02019X0253 — EN — 15.02.2019 — 000.001

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Corrected by:









▼B

Regulation No 83 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements [2019/253]

Incorporating all valid text up to:

Supplement 7 to the 07 series of amendments — Date of entry into force: 29 December 2018

CONTENTS REGULATION 1. Scope 2. Definitions 3. Application for approval 4. Approval 5. Specifications and tests 6. Modifications of the vehicle type 7. Extensions to type approvals 8. Conformity of production (COP) 9. In-service conformity 10. Penalties for non-conformity of production 11. Production definitively discontinued 12. Transitional provisions 13. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities Appendix 1 — Procedure for verifying the conformity of production requirements if the production standard deviation given by the manufacturer is satisfactory Appendix 2 — Procedure for verifying the conformity of production requirements if the production standard deviation given by the manufacturer is either not satisfactory or not available Appendix 3 — In-service conformity check Appendix 4 — Statistical procedure for tailpipe emissions in-service conformity testing Appendix 5 — Responsibilities for in-service conformity Appendix 6 — Requirements for vehicles that use a reagent for the exhaust after-treatment system ANNEXES 1 Engine and vehicle characteristics and information concerning the conduct of tests 2 Communication 3 Arrangements of the approval mark 4a Type I test 5 Type II test 6 Type III test 7 Type IV test 8 Type VI test 9 Type V test 10 Specifications of reference fuels 10a Specifications of gaseous reference fuels 11 On-Board Diagnostics (OBD) for motor vehicles 12 Granting of an ECE type approval for a vehicle fuelled by LPG or NG/biomethane 13 Emissions test procedure for a vehicle equipped with a periodically regenerating system 14 Emissions test procedure for Hybrid Electric Vehicles (HEV)

1. SCOPE

This Regulation establishes technical requirements for the type approval of motor vehicles.

In addition, this Regulation lays down rules for in-service conformity, durability of pollution control devices and On-Board Diagnostic (OBD) systems.

1.1. ►C1 This Regulation shall apply to vehicles of categories M1, M2, N1 and N2 with a reference mass not exceeding 2 610 kg ( 1 ). At the manufacturer's request, type approval granted under this Regulation may be extended from vehicles mentioned above to M1, M2, N1 and N2 vehicles with a reference mass not exceeding 2 840 kg and which meet the conditions laid down in this Regulation. At the manufacturer's request, type approval granted under this Regulation may be extended from vehicles mentioned above to special purpose vehicles of categories M1, M2, N1 and N2 regardless of their reference mass. The manufacturer shall demonstrate to the Type Approval Authority which granted the type approval that the vehicle in question is a special purpose vehicle. ◄

2. DEFINITIONS

For the purposes of this Regulation the following definitions shall apply:

2.1. ‘Vehicle type’ means a group of vehicles that do not differ in the following respects:

2.1.1. The equivalent inertia determined in relation to the reference mass as prescribed in Table A4a/3 of Annex 4a to this Regulation; and

2.1.2. The engine and vehicle characteristics as defined in Annex 1 to this Regulation.

2.2. ‘Reference mass’ means the unladen mass of the vehicle increased by a uniform figure of 100 kg for test according to Annexes 4a and 8 to this Regulation.

2.2.1. ‘Unladen mass’ means the mass of the vehicle in running order without the uniform mass of the driver of 75 kg, passengers or load, but with the fuel tank 90 per cent full and the usual set of tools and spare wheel on board, where applicable.

2.2.2. ‘Running order mass’ means the mass described in paragraph 2.6 of Annex 1 to this Regulation and for vehicles designed and constructed for the carriage of more than 9 persons (in addition to the driver), the mass of a crew member (75 kg), if there is a crew seat amongst the nine or more seats.

2.3. ‘Maximum mass’ means the technically permissible maximum mass declared by the vehicle manufacturer (this mass may be greater than the maximum mass authorised by the national administration).

2.4. ‘Gaseous pollutants’ means the exhaust gas emissions of carbon monoxide, oxides of nitrogen expressed in nitrogen dioxide (NO2) equivalent and hydrocarbons assuming ratio of:

(a) C1H2,525 for Liquefied Petroleum Gas (LPG);

(b) C1H4 for Natural Gas (NG) and biomethane;

(c) C1H1,89O0,016 for petrol (E5);

(d) C1H1,93O0,033 for petrol (E10);

(e) C1H1,86O0,005 for diesel (B5);

(f) C1H1,86O0,007 for diesel (B7);

(g) C1H2,74O0,385 for ethanol (E85);

(h) C1H2,61O0,329 for ethanol (E75).

2.5. ‘Particulate pollutants’ means components of the exhaust gas which are removed from the diluted exhaust gas at a maximum temperature of 325 K (52 °C) by means of the filters described in Appendix 4 to Annex 4a to this Regulation.

2.5.1. ‘Particulate numbers’ means the total number of particulates of a diameter greater than 23 nm present in the diluted exhaust gas after it has been conditioned to remove volatile material, as described in Appendix 5 to Annex 4a to this Regulation.

2.6. ‘Exhaust emissions’ means:

(a) For Positive Ignition (PI) engines, emissions of gaseous and particulate pollutants;

(b) For Compression-Ignition (CI) engines, emissions of gaseous pollutants, particulate pollutants and particulate numbers.

2.7. ‘Evaporative emissions’ means the hydrocarbon vapours lost from the fuel system of a motor vehicle other than those from exhaust emissions.

2.7.1. ‘Tank breathing losses’ are hydrocarbon emissions caused by temperature changes in the fuel tank (assuming a ratio of C1H2,33).

2.7.2. ‘Hot soak losses’ are hydrocarbon emissions arising from the fuel system of a stationary vehicle after a period of driving (assuming a ratio of C1 H2,20).

2.8. ‘Engine crankcase’ means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapour can escape.

2.9. ‘Cold start device’ means a device that temporarily enriches the air/fuel mixture of the engine thus assisting the engine to start.

2.10. ‘Starting aid’ means a device which assists engine start up without enrichment of the air/fuel mixture of the engine, e.g. glow plug, injection timing change, etc.

2.11. ‘Engine capacity’ means:

2.11.1. For reciprocating piston engines, the nominal engine swept volume.

2.11.2. For rotary piston engines (Wankel), twice the nominal swept volume of a combustion chamber per piston.

2.12. ‘Pollution control devices’ means those components of a vehicle that control and/or limit exhaust and evaporative emissions.

2.13. ‘On-Board Diagnostic (OBD)’ means an on-board diagnostic system for emission control, which has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory.

2.14. ‘In-service test’ means the test and evaluation of conformity conducted in accordance with paragraph 9.2.1 of this Regulation.

2.15. ‘Properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in paragraph 2 of Appendix 3 to this Regulation.

2.16. ‘Defeat device’ means any element of design which senses temperature, vehicle speed, engine rotational speed, transmission gear, manifold vacuum or any other parameter for the purpose of activating, modulating, delaying or deactivating the operation of any part of the emission control system, that reduces the effectiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use. Such an element of design may not be considered a defeat device if:

2.16.1. The need for the device is justified in terms of protecting the engine against damage or accident and for safe operation of the vehicle; or

2.16.2. The device does not function beyond the requirements of engine starting; or

2.16.3. Conditions are substantially included in the Type I or Type VI test procedures.

2.17. ‘Family of vehicles’ means a group of vehicle types identified by a parent vehicle for the purpose of Annex 12 to this Regulation.

2.18. ‘Biofuel’ means liquid or gaseous fuel for transport, produced from biomass.

2.19. ‘Approval of a vehicle’ means the approval of a vehicle type with regard to the limitation of the following conditions ( 2 ):

2.19.1. Limitation of exhaust emissions by the vehicle, evaporative emissions, crankcase emissions, durability of pollution control devices, cold start pollutant emissions and on-board diagnostics of vehicles fuelled with unleaded petrol, or which can be fuelled with either unleaded petrol and LPG or NG/biomethane or biofuels (Approval B);

2.19.2. Limitation of emissions of gaseous and particulate pollutants, durability of pollution control devices and on-board diagnostics of vehicles fuelled with diesel fuel (Approval C) or which can be fuelled with either diesel fuel and biofuel or biofuel;

2.19.3. Limitation of emissions of gaseous pollutants by the engine, crankcase emissions, durability of pollution control devices, cold start emissions and on-board diagnostics of vehicles fuelled with LPG or NG/biomethane (Approval D).

2.20. ‘Periodically regenerating system’ means an anti-pollution device (e.g. catalytic converter, particulate trap) that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation. During cycles where regeneration occurs, emission standards can be exceeded. If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during vehicle preparation cycle, it will be considered as a continuously regenerating system which does not require a special test procedure. Annex 13 to this Regulation does not apply to continuously regenerating systems.

At the request of the manufacturer, the test procedure specific to periodically regenerating systems will not apply to a regenerative device if the manufacturer provides data to the Type Approval Authority that, during cycles where regeneration occurs, emissions remain below the standards given in paragraph 5.3.1.4 applied for the concerned vehicle category after agreement of the Technical Service.

2.21. Hybrid Vehicles (HV)

2.21.1. General definition of Hybrid Vehicles (HV):

‘Hybrid Vehicle (HV)’ means a vehicle with at least two different energy converters and two different energy storage systems (on vehicle) for the purpose of vehicle propulsion.

2.21.2. Definition of Hybrid Electric Vehicles (HEV):

‘Hybrid Electric Vehicle (HEV)’ means a vehicle, including vehicles which draw energy from a consumable fuel only for the purpose of recharging the electrical energy/power storage device that for the purpose of mechanical propulsion draws energy from both of the following on-vehicle sources of stored energy/power:

(a) A consumable fuel;

(b) A battery, capacitor, flywheel/generator or other electrical energy/power storage device.

2.22. ‘Mono-fuel vehicle’ means a vehicle that is designed to run primarily on one type of fuel.

