDC) as set out in Commission Regulation (EC) No 692/2008 (4).

| (4) | The coasting function decouples the combustion engine from the drivetrain and prevents deceleration caused by engine braking. It allows the rolling distance of the vehicle to increase in situations where no propulsion or a slow reduction of the speed is needed. The coasting function should be automatically activated in the predominant driving mode, which is the mode automatically selected when the engine is turned on. |
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(4)

The coasting function decouples the combustion engine from the drivetrain and prevents deceleration caused by engine braking. It allows the rolling distance of the vehicle to increase in situations where no propulsion or a slow reduction of the speed is needed. The coasting function should be automatically activated in the predominant driving mode, which is the mode automatically selected when the engine is turned on.

| (5) | The application concerns two distinct coasting functions: engine-on coasting and engine-off coasting. With engine-on coasting, the combustion engine remains switched-on during the coasting events with a certain fuel consumption required to retain idle speed. With engine-off coasting, the combustion engine is switched-off during the coasting events. |
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(5)

The application concerns two distinct coasting functions: engine-on coasting and engine-off coasting. With engine-on coasting, the combustion engine remains switched-on during the coasting events with a certain fuel consumption required to retain idle speed. With engine-off coasting, the combustion engine is switched-off during the coasting events.

| (6) | In determining the potential CO2 savings of the technologies, it is necessary to consider the effect on fuel consumption of the restart of the engine after the coasting event in the case of engine-off coasting, and of the need to bring engine speed up to the desired synchronisation speed for both technologies. |
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(6)

In determining the potential CO2 savings of the technologies, it is necessary to consider the effect on fuel consumption of the restart of the engine after the coasting event in the case of engine-off coasting, and of the need to bring engine speed up to the desired synchronisation speed for both technologies.

| (7) | New information concerning the potential of the engine-off coasting function to save CO2 emissions became available to the Commission during the course of 2019, i.e. well after the submission of the application. Additional data was requested from the applicants and this was made available in February 2020. |
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(7)

New information concerning the potential of the engine-off coasting function to save CO2 emissions became available to the Commission during the course of 2019, i.e. well after the submission of the application. Additional data was requested from the applicants and this was made available in February 2020.

| (8) | As regards the engine-off coasting function, it has not been possible, on the basis of the supporting data provided, to conclusively determine the level of CO2 savings that may be achieved. |
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(8)

As regards the engine-off coasting function, it has not been possible, on the basis of the supporting data provided, to conclusively determine the level of CO2 savings that may be achieved.

| (9) | In particular, it has not been sufficiently demonstrated that the CO2 savings achieved by switching off the engine are not offset by the CO2 emissions resulting from the energy required to restart the engine and to bring the engine speed up to the desired synchronisation speed. |
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(9)

In particular, it has not been sufficiently demonstrated that the CO2 savings achieved by switching off the engine are not offset by the CO2 emissions resulting from the energy required to restart the engine and to bring the engine speed up to the desired synchronisation speed.

| (10) | The engine-on coasting function for use in passenger cars powered by an internal combustion engine has already been approved as an eco-innovation in relation to the NEDC emissions test by Commission Implementing Decisions (EU) 2015/1132 (5), (EU) 2017/1402 (6) and (EU) 2018/2079 (7). |
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(10)

The engine-on coasting function for use in passenger cars powered by an internal combustion engine has already been approved as an eco-innovation in relation to the NEDC emissions test by Commission Implementing Decisions (EU) 2015/1132 (5), (EU) 2017/1402 (6) and (EU) 2018/2079 (7).

| (11) | Based on the experience gained from those Decisions, together with the information provided with the present application, it has been satisfactorily and conclusively demonstrated that the engine-on coasting function for use in passenger cars powered by an internal combustion engine meets the criteria referred to in Article 11(2) of Regulation (EU) 2019/631 and the eligibility criteria specified in Article 9(1)(a) of Implementing Regulation (EU) No 725/2011. |
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(11)

Based on the experience gained from those Decisions, together with the information provided with the present application, it has been satisfactorily and conclusively demonstrated that the engine-on coasting function for use in passenger cars powered by an internal combustion engine meets the criteria referred to in Article 11(2) of Regulation (EU) 2019/631 and the eligibility criteria specified in Article 9(1)(a) of Implementing Regulation (EU) No 725/2011.

| (12) | For certain NOVC-HEVs for which uncorrected measured fuel consumption and CO2 emission values may be used in accordance with Annex 8 to Regulation No 101 of the Economic Commission for Europe of the United Nations (8), it has been demonstrated that the same conditions apply as for internal combustion engine powered passenger cars. As regards other NOVC-HEVs, those conditions cannot be considered applicable, as it has not been sufficiently substantiated in the application how the CO2 savings from the use of the engine-on coasting function in such NOVC-HEVs are to be determined. |
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(12)

For certain NOVC-HEVs for which uncorrected measured fuel consumption and CO2 emission values may be used in accordance with Annex 8 to Regulation No 101 of the Economic Commission for Europe of the United Nations (8), it has been demonstrated that the same conditions apply as for internal combustion engine powered passenger cars. As regards other NOVC-HEVs, those conditions cannot be considered applicable, as it has not been sufficiently substantiated in the application how the CO2 savings from the use of the engine-on coasting function in such NOVC-HEVs are to be determined.

| (13) | The testing methodology proposed by the applicants for determining the CO2 savings from the use of the engine-on coasting function differs from the one approved in Implementing Decision (EU) 2018/2079 in the way the baseline vehicle is to be tested. As the methodology simplifies the testing process, whilst ensuring more conservative results, it is appropriate to approve it for the purpose of determining the CO2 savings of the technology in question. |
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(13)

The testing methodology proposed by the applicants for determining the CO2 savings from the use of the engine-on coasting function differs from the one approved in Implementing Decision (EU) 2018/2079 in the way the baseline vehicle is to be tested. As the methodology simplifies the testing process, whilst ensuring more conservative results, it is appropriate to approve it for the purpose of determining the CO2 savings of the technology in question.

| (14) | Manufacturers should have the possibility to apply to a type-approval authority for the certification of CO2 savings from the use of the innovative technology where the conditions laid down in this Decision are met. Manufacturers should for that purpose ensure that the application for certification is accompanied by a verification report from an independent and certified body confirming that the innovative technology complies with the conditions laid down in this Decision and that the savings have been determined in accordance with the testing methodology referred to in this Decision. |
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(14)

Manufacturers should have the possibility to apply to a type-approval authority for the certification of CO2 savings from the use of the innovative technology where the conditions laid down in this Decision are met. Manufacturers should for that purpose ensure that the application for certification is accompanied by a verification report from an independent and certified body confirming that the innovative technology complies with the conditions laid down in this Decision and that the savings have been determined in accordance with the testing methodology referred to in this Decision.

| (15) | It is the responsibility of the type-approval authority to verify thoroughly that the conditions for certifying the CO2 savings from the use of an innovative technology as specified in this Decision are met. Where the certification is issued, the responsible type-approval authority should ensure that all elements considered for the certification are recorded in a test report and kept together with the verification report and that this information is made available to the Commission on request. |
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(15)

It is the responsibility of the type-approval authority to verify thoroughly that the conditions for certifying the CO2 savings from the use of an innovative technology as specified in this Decision are met. Where the certification is issued, the responsible type-approval authority should ensure that all elements considered for the certification are recorded in a test report and kept together with the verification report and that this information is made available to the Commission on request.

| (16) | For the purpose of determining the general eco-innovation code to be used in the relevant type-approval documents in accordance with Annexes I, III, VI and VIII to Commission Implementing Regulation (EU) 2020/683 (9), it is necessary to attribute an individual code to the innovative technology. |
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(16)

For the purpose of determining the general eco-innovation code to be used in the relevant type-approval documents in accordance with Annexes I, III, VI and VIII to Commission Implementing Regulation (EU) 2020/683 (9), it is necessary to attribute an individual code to the innovative technology.

| (17) | From 2021, manufacturers’ compliance with their specific emissions targets under Regulation (EU) 2019/631 is to be established on the basis of the CO2 emissions determined in accordance with the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) set out in Commission Regulation (EU) 2017/1151 (10). CO2 savings from the innovative technology certified by reference to this Decision may therefore be taken into account for the calculation of a manufacturer’s average specific emissions of CO2 only for calendar year 2020. |
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(17)

From 2021, manufacturers’ compliance with their specific emissions targets under Regulation (EU) 2019/631 is to be established on the basis of the CO2 emissions determined in accordance with the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) set out in Commission Regulation (EU) 2017/1151 (10). CO2 savings from the innovative technology certified by reference to this Decision may therefore be taken into account for the calculation of a manufacturer’s average specific emissions of CO2 only for calendar year 2020.

| (18) | In view of the change to WLTP, it is appropriate to repeal with effect from 1 January 2021 this Decision together with the following Implementing Decisions that refer to the conditions applicable under the NEDC, i.e. Commission Implementing Decisions 2013/128/EU (11), 2013/341/EU (12), 2013/451/EU (13), 2013/529/EU (14), 2014/128/EU (15), 2014/465/EU (16), 2014/806/EU (17), (EU) 2015/158 (18), (EU) 2015/206 (19), (EU) 2015/279 (20), (EU) 2015/295 (21), (EU) 2015/1132, (EU) 2015/2280 (22), (EU) 2016/160 (23), (EU) 2016/265 (24), (EU) 2016/588 (25), (EU) 2016/362 (26), (EU) 2016/587 (27), (EU) 2016/1721 (28), (EU) 2016/1926 (29), (EU) 2017/785 (30), (EU) 2017/1402, (EU) 2018/1876 (31), (EU) 2018/2079, (EU) 2019/313 (32), (EU) 2019/314 (33), (EU) 2020/728 (34), (EU) 2020/1102 (35), (EU) 2020/1222 (36). |
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(18)

In view of the change to WLTP, it is appropriate to repeal with effect from 1 January 2021 this Decision together with the following Implementing Decisions that refer to the conditions applicable under the NEDC, i.e. Commission Implementing Decisions 2013/128/EU (11), 2013/341/EU (12), 2013/451/EU (13), 2013/529/EU (14), 2014/128/EU (15), 2014/465/EU (16), 2014/806/EU (17), (EU) 2015/158 (18), (EU) 2015/206 (19), (EU) 2015/279 (20), (EU) 2015/295 (21), (EU) 2015/1132, (EU) 2015/2280 (22), (EU) 2016/160 (23), (EU) 2016/265 (24), (EU) 2016/588 (25), (EU) 2016/362 (26), (EU) 2016/587 (27), (EU) 2016/1721 (28), (EU) 2016/1926 (29), (EU) 2017/785 (30), (EU) 2017/1402, (EU) 2018/1876 (31), (EU) 2018/2079, (EU) 2019/313 (32), (EU) 2019/314 (33), (EU) 2020/728 (34), (EU) 2020/1102 (35), (EU) 2020/1222 (36).

| (19) | Taking into account that the time of applicability of this Decision is limited, it is appropriate to ensure that it enters into force as soon as possible and not later than seven days following its publication in the Official Journal of the European Union, |
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(19)

Taking into account that the time of applicability of this Decision is limited, it is appropriate to ensure that it enters into force as soon as possible and not later than seven days following its publication in the Official Journal of the European Union,

HAS ADOPTED THIS DECISION:

Article 1

Innovative technology

The engine-on coasting function is approved as an innovative technology within the meaning of Article 11 of Regulation (EU) 2019/631, provided that the following conditions are met:

| (a) | the engine-on coasting function is fitted for use in passenger cars of category M1 powered by an internal combustion engine, or in not off-vehicle charging hybrid electric vehicles of category M1 for which uncorrected measured fuel consumption and CO2 emission values may be used in accordance with Annex 8 to Regulation No 101 of the Economic Commission for Europe of the United Nations, and provided that the powertrain configuration is either P0 or P1, where P0 means that the electric machine is connected to the engine transmission belt, and P1 means that the electric machine is connected to the engine crankshaft; |
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(a)

the engine-on coasting function is fitted for use in passenger cars of category M1 powered by an internal combustion engine, or in not off-vehicle charging hybrid electric vehicles of category M1 for which uncorrected measured fuel consumption and CO2 emission values may be used in accordance with Annex 8 to Regulation No 101 of the Economic Commission for Europe of the United Nations, and provided that the powertrain configuration is either P0 or P1, where P0 means that the electric machine is connected to the engine transmission belt, and P1 means that the electric machine is connected to the engine crankshaft;

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| (b) | the vehicles fitted with the engine-on coasting function are equipped with automatic transmission or manual transmission with automated clutch; |
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(b)

the vehicles fitted with the engine-on coasting function are equipped with automatic transmission or manual transmission with automated clutch;

| (c) | the engine-on coasting function is automatically activated in the predominant driving mode of the vehicle, i.e. the driving mode that is always selected when the engine is turned on regardless of the operating mode selected when the engine was previously shut down; |
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(c)

the engine-on coasting function is automatically activated in the predominant driving mode of the vehicle, i.e. the driving mode that is always selected when the engine is turned on regardless of the operating mode selected when the engine was previously shut down;

| (d) | it is not possible to deactivate, either by the driver or by external intervention, the engine-on coasting function when the engine is on in the predominant driving mode of the vehicle; |
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(d)

it is not possible to deactivate, either by the driver or by external intervention, the engine-on coasting function when the engine is on in the predominant driving mode of the vehicle;

| (e) | the engine-on coasting function is not active when the velocity of the vehicle is less than 15 km/h. |
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(e)

the engine-on coasting function is not active when the velocity of the vehicle is less than 15 km/h.

Article 2

Application for certification of CO2 savings

1.   A manufacturer may apply to a type-approval authority for certification of the CO2 savings from the use of the technology approved in accordance with Article 1 (‘the innovative technology’) by reference to this Decision.

2.   The manufacturer shall ensure that the application for the certification is accompanied by a verification report from an independent and certified body confirming that the technology conforms to Article 1.

3.   Where CO2 savings have been certified in accordance with Article 3, the manufacturer shall ensure that the certified CO2 savings and the eco-innovation code referred to in Article 4(1) are recorded in the certificate of conformity of the vehicles concerned.

Article 3

Certification of CO2 savings

1.   The type-approval authority shall ensure that CO2 savings from the use of the innovative technology have been determined using the methodology in the Annex.

2.   The type approval authority shall record the certified CO2 savings determined in accordance with paragraph 1, and the eco-innovation code referred to in Article 4(1) in the relevant type-approval documentation.

4.   The type-approval authority shall record all the elements considered for the certification in a test report and keep that together with the verification report referred to in Article 2(2), and shall make that information available to the Commission on request.

5.   The type-approval authority shall only certify CO2 savings from the use of the innovative technology if it finds that the technology conforms with Article 1, and if the CO2 savings achieved are 1 g CO2/km or higher, as specified in Article 9(1)(a) of Implementing Regulation (EU) No 725/2011.

Article 4

Eco-innovation code

1.   The innovative technology approved by this Decision is attributed with the eco-innovation code 36.

2.   The certified CO2 savings recorded by reference to that eco-innovation code may only be taken into account for the calculation of the average specific emissions of CO2 of manufacturers for the calendar year 2020.

Article 5

Repeal

This Implementing Decision and the following Implementing Decisions are repealed with effect from 1 January 2021: Implementing Decisions 2013/128/EU, 2013/341/EU, 2013/451/EU, 2013/529/EU, 2014/128/EU, 2014/465/EU, 2014/806/EU, (EU) 2015/158, (EU) 2015/206, (EU) 2015/279, (EU) 2015/295, (EU) 2015/1132, (EU) 2015/2280, (EU) 2016/160, (EU) 2016/265, (EU) 2016/588, (EU) 2016/362, (EU) 2016/587, (EU) 2016/1721, (EU) 2016/1926, (EU) 2017/785, (EU) 2017/1402, (EU) 2018/1876, (EU) 2018/2079, (EU) 2019/313, (EU) 2019/314, (EU) 2020/728, (EU) 2020/1102, (EU) 2020/1222.

From that date, CO2 savings certified by reference to those Decisions shall not be taken into account for the calculation of the average specific emissions of manufacturers.

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Article 6

Entry into force

This Decision shall enter into force on the seventh day following that of its publication in the Official Journal of the European Union.

Official Journal of the European Union

Done at Brussels, 25 November 2020.

For the Commission

The President

Ursula VON DER LEYEN

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(1)  
  OJ L 111, 25.4.2019, p. 13.

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(2)  Commission Implementing Regulation (EU) No 725/2011 of 25 July 2011 establishing a procedure for the approval and certification of innovative technologies for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 194, 26.7.2011, p. 19).

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(3)  https://circabc.europa.eu/sd/a/a19b42c8-8e87-4b24-a78b-9b70760f82a9/July%202018%20Technical%20Guidelines.pdf

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(4)  Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 199, 28.7.2008, p. 1).

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(5)  Commission Implementing Decision (EU) 2015/1132 of 10 July 2015 on the approval of the Porsche AG coasting function as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 184, 11.7.2015, p. 22).

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(6)  Commission Implementing Decision (EU) 2017/1402 of 28 July 2017 on the approval of the BMW AG engine idle coasting function as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 199, 29.7.2017, p. 14).

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(7)  Commission Implementing Decision (EU) 2018/2079 of 19 December 2018 on the approval of the engine idle coasting function as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 331, 28.12.2018, p. 225).

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(8)  Regulation No 101 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of passenger cars powered by an internal combustion engine only, or powered by a hybrid electric power train with regard to the measurement of the emission of carbon dioxide and fuel consumption and/or the measurement of electric energy consumption and electric range, and of categories M1 and N1 vehicles powered by an electric power train only with regard to the measurement of electric energy consumption and electric range (OJ L 138, 26.5.2012, p. 1).