2.22.1. ‘Mono-fuel gas vehicle’ means a vehicle that is designed primarily for permanent running on LPG or NG/biomethane or hydrogen, but may also have a petrol system for emergency purposes or starting only, where the capacity of the petrol tank does not exceed 15 litres.

2.23. ‘Bi-fuel vehicle’ means a vehicle with two separate fuel storage systems that is designed to run on only one fuel at a time. The simultaneous use of both fuels is limited in amount and duration.

2.23.1. ‘Bi-fuel gas vehicle’ means a bi-fuel vehicle that can run on petrol (petrol mode) and also on either LPG, NG/biomethane, or hydrogen (gas mode).

2.24. ‘Alternative fuel vehicle’ means a vehicle designed to be capable of running on at least one type of fuel that is either gaseous at atmospheric temperature and pressure, or substantially non-mineral oil derived.

2.25. ‘Flex fuel vehicle’ means a vehicle with one fuel storage system that can run on different mixtures of two or more fuels.

2.25.1. ‘Flex fuel ethanol vehicle’ means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to an 85 per cent ethanol blend (E85).

2.25.2. ‘Flex fuel biodiesel vehicle’ means a flex fuel vehicle that can run on mineral diesel or a mixture of mineral diesel and biodiesel.

2.26. In the context of In Use Performance Ratio Monitoring (IUPRM), ‘cold start’ means an engine coolant temperature (or equivalent temperature) at engine start of less than or equal to 35 °C and less than or equal to 7 K higher than ambient temperature (if available) at engine start.

2.27. ‘Direct injection engine’ means an engine which can operate in a mode where the fuel is injected into the intake air after the air has been drawn through the inlet valves.

2.28. ‘Electric power train’ means a system consisting of one or more electric energy storage devices, one or more electric power conditioning devices and one or more electric machines that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle.

2.29. ‘Pure electric vehicle’ means a vehicle powered by an electric power train only.

2.30. ‘Hydrogen fuel cell vehicle’ means a vehicle powered by a fuel cell that converts chemical energy from hydrogen into electric energy, for propulsion of the vehicle.

2.31. ‘Net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine or motor speed with the auxiliaries tested in accordance with Regulation No 85 and determined under reference atmospheric conditions.

2.32. ‘Maximum net power’ means the maximum value of the net power measured at full engine load.

2.33. ‘Maximum 30 minutes power’ means the maximum net power of an electric drive train at Direct Current (DC) voltage as set out in paragraph 5.3.2 of Regulation No 85.

2.34. ‘Cold start’ means an engine coolant temperature (or equivalent temperature) at engine start less than or equal to 35 °C and less than or equal to 7 K higher than ambient temperature (if available) at engine start.

3. APPLICATION FOR APPROVAL

3.1. The application for approval of a vehicle type with regard to exhaust emissions, crankcase emissions, evaporative emissions and durability of pollution control devices, as well as to its On-Board Diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by his authorized representative to the Type Approval Authority. 3.1.1. In addition, the manufacturer shall submit the following information: (a) In the case of vehicles equipped with positive ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that would either result in emissions exceeding the limits given in paragraph 3.3.2 of Annex 11 to this Regulation, if that percentage of misfire had been present from the start of a Type I test as described in Annex 4a to this Regulation, or that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; (b) Detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system; (c) A description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the vehicle; (d) A declaration by the manufacturer that the OBD system complies with the provisions of paragraph 7 of Appendix 1 to Annex 11 to this Regulation relating to in-use performance under all reasonably foreseeable driving conditions; (e) A plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of each monitor that shall fulfil the requirements of paragraphs 7.2 and 7.3 of Appendix 1 to Annex 11 to this Regulation, as well as for disabling numerators, denominators and the general denominator under the conditions outlined in paragraph 7.7 of Appendix 1 to Annex 11 to this Regulation; (f) A description of the provisions taken to prevent tampering with and modification of the emission control computer; (g) If applicable, the particulars of the vehicle family as referred to in Appendix 2 to Annex 11 to this Regulation; (h) Where appropriate, copies of other type approvals with the relevant data to enable extension of approvals and establishment of deterioration factors. 3.1.2. For the tests described in paragraph 3 of Annex 11 to this Regulation, a vehicle representative of the vehicle type or vehicle family fitted with the OBD system to be approved shall be submitted to the Technical Service responsible for the type approval test. If the Technical Service determines that the submitted vehicle does not fully represent the vehicle type or vehicle family described in Appendix 2 to Annex 11 to this Regulation, an alternative and, if necessary, an additional vehicle shall be submitted for test in accordance with paragraph 3 of Annex 11 to this Regulation.

3.2. A model of the information document relating to exhaust emissions, evaporative emissions, durability and the On-Board Diagnostic (OBD) system is given in Annex 1 to this Regulation. The information mentioned under item 3.2.12.2.7.6 of Annex 1 to this Regulation is to be included in Appendix 1 ‘OBD-Related information’ to the type approval communication given in Annex 2 to this Regulation. 3.2.1. Where appropriate, copies of other type approvals with the relevant data to enable extensions of approvals and establishment of deterioration factors shall be submitted.

3.3. For the tests described in paragraph 5 of this Regulation a vehicle representative of the vehicle type to be approved shall be submitted to the Technical Service responsible for the approval tests. 3.3.1. The application referred to in paragraph 3.1 of this Regulation shall be drawn up in accordance with the model of the information document set out in Annex 1 to this Regulation. 3.3.2. For the purposes of paragraph 3.1.1(d), the manufacturer shall use the model of a manufacturer's certificate of compliance with the OBD in-use performance requirements set out in Appendix 2 to Annex 2 to this Regulation. 3.3.3. For the purposes of paragraph 3.1.1(e), the Type Approval Authority that grants the approval shall make the information referred to in that point available to the Type Approval Authorities upon request. 3.3.4. For the purposes of subparagraphs (d) and (e) of paragraph 3.1.1 of this Regulation, Type Approval Authorities shall not approve a vehicle if the information submitted by the manufacturer is inappropriate for fulfilling the requirements of paragraph 7 of Appendix 1 to Annex 11 to this Regulation. Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex 11 to this Regulation shall apply under all reasonably foreseeable driving conditions. For the assessment of the implementation of the requirements set out in the first and second subparagraphs, the Type Approval Authority shall take into account the state of technology. 3.3.5. For the purposes of paragraph 3.1.1, subparagraph (f) of this Regulation, the provisions taken to prevent tampering with and modification of the emission control computer shall include the facility for updating using a manufacturer-approved programme or calibration. 3.3.6. For the tests specified in Table A, the manufacturer shall submit to the Technical Service responsible for the type approval tests a vehicle representative of the type to be approved. 3.3.7. The application for type approval of flex-fuel vehicles shall comply with the additional requirements laid down in paragraphs 4.9.1 and 4.9.2 of this Regulation. 3.3.8. Changes to the make of a system, component or separate technical unit that occur after a type approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.

4. APPROVAL

4.1. If the vehicle type submitted for approval following this amendment meets the requirements of paragraph 5 of this Regulation, approval of that vehicle type shall be granted.

4.2. An approval number shall be assigned to each type approved. Its first two digits shall indicate the series of amendments according to which the approval was granted. The same Contracting Party shall not assign the same number to another vehicle type.

4.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Contracting Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 2 to this Regulation. 4.3.1. In the event of amendment to the present text, for example, if new limit values are prescribed, the Contracting Parties to the Agreement shall be informed which vehicle types already approved comply with the new provisions.

4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of: 4.4.1. A circle surrounding the letter ‘E’ followed by the distinguishing number of the country that has granted approval ( 3 ). 4.4.2. The number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle described in paragraph 4.4.1. 4.4.3. The approval mark shall contain an additional character after the type approval number, the purpose of which is to distinguish vehicle category and class for which the approval has been granted. This letter should be chosen according to the Table A3/1 of Annex 3 to this Regulation.

4.5. If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case, the Regulation, approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1 of this Regulation.

4.6. The approval mark shall be clearly legible and be indelible.

4.7. The approval mark shall be placed close to or on the vehicle data plate. 4.7.1. Annex 3 to this Regulation gives examples of arrangements of the approval mark.

4.8. Additional requirements for vehicles fuelled by LPG or NG/biomethane 4.8.1. The additional requirements for vehicles fuelled by LPG or NG/biomethane are provided in Annex 12 to this Regulation.

4.9. Additional requirements for approval of flex fuel vehicles 4.9.1. For the type approval of a flex fuel ethanol or biodiesel vehicle, the vehicle manufacturer shall describe the capability of the vehicle to adapt to any mixture of petrol and ethanol fuel (up to an 85 per cent ethanol blend) or diesel and biodiesel that may occur across the market. 4.9.2. For flex fuel vehicles, the transition from one reference fuel to another between the tests shall take place without manual adjustment of the engine settings.

4.10. Requirements for approval regarding the OBD system 4.10.1. The manufacturer shall ensure that all vehicles are equipped with an OBD system. 4.10.2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle. 4.10.3. The OBD system shall comply with the requirements of this Regulation during conditions of normal use. 4.10.4. When tested with a defective component in accordance with Appendix 1 to Annex 11 to this Regulation, the OBD system malfunction indicator shall be activated. The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD threshold limits specified in Annex 11 to this Regulation. 4.10.5. The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out in paragraph 7 of Appendix 1 to Annex 11 to this Regulation under all reasonably foreseeable driving conditions. 4.10.6. In-use performance related data to be stored and reported by a vehicle's OBD system according to the provisions of paragraph 7.6 of Appendix 1 to Annex 11 to this Regulation shall be made readily available by the manufacturer to national authorities and independent operators without any encryption.

5. SPECIFICATIONS AND TESTS

Small volume manufacturers

As an alternative to the requirements of this paragraph, vehicle manufacturers whose world-wide annual production is less than 10 000 units may obtain approval on the basis of the corresponding technical requirements specified in the table below.