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(9)  Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing Regulation (EU) 2018/858 of the European Parliament and of the Council with regards to the administrative requirements for the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 163, 26.5.2020, p. 1).

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(10)  Commission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).

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(11)  Commission Implementing Decision 2013/128/EU of 13 March 2013 on the approval of the use of light emitting diodes in certain lighting functions of an M1 vehicle as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 70, 14.3.2013, p. 7).

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(12)  Commission Implementing Decision 2013/341/EU of 27 June 2013 on the approval of the Valeo Efficient Generation Alternator as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 179, 29.6.2013, p. 98).

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(13)  Commission Implementing Decision 2013/451/EU of 10 September 2013 on the approval of the Daimler engine compartment encapsulation system as an innovative technology for reducing CO2 emissions from new passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 242, 11.9.2013, p. 12).

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(14)  Commission Implementing Decision 2013/529/EU of 25 October 2013 on the approval of the Bosch system for navigation-based preconditioning of the battery state of charge for hybrid vehicles as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 284, 26.10.2013, p. 36),

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(15)  Commission Implementing Decision 2014/128/EU of 10 March 2014 on the approval of the light emitting diodes low beam module ‘E-Light’ as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 70, 11.3.2014, p. 30).

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(16)  Commission Implementing Decision 2014/465/EU of 16 July 2014 on the approval of the DENSO efficient alternator as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council and amending Commission Implementing Decision 2013/341/EU (OJ L 210, 17.7.2014, p. 17).

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(17)  Commission Implementing Decision 2014/806/EU of 18 November 2014 on the approval of the battery charging Webasto solar roof as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 332, 19.11.2014, p. 34).

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(18)  Commission Implementing Decision (EU) 2015/158 of 30 January 2015 on the approval of two Robert Bosch GmbH high efficient alternators as the innovative technologies for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 26, 31.1.2015, p. 31).

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(19)  Commission Implementing Decision (EU) 2015/206 of 9 February 2015 on the approval of the Daimler AG efficient exterior lighting using light emitting diodes as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 33, 10.2.2015, p. 52).

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(20)  Commission Implementing Decision (EU) 2015/279 of 19 February 2015 on the approval of the battery charging Asola solar roof as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 47, 20.2.2015, p. 26).

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(21)  Commission Implementing Decision (EU) 2015/295 of 24 February 2015 on the approval of the MELCO GXi efficient alternator as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 53, 25.2.2015, p. 11).

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(22)  Commission Implementing Decision (EU) 2015/2280 of 7 December 2015 on the approval of the DENSO efficient alternator as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 322, 8.12.2015, p. 64).

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(23)  Commission Implementing Decision (EU) 2016/160 of 5 February 2016 on the approval of the Toyota Motor Europe efficient exterior lighting using light emitting diodes as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 31, 6.2.2016, p. 70).

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(24)  Commission Implementing Decision (EU) 2016/265 of 25 February 2016 on the approval of the MELCO Motor Generator as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 50, 26.2.2016, p. 30).

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(25)  Commission Implementing Decision (EU) 2016/588 of 14 April 2016 on the approval of the technology used in 12 Volt efficient alternators as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 101, 16.4.2016, p. 25).

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(26)  Commission Implementing Decision (EU) 2016/362 of 11 March 2016 on the approval of the MAHLE Behr GmbH & Co. KG enthalpy storage tank as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 67, 12.3.2016, p. 59).

26

2

(27)  Commission Implementing Decision (EU) 2016/587 of 14 April 2016 on the approval of the technology used in efficient vehicle exterior lighting using light emitting diodes as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 101, 16.4.2016, p. 17).

27

2

(28)  Commission Implementing Decision (EU) 2016/1721 of 26 September 2016 on the approval of the Toyota efficient exterior lighting using light emitting diodes for the use in non-externally chargeable hybrid electrified vehicles as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 259, 27.9.2016, p. 71).

28

2

(29)  Commission Implementing Decision (EU) 2016/1926 of 3 November 2016 on the approval of the battery-charging photovoltaic roof as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 297, 4.11.2016, p. 18).

29

2

(30)  Commission Implementing Decision (EU) 2017/785 of 5 May 2017 on the approval of efficient 12 V motor-generators for use in conventional combustion engine powered passenger cars as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 118, 6.5.2017, p. 20).

30

2

(31)  Commission Implementing Decision (EU) 2018/1876 of 29 November 2018 on the approval of the technology used in 12 Volt efficient alternators for use in conventional combustion engine powered light commercial vehicles as an innovative technology for reducing CO2 emissions from light commercial vehicles pursuant to Regulation (EU) No 510/2011 of the European Parliament and of the Council (OJ L 306, 30.11.2018, p. 53).

31

2

(32)  Commission Implementing Decision (EU) 2019/313 of 21 February 2019 on the approval of the technology used in SEG Automotive Germany GmbH High efficient 48V motor generator (BRM) plus 48V/12V DC/DC converter for use in conventional combustion engine and certain hybrid powered light commercial vehicles as an innovative technology for reducing CO2 emissions from light commercial vehicles pursuant to Regulation (EU) No 510/2011 of the European Parliament and of the Council (OJ L 51, 22.2.2019, p. 31).

32

2

(33)  Commission Implementing Decision (EU) 2019/314 of 21 February 2019 on the approval of the technology used in SEG Automotive Germany GmbH High efficient 48V motor generator (BRM) plus 48V/12V DC/DC converter for use in conventional combustion engine and certain hybrid powered passenger cars as an innovative technology for reducing CO2 emissions from passenger cars pursuant to Regulation (EC) No 443/2009 of the European Parliament and of the Council (OJ L 51, 22.2.2019, p. 42).

33

2

(34)  Commission Implementing Decision (EU) 2020/728 of 29 May 2020 on the approval of the efficient generator function used in 12 volt motor-generators for use in certain passenger cars and light commercial vehicles as an innovative technology pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council (OJ L 170, 2.6.2020, p. 21).

34

(35)  Commission Implementing Decision (EU) 2020/1102 of 24 July 2020 on the approval of the technology used in a 48 Volt efficient motor-generator combined with a 48 Volt/12 Volt DC/DC converter for use in conventional combustion engine and certain hybrid electric passenger cars and light commercial vehicles as an innovative technology pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council and by reference to the New European Driving Cycle (NEDC) (OJ L 241, 27.7.2020, p. 38).

35

(36)  Commission Implementing Decision (EU) 2020/1222 of 24 August 2020 on the approval of efficient vehicle exterior lighting using light emitting diodes as an innovative technology for reducing CO2 emissions from internal combustion engine powered light commercial vehicles with regard to NEDC conditions pursuant to Regulation (EU) 2019/631 of the European Parliament and of the Council (OJ L 279, 27.8.2020, p. 5).

36

2

---

ANNEX

METHODOLOGY TO DETERMINE THE CO2 SAVINGS OF THE ENGINE-ON COASTING FUNCTION FOR INTERNAL COMBUSTION ENGINE VEHICLES AND CERTAIN NOT OFF-VEHICLE CHARGING HYBRID ELECTRIC VEHICLES

1.   SYMBOLS, UNITS AND PARAMETERS

Latin symbols

| CO2 | — Carbon dioxide |
| --- | --- |
| | — CO2 savings [g CO2/km] |
| idle_corr | — Correction factor for the idle fuel consumption |
| BMC | — CO2 emissions of the baseline vehicle during the coasting corresponding manoeuvres under modified testing conditions [g CO2/km] |
| | — CO2 emissions of the baseline vehicle during the i-th coasting corresponding manoeuvres under modified testing conditions [g CO2/km] |
| | — CO2 emissions of the baseline vehicle at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO2/km] |
| | — CO2 emissions of the baseline vehicle during the i-th overrun phase under modified testing conditions [g CO2/km] |
| | — CO2 emissions of the baseline vehicle during the i-th overrun phase under modified testing conditions due to the battery balance [g CO2/km] |
| | — Distance driven during the i-th overrun event [km] |
| | — Distance driven during the i-th coasting event [km] |
| ECE | — Elementary urban driving cycle (part of the NEDC) |
| EMC | — CO2 emissions of the eco-innovative vehicle under modified testing conditions [g CO2/km] |
| | — CO2 emissions during the i-th idle phase [g CO2/km] |
| | — Engine synchronization CO2 emissions during the i-th coasting event [g CO2/km] |
| | — Measured fuel consumption at constant speed phase k (i.e. 32, 35, 50, 70, 120 km/h) [g/s] |
| EUDC | — Extra-Urban Driving Cycle (part of the NEDC) |
| fstandstill | — Idle fuel consumption measured during vehicle standstill [g/s] |
| fuel_dens | — Fuel density [kg/m3] |
| facc | — Fuel consumption to accelerate the engine from the idle speed to the transmission speed [l] |
| | — Driving resistance in ‘neutral’ measured under WLTP conditions for automatic and manual transmission [N] (Section 3.2) |
| | — Driving resistance during ‘overrun’ measured under WLTP conditions for automatic transmission [N] (Section 4.1) |
| | — Driving resistance during ‘overrun’ evaluated under NEDC conditions [N] (Section 4.1) |
| | — Driving resistance in NEDC as converted from WLTP conditions in neutral [N] |
| | — Driving resistance in WLTP conditions with the x-th gear engaged for manual transmission [N] |
| Ieng | — Moment of inertia of engine (engine specific) [kgm2] |
| | — Measured power of the primary battery during the i-th overrun event [W] |
| | — Measured power of the secondary battery during the i-th overrun event [W] |
| RDCRW | — Relative coasting distance under real world conditions defined as the distance travelled with coasting active divided by total driving distance per trip [%] |
| RCDmNEDC | — Relative coasting distance under modified testing conditions defined as the distance travelled with coasting active divided by total driving distance of the mNEDC [%] |
| UF | — Usage factor of the coasting technology defined as |
| | — Uncertainty of the CO2 savings [g CO2/km] |
| | — Standard deviation of the arithmetic mean of the CO2 emissions of the eco-innovative vehicle under modified testing conditions [g CO2/km] |
| SUF | — Standard deviation of the arithmetic mean of the usage factor |
| | — Engine drag time of the i-th overrun event [h] |
| | — Duration of the i-th coasting event [s] |
| | — Minimum time for constant speed phases after acceleration or coasting deceleration [s] |
| | — Minimum time after every coasting deceleration to a standstill or constant speed phase [s] |
| | — Engine friction torque (engine specific) [Nm] |
| vmin | — Minimum speed for coasting [km/h] |
| vmax | — Maximum speed for coasting [km/h] |
| | — Constant driving speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [km/h] |

CO2

— Carbon dioxide

Image 1

— CO2 savings [g CO2/km]

idle_corr

— Correction factor for the idle fuel consumption

BMC

— CO2 emissions of the baseline vehicle during the coasting corresponding manoeuvres under modified testing conditions [g CO2/km]

Image 2

— CO2 emissions of the baseline vehicle during the i-th coasting corresponding manoeuvres under modified testing conditions [g CO2/km]

Image 3

— CO2 emissions of the baseline vehicle at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO2/km]

Image 4

— CO2 emissions of the baseline vehicle during the i-th overrun phase under modified testing conditions [g CO2/km]

Image 5

— CO2 emissions of the baseline vehicle during the i-th overrun phase under modified testing conditions due to the battery balance [g CO2/km]

Image 6

— Distance driven during the i-th overrun event [km]

Image 7

— Distance driven during the i-th coasting event [km]

ECE

— Elementary urban driving cycle (part of the NEDC)

EMC

— CO2 emissions of the eco-innovative vehicle under modified testing conditions [g CO2/km]

Image 8

— CO2 emissions during the i-th idle phase [g CO2/km]

Image 9

— Engine synchronization CO2 emissions during the i-th coasting event [g CO2/km]

Image 10

— Measured fuel consumption at constant speed phase k (i.e. 32, 35, 50, 70, 120 km/h) [g/s]

EUDC

— Extra-Urban Driving Cycle (part of the NEDC)

fstandstill

— Idle fuel consumption measured during vehicle standstill [g/s]

fuel_dens

— Fuel density [kg/m3]

facc

— Fuel consumption to accelerate the engine from the idle speed to the transmission speed [l]

Image 11

— Driving resistance in ‘neutral’ measured under WLTP conditions for automatic and manual transmission [N] (Section 3.2)

Image 12

— Driving resistance during ‘overrun’ measured under WLTP conditions for automatic transmission [N] (Section 4.1)

Image 13

— Driving resistance during ‘overrun’ evaluated under NEDC conditions [N] (Section 4.1)

Image 14

— Driving resistance in NEDC as converted from WLTP conditions in neutral [N]

Image 15

— Driving resistance in WLTP conditions with the x-th gear engaged for manual transmission [N]

Ieng

— Moment of inertia of engine (engine specific) [kgm2]

Image 16

— Measured power of the primary battery during the i-th overrun event [W]

Image 17

— Measured power of the secondary battery during the i-th overrun event [W]

RDCRW

— Relative coasting distance under real world conditions defined as the distance travelled with coasting active divided by total driving distance per trip [%]

RCDmNEDC

— Relative coasting distance under modified testing conditions defined as the distance travelled with coasting active divided by total driving distance of the mNEDC [%]

UF

Image 18

Image 19

— Uncertainty of the CO2 savings [g CO2/km]

Image 20

— Standard deviation of the arithmetic mean of the CO2 emissions of the eco-innovative vehicle under modified testing conditions [g CO2/km]

SUF

— Standard deviation of the arithmetic mean of the usage factor

Image 21

— Engine drag time of the i-th overrun event [h]

Image 22

— Duration of the i-th coasting event [s]

Image 23

— Minimum time for constant speed phases after acceleration or coasting deceleration [s]

Image 24

— Minimum time after every coasting deceleration to a standstill or constant speed phase [s]

Image 25

— Engine friction torque (engine specific) [Nm]

vmin

— Minimum speed for coasting [km/h]

vmax

— Maximum speed for coasting [km/h]

Image 26

— Constant driving speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [km/h]

Greek symbols

| ηDCDC | — DC/DC Converter efficiency, which is set equal to 0,92 |
| --- | --- |
| ηbat_discharge | — Battery discharge efficiency, which is set equal to 0,94 |
| ηalternator | — Alternator efficiency, which is set equal to 0,67 |
| ΔRESdrag | — Difference between the driving resistance in ‘neutral’ gear position, during ‘overrun’ and measured under WLTP conditions [N] |
| | — Delta power due to WLTP driving resistance dyno settings occurring in the i-th constant speed event [W] |
| | — Difference of the vehicle driving resistance between the WLTP and NEDC occurring in the i-th constant speed event [N] |
| Δtacc | — Time needed to accelerate the engine from idle speed to synchronisation speed [s] |
| Δγacc | — Delta rotational angle [rad] |
| Δωacc | — Delta engine speed (from idle speed ωidle to the synchronization speed ωsync) [rad/s] |

ηDCDC

— DC/DC Converter efficiency, which is set equal to 0,92

ηbat_discharge

— Battery discharge efficiency, which is set equal to 0,94

ηalternator

— Alternator efficiency, which is set equal to 0,67

ΔRESdrag

— Difference between the driving resistance in ‘neutral’ gear position, during ‘overrun’ and measured under WLTP conditions [N]

Image 27

— Delta power due to WLTP driving resistance dyno settings occurring in the i-th constant speed event [W]

Image 28

— Difference of the vehicle driving resistance between the WLTP and NEDC occurring in the i-th constant speed event [N]

Δtacc

— Time needed to accelerate the engine from idle speed to synchronisation speed [s]

Δγacc

— Delta rotational angle [rad]

Δωacc

— Delta engine speed (from idle speed ωidle to the synchronization speed ωsync) [rad/s]

2.   TEST VEHICLES

The test vehicles shall fulfil the following requirements:

| (a) | Eco-innovative vehicle: a vehicle with the innovative technology installed and active in default or predominant driving mode. The predominant driving mode is the driving mode that is always selected when the vehicle is switched on regardless of the operating mode selected when the vehicle was previously shut down. The engine-on coasting function shall not be deactivated by the driver in the predominant driving mode; |
| --- | --- |

(a)

Eco-innovative vehicle: a vehicle with the innovative technology installed and active in default or predominant driving mode. The predominant driving mode is the driving mode that is always selected when the vehicle is switched on regardless of the operating mode selected when the vehicle was previously shut down. The engine-on coasting function shall not be deactivated by the driver in the predominant driving mode;

| (b) | Baseline vehicle: a vehicle that in all aspects is identical to the eco-innovative vehicle with the exception of the innovative technology, which is either not installed or deactivated in default or predominant driving mode; The baseline vehicle tested may be the eco-innovative vehicle on the condition that a short brake action is applied before the deceleration events so as to avoid the coasting events that would normally appear due to the coasting function installed in the eco-innovative vehicle as, in principle, the coasting function can be inhibited by pressing the brake pedal before the deceleration events. The brake action temporarily inhibits the coasting function until the subsequent driving event. |
| --- | --- |

(b)

Baseline vehicle: a vehicle that in all aspects is identical to the eco-innovative vehicle with the exception of the innovative technology, which is either not installed or deactivated in default or predominant driving mode; The baseline vehicle tested may be the eco-innovative vehicle on the condition that a short brake action is applied before the deceleration events so as to avoid the coasting events that would normally appear due to the coasting function installed in the eco-innovative vehicle as, in principle, the coasting function can be inhibited by pressing the brake pedal before the deceleration events. The brake action temporarily inhibits the coasting function until the subsequent driving event.

3.   DEFINITION OF THE MODIFIED TESTING CONDITIONS

The steps defining the modified testing conditions are as follows:

| 1. | Definition of the Road Loads; |
| --- | --- |

1.