Legislative Act Requirements The California Code of Regulations, Title 13, paragraphs 1961(a) and 1961(b)(1)(C)(1) applicable to 2001 and later model year vehicles, 1968.1, 1968.2, 1968.5, 1976 and 1975, published by Barclay's Publishing. Type approval shall be granted under the California Code of Regulations applicable to the most recent model year of light duty vehicle.

The emissions tests for roadworthiness purposes set out in Annex 5 to this Regulation and the requirements for access to vehicle OBD information set out in paragraph 5 of Annex 11 to this Regulation shall still be required to obtain type approval with regard to emissions under this paragraph.

The Type Approval Authority shall inform the other Type Approval Authorities of Contracting Parties of the circumstances of each type approval granted under this paragraph.

5.1. General

5.1.1. The components liable to affect the emission of pollutants shall be so designed, constructed and assembled as to enable the vehicle, in normal use, despite the vibration to which they may be subjected, to comply with the provisions of this Regulation.

5.1.2. The technical measures taken by the manufacturer shall be such as to ensure that in conformity with the provisions of this Regulation, exhaust gas and evaporative emissions are effectively limited throughout the normal life of the vehicle and under normal conditions of use. This will include the security of those hoses and their joints and connections, used within the emission control systems, which shall be so constructed as to conform with the original design intent. For exhaust emissions, these provisions are deemed to be met if the provisions of paragraph 5.3.1 of this Regulation and paragraph 8.2 of this Regulation are complied with. For evaporative emissions, these conditions are deemed to be met if the provisions of paragraph 5.3.4 of this Regulation and paragraph 8.4 of this Regulation are complied with. 5.1.2.1. The use of a defeat device is prohibited.

5.1.3. Inlet orifices of petrol tanks 5.1.3.1. Subject to paragraph 5.1.3.2 of this Regulation, the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the tank from being filled from a fuel pump delivery nozzle which has an external diameter of 23,6 mm or greater. 5.1.3.2. Paragraph 5.1.3.1 of this Regulation shall not apply to a vehicle in respect of which both of the following conditions are satisfied, i.e.: 5.1.3.2.1. The vehicle is so designed and constructed that no device designed to control the emission of gaseous pollutants shall be adversely affected by leaded petrol; and 5.1.3.2.2. The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:1982, in a position immediately visible to a person filling the petrol tank. Additional markings are permitted.

5.1.4. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap. This may be achieved by using one of the following: 5.1.4.1. An automatically opening and closing, non-removable fuel filler cap; 5.1.4.2. Design features which avoid excess evaporative emissions in the case of a missing fuel filler cap; or 5.1.4.3. Any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle's ignition. In this case, the key shall be removable from the filler cap only in the locked condition.

5.1.5. Provisions for electronic system security 5.1.5.1. Any vehicle with an emission control computer shall include features to prevent modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameter shall be resistant to tampering and afford a level of protection at least as good as the provisions in ISO DIS 15031-7, dated 15 March 2001 (SAE J2186 dated October 1996). Any removable calibration memory chips shall be potted, encased in a sealed container, or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures. Only features directly associated with emissions calibration or prevention of vehicle theft may be so protected. 5.1.5.2. Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures). 5.1.5.3. In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service. 5.1.5.4. Manufacturers may apply to the Type Approval Authority for an exemption to one of these requirements for those vehicles which are unlikely to require protection. The criteria that the Type Approval Authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle. 5.1.5.5. Manufacturers using programmable computer code systems (e.g. Electrical Erasable Programmable Read-Only Memory, EEPROM) shall deter unauthorised reprogramming. Manufacturers shall include enhanced tamper protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Methods giving an adequate level of tamper protection will be approved by the Type Approval Authority. 5.1.6. It shall be possible to inspect the vehicle for roadworthiness test in order to determine its performance in relation to the data collected in accordance with paragraph 5.3.7. If this inspection requires a special procedure, this shall be detailed in the service manual (or equivalent media). This special procedure shall not require the use of special equipment other than that provided with the vehicle.

5.2. Test procedure

Table A illustrates the various possibilities for type approval of a vehicle.

5.2.1. Positive ignition engine-powered vehicles and hybrid electric vehicles equipped with a positive ignition engine shall be subject to the following tests: Type I (verifying the average exhaust emissions after a cold start); Type II (carbon monoxide emission at idling speed); Type III (emission of crankcase gases); Type IV (evaporation emissions); Type V (durability of anti-pollution devices); Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start; OBD test; Engine power test.

5.2.2. Positive ignition engine-powered vehicle and hybrid electric vehicles equipped with positive ignition engine fuelled with LPG or NG/biomethane (mono or bi-fuel) shall be subjected to the following tests (according to Table A): Type I (verifying the average exhaust emissions after a cold start); Type II (carbon monoxide emissions at idling speed); Type III (emission of crankcase gases); Type IV (evaporative emissions), where applicable; Type V (durability of anti-pollution devices); Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start), where applicable, OBD test; Engine power test.

5.2.3. Compression ignition engine-powered vehicles and hybrid electric vehicles equipped with a compression ignition engine shall be subject to the following tests: Type I (verifying the average exhaust emissions after a cold start); Type V (durability of anti-pollution control devices); OBD test.



Table A Requirements Application of test requirements for type approval and extensions Vehicle category Vehicles with positive ignition engines including hybrids Vehicles with compression ignition engines including hybrids Mono fuel Bi-fuel (1) Flex-fuel (1) Flex fuel Mono fuel Reference fuel Petrol (E5/E10) (7) LPG NG/ Bio-methane Hydrogen (ICE) (5) Petrol (E5/E10) (7) Petrol (E5/E10) (7) Petrol (E5/E10) (7) Petrol (E5/E10) (7) Diesel (B5/B7) (7) Diesel (B5/B7) (7) LPG NG/ Biome-thane Hydrogen (ICE) (5) Ethanol (E85) Biodiesel Gaseous pollutants (Type I test) Yes Yes Yes Yes (4) Yes (both fuels) Yes (both fuels) Yes (both fuels) (4) Yes (both fuels) Yes (B5/B7 only) (2) (7) Yes Particulate mass and particulate number (Type I test) Yes (6) — — — Yes (petrol only) (6) Yes (petrol only) (6) Yes (petrol only) (6) Yes (both fuels) (6) Yes (B5/B7 only) (2) (7) Yes Idle emissions (Type II test) Yes Yes Yes — Yes (both fuels) Yes (both fuels) Yes (petrol only) Yes (both fuels) — — Crankcase emissions (Type III test) Yes Yes Yes — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (petrol only) — — Evaporative emissions (Type IV test) Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (petrol only) — — Durability (Type V test) Yes Yes Yes Yes Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (B5/B7 only) (2) (7) Yes Low temperature emissions (Type VI test) Yes — — — Yes (petrol only) Yes (petrol only) Yes (petrol only) Yes (3) (both fuels) — — In-service conformity Yes Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes (both fuels) Yes (B5/B7 only) (2) (7) Yes On-board diagnostics Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes (1) When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable. (2) This provision is temporary, further requirements for biodiesel shall be proposed later on. (3) The test will be performed on both fuels. The E75 test reference fuel specified in Annex 10 shall be used. (4) Only NOx emissions shall be determined when the vehicle is running on hydrogen. (5) Reference fuel is ‘Hydrogen for internal combustion engines’ as specified in Annex 10a. (6) Positive ignition particulate mass and number limits for vehicles with positive ignition engines including hybrids shall apply only to vehicles with direct injection engines. ( 7 ) Upon the choice of the manufacturer vehicles with positive and compression ignition engines may be tested with either E5 or E10 and either B5 or B7 fuels, respectively. However: — not later than sixteen months after the dates set out in point 12.2.1, new type approvals shall only be performed with E10 and B7 fuels, — not later than as from dates set out in point 12.2.4, all new vehicles shall be approved with E10 and B7 fuels.

5.3. Description of tests

5.3.1. Type I test (Verifying exhaust emissions after a cold start).

5.3.1.1. Figure 1 illustrates the routes for Type I test. This test shall be carried out on all vehicles referred to in paragraph 1.

5.3.1.2. The vehicle is placed on a chassis dynamometer equipped with a means of load and inertia simulation. 5.3.1.2.1. A test lasting a total of 19 minutes and 40 seconds, made up of two parts, One and Two, is performed without interruption. An unsampled period of not more than 20 seconds may, with the agreement of the manufacturer, be introduced between the end of Part One and the beginning of Part Two in order to facilitate adjustment of the test equipment. 5.3.1.2.1.1. Vehicles that are fuelled with LPG or NG/biomethane shall be tested in the Type I test for variation in the composition of LPG or NG/biomethane, as set out in Annex 12 to this Regulation. Vehicles that can be fuelled either with petrol or LPG or NG/biomethane shall be tested on both the fuels, tests on LPG or NG/biomethane being performed for variation in the composition of LPG or NG/biomethane, as set out in Annex 12 to this Regulation. 5.3.1.2.1.2. Notwithstanding the requirement of paragraph 5.3.1.2.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the Type I test as vehicles that can only run on a gaseous fuel. 5.3.1.2.2. Part One of the test is made up of four elementary urban cycles. Each elementary urban cycle comprises fifteen phases (idling, acceleration, steady speed, deceleration, etc.). 5.3.1.2.3. Part Two of the test is made up of one extra-urban cycle. The extra-urban cycle comprises 13 phases (idling, acceleration, steady speed, deceleration, etc.). 5.3.1.2.4. During the test the exhaust gases are diluted and a proportional sample collected in one or more bags. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure described below, and the total volume of the diluted exhaust is measured. Not only are the carbon monoxide, hydrocarbon and nitrogen oxide emissions recorded, but also the particulate pollutant emissions from vehicles equipped with compression-ignition engines.

5.3.1.3. The test is carried out using the procedure of Type I test as described in Annex 4a to this Regulation. The method used to collect and analyse the gases is prescribed in Appendix 2 and Appendix 3 to Annex 4a to this Regulation, and the method to sample and analyse the particulates shall be as prescribed in Appendix 4 and Appendix 5 to Annex 4a to this Regulation.