Definition of the Road Loads;

| 2. | Definition of the Coast Down Curve in engine-on coasting mode; |
| --- | --- |

2.

Definition of the Coast Down Curve in engine-on coasting mode;

| 3. | Generation of the modified NEDC speed profile (mNEDC); |
| --- | --- |

3.

Generation of the modified NEDC speed profile (mNEDC);

| 4. | Coasting corresponding manoeuvres for the baseline vehicle; |
| --- | --- |

4.

Coasting corresponding manoeuvres for the baseline vehicle;

3.1.   Definition of the Road Loads

The road loads of the baseline and eco-innovative vehicle shall be determined in accordance with the procedure set out in Sub-Annex 4 to Annex XXI to Regulation (EU) 2017/1151 and be converted into NEDC road loads for vehicle high and low in accordance with point 2.3.8 of Annex I to Commission Implementing Regulation (EU) 2017/1153 (1).

3.2.   Definition of the Coast Down Curve in engine-on coasting mode

The coast down curve in engine-on coasting mode is defined as the coast down curve with the gear position in ‘neutral’, as determined during the type approval procedure in accordance with Sub-Annex 4 to Annex XXI to Regulation (EU) 2017/1151 and corrected to the corresponding NEDC coast down curve in accordance with point 2.3.8 of Annex I to Implementing Regulation (EU) 2017/1153.

3.3.   Generation of the modified NEDC speed profile (mNEDC)

The speed profile of the mNEDC shall be generated in accordance with the following:

| (a) | The test sequence is composed of an urban cycle made of four elementary urban cycles and an extra-urban cycle; |
| --- | --- |

(a)

The test sequence is composed of an urban cycle made of four elementary urban cycles and an extra-urban cycle;

| (b) | All acceleration ramps are identical to the NEDC speed profile; |
| --- | --- |

(b)

All acceleration ramps are identical to the NEDC speed profile;

| (c) | All constant speed levels are identical to the NEDC speed profile; |
| --- | --- |

(c)

All constant speed levels are identical to the NEDC speed profile;

| (d) | The speed and time tolerances shall be in accordance with paragraph 1.4 of Annex 7 to UN/ECE Regulation No 101; |
| --- | --- |

(d)

The speed and time tolerances shall be in accordance with paragraph 1.4 of Annex 7 to UN/ECE Regulation No 101;

| (e) | The deviation from the NEDC profile shall be minimised and the overall distance must comply with the NEDC specified tolerances; |
| --- | --- |

(e)

The deviation from the NEDC profile shall be minimised and the overall distance must comply with the NEDC specified tolerances;

| (f) | The distance at the end of each deceleration phase of the mNEDC profile shall be equal to the distance at the end of each deceleration phase of the NEDC profile; |
| --- | --- |

(f)

The distance at the end of each deceleration phase of the mNEDC profile shall be equal to the distance at the end of each deceleration phase of the NEDC profile;

| (g) | During coasting phases the internal combustion engine (ICE) is decoupled and no active correction of the vehicle’s speed trajectory is permitted; |
| --- | --- |

(g)

During coasting phases the internal combustion engine (ICE) is decoupled and no active correction of the vehicle’s speed trajectory is permitted;

| (h) | Lower speed limit for coasting vmin: The coasting mode has to be disabled at the lower speed limit for coasting (15 km/h) by engaging the brake; |
| --- | --- |

(h)

Lower speed limit for coasting vmin: The coasting mode has to be disabled at the lower speed limit for coasting (15 km/h) by engaging the brake;

| (i) | In technically justified cases and in agreement with the type approval authority, the manufacturer may select the speed vmin at a higher speed than 15 km/h; |
| --- | --- |

(i)

In technically justified cases and in agreement with the type approval authority, the manufacturer may select the speed vmin at a higher speed than 15 km/h;

| (j) | Minimum stop time: The minimum time after every coasting deceleration to a standstill or constant speed phase is 2 seconds; |
| --- | --- |

(j)

Minimum stop time: The minimum time after every coasting deceleration to a standstill or constant speed phase is 2 seconds;

| (k) | Minimum time for constant speed phases: The minimum time for constant speed phases after acceleration or coasting deceleration is 2 seconds. For technical reasons this value can be increased and it shall be recorded in the test report; |
| --- | --- |

(k)

Minimum time for constant speed phases: The minimum time for constant speed phases after acceleration or coasting deceleration is 2 seconds. For technical reasons this value can be increased and it shall be recorded in the test report;

| (l) | The coasting mode can be enabled if the speed is below the maximum speed of the test cycle, i.e. 120 km/h |
| --- | --- |

(l)

The coasting mode can be enabled if the speed is below the maximum speed of the test cycle, i.e. 120 km/h

3.3.1.   Gearshift profile generation for vehicles with manual gearbox

For vehicles with manual gearbox, the gearshift Tables 1 and 2 in Annex 4a of Regulation UNECE 83 shall be adapted on the basis of the following:

| 1. | The gearshift selection during vehicle acceleration is as defined for the NEDC; |
| --- | --- |

1.

The gearshift selection during vehicle acceleration is as defined for the NEDC;

| 2. | The timing for the downshifts of the modified NEDC differs from the one of the NEDC in order to avoid downshifts during coasting phases (e.g. anticipated before deceleration phases). |
| --- | --- |

2.

The timing for the downshifts of the modified NEDC differs from the one of the NEDC in order to avoid downshifts during coasting phases (e.g. anticipated before deceleration phases).

The pre-defined shift points for the ECE and EUDC portion of the NEDC, as described in Table 1 and Table 2 of Annex 4a to Regulation UNECE 83, shall be modified in accordance with Table 1 and Table 2 shown below.

Table 1

| Operation | Phase | Acceleration (m/s2) | Speed (km/h) | Duration of each | Cumulative time (s) | Gear to be used |
| --- | --- | --- | --- | --- | --- | --- |
| Operation (s) | Phase (s) |
| Idling | 1 | 0 | 0 | 11 | 11 | 11 | 6s PM+5sK1
  (1) |
| Acceleration | 2 | 1,04 | 0-15 | 4 | 4 | 15 | 1 |
| Steady speed | 3 | 0 | 15 | 9 | 8 | 23 | 1 |
| Deceleration | 4 | – 0,69 | 15-10 | 2 | 5 | 25 | 1 |
| Deceleration, clutch disengaged | | – 0,92 | 10-0 | 3 | | 28 | K1
  (1) |
| Idling | 5 | 0 | 0 | 21 | 21 | 49 | 16s PM+5sK(1) |
| Acceleration | 6 | 0,83 | 0-15 | 5 | 12 | 54 | 1 |
| Gear change | | | 15 | 2 | | 56 | |
| Acceleration | 0,94 | 15-32 | 5 | 61 | 2 |
| Steady speed | 7 | 0 | 32 | tconst1 | tconst1 | 61+tconst1 | 2 |
| Deceleration | 8 | coast down | [32-dv1] | Δtcd1 | Δtcd1 + 8 -Δt1 + 3 | 61+tconst1+Δtcd1 | 2 |
| Deceleration | | – 0,75 | [32-dv1]-10 | 8-Δt1 | | 69+tconst1+Δtcd1-Δt1 | 2 |
| Deceleration, clutch disengaged | | – 0,92 | 10-0 | 3 | 72+tconst1+Δtcd1-Δt1 | K 2
  (1) |
| Idling | 9 | 0 | 0 | 21-Δt1 | | 117 | 16s-Δt1PM+5sK1
  (1) |
| Acceleration | 10 | 0,83 | 0-15 | 5 | 26 | 122 | 1 |
| Gear change | | | 15 | 2 | | 124 | |
| Acceleration | 0,62 | 15-35 | 9 | 133 | 2 |
| Gear change | | 35 | 2 | 135 | |
| Acceleration | 0,52 | 35-50 | 8 | 143 | 3 |
| Steady speed | 11 | 0 | 50 | tconst2 | tconst2 | tconst2 | 3 |
| Deceleration | | coast down | [50- dv2] | Δtcd2 | Δtcd2 | tconst2+Δtcd2 | 3 |
| Deceleration | 12 | – 0,52 | [50- dv2]-35 | 8-Δt2 | 8-Δt2 | tconst2+Δtcd2 + 8-Δt2 | 3 |
| Steady speed | 13 | 0 | 35 | tconst3 | tconst3 | tconst2+Δtcd2 + 8-Δt2+tconst3 | 3 |
| Gear change | 14 | | 35 | 2 | 12+Δtcd3-Δt3 | tconst2+Δtcd2 + 10-Δt2+tconst3 | |
| Deceleration | | coast down | [35- dv3] | Δtcd3 | | tconst2+Δtcd2 + 10-Δt2+tconst3+Δtcd3 | 2 |
| Deceleration | – 0,99 | [35- dv3]-10 | 7-Δt3 | tconst2+Δtcd2 + 17-Δt2+tconst3+Δtcd3-Δt3 | 2 |
| Deceleration clutch disengaged | – 0,92 | 10-0 | 3 | tconst2+Δtcd2 + 20-Δt2+tconst3+Δtcd3-Δt3 | K2
  (1) |
| Idling | 15 | 0 | 0 | 7-Δt3 | 7-Δt3 | tconst2+Δtcd2 + 27-Δt2+tconst3+Δtcd3-2*Δt3 | 7s-Δt3PM(1) |

Operation

Phase

Acceleration (m/s2)

Speed (km/h)

Duration of each

Cumulative time (s)

Gear to be used

Operation (s)

Phase (s)

Idling

1

0

0

11

11

11

6s PM+5sK1
  (1)

Acceleration

2

1,04

0-15

4

4

15

1

Steady speed

3

0

15

9

8

23

1

Deceleration

4

– 0,69

15-10

2

5

25

1

Deceleration, clutch disengaged

– 0,92

10-0

3

28

K1
  (1)

Idling

5

0

0

21

21

49

16s PM+5sK(1)

Acceleration

6

0,83

0-15

5

12

54

1

Gear change

15

2

56

Acceleration

0,94

15-32

5

61

2

Steady speed

7

0

32

tconst1

tconst1

61+tconst1

2

Deceleration

8

coast down

[32-dv1]

Δtcd1

Δtcd1 + 8 -Δt1 + 3

61+tconst1+Δtcd1

2

Deceleration

– 0,75

[32-dv1]-10

8-Δt1

69+tconst1+Δtcd1-Δt1

2

Deceleration, clutch disengaged

– 0,92

10-0

3

72+tconst1+Δtcd1-Δt1

K 2
  (1)

Idling

9

0

0

21-Δt1

117

16s-Δt1PM+5sK1
  (1)

Acceleration

10

0,83

0-15

5

26

122

1

Gear change

15

2

124

Acceleration

0,62

15-35

9

133

2

Gear change

35

2

135

Acceleration

0,52

35-50

8

143

3

Steady speed

11

0

50

tconst2

tconst2

tconst2

3

Deceleration

coast down

[50- dv2]

Δtcd2

Δtcd2

tconst2+Δtcd2

3

Deceleration

12

– 0,52

[50- dv2]-35

8-Δt2

8-Δt2

tconst2+Δtcd2 + 8-Δt2

3

Steady speed

13

0

35

tconst3

tconst3

tconst2+Δtcd2 + 8-Δt2+tconst3

3

Gear change

14

35

2

12+Δtcd3-Δt3

tconst2+Δtcd2 + 10-Δt2+tconst3

Deceleration

coast down

[35- dv3]

Δtcd3

tconst2+Δtcd2 + 10-Δt2+tconst3+Δtcd3

2

Deceleration

– 0,99

[35- dv3]-10

7-Δt3

tconst2+Δtcd2 + 17-Δt2+tconst3+Δtcd3-Δt3

2

Deceleration clutch disengaged

– 0,92

10-0

3

tconst2+Δtcd2 + 20-Δt2+tconst3+Δtcd3-Δt3

K2
  (1)

Idling

15

0

0

7-Δt3

7-Δt3

tconst2+Δtcd2 + 27-Δt2+tconst3+Δtcd3-2*Δt3

7s-Δt3PM(1)

Table 2

| No of operation | Operation | Phase | Acceleration (m/s2) | Speed (km/h) | Duration of each | Cumulative time(s) | Gear to be used |
| --- | --- | --- | --- | --- | --- | --- | --- |
| Operation (s) | Phase (s) |
| 1 | Idling | 1 | 0 | 0 | 20 | 20 | | K1
   (2) |
| 2 | Acceleration | 2 | 0,83 | 0-15 | 5 | 41 | | 1 |
| 3 | Gear change | | 15 | 2 | | — |
| 4 | Acceleration | 0,62 | 15-35 | 9 | | 2 |
| 5 | Gear change | | 35 | 2 | | — |
| 6 | Acceleration | 0,52 | 35-50 | 8 | | 3 |
| 7 | Gear change | | 50 | 2 | | — |
| 8 | Acceleration | 0,43 | 50-70 | 13 | | 4 |
| 9 | Steady speed | 3 | 0 | 70 | tconst4 | tconst4 | | 5 |
| 9’ | Deceleration | 3’ | coastdown | 70-dv4
   (*2) | Δtcd4 | Δtcd4 | | 5 |
| 10 | Deceleration | 4 | coastdown,  (*1)-0,69 | dv4
   (*2)-50 | 8-Δtcd4 | 8-Δtcd4 | | 4 |
| 11 | Steady speed | 5 | 0 | 50 | 69 | 69 | | 4 |
| 12 | Acceleration | 6 | 0,43 | 50-70 | 13 | 13 | | 4 |
| 13 | Steady speed | 7 | 0 | 70 | 50 | 50 | | 5 |
| 14 | Acceleration | 8 | 0,24 | 70-100 | 35 | 35 | | 5 |
| 15 | Steady speed (3) | 9 | 0 | 100 | 30 | 30 | | 5 (3) |
| 16 | Acceleration (3) | 10 | 0,28 | 100-120 | 20 | 20 | | 5 (3) |
| 17 | Steady speed (3) | 11 | 0 | 120 | tconst5 | tconst5 | | 5 (3) |
| 17’ | Deceleration (3) | | coastdown | [120- dv5] | Δtcd5 | Δtcd5 | | 5 (3) |
| 18-end | If dv5

  ≥
  80 | |
| Deceleration (3) | 12 | – 0,69 | [120-dv5]-80 | 16-Δt5 | 34-Δt5 | | 5 (3) |
| Deceleration (3) | | – 1,04 | 80-50 | 8 | | | 5 (3) |
| Deceleration, clutch disengaged | 1,39 | 50-0 | 10 | | K5
   (2) |
| Idling | 13 | 0 | 0 | 20-Δt5 | 20-Δt5 | | PM (2) |
| If 50
  <
  dv5

  <
  80 | |
| Deceleration (3) | | – 1,04 | [120-dv5]-50 | 8-Δt5 | 18-Δt5 | | 5 (3) |
| Deceleration, clutch disengaged | 1,39 | 50-0 | 10 | | | K5
   (2) |
| Idling | 13 | 0 | 0 | 20-Δt5 | 20-Δt5 | | PM (2) |
| If dv5 ≤ 50 | | | | | | | |
| Deceleration, clutch disengaged | | 1,39 | [120-dv5] | 10-Δt5 | 10-Δt5 | | K5
   (2) |
| Idling | 13 | 0 | 0 | 20-Δt5 | 20-Δt5 | | PM (2) |

No of operation

Operation

Phase

Acceleration (m/s2)

Speed (km/h)

Duration of each

Cumulative time(s)

Gear to be used

Operation (s)

Phase (s)

1

Idling

1

0

0

20

20

K1
   (2)

2

Acceleration

2

0,83

0-15

5

41

1

3

Gear change

15

2

—

4

Acceleration

0,62

15-35

9

2

5

Gear change

35

2

—

6

Acceleration

0,52

35-50

8

3

7

Gear change

50

2

—

8

Acceleration

0,43

50-70

13

4

9

Steady speed

3

0

70

tconst4

tconst4

5

9’

Deceleration

3’

coastdown

70-dv4
   (*2)

Δtcd4

Δtcd4

5

10

Deceleration

4

coastdown,  (*1)-0,69

dv4
   (*2)-50

8-Δtcd4

8-Δtcd4

4

11

Steady speed

5

0

50

69

69

4

12

Acceleration

6

0,43

50-70

13

13

4

13

Steady speed

7

0

70

50

50

5

14

Acceleration

8

0,24

70-100

35

35

5

15

Steady speed (3)

9

0

100

30

30

5 (3)

16

Acceleration (3)

10

0,28

100-120

20

20

5 (3)

17

Steady speed (3)

11

0

120

tconst5

tconst5

5 (3)

17’

Deceleration (3)

coastdown

[120- dv5]

Δtcd5

Δtcd5

5 (3)

18-end

If dv5

  ≥
  80

Deceleration (3)

12

– 0,69

[120-dv5]-80

16-Δt5

34-Δt5

5 (3)

Deceleration (3)

– 1,04

80-50

8

5 (3)

Deceleration, clutch disengaged

1,39

50-0

10

K5
   (2)

Idling

13

0

0

20-Δt5

20-Δt5

PM (2)

If 50
  <
  dv5

  <
  80

Deceleration (3)

– 1,04

[120-dv5]-50

8-Δt5

18-Δt5

5 (3)

Deceleration, clutch disengaged

1,39

50-0

10

K5
   (2)

Idling

13

0

0

20-Δt5

20-Δt5

PM (2)

If dv5 ≤ 50

Deceleration, clutch disengaged

1,39

[120-dv5]

10-Δt5

10-Δt5

K5
   (2)

Idling

13

0

0

20-Δt5

20-Δt5

PM (2)

For the definition of the terms in Table 1 and Table 2 please refer to UNECE Regulation 83.