5.3.1.4. Subject to the requirements of paragraph 5.3.1.5 the test shall be repeated three times. The results are multiplied by the appropriate deterioration factors obtained from Table 3 of paragraph 5.3.6 and, in the case of periodically regenerating systems as defined in paragraph 2.20, shall also be multiplied by the factors Ki obtained from Annex 13 to this Regulation. The resulting masses of gaseous emissions and the mass of and number of particulates obtained shall be less than the limits shown in Table 1:



Table 1 Emissions limits Reference mass (RM) (kg) Limit values Mass of carbon monoxide (CO) Mass of total hydrocarbons (THC) Mass of non-methane hydrocarbons (NMHC) Mass of oxides of nitrogen (NOx) Combined mass of hydrocarbons and oxides of nitrogen (THC + NOx) Mass of particulate matter (PM) Number of particulates (PN) L1 (mg/km) L2 (mg/km) L3 (mg/km) L4 (mg/km) L2 + L4 (mg/km) L5 (mg/km) L6 (#/km) Category Class PI CI PI CI PI CI PI CI PI CI PI (1) CI PI (1) (2) CI M — All 1 000 500 100 — 68 — 60 80 — 170 4,5 4,5 6,0 × 1011 6,0 × 1011 N1 I RM ≤ 1 305 1 000 500 100 — 68 — 60 80 — 170 4,5 4,5 6,0 × 1011 6,0 × 1011 II 1 305 < RM ≤ 1 760 1 810 630 130 — 90 — 75 105 — 195 4,5 4,5 6,0 × 1011 6,0 × 1011 III 1 760 < RM 2 270 740 160 — 108 — 82 125 — 215 4,5 4,5 6,0 × 1011 6,0 × 1011 N2 — All 2 270 740 160 — 108 — 82 125 — 215 4,5 4,5 6,0 × 1011 6,0 × 1011 (1) Positive ignition particulate mass and number limits shall apply only to vehicles with direct injection engines. (2) Until three years after the dates specified in paragraphs 12.2.1 and 12.2.2 of this Regulation for new type approvals and new vehicles respectively, a particulate number emission limit of 6,0 × 1012 #/km shall apply to PI direct injection vehicles upon the choice of the manufacturer. PI Positive Ignition CI Compression Ignition 5.3.1.4.1. Notwithstanding the requirements of paragraph 5.3.1.4, for each pollutant or combination of pollutants, one of the three resulting masses obtained may exceed, by not more than 10 per cent, the limit prescribed, provided the arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests. 5.3.1.4.2. When the tests are performed with gaseous fuels, the resulting mass of gaseous emissions shall be less than the limits for petrol-engined vehicles in the Table 1.

5.3.1.5. The number of tests prescribed in paragraph 5.3.1.4 is reduced in the conditions hereinafter defined, where V1 is the result of the first test and V2 the result of the second test for each pollutant or for the combined emission of two pollutants subject to limitation. 5.3.1.5.1. Only one test is performed if the result obtained for each pollutant or for the combined emission of two pollutants subject to limitation, is less than or equal to 0,70 L (i.e. V1 ≤ 0,70 L). 5.3.1.5.2. If the requirement of paragraph 5.3.1.5.1 is not satisfied, only two tests are performed if, for each pollutant or for the combined emission of two pollutants subject to limitation, the following requirements are met: V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L.

5.3.2. Type II test (Carbon monoxide emission test at idling speed)

5.3.2.1. This test is carried out on all vehicles powered by positive ignition engines, as follows: 5.3.2.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG/biomethane shall be tested in the Type II test on both fuels. 5.3.2.1.2. Notwithstanding the requirement of paragraph 5.3.2.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the Type II test as vehicles that can only run on a gaseous fuel.

5.3.2.2. For the Type II test set out in Annex 5 to this Regulation, at normal engine idling speed, the maximum permissible carbon monoxide content in the exhaust gases shall be that stated by the vehicle manufacturer. However, the maximum carbon monoxide content shall not exceed 0,3 per cent vol. At high idle speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 per cent, with the engine speed being at least 2 000 min– 1 and Lambda being 1 ± 0,03 or in accordance with the specifications of the manufacturer.

5.3.3. Type III test (Verifying emissions of crankcase gases)

5.3.3.1. This test shall be carried out on all vehicles referred to in paragraph 1 except those having compression-ignition engines. 5.3.3.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type III test on petrol only. 5.3.3.1.2. Notwithstanding the requirement of paragraph 5.3.3.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the Type III test as vehicles that can only run on a gaseous fuel.

5.3.3.2. When tested in accordance with Annex 6 to this Regulation, the engine's crankcase ventilation system shall not permit the emission of any of the crankcase gases into the atmosphere.

5.3.4. Type IV test (Determination of evaporative emissions from vehicles with positive ignition engines)

5.3.4.1. This test shall be carried out on all vehicles referred to in paragraph 1 except those vehicles having a compression-ignition engine, vehicles fuelled with LPG or NG/biomethane. 5.3.4.1.1. Vehicles that can be fuelled either with petrol or with LPG or with NG/biomethane should be tested in the Type IV test on petrol only. 5.3.4.2. When tested in accordance with Annex 7 to this Regulation, evaporative emissions shall be less than 2 g/test.

5.3.5. Type VI test (Verifying the average exhaust emissions of carbon monoxide and hydrocarbons after a cold start at low ambient temperature)

5.3.5.1. This test shall be carried out on all vehicles referred to in paragraph 1 except those having compression-ignition engines. However, for compression ignition vehicles when applying for type approval, manufacturers shall present to the Type Approval Authority information showing that the NOX after treatment device reaches a sufficiently high temperature for efficient operation within 400 seconds after a cold start at – 7 °C as described in the Type VI test. In addition, the manufacturer shall provide the Type Approval Authority with information on the operating strategy of the Exhaust Gas Recirculation (EGR) system, including information on its functioning at low temperatures. This information shall also include a description of any effects on emissions. The Type Approval Authority shall not grant type approval if the information provided is insufficient to demonstrate that the after treatment device actually reaches a sufficiently high temperature for efficient operation within the designated period of time. 5.3.5.1.1. The vehicle is placed on a chassis dynamometer equipped with a means of load an inertia simulation. 5.3.5.1.2. The test consists of the four elementary urban cycles of Part One of the Type I test. The Part One test is described in paragraph 6.1.1 of Annex 4a to this Regulation, and illustrated in Figure A4a/1 of the same annex. The low ambient temperature test lasting a total of 780 seconds shall be carried out without interruption and start at engine cranking. 5.3.5.1.3. The low ambient temperature test shall be carried out at an ambient test temperature of 266 K (– 7 °C). Before the test is carried out, the test vehicles shall be conditioned in a uniform manner to ensure that the test results may be reproducible. The conditioning and other test procedures are carried out as described in Annex 8 to this Regulation. 5.3.5.1.4. During the test, the exhaust gases are diluted and a proportional sample collected. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure described in Annex 8 to this Regulation, and the total volume of the diluted exhaust is measured. The diluted exhaust gases are analysed for carbon monoxide and total hydrocarbons.

5.3.5.2. Subject to the requirements in paragraphs 5.3.5.2.2 and 5.3.5.3 the test shall be performed three times. The resulting mass of carbon monoxide and hydrocarbon emission shall be less than the limits shown in Table 2.



Table 2 Emission limit for the carbon monoxide and hydrocarbon tailpipe emissions after a cold start test Test temperature 266 K (– 7 °C) Vehicle category Class Mass of carbon monoxide (CO) L1 (g/km) Mass of hydrocarbons (HC) L2 (g/km) M — 15 1,8 N1 I 15 1,8 II 24 2,7 III 30 3,2 N2 — 30 3,2 5.3.5.2.1. Notwithstanding the requirements of paragraph 5.3.5.2, for each pollutant, not more than one of the three results obtained may exceed the limit prescribed by not more than 10 per cent, provided the arithmetical mean value of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests. 5.3.5.2.2. The number of tests prescribed in paragraph 5.3.5.2 may, at the request of the manufacturer, be increased to 10 if the arithmetical mean of the first three results is lower than 110 per cent of the limit. In this case, the requirement after testing is only that the arithmetical mean of all 10 results shall be less than the limit value.

5.3.5.3. The number of tests prescribed in paragraph 5.3.5.2 may be reduced according to paragraphs 5.3.5.3.1 and 5.3.5.3.2. 5.3.5.3.1. Only one test is performed if the result obtained for each pollutant of the first test is less than or equal to 0,70 L. 5.3.5.3.2. If the requirement of paragraph 5.3.5.3.1 is not satisfied, only two tests are performed if for each pollutant the result of the first test is less than or equal to 0,85 L and the sum of the first two results is less than or equal to 1,70 L and the result of the second test is less than or equal to L. (V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L).

5.3.6. Type V test (Description of the endurance test for verifying the durability of pollution control devices)

5.3.6.1. This test shall be carried out on all vehicles referred to in paragraph 1 to which the test specified in paragraph 5.3.1 applies. The test represents an ageing test of 160 000 km driven in accordance with the programme described in Annex 9 to this Regulation on a test track, on the road or on a chassis dynamometer. 5.3.6.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type V test on petrol only. In that case the deterioration factor found with unleaded petrol will also be taken for LPG or NG.

5.3.6.2. Notwithstanding the requirement of paragraph 5.3.6.1, a manufacturer may choose to have the deterioration factors from Table 3 used as an alternative to testing to paragraph 5.3.6.1.



Table 3 Deterioration factors Engine Category Assigned deterioration factors CO THC NMHC NOx HC + NOx Particulate Matter (PM) Particulates Positive ignition 1,5 1,3 1,3 1,6 — 1,0 1,0 Compression-ignition

5.3.6.3. At the request of the manufacturer, the Technical Service may carry out the Type I test before the Type V test has been completed using the deterioration factors in the table above. On completion of the Type V test, the Technical Service may then amend the type approval results recorded in Annex 2 to this Regulation by replacing the deterioration factors in the above table with those measured in the Type V test.

5.3.6.4. In the absence of assigned deterioration factors for compression ignition vehicles, manufacturers shall use the whole vehicle or bench ageing durability test procedures to establish deterioration factors.

5.3.6.5. Deterioration factors are determined using either procedure in paragraph 5.3.6.1 or using the values in Table 3 of paragraph 5.3.6.2. The factors are used to establish compliance with the requirements of paragraphs 5.3.1 and 8.2.

5.3.7. Emission data required for roadworthiness testing

5.3.7.1. This requirement applies to all vehicles powered by a positive ignition engine for which type approval is sought in accordance with this Regulation.

5.3.7.2. When tested in accordance with Annex 5 to this Regulation (Type II test) at normal idling speed: (a) The carbon monoxide content by volume of the exhaust gases emitted shall be recorded; and (b) The engine speed during the test shall be recorded, including any tolerances.

5.3.7.3. When tested at ‘high idle’ speed (i.e. > 2 000 min– 1) (a) The carbon monoxide content by volume of the exhaust gases emitted shall be recorded; (b) The Lambda value shall be recorded; and (c) The engine speed during the test shall be recorded, including any tolerances. The Lambda value shall be calculated using the simplified Brettschneider equation as follows: Where: [ ] = concentration in per cent volume, K1 = conversion factor for Non-Dispersive Infrared (NDIR) measurement to Flame Ionisation Detector (FID) measurement (provided by manufacturer of measuring equipment), Hcv = Atomic ratio of hydrogen to carbon: (a) for petrol (E5) 1,89; (b) for petrol (E10) 1,93; (c) for LPG 2,53; (d) for NG/biomethane 4,0; (e) for ethanol (E85) 2,74; (f) for ethanol (E75) 2,61. Ocv = Atomic ratio of oxygen to carbon: (a) for petrol (E5) 0,016; (b) for petrol (E10) 0,033; (c) for LPG 0,0; (d) for NG/biomethane 0,0; (e) for ethanol (E85) 0,39; (f) for ethanol (E75) 0,329.

5.3.7.4. The engine oil temperature at the time of the test shall be measured and recorded.

5.3.7.5. The table of item 2.2 of the Addendum to Annex 2 to this Regulation shall be completed.

5.3.7.6. The manufacturer shall confirm the accuracy of the Lambda value recorded at the time of type approval in paragraph 5.3.7.3 as being representative of typical production vehicles within 24 months of the date of the granting of type approval by the Type Approval Authority. An assessment shall be made based on surveys and studies of production vehicles.

5.3.8. On-board diagnostics OBD test

This test shall be carried out on all vehicles referred to in paragraph 1. The test procedure described in paragraph 3 of Annex 11 to this Regulation shall be followed.

6. MODIFICATIONS OF THE VEHICLE TYPE

6.1. Every modification of the vehicle type shall be notified to the Type Approval Authority that approved the vehicle type. The Type Approval Authoritymay then either: 6.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still complies with the requirement; or 6.1.2. Require a further test report from the Technical Service responsible for conducting the tests.

6.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 to the Contracting Parties to the Agreement which apply this Regulation.

6.3. The Type Approval Authority issuing the extension of approval shall assign a series number to the extension and inform thereof the other Contracting Parties applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

7. EXTENSIONS TO TYPE APPROVALS

7.1. Extensions for tailpipe emissions (Type I, Type II and Type VI tests)

7.1.1. Vehicles with different reference masses

7.1.1.1. The type approval shall be extended only to vehicles with a reference mass requiring the use of the next two higher equivalent inertia or any lower equivalent inertia.

7.1.1.2. For category N vehicles, the approval shall be extended to vehicles with a lower reference mass, only if the emissions of the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested.

7.1.2. Vehicles with different overall transmission ratios

7.1.2.1. The type approval shall be extended to vehicles with different transmission ratios only under certain conditions.

7.1.2.2. To determine whether type approval can be extended, for each of the transmission ratios used in the Type I and Type VI tests, the proportion, E = |(V2 – V1)|/V1 shall be determined where, at an engine speed of 1 000 min– 1, V1 is the speed of the type of vehicle approved and V2 is the speed of the vehicle type for which extension of the approval is requested.

7.1.2.3. If, for each transmission ratio, E ≤ 8 per cent, the extension shall be granted without repeating the Type I and Type VI tests.

7.1.2.4. If, for at least one transmission ratio, E > 8 per cent, and if, for each gear ratio, E ≤ 13 per cent, the Type I and Type VI tests shall be repeated. The tests may be performed in a laboratory chosen by the manufacturer subject to the approval of the Technical Service. The report of the tests shall be sent to the Technical Service responsible for the type approval tests.

7.1.3. Vehicles with different reference masses and transmission ratios

The type approval shall be extended to vehicles with different reference masses and transmission ratios, provided that all the conditions prescribed in paragraphs 7.1.1 and 7.1.2 are fulfilled.

7.1.4. Vehicles with periodically regenerating systems

The type approval of a vehicle type equipped with a periodically regenerating system shall be extended to other vehicles with periodically regenerating systems, whose parameters described below are identical, or within the stated tolerances. The extension shall only relate to measurements specific to the defined periodically regenerating system.

7.1.4.1. Identical parameters for extending approval are: Engine: (a) Combustion process. Periodically regenerating system (i.e. catalyst, particulate trap): (a) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density); (b) Type and working principle; (c) Dosage and additive system; (d) Volume ± 10 per cent; (e) Location (temperature ± 50 °C at 120 km/h or 5 per cent difference of maximum temperature/pressure).

7.1.4.2. Use of K i factors for vehicles with different reference masses The Ki factors developed by the procedures in paragraph 3 of Annex 13 to this Regulation for type approval of a vehicle type with a periodically regenerating system, may be used by other vehicles which meet the criteria referred to in paragraph 7.1.4.1 and have a reference mass within the next two higher equivalent inertia classes or any lower equivalent inertia.

7.1.5. Application of extensions to other vehicles

When an extension has been granted in accordance with paragraphs 7.1.1 to 7.1.4.2, such a type approval shall not be further extended to other vehicles.

7.2. Extensions for evaporative emissions (Type IV test)

7.2.1. The type approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the following conditions: 7.2.1.1. The basic principle of fuel/air metering (e.g. single point injection) is the same; 7.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses are identical; 7.2.1.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by the Technical Service responsible for the type approval tests; 7.2.1.4. The fuel tank volume is within a range of ± 10 per cent; 7.2.1.5. The setting of the fuel tank relief valve is identical; 7.2.1.6. The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc.; 7.2.1.7. The method of purging the stored vapour is identical (e.g. air flow, start point or purge volume over the preconditioning cycle); and 7.2.1.8. The method of sealing and venting the fuel metering system is identical.

7.2.2. The type approval shall be extended to vehicles with: 7.2.2.1. Different engine sizes; 7.2.2.2. Different engine powers; 7.2.2.3. Automatic and manual gearboxes; 7.2.2.4. Two and four wheel transmissions; 7.2.2.5. Different body styles; and 7.2.2.6. Different wheel and tyre sizes.

7.3. Extensions for durability of pollution control devices (Type V test)

7.3.1. The type approval shall be extended to different vehicle types, provided that the vehicle, engine or pollution control system parameters specified below are identical or remain within the prescribed tolerances: 7.3.1.1. Vehicle Inertia category: the two inertia categories immediately above and any inertia category below. Total road load at 80 km/h: + 5 per cent above and any value below. 7.3.1.2. Engine (a) Engine cylinder capacity (± 15 per cent); (b) Number and control of valves; (c) Fuel system; (d) Type of cooling system; and (e) Combustion process. 7.3.1.3. Pollution control system parameters (a) Catalytic converters and particulate filters: (i) Number of catalytic converters, filters and elements; (ii) Size of catalytic converters and filters (volume of monolith ± 10 per cent); (iii) Type of catalytic activity (oxidizing, three-way, lean NOx trap, SCR, lean NOx catalyst or other); (iv) Precious metal load (identical or higher); (v) Precious metal type and ratio (± 15 per cent); (vi) Substrate (structure and material); (vii) Cell density; and (viii) Temperature variation of no more than 50 K at the inlet of the catalytic converter or filter. This temperature variation shall be checked under stabilized conditions at a speed of 120 km/h and the load setting of the Type I test. (b) Air injection: (i) With or without; (ii) Type (pulsair, air pumps, other(s)). (c) EGR: (i) With or without; (ii) Type (cooled or non-cooled, active or passive control, high pressure or low pressure). 7.3.1.4. The durability test may be carried out using a vehicle, which has a different body style, gear box (automatic or manual) and size of the wheels or tyres from those of the vehicle type for which the type approval is sought.

7.4. Extensions for on-board diagnostics

7.4.1. The type approval shall be extended to different vehicles with identical engine and emission control systems as defined in Appendix 2 to Annex 11 to this Regulation. The type approval shall be extended regardless of the following vehicle characteristics: (a) Engine accessories; (b) Tyres; (c) Equivalent inertia; (d) Cooling system; (e) Overall gear ratio; (f) Transmission type; and (g) Type of bodywork.

8. CONFORMITY OF PRODUCTION (COP)

8.1. Every vehicle bearing an approval mark as prescribed under this Regulation shall conform, with regard to components affecting the emission of gaseous and particulate pollutants by the engine, emissions from the crankcase and evaporative emissions, to the vehicle type approved. The conformity of production procedures shall comply with those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements: 8.1.1. Where applicable the tests of Types I, II, III, IV and the test for OBD shall be performed, as described in Table A of this Regulation. The specific procedures for conformity of production are set out in the paragraphs 8.2 to 8.6.