For vehicles with manual transmissions, coasting shall be interrupted during the deceleration from 70 km/h down to 50 km/h as gear shift is commanded from 5th to 4th gear. The gear shift shall interrupt the coasting and the vehicle shall follow the same pre-defined deceleration as in the NEDC until the vehicle reaches 50 km/h. In this case, only the coasting phase before the interruption will be considered in the calculation of the CO2 savings resulting from the implementation of the coasting on function.

3.4.   Coasting corresponding manoeuvres for the baseline vehicle

For each coasting event identified in the mNEDC for the eco-innovative vehicle, a corresponding manoeuvre shall be determined for the baseline vehicle. These manoeuvres shall be composed of a constant speed phase followed by a deceleration phase with engine in overrun conditions (i.e. the engine rotation is caused by the vehicle movement, the gas pedal is released and no fuel is injected), without braking, and they shall fulfil the speed tolerances and distances of the coasting manoeuvres as defined in UNECE Regulation 83. During these manoeuvres, the gearbox shall be engaged in case of automatic transmission, or the speed specific gear shall be engaged as set out in Section 3.3.1 in case of manual transmission.

Image 29

  Figure 1 Coasting event (blue line) of eco-innovative vehicle and coasting corresponding manoeuvre (red line) of baseline vehicle

In order to comply with points (a)-(l) of Section 3.3, the same distance must be covered under the NEDC and mNEDC. Since the distance covered by the baseline vehicle in overrun is shorter than the distance covered during coasting by the eco-innovative vehicle, due to the higher deceleration rate of the baseline vehicle, the difference in the distance to be covered by the baseline vehicle shall be supplemented by constant speed driving phases, where the constant speed driven shall be the speed of the baseline vehicle at the start of the coasting event prior to the engine overrun phases. In case the end speed of the coasting manoeuvre is not zero, the additional distances (Δs) shall be achieved in two sections at start speed and end speed respectively.

To determine the constant speed driving duration before the start of the coasting event
  Image 30
  and after the end of the coasting event
  Image 31
  , the following system of linear equations (Formula 1) shall be used:

Formula 1

where:

| Δs | is the additional distance driven at constant speed by the baseline vehicle in comparison with the eco-innovative vehicle [m] |
| --- | --- |
| Δt | is the duration of the additional distance driven at constant speed by the baseline in comparison with the eco-innovative vehicle [s] |
| scoast | is the distance covered during coasting by the eco-innovative vehicle [m] |
| sdrag | is the distance covered during overrun by the baseline vehicle [m] |
| vstart | is the speed at the start of the manoeuvre (coasting or overrun) [m/s] |
| vend | is the speed at the end of the manoeuvre (coasting or overrun) [m/s] |
| | is the instant of time in which the overrun event begins [s] |
| | is the instant of time in which the overrun event ends [s] |
| tcoast | is the duration of the coasting event [s] |
| tdrag | is the duration of the overrun event [s]. |

Δs

is the additional distance driven at constant speed by the baseline vehicle in comparison with the eco-innovative vehicle [m]

Δt

is the duration of the additional distance driven at constant speed by the baseline in comparison with the eco-innovative vehicle [s]

scoast

is the distance covered during coasting by the eco-innovative vehicle [m]

sdrag

is the distance covered during overrun by the baseline vehicle [m]

vstart

is the speed at the start of the manoeuvre (coasting or overrun) [m/s]

vend

is the speed at the end of the manoeuvre (coasting or overrun) [m/s]

Image 33

is the instant of time in which the overrun event begins [s]

Image 34

is the instant of time in which the overrun event ends [s]

tcoast

is the duration of the coasting event [s]

tdrag

is the duration of the overrun event [s].

4.   DETERMINATION OF THE ADDITIONAL PARAMETERS

The following tests shall be performed right after the WLTP Type I test in order to define the additional parameters required in the testing methodology:

| — | Coast down in overrun mode (valid for the baseline vehicle) to measure the driving resistance during overrun phases (Section 4.1); |
| --- | --- |

—

Coast down in overrun mode (valid for the baseline vehicle) to measure the driving resistance during overrun phases (Section 4.1);

| — | Constant speed test (valid for the baseline vehicle) to measure the constant speed fuel consumption. The test is based on a specific testing cycle composed by constant speed segments at 120, 70, 50, 35 and 32 km/h (Section 4.2); |
| --- | --- |

—

Constant speed test (valid for the baseline vehicle) to measure the constant speed fuel consumption. The test is based on a specific testing cycle composed by constant speed segments at 120, 70, 50, 35 and 32 km/h (Section 4.2);

| — | Idle test (valid for the eco-innovative vehicle) to measure the idle fuel consumption (Section 4.3); |
| --- | --- |

—

Idle test (valid for the eco-innovative vehicle) to measure the idle fuel consumption (Section 4.3);

| — | Engine synchronization energy determination (Section 4.4). |
| --- | --- |

—

Engine synchronization energy determination (Section 4.4).

4.1.   Coast down in overrun mode (baseline vehicle)

In order to measure the driving resistance in overrun mode, a coast down with the gearbox engaged shall be performed (see Figure 2). The test shall be repeated three times as a minimum and shall be performed after the WLTP type I test during the Type Approval with a maximum time lag of 15 minutes. The coast down curve shall be recorded at least three times in a row.

4.1.1.   Automatic transmission

The vehicle can be accelerated by itself or by the dynamometer to a minimum speed of 130 km/h.

During each coast down, the driving resistance forces, the generator and battery current of all batteries shall be measured with steps of maximum 10 km/h.

Image 35

  Figure 2 Coast down with gearbox in position D on the vehicle dynamometer for the baseline vehicle (minimum 3 ×)

The driving resistance in overrun mode shall be converted from WLTP settings to NEDC settings in accordance with Formula 2:

Formula 2

Image 37

where:

| ΔRESdrag | is the difference between the driving resistance in overrun condition and in neutral, measured under WLTP conditions [N] |
| --- | --- |
| | is the driving resistance measured as described in Section 3.2 [N] |
| | is the driving resistance in overrun condition, measured under WLTP conditions [N] |
| | is the driving resistance in NEDC as converted in accordance with point 2.3.8 of Annex I to Implementing Regulation (EU) 2017/1153, as described in Section 3.2 [N]. |

ΔRESdrag

is the difference between the driving resistance in overrun condition and in neutral, measured under WLTP conditions [N]

Image 38

is the driving resistance measured as described in Section 3.2 [N]

Image 39

is the driving resistance in overrun condition, measured under WLTP conditions [N]

Image 40

is the driving resistance in NEDC as converted in accordance with point 2.3.8 of Annex I to Implementing Regulation (EU) 2017/1153, as described in Section 3.2 [N].

4.1.2.   Manual transmission

For vehicles with manual transmission, the coast down shall be repeated at different vehicle speeds and gears, at least three times for each gear:

| — | Accelerate by using the engine to minimum 130 km/h and stabilize for 5s, then start the coast down in the highest gear and measure between 120-60 km/h; |
| --- | --- |

—

Accelerate by using the engine to minimum 130 km/h and stabilize for 5s, then start the coast down in the highest gear and measure between 120-60 km/h;

| — | Accelerate by using the engine to 90 km/h and stabilize for 5s, then start the coast down in gear 5 and measure between 70-60 km/h; |
| --- | --- |

—

Accelerate by using the engine to 90 km/h and stabilize for 5s, then start the coast down in gear 5 and measure between 70-60 km/h;

| — | Accelerate by using the engine to 70 km/h and stabilize for 5s, then start the coast down in gear 3 and measure between 55-35 km/h; |
| --- | --- |

—

Accelerate by using the engine to 70 km/h and stabilize for 5s, then start the coast down in gear 3 and measure between 55-35 km/h;

| — | Accelerate by using the engine to 60 km/h and stabilize for 5s, then start the coast down in gear 2 and measure between 40-15 km/h. |
| --- | --- |

—

Accelerate by using the engine to 60 km/h and stabilize for 5s, then start the coast down in gear 2 and measure between 40-15 km/h.

During each coast down, the driving resistance forces and the generator and battery current [A] of all batteries shall be measured with steps of maximum 10 km/h.

The driving resistance in overrun mode shall be converted from WLTP settings to NEDC settings, in accordance with Formula 3, for each gear x:

Formula 3

Image 42

4.1.3.   Load balance of the battery in overrun mode

The load balance of the battery/batteries during the overrun phases shall be calculated in accordance with Formula 4 or 5.

In case the vehicle is equipped with a primary and a secondary battery, Formula 4 applies:

Formula 4

where:

| | : | Energy recuperated during the i-th overrun event, as arithmetic mean of the values obtained from each coast down test in overrun mode [Wh]; |
| --- | --- | --- |
| | : | Duration of the i-th overrun event [h]; |
| | : | Average (over the overrun test repetitions) measured power of the primary battery during the i-th overrun event [W]; |
| | : | Average (over the overrun test repetitions) measured power of the secondary battery during the i-th overrun event [W]; |
| ηDCDC | : | DC/DC Converter efficiency, which is set equal to 0,92; if no DC/DC Converter is present, this value is set equal to 1. |

Image 44

:

Energy recuperated during the i-th overrun event, as arithmetic mean of the values obtained from each coast down test in overrun mode [Wh];

Image 45

:

Duration of the i-th overrun event [h];

Image 46

:

Average (over the overrun test repetitions) measured power of the primary battery during the i-th overrun event [W];

Image 47

:

Average (over the overrun test repetitions) measured power of the secondary battery during the i-th overrun event [W];

ηDCDC

:

DC/DC Converter efficiency, which is set equal to 0,92; if no DC/DC Converter is present, this value is set equal to 1.

In case only one battery (i.e. the 12V battery) is available, Formula 5 applies instead:

Formula 5

The recuperated energy is converted into CO2 emissions by using Formula 6:

Formula 6

where:

| ηbat_discharge | : | Battery discharge efficiency, which is 0,94; |
| --- | --- | --- |
| ηalternator | : | Alternator efficiency, which is 0,67; |
| | : | Distance driven during the i-th overrun event [km]; |
| Vpe | : | Consumption of effective power as specified in Table 3; |
| CF | : | Conversion factor as defined in Table 4. |

ηbat_discharge

:

Battery discharge efficiency, which is 0,94;

ηalternator

:

Alternator efficiency, which is 0,67;

Image 50

:

Distance driven during the i-th overrun event [km];

Vpe

:

Consumption of effective power as specified in Table 3;

CF

:

Conversion factor as defined in Table 4.

Table 3

Consumption of effective power

| Type of engine | Consumption of effective power (Vpe)
  l/kWh |
| --- | --- |
| Petrol | 0,264 |
| Petrol Turbo | 0,280 |
| Diesel | 0,220 |

Type of engine

Consumption of effective power (Vpe)

l/kWh

Petrol

0,264

Petrol Turbo

0,280

Diesel

0,220

Table 4

Fuel conversion factor

| Type of fuel | Conversion factor (CF)
  g CO2/l |
| --- | --- |
| Petrol | 2 330 |
| Diesel | 2 640 |

Type of fuel

Conversion factor (CF)

g CO2/l

Petrol

2 330

Diesel

2 640

4.2.   Constant speed test

The constant driving speed phase fuel consumption shall be measured on a chassis dynamometer by using the on-board-fuel and/or energy consumption monitoring device (OBFCM) meeting the requirements set out in Annex XXII to Regulation (EU) 2017/1151.

The measurement of the fuel consumption is based on a driving pattern which includes all the NEDC constant driving speed phases at 32, 35, 50, 70 and 120 km/h. To ensure equal NEDC shifting points and selected gears for manual transmission vehicles, the sequence of the constant driving speed phases shall be as specified in Figure 3.

Image 51

  Figure 3 Driving pattern which covers the relevant NEDC based constant driving speed phase

Each constant speed phase has a duration of 90 seconds, subdivided into 20 seconds for speed and emission stabilization, 60 seconds during which OBFCM measurement takes place and 10 seconds preparation time for the driver for the upcoming driving manoeuvre.

The speed and acceleration profiles are described in the Appendix to this Annex.

The constant speed test shall be performed after the Coast Down test in overrun mode is performed as set out in Section 4.1.

In order to obtain the NEDC constant speed fuel consumption, the results from the measurements carried out with the WLTP type approval dynamometer settings (vehicle road load and vehicle weight) have to be corrected to NEDC conditions as follows:

Formula 7

Formula 8

where:

| | : | CO2 emissions at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO2/km]; |
| --- | --- | --- |
| | : | Measured (WLTP) fuel consumption at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) as arithmetic mean of the measurements [g/s]; |
| | : | Duration of the i-th constant speed event [s]; |
| | : | Distance driven during the i-th constant speed event [km]; |
| fuel_dens | : | Fuel density [kg/m3]; |
| | : | Delta power due to WLTP driving resistance dyno settings occurring in the i-th constant speed event [kW]; |
| | : | Difference of vehicle driving resistance calculated between the WLTP and NEDC driving resistance dynamometer settings occurring in the i-th constant speed event as determined in Section 4.1 [N]; |
| | : | Constant driving speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [km/h]. |

Image 54

:

CO2 emissions at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO2/km];

Image 55

:

Measured (WLTP) fuel consumption at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) as arithmetic mean of the measurements [g/s];

Image 56

:

Duration of the i-th constant speed event [s];

Image 57

:

Distance driven during the i-th constant speed event [km];

fuel_dens

:

Fuel density [kg/m3];

Image 58

:

Delta power due to WLTP driving resistance dyno settings occurring in the i-th constant speed event [kW];

Image 59

:

Difference of vehicle driving resistance calculated between the WLTP and NEDC driving resistance dynamometer settings occurring in the i-th constant speed event as determined in Section 4.1 [N];

Image 60

:

Constant driving speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [km/h].

The generator and battery current of all batteries shall be measured and the battery SOC during each 60s measurement window shall be corrected in accordance with Appendix 2 to Sub-Annex 8 to Annex XXI to Regulation (EU) 2017/1151.

The fuel consumption during each constant speed phase k shall be determined as follows:

Formula 9

Formula 10

where:

| J | : | Number of measurement points (J = 60) for each constant speed phase k (32, 35, 50, 70 and 120 km/h); |
| --- | --- | --- |
| | : | j-th fuel consumption measure at constant speed phase k (32, 35, 50, 70 and 120 km/h) [g/s]; |
| | : | Standard deviation of the fuel consumption at constant speed phase k (32, 35, 50, 70 and 120 km/h). |

J

:

Number of measurement points (J = 60) for each constant speed phase k (32, 35, 50, 70 and 120 km/h);

Image 63

:

j-th fuel consumption measure at constant speed phase k (32, 35, 50, 70 and 120 km/h) [g/s];

Image 64

:

Standard deviation of the fuel consumption at constant speed phase k (32, 35, 50, 70 and 120 km/h).

4.3.   Idle fuel consumption or idle speed test

The idle fuel consumption during coasting can be directly measured with an OBFCM meeting the requirements set out in Annex XXII to Regulation (EU) 2017/1151, and this measured value can be used for the calculation of
  Image 65
  .

As an alternative, Formula 12 can be used to calculate
  Image 66
  in accordance with the following methodology:

The engine idle fuel consumption (g/s) shall be measured using an OBFCM meeting the requirements set out in Annex XXII to Regulation (EU) 2017/1151. The measurement shall be performed just after the Type 1 test when the engine is still warm and under the following conditions:

| (a) | the velocity of the vehicle is zero; |
| --- | --- |

(a)

the velocity of the vehicle is zero;

| (b) | the start-stop system is disengaged; |
| --- | --- |

(b)

the start-stop system is disengaged;

| (c) | the battery state of charge is at balance conditions. |
| --- | --- |

(c)

the battery state of charge is at balance conditions.

The vehicle shall be left to idle for 3 minutes so that it stabilizes. The fuel consumption shall be measured during 2 minutes. The first minute shall be disregarded. The idle fuel consumption shall be calculated as the average fuel consumption of the vehicle during the second minute.

A manufacturer may request that the engine idle fuel consumption measurements are used also for other vehicles belonging to the same interpolation family, provided that the engines run with the same idle speed. The manufacturer shall demonstrate to the type approval authority or technical service that those conditions are met.

Where the idle fuel consumption differs between engine on coasting and idling at standstill, a correction factor shall be applied as determined in accordance with Formula 11:

Formula 11

where:

| | mean engine idle speed during coasting determined in accordance with Formula 14 [rpm]; |
| --- | --- |
| | mean engine idle speed during stand-still determined in accordance with Formula 15 [rpm]. |

Image 68

mean engine idle speed during coasting determined in accordance with Formula 14 [rpm];

Image 69

mean engine idle speed during stand-still determined in accordance with Formula 15 [rpm].

The mean engine idle speed during coasting is the arithmetic mean of the engine idle speeds measured via the OBD port during the deceleration from 130 km/h to 10 km/h, with steps of 10 km/h.

As an alternative, the ratio between the maximal possible engine speed during engine-on coasting and idle speed at standstill can be used.

In case the manufacturer can prove that the increase in engine idle speed that occurs during coasting on phases is lower than 5 % of the idle speed during standstill, idle_corr can be set equal to 1.

The corrected CO2 emissions during each phase
  Image 70
  [g CO2/km], derived from the idle fuel consumption, shall be calculated in accordance with Formula 12:

Formula 12

where:

| | : | CO2 emissions during the i-th idle phase [gCO2/km]; |
| --- | --- | --- |
| | : | duration of the i-th coasting event [s]; |
| | : | distance driven during the i-th coasting event [km]; |
| | : | mean idle fuel consumption in standstill conditions [g/s], which is the arithmetic mean of 60 measurements. |

Image 72

:

CO2 emissions during the i-th idle phase [gCO2/km];

Image 73

:

duration of the i-th coasting event [s];

Image 74

:

distance driven during the i-th coasting event [km];

Image 75

:

mean idle fuel consumption in standstill conditions [g/s], which is the arithmetic mean of 60 measurements.