8.2. Checking the conformity of the vehicle for a Type I test 8.2.1. The Type I test shall be carried out on a vehicle of the same specification as described in the type approval certificate. When a Type I test is to be carried out for a vehicle type approval that has one or several extensions, the Type I tests shall be carried out either on the vehicle described in the initial information package or on the vehicle described in the information package relating to the relevant extension. 8.2.2. After selection by the Type Approval Authority, the manufacturer shall not undertake any adjustment to the vehicles selected. 8.2.2.1. Three vehicles shall be selected at random in the series and tested as described in paragraph 5.3.1 of this Regulation. The deterioration factors shall be used in the same way. The limit values are set out in Table 1 of paragraph 5.3.1.4. 8.2.2.2. If the Type Approval Authority is satisfied with the production standard deviation given by the manufacturer, the tests shall be carried out according to Appendix 1 to this Regulation. If the Type Approval Authority is not satisfied with the production standard deviation given by the manufacturer, the tests shall be carried out according to Appendix 2 to this Regulation. 8.2.2.3. The production of a series shall be deemed to conform or not to conform on the basis of a sampling test of the vehicles once a pass decision is reached for all the pollutants or a fail decision is reached for one pollutant, according to the test criteria applied in the appropriate appendix. When a pass decision has been reached for one pollutant, that decision shall not be changed by any additional tests carried out to reach a decision for the other pollutants. If no pass decision is reached for all the pollutants and no fail decision is reached for one pollutant, a test shall be carried out on another vehicle (see Figure 2). Figure 2 Checking the conformity of the vehicle 8.2.3. Notwithstanding the requirements of paragraph 5.3.1, the tests shall be carried out on vehicles coming straight off the production line. 8.2.3.1. However, at the request of the manufacturer, the tests may be carried out on vehicles which have completed: (a) A maximum of 3 000 km for vehicles equipped with a positive ignition engine; (b) A maximum of 15 000 km for vehicles equipped with a compression ignition engine. The running-in procedure shall be conducted by the manufacturer, who shall undertake not to make any adjustments to these vehicles. 8.2.3.2. If the manufacturer wishes to run in the vehicles, (‘x’ km, where x ≤ 3 000 km for vehicles equipped with a positive ignition engine and x ≤ 15 000 km for vehicles equipped with a compression ignition engine), the procedure shall be the following: (a) The pollutant emissions (Type I) shall be measured at zero and at ‘x’ km on the first tested vehicle; (b) The evolution coefficient of the emissions between zero and ‘x’ km shall be calculated for each of the pollutant: Emissions ‘x’ km/Emissions zero km This may be less than 1; and (c) The other vehicles shall not be run in, but their zero km emissions shall be multiplied by the evolution coefficient. In this case, the values to be taken shall be: (i) The values at ‘x’ km for the first vehicle; (ii) The values at zero km multiplied by the evolution coefficient for the other vehicles. 8.2.3.3. All these tests shall be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex 10 or Annex 10a to this Regulation may be used.

8.3. Checking the conformity of the vehicle for a Type III test 8.3.1. If a Type III test is to be carried out, it shall be conducted on all vehicles selected for the Type I conformity of production test set out in paragraph 8.2. The conditions laid down in Annex 6 to this Regulation shall apply.

8.4. Checking the conformity of the vehicle for a Type IV test 8.4.1. If a Type IV test is to be carried out, it shall be conducted in accordance with Annex 7 to this Regulation.

8.5. Checking the conformity of the vehicle for On-board Diagnostics (OBD) 8.5.1. If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance with the following requirements: 8.5.1.1. When the Type Approval Authority determines that the quality of production seems unsatisfactory, a vehicle shall be randomly taken from the series and subjected to the tests described in Appendix 1 to Annex 11 to this Regulation. 8.5.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in Appendix 1 to Annex 11 to this Regulation. 8.5.1.3. If the vehicle taken from the series does not satisfy the requirements of paragraph 8.5.1.1, a further random sample of four vehicles shall be taken from the series and subjected to the tests described in Appendix 1 to Annex 11 to this Regulation. The tests may be carried out on vehicles which have been run in for no more than 15 000 km. 8.5.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests described in Appendix 1 to Annex 11 to this Regulation.

8.6. Checking the conformity of a vehicle fuelled by LPG or NG/biomethane. 8.6.1. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG. In that case a fuel analysis shall be presented to the Type Approval Authority.

9. IN-SERVICE CONFORMITY

9.1. Introduction

This paragraph sets out the tailpipe emissions and OBD (including IUPRM) in-service conformity requirements for vehicles type approved to this Regulation.

9.2. Audit of in-service conformity

9.2.1. The audit of in-service conformity by the Type Approval Authority shall be conducted on the basis of any relevant information that the manufacturer has, under the same procedures as those for the conformity of production defined in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2). Information from Type Approval Authority and Contracting Party surveillance testing may complement the in-service monitoring reports supplied by the manufacturer.

9.2.2. Figures App4/1 and App4/2 of Appendix 4 to this Regulation illustrate the procedure for in-service conformity checking. The process for in-service conformity is described in Appendix 5 to this Regulation.

9.2.3. As part of the information provided for the in-service conformity control, at the request of the Type Approval Authority, the manufacturer shall report to the Type Approval Authority on warranty claims, warranty repair works and OBD faults recorded at servicing, according to a format agreed at type approval. The information shall detail the frequency and substance of faults for emissions related components and systems. The reports shall be filed at least once a year for each vehicle model for the duration of the period of up to 5 years of age or 100 000 km, whichever is the sooner.

9.2.4. Parameters defining the in-service family The in-service family may be defined by basic design parameters which shall be common to vehicles within the family. Accordingly, vehicle types may be considered as belonging to the same in-service family if they have in common, or within the stated tolerances, the following parameters: 9.2.4.1. Combustion process (two stroke, four stroke, rotary); 9.2.4.2. Number of cylinders; 9.2.4.3. Configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The inclination or orientation of the cylinders is not a criterion; 9.2.4.4. Method of engine fuelling (e.g. indirect or direct injection); 9.2.4.5. Type of cooling system (air, water, oil); 9.2.4.6. Method of aspiration (naturally aspirated, pressure charged); 9.2.4.7. Fuel for which the engine is designed (petrol, diesel, NG/biomethane, LPG, etc.). Bi-fuelled vehicles may be grouped with dedicated fuel vehicles providing one of the fuels is common; 9.2.4.8. Type of catalytic converter (three-way catalyst, lean NOX trap, SCR, lean NOX catalyst or other(s)); 9.2.4.9. Type of particulate trap (with or without); 9.2.4.10. Exhaust gas recirculation (with or without, cooled or non-cooled); and 9.2.4.11. Engine cylinder capacity of the largest engine within the family minus 30 per cent.

9.2.5. Information requirements An audit of in-service conformity will be conducted by the Type Approval Authority on the basis of information supplied by the manufacturer. Such information shall include in particular, the following: 9.2.5.1. The name and address of the manufacturer; 9.2.5.2. The name, address, telephone and fax numbers and e-mail address of the authorized representative within the areas covered by the manufacturer's information; 9.2.5.3. The model name(s) of the vehicles included in the manufacturer's information; 9.2.5.4. Where appropriate, the list of vehicle types covered within the manufacturer's information, i.e. for tailpipe emissions, the in-service family group in accordance with paragraph 9.2.4 and, for OBD and IUPRM, the OBD family, in accordance with Appendix 2 to Annex 11 to this Regulation; 9.2.5.5. The vehicle identification number (VIN) codes applicable to these vehicle types within the family (VIN prefix); 9.2.5.6. The numbers of the type approvals applicable to these vehicle types within the family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works); 9.2.5.7. Details of extensions, field fixes/recalls to those type approvals for the vehicles covered within the manufacturer's information (if requested by the Type Approval Authority); 9.2.5.8. The period of time over which the manufacturer's information was collected; 9.2.5.9. The vehicle build period covered within the manufacturer's information (e.g. vehicles manufactured during the 2014 calendar year); 9.2.5.10. The manufacturer's in-service conformity checking procedure, including: (a) Vehicle location method; (b) Vehicle selection and rejection criteria; (c) Test types and procedures used for the programme; (d) The manufacturer's acceptance/rejection criteria for the in-service family group; (e) Geographical area(s) within which the manufacturer has collected information; and (f) Sample size and sampling plan used; 9.2.5.11. The results from the manufacturer's in-service conformity procedure, including: (a) Identification of the vehicles included in the programme (whether tested or not). The identification shall include the following: (i) Model name; (ii) Vehicle Identification Number (VIN); (iii) Vehicle registration number; (iv) Date of manufacture; (v) Region of use (where known); and (vi) Tyres fitted (tailpipe emissions only). (b) The reason(s) for rejecting a vehicle from the sample; (c) Service history for each vehicle in the sample (including any re-works); (d) Repair history for each vehicle in the sample (where known); and (e) Test data, including the following: (i) Date of test/download; (ii) Location of test/download; and (iii) Distance indicated on vehicle odometer; for tailpipe emissions only; (iv) Test fuel specifications (e.g. test reference fuel or market fuel); (v) Test conditions (temperature, humidity, dynamometer inertia weight); (vi) Dynamometer settings (e.g. power setting); and (vii) Test results (from at least three different vehicles per family); and, for IUPRM only: (viii) All required data downloaded from the vehicle; and (ix) For each monitor to be reported the in-use performance ratio IUPRM. 9.2.5.12. Records of indication from the OBD system 9.2.5.13. For IUPRM sampling, the following: (a) The average of in-use-performance ratios IUPRM of all selected vehicles for each monitor according to paragraphs 7.1.4 and 7.1.5 of Appendix 1 to Annex 11 to this Regulation; (b) The percentage of selected vehicles, which have an IUPRM greater or equal to the minimum value applicable to the monitor according to paragraphs 7.1.4 and 7.1.5 of Appendix 1 to Annex 11 to this Regulation.