The mean idle speed during coasting is measured in steps of 10 km/h, considering U measurements for each step (with a 1s resolution), and shall be calculated in accordance with Formula 13:

Formula 13

Therefore, the mean idle speed during coasting considering all H steps of 10 km/h shall be calculated in accordance with Formula 14:

Formula 14

The mean idle speed in standstill conditions shall be calculated in accordance with Formula 15:

Formula 15

where:

| stand_speedl | engine idle speed in standstill conditions during the l-th measurement; |
| --- | --- |
| L | number of measurement points. |

stand_speedl

engine idle speed in standstill conditions during the l-th measurement;

L

number of measurement points.

4.4.   Engine synchronization energy determination

The engine synchronization CO2 emissions during the i-th coasting event
  Image 79
  [g CO2/km], shall be determined in accordance with Formula 16:

Formula 16

where:

| facc | : | fuel consumption to accelerate the engine from the idle speed to the synchronization speed [l]; |
| --- | --- | --- |
| CF | : | conversion factor as defined in Table 4 [g CO2/l]; |
| | : | distance driven during the i-th coasting event [km]. |

facc

:

fuel consumption to accelerate the engine from the idle speed to the synchronization speed [l];

CF

:

conversion factor as defined in Table 4 [g CO2/l];

Image 81

:

distance driven during the i-th coasting event [km].

Manufacturers shall provide engine synchronization fuel consumption value [l] to the type approval authority/technical service determined in accordance with the following methodology:

4.4.1.   Calculation of fuel consumption to accelerate the engine from the idle speed to the synchronization speed

When a coasting event is completed, an additional amount of energy is required (Eacc) to accelerate the engine to the synchronization speed.

The energy needed to accelerate the vehicle engine to synchronization speed, Eacc, is the sum of the energies associated with the acceleration and the friction work implemented in the vehicle and shall be calculated in accordance with Formula 17:

Formula 17

Eacc = Eacc,kin + Eacc,fric

where:

| Eacc,kin | : | Energy associated with the acceleration work implemented in the vehicle [kJ]; |
| --- | --- | --- |
| Eacc,fric | : | Energy associated with the friction work implemented in the vehicle [kJ]. |

Eacc,kin

:

Energy associated with the acceleration work implemented in the vehicle [kJ];

Eacc,fric

:

Energy associated with the friction work implemented in the vehicle [kJ].

These energies shall be calculated in accordance with Formulas 18 and 19, respectively.

Formula 18

where:

| Ieng | : | Moment of inertia of engine (engine specific) [kgm2]; |
| --- | --- | --- |
| | : | Delta engine speed (from idle speed ωidle to the target/synchronization speed ωsync) [rad/s]. |

Ieng

:

Moment of inertia of engine (engine specific) [kgm2];

Image 83

:

Delta engine speed (from idle speed ωidle to the target/synchronization speed ωsync) [rad/s].

Formula 19

where:

| | : | Engine friction torque (engine specific) [Nm]; |
| --- | --- | --- |
| Δγacc | : | Delta rotational angle [rad] as determined in accordance with Formula 20. |

Image 85

:

Engine friction torque (engine specific) [Nm];

Δγacc

:

Delta rotational angle [rad] as determined in accordance with Formula 20.

Formula 20

Δγacceng = (ωidle + 0,5•Δωacc) • Δtacc

with Δtacc as defined in Formula 21:

Formula 21:

Δtacc = tsync – tidle

Finally, the amount of fuel [l] required to reach the synchronization speed, is calculated as follows:

Formula 22

acc = (Eacc,kin + Eacc,fric)•VPe • 3,6

where:

| Vpe | : | Consumption of effective power as specified in Table 3 [l/kWh]. |
| --- | --- | --- |

Vpe

:

Consumption of effective power as specified in Table 3 [l/kWh].

5.   DETERMINATION OF THE CO2 EMISSIONS OF THE ECO-INNOVATIVE VEHICLE UNDER MODIFIED TESTING CONDITIONS (EMC)

For each coasting event i, the corresponding CO2 emissions
  Image 86
  [g CO2/km] of the eco-innovative vehicle shall be determined in accordance with Formula 23:

Formula 23

where:

| | : | CO2 emissions during the i-th idle phase as set out in point 4.3; |
| --- | --- | --- |
| | : | Engine synchronization CO2 emissions during the i-th coasting event as set out in point 4.4. |

Image 88

:

CO2 emissions during the i-th idle phase as set out in point 4.3;

Image 89

:

Engine synchronization CO2 emissions during the i-th coasting event as set out in point 4.4.

The total CO2 emissions of the eco-innovative vehicle during coasting events under modified testing conditions (EMC) [g CO2/km] shall be determined in accordance with Formula 24:

Formula 24

where

| I | : | Total number of coasting events (for the eco-innovative vehicle) and corresponding driving manoeuvres (for the baseline vehicle); |
| --- | --- | --- |
| i | : | i-th coasting event (for the eco-innovative vehicle) and corresponding driving manoeuvre (for the baseline vehicle). |

I

:

Total number of coasting events (for the eco-innovative vehicle) and corresponding driving manoeuvres (for the baseline vehicle);

i

:

i-th coasting event (for the eco-innovative vehicle) and corresponding driving manoeuvre (for the baseline vehicle).

6.   DETERMINATION OF THE CO2 EMISSIONS OF THE BASELINE VEHICLE UNDER MODIFIED CONDITIONS (BMC)

For each coasting corresponding manoeuvre i, as described in Section 3.4, the CO2 emissions of the baseline vehicle under modified conditions
  Image 91
  [g CO2/km] shall be determined in accordance with Formula 25:

Formula 25

The total CO2 emissions of the baseline vehicle under modified conditions BMC [g CO2/km] shall be determined in accordance with Formula 26:

Formula 26

where:

| | CO2 emissions (arithmetic mean) of the baseline vehicle during the i-th overrun phase under modified testing conditions due to the battery balance [g CO2/km] as defined with Formula 6; |
| --- | --- |
| | CO2 emissions at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO2/km] as defined with Formula 7. |

Image 94

CO2 emissions (arithmetic mean) of the baseline vehicle during the i-th overrun phase under modified testing conditions due to the battery balance [g CO2/km] as defined with Formula 6;

Image 95

CO2 emissions at constant speed k (i.e. 32, 35, 50, 70, 120 km/h) during the i-th constant speed event [g CO2/km] as defined with Formula 7.

7.   CALCULATION OF CO2 SAVINGS

The CO2 savings of the engine-on coasting function shall be determined in accordance with Formula 27:

Formula 27

where

| | : | CO2 savings [g CO2/km]; |
| --- | --- | --- |
| BMC | : | CO2 emissions of the baseline vehicle during the manoeuvres corresponding with coasting events under modified testing conditions [g CO2/km]; |
| EMC | : | CO2 emissions of the eco-innovative vehicle during coasting events under modified testing conditions [g CO2/km]; |
| UFMC | : | Usage factor of the coasting technology under modified conditions, which is 0,52 for vehicles equipped with automatic transmission and 0,48 for vehicles equipped with manual transmission with an automated clutch. |

Image 97

:

CO2 savings [g CO2/km];

BMC

:

CO2 emissions of the baseline vehicle during the manoeuvres corresponding with coasting events under modified testing conditions [g CO2/km];

EMC

:

CO2 emissions of the eco-innovative vehicle during coasting events under modified testing conditions [g CO2/km];

UFMC

:

Usage factor of the coasting technology under modified conditions, which is 0,52 for vehicles equipped with automatic transmission and 0,48 for vehicles equipped with manual transmission with an automated clutch.

8.   CALCULATION OF THE UNCERTAINTY

The uncertainty of the CO2 savings
  Image 98
  shall not exceed 0,5 g CO2/km.

This uncertainty of the CO2 savings shall be calculated as follows:

Formula 28

where

| | : | Standard deviation of the arithmetic mean of the CO2 emissions of the baseline vehicle during the manoeuvres corresponding with coasting events under modified testing conditions [g CO2/km], determined in accordance with Formula 29; |
| --- | --- | --- |
| | : | Standard deviation of the arithmetic mean of the CO2 emissions of the eco-innovative vehicle during coasting events under modified testing conditions [g CO2/km] determined in accordance with Formulas 30 to 34; |
| sUF | : | Standard deviation of the arithmetic mean of the usage factor, which is 0,027. |

Image 100

:

Standard deviation of the arithmetic mean of the CO2 emissions of the baseline vehicle during the manoeuvres corresponding with coasting events under modified testing conditions [g CO2/km], determined in accordance with Formula 29;

Image 101

:

Standard deviation of the arithmetic mean of the CO2 emissions of the eco-innovative vehicle during coasting events under modified testing conditions [g CO2/km] determined in accordance with Formulas 30 to 34;

sUF

:

Standard deviation of the arithmetic mean of the usage factor, which is 0,027.

Image 102
  is determined as follows:

Formula 29

where:

Image 104

and

Image 105

Image 106
  is determined as follows, depending on the value of fidle:

If fidle = fidle_meas:

Formula 30

If fidle = fstandstill:

Formula 31

If fidle = idle_corr • fstandstill:

Formula 32

where:

Formula 33

and:

Formula 34

9.   CERTIFICATION OF CO2 SAVINGS BY THE TYPE APPROVAL AUTHORITY

The type approval authority shall, for each vehicle version fitted with the engine-on coasting function, certify the CO2 savings in accordance with Article 11 of Implementing Regulation (EU) No 725/2011, by taking the lowest of the CO2 savings determined respectively for vehicle low and vehicle high of the interpolation family to which the vehicle version belongs.

In determining the CO2 savings and assessing them against the minimum savings threshold of 1 g CO2/km, the uncertainty of the CO2 savings determined in accordance with Section 8 shall be taken into account as set out in Section 10.

The uncertainty of the CO2 savings shall be calculated for both vehicle low and vehicle high of the interpolation family. In case that in one of those vehicles, the criteria set out in sections 8 or 10 are not fulfilled, the type approval authority shall not certify savings for any of the vehicles belonging in the respective interpolation family.

10.   ASSESSMENT AGAINST THE MINIMUM THRESHOLD

Taking into account the uncertainty determined in accordance with section 8, the CO2 savings shall exceed the minimum threshold of 1 g CO2/km specified in Article 9(1) of Implementing Regulation (EU) No 725/2011, as follows:

Formula 35

where

| MT | : | Minimum threshold (1 g CO2/km); |
| --- | --- | --- |
| | : | CO2 savings [g CO2/km]; |
| | : | uncertainty of the CO2 savings [g CO2/km]. |

MT

:

Minimum threshold (1 g CO2/km);

Image 113

:

CO2 savings [g CO2/km];

Image 114

:

uncertainty of the CO2 savings [g CO2/km].

Where the minimum threshold is met in accordance with Formula 35, the second subparagraph of Article 11(2) of Implementing Regulation (EU) No 725/2011 shall apply.