9.3. Selection of vehicles for in-service conformity

9.3.1. The information gathered by the manufacturer shall be sufficiently comprehensive to ensure that in-service performance can be assessed for normal conditions of use. The manufacturer's sampling shall be drawn from at least two Contracting Parties with substantially different vehicle operating conditions. Factors such as differences in fuels, ambient conditions, average road speeds, and urban/highway driving split shall be taken into consideration in the selection of the Contracting Parties. For OBD IUPRM testing only, vehicles fulfilling the criteria of paragraph 2.2.1 of Appendix 3 to this Regulation shall be included in the test sample.

9.3.2. In selecting the Contracting Parties for sampling vehicles, the manufacturer may select vehicles from a Contracting Party that is considered to be particularly representative. In this case, the manufacturer shall demonstrate to the Type Approval Authority which granted the type approval that the selection is representative (e.g. by the market having the largest annual sales of a vehicle family within the applicable Contracting Party). When a family requires more than one sample lot to be tested, as defined in paragraph 9.3.5, the vehicles in the second and third sample lots shall reflect different vehicle operating conditions from those selected for the first sample.

9.3.3. The emissions testing may be done at a test facility which is located in a different market or region from where the vehicles have been selected.

9.3.4. The in-service tailpipe emissions conformity tests by the manufacturer shall be continuously carried out reflecting the production cycle of applicable vehicles types within a given in-service vehicle family. The maximum time period between commencing two in-service conformity checks shall not exceed 18 months. In the case of vehicle types covered by an extension to the type approval that did not require an emissions test, this period may be extended up to 24 months.

9.3.5. Sample size 9.3.5.1 When applying the statistical procedure defined in Appendix 4 to this Regulation (i.e. for tailpipe emissions), the number of sample lots shall depend on the annual sales volume of an in-service family in the territories of a regional organization (e.g. European Union), as defined in Table 4.



Table 4 Sample size Registrations — per calendar year (for tailpipe emission tests), — of vehicles of an OBD family with IUPR in the sampling period Number of sample lots Up to 100 000 1 100 001 to 200 000 2 Above 200 000 3 9.3.5.2. For IUPR, the number of sample lots to be taken is described in Table 4 and is based on the number of vehicles of an OBD family that are approved with IUPR (subject to sampling). For the first sampling period of an OBD family, all of the vehicle types in the family that are approved with IUPR shall be considered to be subject to sampling. For subsequent sampling periods, only vehicle types which have not been previously tested or are covered by emissions approvals that have been extended since the previous sampling period shall be considered to be subject to sampling. For families consisting of fewer than 5 000 registrations that are subject to sampling within the sampling period, the minimum number of vehicles in a sample lot is six. For all other families, the minimum number of vehicles in a sample lot to be sampled is fifteen. Each sample lot shall adequately represent the sales pattern, i.e. at least the high volume vehicle types (≥ 20 per cent of the family total) shall be represented. Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum IUPR requirements as well as the requirement to demonstrate these to the Type Approval Authority.

9.4. On the basis of the audit referred to in paragraph 9.2, the Type Approval Authority shall adopt one of the following decisions and actions: (a) Decide that the in-service conformity of a vehicle type, vehicle in-service family or vehicle OBD family is satisfactory and not take any further action; (b) Decide that the data provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer; (c) Decide that based on data from the Type Approval Authority or Contracting Party surveillance testing programmes, that information provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer; or (d) Decide that the in-service conformity of a vehicle type, that is part of an in-service family, or of an OBD family, is unsatisfactory and proceed to have such vehicle type or OBD family tested in accordance with Appendix 3 to this Regulation. If, according to the IUPRM audit, the test criteria of paragraph 6.1.2, subparagraph (a) or (b) of Appendix 3 to this Regulation are met for the vehicles in a sample lot, the Type Approval Authority shall take the further action described in subparagraph (d) above. 9.4.1. Where Type I tests are considered necessary to check the conformity of emission control devices with the requirements for their performance while in service, such tests shall be carried out using a test procedure meeting the statistical criteria defined in Appendix 4 to this Regulation. 9.4.2. The Type Approval Authority, in cooperation with the manufacturer, shall select a sample of vehicles with sufficient mileage whose use under normal conditions can be reasonably assured. The manufacturer shall be consulted on the choice of the vehicles in the sample and allowed to attend the confirmatory checks of the vehicles. 9.4.3. The manufacturer shall be authorized, under the supervision of the Type Approval Authority, to carry out checks, even of a destructive nature, on those vehicles with emission levels in excess of the limit values with a view to establishing possible causes of deterioration which cannot be attributed to the manufacturer (e.g. use of leaded petrol before the test date). Where the results of the checks confirm such causes, those test results shall be excluded from the conformity check.

10. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

10.1. The approval granted in respect of a vehicle type pursuant to this Regulation, may be withdrawn if the requirements laid down in paragraph 8.1 are not complied with or if the vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8.1.1.

10.2. If a Contracting Party which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 2 to this Regulation.

11. PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the Type Approval Authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of copies of the communication form conforming to the model in Annex 2 to this Regulation.

12. TRANSITIONAL PROVISIONS

12.1. General provisions

12.1.1. As from the official date of entry into force of the 07 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 07 series of amendments.

12.1.2. As from the official date of entry into force of Supplement 5 to the 07 series of amendments to UN Regulation No 83, and by way of derogation to the obligations of Contracting Parties during the transitional period set out in paragraph 12.1.1 above, the Contracting Parties applying this Regulation and also applying in their national/regional territory the provisions on the Worldwide Harmonized Light Vehicle Test Procedure (WLTP) set out in UN Global Technical Regulation No 15 may no longer accept type approvals granted on the basis of this Regulation as an alternative to compliance with their national/regional legislation.

12.2. Type approvals

12.2.1. As from the official date of entry into force of the 07 series of amendments for vehicles of category M or N1 (Class I) and 1 September 2015 for vehicles of category N1 (Classes II or III) and category N2, Contracting Parties applying this Regulation shall grant an approval to new vehicle types only if they comply with: (a) The applicable limits for the Type I test in Table 1 specified in paragraph 5.3.1.4 of this Regulation; and (b) The Preliminary OBD threshold limits in Table A11/2 specified in paragraph 3.3.2.2 of Annex 11 to this Regulation.

12.2.2. As from 1 September 2015 for vehicles of category M or N1 (Class I), and from 1 September 2016 for vehicles of category N1 (Classes II or III) and category N2, Contracting Parties applying this Regulation shall not be obliged to accept a type-approval which has not been granted in accordance with the 07 series of amendments to this Regulation which does not comply with: (a) The applicable limits for the Type I test in Table 1 specified in paragraph 5.3.1.4 of this Regulation; and (b) The Preliminary OBD threshold limits in Table A11/2 specified in paragraph 3.3.2.2 of Annex 11 to this Regulation.

12.2.3. As from 1 September 2017 for vehicles of category M or N1 (Class I) and 1 September 2018 for vehicles of category N1 (Classes II or III) and category N2, Contracting Parties applying this Regulation as amended by the 07 series of amendments shall grant an approval to new vehicle types only if they comply with: (a) The applicable limits for the Type I test in Table 1 specified in paragraph 5.3.1.4; and (b) The Final OBD threshold limits in Table A11/1 specified in paragraph 3.3.2.1 of Annex 11 to this Regulation.

12.2.4. As from 1 September 2018 for vehicles of category M or N1 (Class I), and from 1 September 2019 for vehicles of category N1 (Classes II or III) and category N2, Contracting Parties applying this Regulation shall not be obliged to accept a type-approval which has not been granted in accordance with the 07 series of amendments to this Regulation which does not comply with: (a) The applicable limits for the Type I test in Table 1 specified in paragraph 5.3.1.4 of this Regulation; and (b) The Final OBD threshold limits in Table A11/1 specified in paragraph 3.3.2.1 of Annex 11 to this Regulation.

12.3. Special provisions

12.3.1. Contracting Parties applying this Regulation may continue to grant approvals to those vehicles which comply with any previous series of amendments, or to any level of this Regulation, provided that the vehicles are intended for sale or for export to countries that apply the relating requirements in their national legislations.

13. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF TYPE APPROVAL AUTHORITIES

The Contracting Parties to the 1958 Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.









APPENDIX 1

Procedure for verifying the conformity of production requirements if the production standard deviation given by the manufacturer is satisfactory

1. This appendix describes the procedure to be used to verify the production conformity for the Type I test when the manufacturer's production standard deviation is satisfactory.

2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0,95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0,l (consumer's risk = 10 per cent).

3. For each of the pollutants given in Table 1 of paragraph 5.3.1.4, the following procedure is used (see Figure 2 in paragraph 8.2). Taking: L = the natural logarithm of the limit value for the pollutant, xi = the natural logarithm of the measurement for the i-th vehicle of the sample, s = an estimate of the production standard deviation (after taking the natural logarithm of the measurements), n = the current sample number.

4. Compute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined as:

5. Then: 5.1. If the test statistic is greater than the pass decision number for the sample size given in Table App1/1, the pollutant is passed; 5.2. If the test statistic is less than the fail decision number for the sample size given in Table App1/1, the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one unit greater.



Table App1/1 Pass decision number for the sample size Cumulative number of tested vehicles (current sample size) Pass decision threshold Fail decision threshold 3 3,327 – 4,724 4 3,261 – 4,79 5 3,195 – 4,856 6 3,129 – 4,922 7 3,063 – 4,988 8 2,997 – 5,054 9 2,931 – 5,12 10 2,865 – 5,185 11 2,799 – 5,251 12 2,733 – 5,317 13 2,667 – 5,383 14 2,601 – 5,449 15 2,535 – 5,515 16 2,469 – 5,581 17 2,403 – 5,647 18 2,337 – 5,713 19 2,271 – 5,779 20 2,205 – 5,845 21 2,139 – 5,911 22 2,073 – 5,977 23 2,007 – 6,043 24 1,941 – 6,109 25 1,875 – 6,175 26 1,809 – 6,241 27 1,743 – 6,307 28 1,677 – 6,373 29 1,611 – 6,439 30 1,545 – 6,505 31 1,479 – 6,571 32 – 2,112 – 2,112









APPENDIX 2

Procedure for verifying the conformity of production requirements if the production standard deviation given by the manufacturer is either not satisfactory or not available

1. This appendix describes the procedure to be used to verify the production conformity requirements for the Type I test when the manufacturer's evidence of production standard deviation is either not satisfactory or not available.