Appendix 1

Cycle for constant speed fuel consumption measurement

| Time | Speed | Acceleration * | Gear for manual transmission |
| --- | --- | --- | --- |
| [s] | [km/h] | [m/s2] | [-] |
| 0 | 0,0 | 0,00 | Neutral |
| 1 | 0,0 | 0,00 | Neutral |
| 2 | 0,0 | 0,00 | Neutral |
| 3 | 0,0 | 0,00 | Neutral |
| 4 | 0,0 | 0,00 | Neutral |
| 5 | 0,0 | 0,00 | Neutral |
| 6 | 0,0 | 0,00 | Neutral |
| 7 | 0,0 | 0,00 | Neutral |
| 8 | 0,0 | 0,00 | Neutral |
| 9 | 0,0 | 0,00 | Neutral |
| 10 | 0,0 | 0,00 | Neutral |
| 11 | 0,0 | 0,00 | Neutral |
| 12 | 0,0 | 0,00 | Neutral |
| 13 | 0,0 | 0,00 | Neutral |
| 14 | 0,0 | 0,00 | Clutch |
| 15 | 0,0 | 0,69 | 1 |
| 16 | 2,5 | 0,69 | 1 |
| 17 | 5,0 | 0,69 | 1 |
| 18 | 7,5 | 0,69 | 1 |
| 19 | 9,9 | 0,69 | 1 |
| 20 | 12,4 | 0,69 | 1 |
| 21 | 14,9 | 0,51 | 1 |
| 22 | 16,7 | 0,51 | 2 |
| 23 | 18,6 | 0,51 | 2 |
| 24 | 20,4 | 0,51 | 2 |
| 25 | 22,2 | 0,51 | 2 |
| 26 | 24,1 | 0,51 | 2 |
| 27 | 25,9 | 0,51 | 2 |
| 28 | 27,8 | 0,51 | 2 |
| 29 | 29,6 | 0,51 | 2 |
| 30 | 31,4 | 0,51 | 2 |
| 31 | 33,3 | 0,51 | 2 |
| 32 | 35,1 | 0,42 | 2 |
| 33 | 36,6 | 0,42 | 3 |
| 34 | 38,1 | 0,42 | 3 |
| 35 | 39,6 | 0,42 | 3 |
| 36 | 41,1 | 0,42 | 3 |
| 37 | 42,7 | 0,42 | 3 |
| 38 | 44,2 | 0,42 | 3 |
| 39 | 45,7 | 0,42 | 3 |
| 40 | 47,2 | 0,42 | 3 |
| 41 | 48,7 | 0,42 | 3 |
| 42 | 50,2 | 0,40 | 3 |
| 43 | 51,7 | 0,40 | 4 |
| 44 | 53,1 | 0,40 | 4 |
| 45 | 54,5 | 0,40 | 4 |
| 46 | 56,0 | 0,40 | 4 |
| 47 | 57,4 | 0,40 | 4 |
| 48 | 58,9 | 0,40 | 4 |
| 49 | 60,3 | 0,40 | 4 |
| 50 | 61,7 | 0,40 | 4 |
| 51 | 63,2 | 0,40 | 4 |
| 52 | 64,6 | 0,40 | 4 |
| 53 | 66,1 | 0,40 | 4 |
| 54 | 67,5 | 0,40 | 4 |
| 55 | 68,9 | 0,40 | 4 |
| 56 | 70,4 | 0,24 | 5 |
| 57 | 71,2 | 0,24 | 5 |
| 58 | 72,1 | 0,24 | 5 |
| 59 | 73,0 | 0,24 | 5 |
| 60 | 73,8 | 0,24 | 5 |
| 61 | 74,7 | 0,24 | 5 |
| 62 | 75,6 | 0,24 | 5 |
| 63 | 76,4 | 0,24 | 5 |
| 64 | 77,3 | 0,24 | 5 |
| 65 | 78,2 | 0,24 | 5 |
| 66 | 79,0 | 0,24 | 5 |
| 67 | 79,9 | 0,24 | 5 |
| 68 | 80,7 | 0,24 | 5 |
| 69 | 81,6 | 0,24 | 5 |
| 70 | 82,5 | 0,24 | 5 |
| 71 | 83,3 | 0,24 | 5 |
| 72 | 84,2 | 0,24 | 5 |
| 73 | 85,1 | 0,24 | 5 |
| 74 | 85,9 | 0,24 | 5 |
| 75 | 86,8 | 0,24 | 5 |
| 76 | 87,7 | 0,24 | 5 |
| 77 | 88,5 | 0,24 | 5 |
| 78 | 89,4 | 0,24 | 5 |
| 79 | 90,3 | 0,24 | 5 |
| 80 | 91,1 | 0,24 | 5 |
| 81 | 92,0 | 0,24 | 5 |
| 82 | 92,8 | 0,24 | 5 |
| 83 | 93,7 | 0,24 | 5 |
| 84 | 94,6 | 0,24 | 5 |
| 85 | 95,4 | 0,24 | 5 |
| 86 | 96,3 | 0,24 | 5 |
| 87 | 97,2 | 0,24 | 5 |
| 88 | 98,0 | 0,24 | 5 |
| 89 | 98,9 | 0,24 | 5 |
| 90 | 99,8 | 0,24 | 5 |
| 91 | 100,6 | 0,28 | 5/6 |
| 92 | 101,6 | 0,28 | 5/6 |
| 93 | 102,6 | 0,28 | 5/6 |
| 94 | 103,6 | 0,28 | 5/6 |
| 95 | 104,7 | 0,28 | 5/6 |
| 96 | 105,7 | 0,28 | 5/6 |
| 97 | 106,7 | 0,28 | 5/6 |
| 98 | 107,7 | 0,28 | 5/6 |
| 99 | 108,7 | 0,28 | 5/6 |
| 100 | 109,7 | 0,28 | 5/6 |
| 101 | 110,7 | 0,28 | 5/6 |
| 102 | 111,7 | 0,28 | 5/6 |
| 103 | 112,7 | 0,28 | 5/6 |
| 104 | 113,7 | 0,28 | 5/6 |
| 105 | 114,7 | 0,28 | 5/6 |
| 106 | 115,7 | 0,28 | 5/6 |
| 107 | 116,7 | 0,28 | 5/6 |
| 108 | 117,8 | 0,28 | 5/6 |
| 109 | 118,8 | 0,28 | 5/6 |
| 110 | 119,8 | 0,00 | 5/6 |
| 111 | 120,0 | 0,00 | 5/6 |
| 112 | 120,0 | 0,00 | 5/6 |
| 113 | 120,0 | 0,00 | 5/6 |
| 114 | 120,0 | 0,00 | 5/6 |
| 115 | 120,0 | 0,00 | 5/6 |
| 116 | 120,0 | 0,00 | 5/6 |
| 117 | 120,0 | 0,00 | 5/6 |
| 118 | 120,0 | 0,00 | 5/6 |
| 119 | 120,0 | 0,00 | 5/6 |
| 120 | 120,0 | 0,00 | 5/6 |
| 121 | 120,0 | 0,00 | 5/6 |
| 122 | 120,0 | 0,00 | 5/6 |
| 123 | 120,0 | 0,00 | 5/6 |
| 124 | 120,0 | 0,00 | 5/6 |
| 125 | 120,0 | 0,00 | 5/6 |
| 126 | 120,0 | 0,00 | 5/6 |
| 127 | 120,0 | 0,00 | 5/6 |
| 128 | 120,0 | 0,00 | 5/6 |
| 129 | 120,0 | 0,00 | 5/6 |
| 130 | 120,0 | 0,00 | 5/6 |
| 131 | 120,0 | 0,00 | 5/6 |
| 132 | 120,0 | 0,00 | 5/6 |
| 133 | 120,0 | 0,00 | 5/6 |
| 134 | 120,0 | 0,00 | 5/6 |
| 135 | 120,0 | 0,00 | 5/6 |
| 136 | 120,0 | 0,00 | 5/6 |
| 137 | 120,0 | 0,00 | 5/6 |
| 138 | 120,0 | 0,00 | 5/6 |
| 139 | 120,0 | 0,00 | 5/6 |
| 140 | 120,0 | 0,00 | 5/6 |
| 141 | 120,0 | 0,00 | 5/6 |
| 142 | 120,0 | 0,00 | 5/6 |
| 143 | 120,0 | 0,00 | 5/6 |
| 144 | 120,0 | 0,00 | 5/6 |
| 145 | 120,0 | 0,00 | 5/6 |
| 146 | 120,0 | 0,00 | 5/6 |
| 147 | 120,0 | 0,00 | 5/6 |
| 148 | 120,0 | 0,00 | 5/6 |
| 149 | 120,0 | 0,00 | 5/6 |
| 150 | 120,0 | 0,00 | 5/6 |
| 151 | 120,0 | 0,00 | 5/6 |
| 152 | 120,0 | 0,00 | 5/6 |
| 153 | 120,0 | 0,00 | 5/6 |
| 154 | 120,0 | 0,00 | 5/6 |
| 155 | 120,0 | 0,00 | 5/6 |
| 156 | 120,0 | 0,00 | 5/6 |
| 157 | 120,0 | 0,00 | 5/6 |
| 158 | 120,0 | 0,00 | 5/6 |
| 159 | 120,0 | 0,00 | 5/6 |
| 160 | 120,0 | 0,00 | 5/6 |
| 161 | 120,0 | 0,00 | 5/6 |
| 162 | 120,0 | 0,00 | 5/6 |
| 163 | 120,0 | 0,00 | 5/6 |
| 164 | 120,0 | 0,00 | 5/6 |
| 165 | 120,0 | 0,00 | 5/6 |
| 166 | 120,0 | 0,00 | 5/6 |
| 167 | 120,0 | 0,00 | 5/6 |
| 168 | 120,0 | 0,00 | 5/6 |
| 169 | 120,0 | 0,00 | 5/6 |
| 170 | 120,0 | 0,00 | 5/6 |
| 171 | 120,0 | 0,00 | 5/6 |
| 172 | 120,0 | 0,00 | 5/6 |
| 173 | 120,0 | 0,00 | 5/6 |
| 174 | 120,0 | 0,00 | 5/6 |
| 175 | 120,0 | 0,00 | 5/6 |
| 176 | 120,0 | 0,00 | 5/6 |
| 177 | 120,0 | 0,00 | 5/6 |
| 178 | 120,0 | 0,00 | 5/6 |
| 179 | 120,0 | 0,00 | 5/6 |
| 180 | 120,0 | 0,00 | 5/6 |
| 181 | 120,0 | 0,00 | 5/6 |
| 182 | 120,0 | 0,00 | 5/6 |
| 183 | 120,0 | 0,00 | 5/6 |
| 184 | 120,0 | 0,00 | 5/6 |
| 185 | 120,0 | 0,00 | 5/6 |
| 186 | 120,0 | 0,00 | 5/6 |
| 187 | 120,0 | 0,00 | 5/6 |
| 188 | 120,0 | 0,00 | 5/6 |
| 189 | 120,0 | 0,00 | 5/6 |
| 190 | 120,0 | 0,00 | 5/6 |
| 191 | 120,0 | 0,00 | 5/6 |
| 192 | 120,0 | 0,00 | 5/6 |
| 193 | 120,0 | 0,00 | 5/6 |
| 194 | 120,0 | 0,00 | 5/6 |
| 195 | 120,0 | 0,00 | 5/6 |
| 196 | 120,0 | 0,00 | 5/6 |
| 197 | 120,0 | 0,00 | 5/6 |
| 198 | 120,0 | 0,00 | 5/6 |
| 199 | 120,0 | 0,00 | 5/6 |
| 200 | 120,0 | 0,00 | 5/6 |
| 201 | 120,0 | 0,00 | 5/6 |
| 202 | 120,0 | – 0,69 | 5/6 |
| 203 | 117,5 | – 0,69 | 5/6 |
| 204 | 115,0 | – 0,69 | 5/6 |
| 205 | 112,5 | – 0,69 | 5/6 |
| 206 | 110,1 | – 0,69 | 5/6 |
| 207 | 107,6 | – 0,69 | 5/6 |
| 208 | 105,1 | – 0,69 | 5/6 |
| 209 | 102,6 | – 0,69 | 5/6 |
| 210 | 100,1 | – 0,69 | 5/6 |
| 211 | 97,6 | – 0,69 | 5/6 |
| 212 | 95,2 | – 0,69 | 5/6 |
| 213 | 92,7 | – 0,69 | 5/6 |
| 214 | 90,2 | – 0,69 | 5/6 |
| 215 | 87,7 | – 0,69 | 5/6 |
| 216 | 85,2 | – 0,69 | 5/6 |
| 217 | 82,7 | – 0,69 | 5/6 |
| 218 | 80,3 | – 1,04 | 5/6 |
| 219 | 76,5 | – 1,04 | 5/6 |
| 220 | 72,8 | – 1,04 | 5/6 |
| 221 | 69,0 | – 1,04 | 5/6 |
| 222 | 65,3 | – 1,04 | 5/6 |
| 223 | 61,5 | – 1,04 | 5/6 |
| 224 | 57,8 | – 1,04 | 5/6 |
| 225 | 54,0 | – 1,04 | 5/6 |
| 226 | 50,3 | – 1,39 | Clutch |
| 227 | 45,3 | – 1,39 | Clutch |
| 228 | 40,3 | – 1,39 | Clutch |
| 229 | 35,3 | – 1,39 | Clutch |
| 230 | 30,3 | – 1,39 | Clutch |
| 231 | 25,3 | – 1,39 | Clutch |
| 232 | 20,3 | 0,00 | 2 |
| 233 | 20,0 | 0,00 | 2 |
| 234 | 20,0 | 0,00 | 2 |
| 235 | 20,0 | 0,00 | 2 |
| 236 | 20,0 | 0,00 | 2 |
| 237 | 20,0 | 0,00 | 2 |
| 238 | 20,0 | 0,00 | 2 |
| 239 | 20,0 | 0,00 | 2 |
| 240 | 20,0 | 0,00 | 2 |
| 241 | 20,0 | 0,00 | 2 |
| 242 | 20,0 | 0,00 | 2 |
| 243 | 20,0 | 0,00 | 2 |
| 244 | 20,0 | 0,00 | 2 |
| 245 | 20,0 | 0,00 | 2 |
| 246 | 20,0 | 0,00 | 2 |
| 247 | 20,0 | 0,00 | 2 |
| 248 | 20,0 | 0,00 | 2 |
| 249 | 20,0 | 0,00 | 2 |
| 250 | 20,0 | 0,00 | 2 |
| 251 | 20,0 | 0,79 | 2 |
| 252 | 22,8 | 0,79 | 2 |
| 253 | 25,7 | 0,79 | 2 |
| 254 | 28,5 | 0,79 | 2 |
| 255 | 31,4 | 0,79 | 2 |
| 256 | 32,0 | 0,00 | 2 |
| 257 | 32,0 | 0,00 | 2 |
| 258 | 32,0 | 0,00 | 2 |
| 259 | 32,0 | 0,00 | 2 |
| 260 | 32,0 | 0,00 | 2 |
| 261 | 32,0 | 0,00 | 2 |
| 262 | 32,0 | 0,00 | 2 |
| 263 | 32,0 | 0,00 | 2 |
| 264 | 32,0 | 0,00 | 2 |
| 265 | 32,0 | 0,00 | 2 |
| 266 | 32,0 | 0,00 | 2 |
| 267 | 32,0 | 0,00 | 2 |
| 268 | 32,0 | 0,00 | 2 |
| 269 | 32,0 | 0,00 | 2 |
| 270 | 32,0 | 0,00 | 2 |
| 271 | 32,0 | 0,00 | 2 |
| 272 | 32,0 | 0,00 | 2 |
| 273 | 32,0 | 0,00 | 2 |
| 274 | 32,0 | 0,00 | 2 |
| 275 | 32,0 | 0,00 | 2 |
| 276 | 32,0 | 0,00 | 2 |
| 277 | 32,0 | 0,00 | 2 |
| 278 | 32,0 | 0,00 | 2 |
| 279 | 32,0 | 0,00 | 2 |
| 280 | 32,0 | 0,00 | 2 |
| 281 | 32,0 | 0,00 | 2 |
| 282 | 32,0 | 0,00 | 2 |
| 283 | 32,0 | 0,00 | 2 |
| 284 | 32,0 | 0,00 | 2 |
| 285 | 32,0 | 0,00 | 2 |
| 286 | 32,0 | 0,00 | 2 |
| 287 | 32,0 | 0,00 | 2 |
| 288 | 32,0 | 0,00 | 2 |
| 289 | 32,0 | 0,00 | 2 |
| 290 | 32,0 | 0,00 | 2 |
| 291 | 32,0 | 0,00 | 2 |
| 292 | 32,0 | 0,00 | 2 |
| 293 | 32,0 | 0,00 | 2 |
| 294 | 32,0 | 0,00 | 2 |
| 295 | 32,0 | 0,00 | 2 |
| 296 | 32,0 | 0,00 | 2 |
| 297 | 32,0 | 0,00 | 2 |
| 298 | 32,0 | 0,00 | 2 |
| 299 | 32,0 | 0,00 | 2 |
| 300 | 32,0 | 0,00 | 2 |
| 301 | 32,0 | 0,00 | 2 |
| 302 | 32,0 | 0,00 | 2 |
| 303 | 32,0 | 0,00 | 2 |
| 304 | 32,0 | 0,00 | 2 |
| 305 | 32,0 | 0,00 | 2 |
| 306 | 32,0 | 0,00 | 2 |
| 307 | 32,0 | 0,00 | 2 |
| 308 | 32,0 | 0,00 | 2 |
| 309 | 32,0 | 0,00 | 2 |
| 310 | 32,0 | 0,00 | 2 |
| 311 | 32,0 | 0,00 | 2 |
| 312 | 32,0 | 0,00 | 2 |
| 313 | 32,0 | 0,00 | 2 |
| 314 | 32,0 | 0,00 | 2 |
| 315 | 32,0 | 0,00 | 2 |
| 316 | 32,0 | 0,00 | 2 |
| 317 | 32,0 | 0,00 | 2 |
| 318 | 32,0 | 0,00 | 2 |
| 319 | 32,0 | 0,00 | 2 |
| 320 | 32,0 | 0,00 | 2 |
| 321 | 32,0 | 0,00 | 2 |
| 322 | 32,0 | 0,00 | 2 |
| 323 | 32,0 | 0,00 | 2 |
| 324 | 32,0 | 0,00 | 2 |
| 325 | 32,0 | 0,00 | 2 |
| 326 | 32,0 | 0,00 | 2 |
| 327 | 32,0 | 0,00 | 2 |
| 328 | 32,0 | 0,00 | 2 |
| 329 | 32,0 | 0,00 | 2 |
| 330 | 32,0 | 0,00 | 2 |