2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0,95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0,l (consumer's risk = 10 per cent).

3. The measurements of the pollutants given in Table 1 of paragraph 5.3.1.4 of this Regulation are considered to be log normally distributed and shall first be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample sizes respectively (m0 = 3 and m = 32) and let n denote the current sample number.

4. If the natural logarithms of the measurements in the series are x1, x2 …, xi and L is the natural logarithm of the limit value for the pollutant, then define: d1 = x1 – L and

5. Table App2/1 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio

and shall be used to determine whether the series has passed or failed as follows: For mo ≤ n ≤ m (i) Pass the series if

(ii) Fail the series if

(iii) Take another measurement if



6. Remarks The following recursive formulae are useful for computing successive values of the test statistic: (n = 2, 3, … ;

; V1 = 0)



Table App2/1 Minimum sample size = 3 Sample size (n) Pass decision threshold (An) Fail decision threshold (Bn) 3 – 0,80381 16,64743 4 – 0,76339 7,68627 5 – 0,72982 4,67136 6 – 0,69962 3,25573 7 – 0,67129 2,45431 8 – 0,64406 1,94369 9 – 0,61750 1,59105 10 – 0,59135 1,33295 11 – 0,56542 1,13566 12 – 0,53960 0,97970 13 – 0,51379 0,85307 14 – 0,48791 0,74801 15 – 0,46191 0,65928 16 – 0,43573 0,58321 17 – 0,40933 0,51718 18 – 0,38266 0,45922 19 – 0,35570 0,40788 20 – 0,32840 0,36203 21 – 0,30072 0,32078 22 – 0,27263 0,28343 23 – 0,24410 0,24943 24 – 0,21509 0,21831 25 – 0,18557 0,18970 26 – 0,15550 0,16328 27 – 0,12483 0,13880 28 – 0,09354 0,11603 29 – 0,06159 0,09480 30 – 0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876









APPENDIX 3

IN-SERVICE CONFORMITY CHECK

1. INTRODUCTION

This appendix sets out the criteria referred to in paragraphs 9.3 and 9.4 of this Regulation regarding the selection of vehicles for testing and the procedures for the in-service conformity control.

2. SELECTION CRITERIA

The criteria for acceptance of a selected vehicle are defined for tailpipe emissions in paragraphs 2.1 to 2.8 of this appendix and for IUPRM in paragraphs 2.1 to 2.5 of this appendix. Information is collected by vehicle examination and an interview with the owner/driver.

2.1. The vehicle shall belong to a vehicle type that is type approved under this Regulation and covered by a certificate of conformity in accordance with the 1958 Agreement. It shall be registered and used in a country of the Contracting Parties.

2.2. The vehicle shall have been in service for at least 15 000 km or 6 months, whichever is the later, and for no more than 100 000 km or 5 years, whichever is the sooner. 2.2.1. For checking IUPRM, the test sample shall include only vehicles that: (a) Have collected sufficient vehicle operation data for the monitor to be tested. For monitors required to meet the in-use monitor performance ratio and to track and report ratio data pursuant to paragraph 7.6.1 of Appendix 1 to Annex 11 to this Regulation sufficient vehicle operation data shall mean the denominator meets the criteria set forth below. The denominator, as defined in paragraphs 7.3 and 7.5 of Appendix 1 to Annex 11 to this Regulation, for the monitor to be tested shall have a value equal to or greater than one of the following values: (i) 75 for evaporative system monitors, secondary air system monitors, and monitors utilising a denominator incremented in accordance with paragraph 7.3.2 subparagraphs (a), (b) or (c) of Appendix 1 to Annex 11 to this Regulation (e.g. cold start monitors, air conditioning system monitors, etc.); or (ii) 25 for particulate filter monitors and oxidation catalyst monitors utilising a denominator incremented in accordance with paragraph 7.3.2 subparagraph (d) of Appendix 1 to Annex 11 to this Regulation; or (iii) 150 for catalyst, oxygen sensor, EG R, VVT, and all other component monitors; (b) Have not been tampered with or equipped with add-on or modified parts that would cause the OBD system not to comply with the requirements of Annex 11 to this Regulation.

2.3. There shall be a maintenance record to show that the vehicle has been properly maintained, e.g. has been serviced in accordance with the manufacturer's recommendations.

2.4. The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling, or other misuse), or other factors (e.g. tampering) that could affect emission performance. The fault code and mileage information stored in the computer is taken into account. A vehicle shall not be selected for testing if the information stored in the computer shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was not carried out.

2.5. There shall have been no unauthorised major repair to the engine or major repair of the vehicle.

2.6. The lead content and sulphur content of a fuel sample from the vehicle tank shall meet applicable standards and there shall be no evidence of misfuelling. Checks may be done in the exhaust, etc.

2.7. There shall be no indication of any problem that might jeopardise the safety of laboratory personnel.

2.8. All anti-pollution system components on the vehicle shall be in conformity with the applicable type approval.

3. DIAGNOSIS AND MAINTENANCE

Diagnosis and any normal maintenance necessary shall be performed on vehicles accepted for testing, prior to measuring exhaust emissions, in accordance with the procedure laid down in paragraphs 3.1 to 3.8 of this appendix.

3.1. The following checks shall be carried out: checks on air filter, all drive belts, all fluid levels, radiator cap, all vacuum hoses and electrical wiring related to the anti-pollution system for integrity; checks on ignition, fuel metering and anti-pollution device components for maladjustments and/or tampering. All discrepancies shall be recorded.

3.2. The OBD system shall be checked for proper functioning. Any malfunction indications in the OBD memory shall be recorded and the requisite repairs shall be carried out. If the OBD malfunction indicator registers a malfunction during a preconditioning cycle, the fault may be identified and repaired. The test may be re-run and the results of that repaired vehicle used.

3.3. The ignition system shall be checked and defective components replaced, for example spark plugs, cables, etc.

3.4. The compression shall be checked. If the result is unsatisfactory the vehicle is rejected.

3.5. The engine parameters shall be checked to the manufacturer's specifications and adjusted if necessary.

3.6. If the vehicle is within 800 km of a scheduled maintenance service, that service shall be performed according to the manufacturer's instructions. Regardless of odometer reading, the oil and air filter may be changed at the request of the manufacturer.

3.7. Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test reference fuel, unless the manufacturer accepts the use of market fuel.

3.8. In the case of vehicles equipped with periodically regenerating systems as defined in paragraph 2.20 of this Regulation, it shall be established that the vehicle is not approaching a regeneration period. (The manufacturer shall be given the opportunity to confirm this.) 3.8.1. If this is the case, the vehicle shall be driven until the end of the regeneration. If regeneration occurs during emissions measurement, then a further test shall be carried out to ensure that regeneration has been completed. A complete new test shall then be performed, and the first and second test results not taken into account. 3.8.2. As an alternative to paragraph 3.8.1 above, if the vehicle is approaching a regeneration the manufacturer may request that a specific conditioning cycle is used to ensure that regeneration (e.g. this may involve high speed, high load driving). The manufacturer may request that testing may be carried out immediately after regeneration or after the conditioning cycle specified by the manufacturer and normal test preconditioning.

4. IN-SERVICE TESTING

4.1. When a check on vehicles is deemed necessary, emission tests in accordance with Annex 4a to this Regulation are performed on pre-conditioned vehicles selected in accordance with the requirements of paragraphs 2 and 3 of this appendix. Pre-conditioning cycles additional to those specified in paragraph 6.3 of Annex 4a to this Regulation will only be allowed if they are representative of normal driving.

4.2. Vehicles equipped with an OBD system may be checked for proper in-service functionality of the malfunction indication, etc., in relation to levels of emissions (e.g. the malfunction indication limits defined in Annex 11 to this Regulation) for the type-approved specifications.

4.3. The OBD system may be checked, for example, for levels of emissions above the applicable limit values with no malfunction indication, systematic erroneous activation of the malfunction indication and identified faulty or deteriorated components in the OBD system.

4.4. If a component or system operates in a manner not covered by the particulars in the type approval certificate and/or information package for such vehicle types and such deviation has not been authorised under the 1958 Agreement, with no malfunction indication by the OBD, the component or system shall not be replaced prior to emission testing, unless it is determined that the component or system has been tampered with or abused in such a manner that the OBD does not detect the resulting malfunction.

5. EVALUATION OF EMISSION TEST RESULTS

5.1. The test results are submitted to the evaluation procedure in accordance with Appendix 4 to this Regulation.

5.2. Test results shall not be multiplied by deterioration factors.

5.3. In the case of periodically regenerating systems as defined in paragraph 2.20 of this Regulation, the results shall be multiplied by the factors Ki obtained at the time when type approval was granted.

6. PLAN OF REMEDIAL MEASURES

6.1. The Type Approval Authority shall request the manufacturer to submit a plan of remedial measures to remedy the non-compliance when: 6.1.1. For tailpipe emissions more than one vehicle is found to be an outlying emitter that meets either of the following conditions: (a) The conditions of paragraph 3.2.2 of Appendix 4 to this Regulation and where both the Type Approval Authority and the manufacturer agree that the excess emission is due to the same cause; or (b) The conditions of paragraph 3.2.3 of Appendix 4 to this Regulation where the Type Approval Authority has determined that the excess emission is due to the same cause. 6.1.2. For IUPRM of a particular monitor M the following statistical conditions are met in a test sample, the size of which is determined according to paragraph 9.3.5 of this Regulati