| 331 | 32,0 | 0,00 | 2 |
| 332 | 32,0 | 0,00 | 2 |
| 333 | 32,0 | 0,00 | 2 |
| 334 | 32,0 | 0,00 | 2 |
| 335 | 32,0 | 0,00 | 2 |
| 336 | 32,0 | 0,00 | 2 |
| 337 | 32,0 | 0,00 | 2 |
| 338 | 32,0 | 0,00 | 2 |
| 339 | 32,0 | 0,00 | 2 |
| 340 | 32,0 | 0,00 | 2 |
| 341 | 32,0 | 0,00 | 2 |
| 342 | 32,0 | 0,00 | 2 |
| 343 | 32,0 | 0,00 | 2 |
| 344 | 32,0 | 0,00 | 2 |
| 345 | 32,0 | 0,46 | 2 |
| 346 | 33,7 | 0,46 | 2 |
| 347 | 35,3 | 0,46 | 3 |
| 348 | 37,0 | 0,46 | 3 |
| 349 | 38,6 | 0,46 | 3 |
| 350 | 40,3 | 0,46 | 3 |
| 351 | 41,9 | 0,46 | 3 |
| 352 | 43,6 | 0,46 | 3 |
| 353 | 45,2 | 0,46 | 3 |
| 354 | 46,9 | 0,46 | 3 |
| 355 | 48,6 | 0,46 | 3 |
| 356 | 50,0 | 0,00 | 3 |
| 357 | 50,0 | 0,00 | 3 |
| 358 | 50,0 | 0,00 | 3 |
| 359 | 50,0 | 0,00 | 3 |
| 360 | 50,0 | 0,00 | 3 |
| 361 | 50,0 | 0,00 | 3 |
| 362 | 50,0 | 0,00 | 3 |
| 363 | 50,0 | 0,00 | 3 |
| 364 | 50,0 | 0,00 | 3 |
| 365 | 50,0 | 0,00 | 3 |
| 366 | 50,0 | 0,00 | 3 |
| 367 | 50,0 | 0,00 | 3 |
| 368 | 50,0 | 0,00 | 3 |
| 369 | 50,0 | 0,00 | 3 |
| 370 | 50,0 | 0,00 | 3 |
| 371 | 50,0 | 0,00 | 3 |
| 372 | 50,0 | 0,00 | 3 |
| 373 | 50,0 | 0,00 | 3 |
| 374 | 50,0 | 0,00 | 3 |
| 375 | 50,0 | 0,00 | 3 |
| 376 | 50,0 | 0,00 | 3 |
| 377 | 50,0 | 0,00 | 3 |
| 378 | 50,0 | 0,00 | 3 |
| 379 | 50,0 | 0,00 | 3 |
| 380 | 50,0 | 0,00 | 3 |
| 381 | 50,0 | 0,00 | 3 |
| 382 | 50,0 | 0,00 | 3 |
| 383 | 50,0 | 0,00 | 3 |
| 384 | 50,0 | 0,00 | 3 |
| 385 | 50,0 | 0,00 | 3 |
| 386 | 50,0 | 0,00 | 3 |
| 387 | 50,0 | 0,00 | 3 |
| 388 | 50,0 | 0,00 | 3 |
| 389 | 50,0 | 0,00 | 3 |
| 390 | 50,0 | 0,00 | 3 |
| 391 | 50,0 | 0,00 | 3 |
| 392 | 50,0 | 0,00 | 3 |
| 393 | 50,0 | 0,00 | 3 |
| 394 | 50,0 | 0,00 | 3 |
| 395 | 50,0 | 0,00 | 3 |
| 396 | 50,0 | 0,00 | 3 |
| 397 | 50,0 | 0,00 | 3 |
| 398 | 50,0 | 0,00 | 3 |
| 399 | 50,0 | 0,00 | 3 |
| 400 | 50,0 | 0,00 | 3 |
| 401 | 50,0 | 0,00 | 3 |
| 402 | 50,0 | 0,00 | 3 |
| 403 | 50,0 | 0,00 | 3 |
| 404 | 50,0 | 0,00 | 3 |
| 405 | 50,0 | 0,00 | 3 |
| 406 | 50,0 | 0,00 | 3 |
| 407 | 50,0 | 0,00 | 3 |
| 408 | 50,0 | 0,00 | 3 |
| 409 | 50,0 | 0,00 | 3 |
| 410 | 50,0 | 0,00 | 3 |
| 411 | 50,0 | 0,00 | 3 |
| 412 | 50,0 | 0,00 | 3 |
| 413 | 50,0 | 0,00 | 3 |
| 414 | 50,0 | 0,00 | 3 |
| 415 | 50,0 | 0,00 | 3 |
| 416 | 50,0 | 0,00 | 3 |
| 417 | 50,0 | 0,00 | 3 |
| 418 | 50,0 | 0,00 | 3 |
| 419 | 50,0 | 0,00 | 3 |
| 420 | 50,0 | 0,00 | 3 |
| 421 | 50,0 | 0,00 | 3 |
| 422 | 50,0 | 0,00 | 3 |
| 423 | 50,0 | 0,00 | 3 |
| 424 | 50,0 | 0,00 | 3 |
| 425 | 50,0 | 0,00 | 3 |
| 426 | 50,0 | 0,00 | 3 |
| 427 | 50,0 | 0,00 | 3 |
| 428 | 50,0 | 0,00 | 3 |
| 429 | 50,0 | 0,00 | 3 |
| 430 | 50,0 | 0,00 | 3 |
| 431 | 50,0 | 0,00 | 3 |
| 432 | 50,0 | 0,00 | 3 |
| 433 | 50,0 | 0,00 | 3 |
| 434 | 50,0 | 0,00 | 3 |
| 435 | 50,0 | 0,00 | 3 |
| 436 | 50,0 | 0,00 | 3 |
| 437 | 50,0 | 0,00 | 3 |
| 438 | 50,0 | 0,00 | 3 |
| 439 | 50,0 | 0,00 | 3 |
| 440 | 50,0 | 0,00 | 3 |
| 441 | 50,0 | 0,00 | 3 |
| 442 | 50,0 | 0,00 | 3 |
| 443 | 50,0 | 0,00 | 3 |
| 444 | 50,0 | 0,00 | 3 |
| 445 | 50,0 | – 0,52 | 3 |
| 446 | 48,1 | – 0,52 | 3 |
| 447 | 46,3 | – 0,52 | 3 |
| 448 | 44,4 | – 0,52 | 3 |
| 449 | 42,5 | – 0,52 | 3 |
| 450 | 40,6 | – 0,52 | 3 |
| 451 | 38,8 | – 0,52 | 3 |
| 452 | 36,9 | – 0,52 | 3 |
| 453 | 35,0 | 0,00 | 3 |
| 454 | 35,0 | 0,00 | 3 |
| 455 | 35,0 | 0,00 | 3 |
| 456 | 35,0 | 0,00 | 3 |
| 457 | 35,0 | 0,00 | 3 |
| 458 | 35,0 | 0,00 | 3 |
| 459 | 35,0 | 0,00 | 3 |
| 460 | 35,0 | 0,00 | 3 |
| 461 | 35,0 | 0,00 | 3 |
| 462 | 35,0 | 0,00 | 3 |
| 463 | 35,0 | 0,00 | 3 |
| 464 | 35,0 | 0,00 | 3 |
| 465 | 35,0 | 0,00 | 3 |
| 466 | 35,0 | 0,00 | 3 |
| 467 | 35,0 | 0,00 | 3 |
| 468 | 35,0 | 0,00 | 3 |
| 469 | 35,0 | 0,00 | 3 |
| 470 | 35,0 | 0,00 | 3 |
| 471 | 35,0 | 0,00 | 3 |
| 472 | 35,0 | 0,00 | 3 |
| 473 | 35,0 | 0,00 | 3 |
| 474 | 35,0 | 0,00 | 3 |
| 475 | 35,0 | 0,00 | 3 |
| 476 | 35,0 | 0,00 | 3 |
| 477 | 35,0 | 0,00 | 3 |
| 478 | 35,0 | 0,00 | 3 |
| 479 | 35,0 | 0,00 | 3 |
| 480 | 35,0 | 0,00 | 3 |
| 481 | 35,0 | 0,00 | 3 |
| 482 | 35,0 | 0,00 | 3 |
| 483 | 35,0 | 0,00 | 3 |
| 484 | 35,0 | 0,00 | 3 |
| 485 | 35,0 | 0,00 | 3 |
| 486 | 35,0 | 0,00 | 3 |
| 487 | 35,0 | 0,00 | 3 |
| 488 | 35,0 | 0,00 | 3 |
| 489 | 35,0 | 0,00 | 3 |
| 490 | 35,0 | 0,00 | 3 |
| 491 | 35,0 | 0,00 | 3 |
| 492 | 35,0 | 0,00 | 3 |
| 493 | 35,0 | 0,00 | 3 |
| 494 | 35,0 | 0,00 | 3 |
| 495 | 35,0 | 0,00 | 3 |
| 496 | 35,0 | 0,00 | 3 |
| 497 | 35,0 | 0,00 | 3 |
| 498 | 35,0 | 0,00 | 3 |
| 499 | 35,0 | 0,00 | 3 |
| 500 | 35,0 | 0,00 | 3 |
| 501 | 35,0 | 0,00 | 3 |
| 502 | 35,0 | 0,00 | 3 |
| 503 | 35,0 | 0,00 | 3 |
| 504 | 35,0 | 0,00 | 3 |
| 505 | 35,0 | 0,00 | 3 |
| 506 | 35,0 | 0,00 | 3 |
| 507 | 35,0 | 0,00 | 3 |
| 508 | 35,0 | 0,00 | 3 |
| 509 | 35,0 | 0,00 | 3 |
| 510 | 35,0 | 0,00 | 3 |
| 511 | 35,0 | 0,00 | 3 |
| 512 | 35,0 | 0,00 | 3 |
| 513 | 35,0 | 0,00 | 3 |
| 514 | 35,0 | 0,00 | 3 |
| 515 | 35,0 | 0,00 | 3 |
| 516 | 35,0 | 0,00 | 3 |
| 517 | 35,0 | 0,00 | 3 |
| 518 | 35,0 | 0,00 | 3 |
| 519 | 35,0 | 0,00 | 3 |
| 520 | 35,0 | 0,00 | 3 |
| 521 | 35,0 | 0,00 | 3 |
| 522 | 35,0 | 0,00 | 3 |
| 523 | 35,0 | 0,00 | 3 |
| 524 | 35,0 | 0,00 | 3 |
| 525 | 35,0 | 0,00 | 3 |
| 526 | 35,0 | 0,00 | 3 |
| 527 | 35,0 | 0,00 | 3 |
| 528 | 35,0 | 0,00 | 3 |
| 529 | 35,0 | 0,00 | 3 |
| 530 | 35,0 | 0,00 | 3 |
| 531 | 35,0 | 0,00 | 3 |
| 532 | 35,0 | 0,00 | 3 |
| 533 | 35,0 | 0,00 | 3 |
| 534 | 35,0 | 0,00 | 3 |
| 535 | 35,0 | 0,00 | 3 |
| 536 | 35,0 | 0,00 | 3 |
| 537 | 35,0 | 0,00 | 3 |
| 538 | 35,0 | 0,00 | 3 |
| 539 | 35,0 | 0,00 | 3 |
| 540 | 35,0 | 0,00 | 3 |
| 541 | 35,0 | 0,00 | 3 |
| 542 | 35,0 | 0,42 | 3 |
| 543 | 36,5 | 0,42 | 3 |
| 544 | 38,0 | 0,42 | 3 |
| 545 | 39,5 | 0,42 | 3 |
| 546 | 41,0 | 0,42 | 3 |
| 547 | 42,6 | 0,42 | 3 |
| 548 | 44,1 | 0,42 | 3 |
| 549 | 45,6 | 0,42 | 3 |
| 550 | 47,1 | 0,42 | 3 |
| 551 | 48,6 | 0,42 | 3 |
| 552 | 50,1 | 0,40 | 3 |
| 553 | 51,6 | 0,40 | 4 |
| 554 | 53,0 | 0,40 | 4 |
| 555 | 54,4 | 0,40 | 4 |
| 556 | 55,9 | 0,40 | 4 |
| 557 | 57,3 | 0,40 | 4 |
| 558 | 58,8 | 0,40 | 4 |
| 559 | 60,2 | 0,40 | 4 |
| 560 | 61,6 | 0,40 | 4 |
| 561 | 63,1 | 0,40 | 4 |
| 562 | 64,5 | 0,40 | 4 |
| 563 | 66,0 | 0,40 | 4 |
| 564 | 67,4 | 0,40 | 4 |
| 565 | 68,8 | 0,40 | 4 |
| 566 | 70,0 | 0,00 | 5 |
| 567 | 70,0 | 0,00 | 5 |
| 568 | 70,0 | 0,00 | 5 |
| 569 | 70,0 | 0,00 | 5 |
| 570 | 70,0 | 0,00 | 5 |
| 571 | 70,0 | 0,00 | 5 |
| 572 | 70,0 | 0,00 | 5 |
| 573 | 70,0 | 0,00 | 5 |
| 574 | 70,0 | 0,00 | 5 |
| 575 | 70,0 | 0,00 | 5 |
| 576 | 70,0 | 0,00 | 5 |
| 577 | 70,0 | 0,00 | 5 |
| 578 | 70,0 | 0,00 | 5 |
| 579 | 70,0 | 0,00 | 5 |
| 580 | 70,0 | 0,00 | 5 |
| 581 | 70,0 | 0,00 | 5 |
| 582 | 70,0 | 0,00 | 5 |
| 583 | 70,0 | 0,00 | 5 |
| 584 | 70,0 | 0,00 | 5 |
| 585 | 70,0 | 0,00 | 5 |
| 586 | 70,0 | 0,00 | 5 |
| 587 | 70,0 | 0,00 | 5 |
| 588 | 70,0 | 0,00 | 5 |
| 589 | 70,0 | 0,00 | 5 |
| 590 | 70,0 | 0,00 | 5 |
| 591 | 70,0 | 0,00 | 5 |
| 592 | 70,0 | 0,00 | 5 |
| 593 | 70,0 | 0,00 | 5 |
| 594 | 70,0 | 0,00 | 5 |
| 595 | 70,0 | 0,00 | 5 |
| 596 | 70,0 | 0,00 | 5 |
| 597 | 70,0 | 0,00 | 5 |
| 598 | 70,0 | 0,00 | 5 |
| 599 | 70,0 | 0,00 | 5 |
| 600 | 70,0 | 0,00 | 5 |
| 601 | 70,0 | 0,00 | 5 |
| 602 | 70,0 | 0,00 | 5 |
| 603 | 70,0 | 0,00 | 5 |
| 604 | 70,0 | 0,00 | 5 |
| 605 | 70,0 | 0,00 | 5 |
| 606 | 70,0 | 0,00 | 5 |
| 607 | 70,0 | 0,00 | 5 |
| 608 | 70,0 | 0,00 | 5 |
| 609 | 70,0 | 0,00 | 5 |
| 610 | 70,0 | 0,00 | 5 |
| 611 | 70,0 | 0,00 | 5 |
| 612 | 70,0 | 0,00 | 5 |
| 613 | 70,0 | 0,00 | 5 |
| 614 | 70,0 | 0,00 | 5 |
| 615 | 70,0 | 0,00 | 5 |
| 616 | 70,0 | 0,00 | 5 |
| 617 | 70,0 | 0,00 | 5 |
| 618 | 70,0 | 0,00 | 5 |
| 619 | 70,0 | 0,00 | 5 |
| 620 | 70,0 | 0,00 | 5 |
| 621 | 70,0 | 0,00 | 5 |
| 622 | 70,0 | 0,00 | 5 |
| 623 | 70,0 | 0,00 | 5 |
| 624 | 70,0 | 0,00 | 5 |
| 625 | 70,0 | 0,00 | 5 |
| 626 | 70,0 | 0,00 | 5 |
| 627 | 70,0 | 0,00 | 5 |
| 628 | 70,0 | 0,00 | 5 |
| 629 | 70,0 | 0,00 | 5 |
| 630 | 70,0 | 0,00 | 5 |
| 631 | 70,0 | 0,00 | 5 |
| 632 | 70,0 | 0,00 | 5 |
| 633 | 70,0 | 0,00 | 5 |
| 634 | 70,0 | 0,00 | 5 |
| 635 | 70,0 | 0,00 | 5 |
| 636 | 70,0 | 0,00 | 5 |
| 637 | 70,0 | 0,00 | 5 |
| 638 | 70,0 | 0,00 | 5 |
| 639 | 70,0 | 0,00 | 5 |
| 640 | 70,0 | 0,00 | 5 |
| 641 | 70,0 | 0,00 | 5 |
| 642 | 70,0 | 0,00 | 5 |
| 643 | 70,0 | 0,00 | 5 |
| 644 | 70,0 | 0,00 | 5 |
| 645 | 70,0 | 0,00 | 5 |
| 646 | 70,0 | 0,00 | 5 |
| 647 | 70,0 | 0,00 | 5 |
| 648 | 70,0 | 0,00 | 5 |
| 649 | 70,0 | 0,00 | 5 |
| 650 | 70,0 | 0,00 | 5 |
| 651 | 70,0 | 0,00 | 5 |
| 652 | 70,0 | 0,00 | 5 |
| 653 | 70,0 | 0,00 | 5 |
| 654 | 70,0 | 0,00 | 5 |
| 655 | 70,0 | – 1,04 | 5 |
| 656 | 66,3 | – 1,04 | 5 |
| 657 | 62,5 | – 1,04 | 5 |
| 658 | 58,8 | – 1,04 | 5 |
| 659 | 55,0 | – 1,04 | 5 |
| 660 | 51,3 | – 1,04 | 5 |
| 661 | 47,5 | – 1,04 | Clutch |
| 662 | 43,8 | – 1,39 | Clutch |
| 663 | 38,8 | – 1,39 | Clutch |
| 664 | 33,8 | – 1,39 | Clutch |
| 665 | 28,8 | – 1,39 | Clutch |
| 666 | 23,8 | – 1,39 | Clutch |
| 667 | 18,8 | – 1,39 | Clutch |
| 668 | 13,8 | – 1,39 | Clutch |
| 669 | 8,8 | – 1,39 | Clutch |
| 670 | 3,8 | – 1,05 | Clutch |
| 671 | 0,0 | 0,00 | Clutch |
| 672 | 0,0 | 0,00 | Neutral |
| 673 | 0,0 | 0,00 | Neutral |
| 674 | 0,0 | 0,00 | Neutral |
| 675 | 0,0 | 0,00 | Neutral |
| 676 | 0,0 | 0,00 | Neutral |
| 677 | 0,0 | 0,00 | Neutral |
| 678 | 0,0 | 0,00 | Neutral |
| 679 | 0,0 | 0,00 | Neutral |
| 680 | 0,0 | 0,00 | Neutral |

Time

Speed

Acceleration *

Gear for manual transmission

[s]

[km/h]

[m/s2]

[-]

0

0,0

0,00

Neutral

1

0,0

0,00

Neutral

2

0,0

0,00

Neutral

3

0,0

0,00

Neutral

4

0,0

0,00

Neutral

5

0,0

0,00

Neutral

6

0,0

0,00

Neutral

7

0,0

0,00

Neutral

8

0,0

0,00

Neutral

9

0,0

0,00

Neutral

10

0,0

0,00

Neutral

11

0,0

0,00

Neutral

12

0,0

0,00

Neutral

13

0,0

0,00

Neutral

14

0,0

0,00

Clutch

15

0,0

0,69

1

16

2,5

0,69

1

17

5,0

0,69

1

18

7,5

0,69

1

19

9,9

0,69

1

20

12,4

0,69

1

21

14,9

0,51

1

22

16,7

0,51

2

23

18,6

0,51

2

24

20,4

0,51

2

25

22,2

0,51

2

26

24,1

0,51

2

27

25,9

0,51

2

28

27,8

0,51

2

29

29,6

0,51

2

30

31,4

0,51

2

31

33,3

0,51

2

32

35,1

0,42

2

33

36,6

0,42

3

34

38,1

0,42

3

35

39,6

0,42

3

36

41,1

0,42

3

37

42,7

0,42

3

38

44,2

0,42

3

39

45,7

0,42

3

40

47,2

0,42

3

41

48,7

0,42

3

42

50,2

0,40

3

43

51,7

0,40

4

44

53,1

0,40

4

45

54,5

0,40

4

46

56,0

0,40

4

47

57,4

0,40

4

48

58,9

0,40

4

49

60,3

0,40

4

50

61,7

0,40

4

51

63,2

0,40

4

52

64,6

0,40

4

53

66,1

0,40

4

54

67,5

0,40

4

55

68,9

0,40

4

56

70,4

0,24

5

57

71,2

0,24

5

58

72,1

0,24

5

59

73,0

0,24

5

60

73,8

0,24

5

61

74,7

0,24

5

62

75,6

0,24

5

63

76,4

0,24

5

64

77,3

0,24

5

65

78,2

0,24

5

66

79,0

0,24

5

67

79,9

0,24

5

68

80,7

0,24

5

69

81,6

0,24

5

70

82,5

0,24

5

71

83,3

0,24

5

72

84,2

0,24

5

73

85,1

0,24

5

74

85,9

0,24

5

75

86,8

0,24

5

76

87,7

0,24

5

77

88,5

0,24

5

78

89,4

0,24

5

79

90,3

0,24

5

80

91,1

0,24

5

81

92,0

0,24

5

82

92,8

0,24

5

83

93,7

0,24

5

84

94,6

0,24

5

85

95,4

0,24

5

86

96,3

0,24

5

87

97,2

0,24

5

88

98,0

0,24

5

89

98,9

0,24

5

90

99,8

0,24

5

91

100,6

0,28

5/6

92

101,6

0,28

5/6

93

102,6

0,28

5/6

94

103,6

0,28

5/6

95

104,7

0,28

5/6

96

105,7

0,28

5/6

97

106,7

0,28

5/6

98

107,7

0,28

5/6

99

108,7

0,28

5/6

100

109,7

0,28

5/6

101

110,7

0,28

5/6

102

111,7

0,28

5/6

103

112,7

0,28

5/6

104

113,7

0,28

5/6

105

114,7

0,28

5/6

106

115,7

0,28

5/6

107

116,7

0,28

5/6

108

117,8

0,28

5/6

109

118,8

0,28

5/6

110

119,8

0,00

5/6

111

120,0

0,00

5/6

112

120,0

0,00

5/6

113

120,0

0,00

5/6

114

120,0

0,00

5/6

115

120,0

0,00

5/6

116

120,0

0,00

5/6

117

120,0

0,00

5/6

118

120,0

0,00

5/6

119

120,0

0,00

5/6

120

120,0

0,00

5/6

121

120,0

0,00

5/6

122

120,0

0,00

5/6

123

120,0

0,00

5/6

124

120,0

0,00

5/6

125

120,0

0,00

5/6

126

120,0

0,00

5/6

127

120,0

0,00

5/6

128

120,0

0,00

5/6

129

120,0

0,00

5/6

130

120,0

0,00

5/6

131

120,0

0,00

5/6

132

120,0

0,00

5/6

133

120,0

0,00

5/6

134

120,0

0,00

5/6

135

120,0

0,00

5/6

136

120,0

0,00

5/6

137

120,0

0,00

5/6

138

120,0

0,00

5/6

139

120,0

0,00

5/6

140

120,0

0,00

5/6

141

120,0

0,00

5/6

142

120,0

0,00

5/6

143

120,0

0,00

5/6

144

120,0

0,00

5/6

145

120,0

0,00

5/6

146

120,0

0,00

5/6

147

120,0

0,00

5/6

148

120,0

0,00

5/6

149

120,0

0,00

5/6

150

120,0

0,00

5/6

151

120,0

0,00

5/6

152

120,0

0,00

5/6

153

120,0

0,00

5/6

154

120,0

0,00

5/6

155

120,0

0,00

5/6

156

120,0

0,00

5/6

157

120,0

0,00

5/6

158

120,0

0,00

5/6

159

120,0

0,00

5/6

160

120,0

0,00

5/6

161

120,0

0,00

5/6

162

120,0

0,00

5/6

163

120,0

0,00

5/6

164

120,0

0,00

5/6

165

120,0

0,00

5/6

166

120,0

0,00

5/6

167

120,0

0,00

5/6

168

120,0

0,00

5/6

169

120,0

0,00

5/6

170

120,0

0,00

5/6

171

120,0

0,00

5/6

172

120,0

0,00

5/6

173

120,0

0,00

5/6

174

120,0

0,00

5/6

175

120,0

0,00

5/6

176

120,0

0,00

5/6

177

120,0

0,00

5/6

178

120,0

0,00

5/6

179

120,0

0,00

5/6

180

120,0

0,00

5/6

181

120,0

0,00

5/6

182

120,0

0,00

5/6

183

120,0

0,00

5/6

184

120,0

0,00

5/6

185

120,0

0,00

5/6

186

120,0

0,00

5/6

187

120,0

0,00

5/6

188

120,0

0,00

5/6

189

120,0

0,00

5/6

190

120,0

0,00

5/6

191

120,0

0,00

5/6

192

120,0

0,00

5/6

193

120,0

0,00

5/6

194

120,0

0,00

5/6

195

120,0

0,00

5/6

196

120,0

0,00

5/6

197

120,0

0,00

5/6

198

120,0

0,00

5/6

199

120,0

0,00

5/6

200

120,0

0,00

5/6

201

120,0

0,00

5/6

202

120,0

– 0,69

5/6

203

117,5

– 0,69

5/6

204

115,0

– 0,69

5/6

205

112,5

– 0,69

5/6

206

110,1

– 0,69

5/6

207

107,6

– 0,69

5/6

208

105,1

– 0,69

5/6

209

102,6

– 0,69

5/6

210

100,1

– 0,69

5/6

211

97,6

– 0,69

5/6

212

95,2

– 0,69

5/6

213

92,7

– 0,69

5/6

214

90,2

– 0,69

5/6

215

87,7

– 0,69

5/6

216

85,2

– 0,69

5/6

217

82,7

– 0,69

5/6

218

80,3

– 1,04

5/6

219

76,5

– 1,04

5/6

220

72,8

– 1,04

5/6

221

69,0

– 1,04

5/6

222

65,3

– 1,04

5/6

223

61,5

– 1,04

5/6

224

57,8

– 1,04

5/6

225

54,0

– 1,04

5/6

226

50,3

– 1,39

Clutch

227

45,3

– 1,39

Clutch

228

40,3

– 1,39

Clutch

229

35,3

– 1,39

Clutch

230

30,3

– 1,39

Clutch

231

25,3

– 1,39

Clutch

232

20,3

0,00

2

233

20,0

0,00

2

234

20,0

0,00

2

235

20,0

0,00

2

236

20,0

0,00

2

237

20,0

0,00

2

238

20,0

0,00

2

239

20,0

0,00

2

240

20,0

0,00

2

241

20,0

0,00

2

242

20,0

0,00

2

243

20,0

0,00

2

244

20,0

0,00

2

245

20,0

0,00

2

246

20,0

0,00

2

247

20,0

0,00

2

248

20,0

0,00

2

249

20,0

0,00

2

250

20,0

0,00

2

251

20,0

0,79

2

252

22,8

0,79

2

253

25,7

0,79

2

254

28,5

0,79

2

255

31,4

0,79

2

256

32,0

0,00

2

257

32,0

0,00

2

258

32,0

0,00

2

259

32,0

0,00

2

260

32,0

0,00

2

261

32,0

0,00

2

262

32,0

0,00

2

263

32,0

0,00

2

264

32,0

0,00

2

265

32,0

0,00

2

266

32,0

0,00

2

267

32,0

0,00

2

268

32,0

0,00

2

269

32,0

0,00

2

270

32,0

0,00

2

271

32,0

0,00

2

272

32,0

0,00

2

273

32,0

0,00

2

274

32,0

0,00

2

275

32,0

0,00

2

276

32,0

0,00

2

277

32,0

0,00

2

278

32,0

0,00

2

279

32,0

0,00

2

280

32,0

0,00

2

281

32,0

0,00

2

282

32,0

0,00

2

283

32,0

0,00

2

284

32,0

0,00

2

285

32,0

0,00

2

286

32,0

0,00

2

287

32,0

0,00

2

288

32,0

0,00

2

289

32,0

0,00

2

290

32,0

0,00

2

291

32,0

0,00

2

292

32,0

0,00

2

293

32,0

0,00

2

294

32,0

0,00

2

295

32,0

0,00

2

296

32,0

0,00

2

297

32,0

0,00

2

298

32,0

0,00

2

299

32,0

0,00

2

300

32,0

0,00

2

301

32,0

0,00

2

302

32,0

0,00

2

303

32,0

0,00

2

304

32,0

0,00

2

305

32,0

0,00

2

306

32,0

0,00

2

307

32,0

0,00

2

308

32,0

0,00

2

309

32,0

0,00

2

310

32,0

0,00

2

311

32,0

0,00

2

312

32,0

0,00

2

313

32,0

0,00

2

314

32,0

0,00

2

315

32,0

0,00

2

316

32,0

0,00

2

317

32,0

0,00

2

318

32,0

0,00

2

319

32,0

0,00

2

320

32,0

0,00

2

321

32,0

0,00

2

322

32,0

0,00

2

323

32,0

0,00

2

324

32,0

0,00

2

325

32,0

0,00

2

326

32,0

0,00

2

327

32,0

0,00

2

328

32,0

0,00

2

329

32,0

0,00

2

330

32,0

0,00

2

331

32,0

0,00

2

332

32,0

0,00

2

333

32,0

0,00

2

334

32,0

0,00

2

335

32,0

0,00

2

336

32,0

0,00

2

337

32,0

0,00

2

338

32,0

0,00

2

339

32,0

0,00

2

340

32,0

0,00

2

341

32,0

0,00

2

342

32,0

0,00

2

343

32,0

0,00

2

344

32,0

0,00

2

345

32,0

0,46

2

346

33,7

0,46

2

347

35,3

0,46

3

348

37,0

0,46

3

349

38,6

0,46

3

350

40,3

0,46

3

351

41,9

0,46

3

352

43,6

0,46

3

353

45,2

0,46

3

354

46,9

0,46

3

355

48,6

0,46

3

356

50,0

0,00

3

357

50,0

0,00

3

358

50,0

0,00

3

359

50,0

0,00

3

360

50,0

0,00

3

361

50,0

0,00

3

362

50,0

0,00

3

363

50,0

0,00

3

364

50,0

0,00

3

365

50,0

0,00

3

366

50,0

0,00

3

367

50,0

0,00

3

368

50,0

0,00

3

369

50,0

0,00

3

370

50,0

0,00

3

371

50,0

0,00

3

372

50,0

0,00

3

373

50,0

0,00

3

374

50,0

0,00

3

375

50,0

0,00

3

376

50,0

0,00

3

377

50,0

0,00

3

378

50,0

0,00

3

379

50,0

0,00

3

380

50,0

0,00

3

381

50,0

0,00

3

382

50,0

0,00

3

383

50,0

0,00

3

384

50,0

0,00

3

385

50,0

0,00

3

386

50,0

0,00

3

387

50,0

0,00

3

388

50,0

0,00

3

389

50,0

0,00

3

390

50,0

0,00

3

391

50,0

0,00

3

392

50,0

0,00

3

393

50,0

0,00

3

394

50,0

0,00

3

395

50,0

0,00

3

396

50,0

0,00

3

397

50,0

0,00

3

398

50,0

0,00

3

399

50,0

0,00

3

400

50,0

0,00

3

401

50,0

0,00

3

402

50,0

0,00

3

403

50,0

0,00

3

404

50,0

0,00

3

405

50,0

0,00

3

406

50,0

0,00

3

407

50,0

0,00

3

408

50,0

0,00

3

409

50,0

0,00

3

410

50,0

0,00

3

411

50,0

0,00

3

412

50,0

0,00

3

413

50,0

0,00

3

414

50,0

0,00

3

415

50,0

0,00

3

416

50,0

0,00

3

417

50,0

0,00

3

418

50,0

0,00

3

419

50,0

0,00

3

420

50,0

0,00

3

421

50,0

0,00

3

422

50,0

0,00

3

423

50,0

0,00

3

424

50,0

0,00

3

425

50,0

0,00

3

426

50,0

0,00

3

427

50,0

0,00

3

428

50,0

0,00

3

429

50,0

0,00

3

430

50,0

0,00

3

431

50,0

0,00

3

432

50,0

0,00

3

433

50,0

0,00

3

434

50,0

0,00

3

435

50,0

0,00

3

436

50,0

0,00

3

437

50,0

0,00

3

438

50,0

0,00

3

439

50,0

0,00

3

440

50,0

0,00

3

441

50,0

0,00

3

442

50,0

0,00

3

443

50,0

0,00

3

444

50,0

0,00

3

445

50,0

– 0,52

3

446

48,1

– 0,52

3

447

46,3

– 0,52

3

448

44,4

– 0,52

3

449

42,5

– 0,52

3

450

40,6

– 0,52

3

451

38,8

– 0,52

3

452

36,9

– 0,52

3

453

35,0

0,00

3

454

35,0

0,00

3

455

35,0

0,00

3

456

35,0

0,00

3

457

35,0

0,00

3

458

35,0

0,00

3

459

35,0

0,00

3

460

35,0

0,00

3

461

35,0

0,00

3

462

35,0

0,00

3

463

35,0

0,00

3

464

35,0

0,00

3

465

35,0

0,00

3

466

35,0

0,00

3

467

35,0

0,00

3

468

35,0

0,00

3

469

35,0

0,00

3

470

35,0

0,00

3

471

35,0

0,00

3

472

35,0

0,00

3

473

35,0

0,00

3

474

35,0

0,00

3

475

35,0

0,00

3

476

35,0

0,00

3

477

35,0

0,00

3

478

35,0

0,00

3

479

35,0

0,00

3

480

35,0

0,00

3

481

35,0

0,00

3

482

35,0

0,00

3

483

35,0

0,00

3

484

35,0

0,00

3

485

35,0

0,00

3

486

35,0

0,00

3

487

35,0

0,00

3

488

35,0

0,00

3

489

35,0

0,00

3

490

35,0

0,00

3

491

35,0

0,00

3

492

35,0

0,00

3

493

35,0

0,00

3

494

35,0

0,00

3

495

35,0

0,00

3

496

35,0

0,00

3

497

35,0

0,00

3

498

35,0

0,00

3

499

35,0

0,00

3

500

35,0

0,00

3

501

35,0

0,00

3

502

35,0

0,00

3

503

35,0

0,00

3

504

35,0

0,00

3

505

35,0

0,00

3

506

35,0

0,00

3

507

35,0

0,00

3

508

35,0

0,00

3

509

35,0

0,00

3

510

35,0

0,00

3

511

35,0

0,00

3

512

35,0

0,00

3

513

35,0

0,00

3

514

35,0

0,00

3

515

35,0

0,00

3

516

35,0

0,00

3

517

35,0

0,00

3

518

35,0

0,00

3

519

35,0

0,00

3

520

35,0

0,00

3

521

35,0

0,00

3

522

35,0

0,00

3

523

35,0

0,00

3

524

35,0

0,00

3

525

35,0

0,00

3

526

35,0

0,00

3

527

35,0

0,00

3

528

35,0

0,00

3

529

35,0

0,00

3

530

35,0

0,00

3

531

35,0

0,00

3

532

35,0

0,00

3

533

35,0

0,00

3

534

35,0

0,00

3

535

35,0

0,00

3

536

35,0

0,00

3

537

35,0

0,00

3

538

35,0

0,00

3

539

35,0

0,00

3

540

35,0

0,00

3

541

35,0

0,00

3

542

35,0

0,42

3

543

36,5

0,42

3

544

38,0

0,42

3

545

39,5

0,42

3

546

41,0

0,42

3

547

42,6

0,42

3

548

44,1

0,42

3

549

45,6

0,42

3

550

47,1

0,42

3

551

48,6

0,42

3

552

50,1

0,40

3

553

51,6

0,40

4

554

53,0

0,40

4

555

54,4

0,40

4

556

55,9

0,40

4

557

57,3

0,40

4

558

58,8

0,40

4

559

60,2

0,40

4

560

61,6

0,40

4

561

63,1

0,40

4

562

64,5

0,40

4

563

66,0

0,40

4

564

67,4

0,40

4

565

68,8

0,40

4

566

70,0

0,00

5

567

70,0

0,00

5

568

70,0

0,00

5

569

70,0

0,00

5

570

70,0

0,00

5

571

70,0

0,00

5

572

70,0

0,00

5

573

70,0

0,00

5

574

70,0

0,00

5

575

70,0

0,00

5

576

70,0

0,00

5

577

70,0

0,00

5

578

70,0

0,00

5

579

70,0

0,00

5

580

70,0

0,00

5

581

70,0

0,00

5

582

70,0

0,00

5

583

70,0

0,00

5

584

70,0

0,00

5

585

70,0

0,00

5

586

70,0

0,00

5

587

70,0

0,00

5

588

70,0

0,00

5

589

70,0

0,00

5

590

70,0

0,00

5

591

70,0

0,00

5

592

70,0

0,00

5

593

70,0

0,00

5

594

70,0

0,00

5

595

70,0

0,00

5

596

70,0

0,00

5

597

70,0

0,00

5

598

70,0

0,00

5

599

70,0

0,00

5

600

70,0

0,00

5

601

70,0

0,00

5

602

70,0

0,00

5

603

70,0

0,00

5

604

70,0

0,00

5

605

70,0

0,00

5

606

70,0

0,00

5

607

70,0

0,00

5

608

70,0

0,00

5

609

70,0

0,00

5

610

70,0

0,00

5

611

70,0

0,00

5

612

70,0

0,00

5

613

70,0

0,00

5

614

70,0

0,00

5

615

70,0

0,00

5

616

70,0

0,00

5

617

70,0

0,00

5

618

70,0

0,00

5

619

70,0

0,00

5

620

70,0

0,00

5

621

70,0

0,00

5

622

70,0

0,00

5

623

70,0

0,00

5

624

70,0

0,00

5

625

70,0

0,00

5

626

70,0

0,00

5

627

70,0

0,00

5

628

70,0

0,00

5

629

70,0

0,00

5

630

70,0

0,00

5

631

70,0

0,00

5

632

70,0

0,00

5

633

70,0

0,00

5

634

70,0

0,00

5

635

70,0

0,00

5

636

70,0

0,00

5

637

70,0

0,00

5

638

70,0

0,00

5

639

70,0

0,00

5

640

70,0

0,00

5

641

70,0

0,00

5

642

70,0

0,00

5

643

70,0

0,00

5

644

70,0

0,00

5

645

70,0

0,00

5

646

70,0

0,00

5

647

70,0

0,00

5

648

70,0

0,00

5

649

70,0

0,00

5

650

70,0

0,00

5

651

70,0

0,00

5

652

70,0

0,00

5

653

70,0

0,00

5

654

70,0

0,00

5

655

70,0

– 1,04

5

656

66,3

– 1,04

5

657

62,5

– 1,04

5

658

58,8

– 1,04

5

659

55,0

– 1,04

5

660

51,3

– 1,04

5

661

47,5

– 1,04

Clutch

662

43,8

– 1,39

Clutch

663

38,8

– 1,39

Clutch

664

33,8

– 1,39

Clutch

665

28,8

– 1,39

Clutch

666

23,8

– 1,39

Clutch

667

18,8

– 1,39

Clutch

668

13,8

– 1,39

Clutch

669

8,8

– 1,39

Clutch

670

3,8

– 1,05

Clutch

671

0,0

0,00

Clutch

672

0,0

0,00

Neutral

673

0,0

0,00

Neutral

674

0,0

0,00

Neutral

675

0,0

0,00

Neutral

676

0,0

0,00

Neutral

677

0,0

0,00

Neutral

678

0,0

0,00

Neutral

679

0,0

0,00

Neutral

680

0,0

0,00

Neutral

---

(1)  Commission Implementing Regulation (EU) 2017/1153 of 2 June 2017 setting out a methodology for determining the correlation parameters necessary for reflecting the change in the regulatory test procedure and amending Regulation (EU) No 2014/2010 (OJ L 175, 7.7.2017, p. 679).

1

(2)  PM = gearbox in neutral, clutch engaged. K1, K5 = first or second gear engaged, clutch disengaged.

2

1

5

(3)  Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission with more than five gears.

3

(*1)  Achieved velocity after 4 seconds with an acceleration of – 0,69 m/s2 is 60,064 km/h. This velocity is also used as gear shift indicator for modified NEDC cycle.

*1

(*2)  dv4 ≥ 60,064 km/h.

*2

---