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for its contents. The authentic versions of the relevant acts, including their preambles, are those published in the Official 
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embedded in this document  
►B COMMISSION REGULATION (EU) 2017/1151  
of 1 June 2017  
supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on 
type-approval of motor vehicles with respect to emissions from light passenger and commercial 
vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, 
amending Directive 2007/46/EC of the European Parliament and of the Council, Commission 
Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing 
Commission Regulation (EC) No 692/2008  
(Text with EEA relevance)  
(OJ L 175, 7.7.2017, p. 1)  
Amended by:  
Official Journal  
No page  date  
►M1 Commission Regulation (EU) 2017/1154 of 7 June 2017  L 175  708  7.7.2017  
►M2 Commission Regulation (EU) 2017/1347 of 13 July 2017  L 192  1  24.7.2017  
►M3 Commission Regulation (EU) 2018/1832 of 5 November 2018  L 301  1  27.11.2018  
Corrected by:  
►C1 Corrigendum, OJ L 256, 4.10.2017, p. 11 (2017/1154)  
►C2 Corrigendum, OJ L 56, 28.2.2018, p. 66 (2017/1151)  
►C3 Corrigendum, OJ L 263, 16.10.2019, p. 41 (2018/1832)  02017R1151 — EN — 01.01.2019 — 002.006 — 1
02017R1151 — EN — 01.01.2019 — 002.006 — 2  
COMMISSION REGULATION (EU) 2017/1151  
of 1 June 2017  
supplementing Regulation (EC) No 715/2007 of the European 
Parliament and of the Council on type-approval of motor vehicles 
with respect to emissions from light passenger and commercial 
vehicles (Euro 5 and Euro 6) and on access to vehicle repair and 
maintenance information, amending Directive 2007/46/EC of the 
European Parliament and of the Council, Commission Regulation 
(EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 
and repealing Commission Regulation (EC) No 692/2008  
(Text with EEA relevance)  
Article 1  
Subject matter  
This Regulation lays down measures for the implementation of Regu ­
lation (EC) No 715/2007.  
Article 2  
Definitions  
For the purposes of this Regulation, the following definitions shall 
apply:  
(1) ‘vehicle type with regard to emissions and vehicle repair and 
maintenance information’ means a group of vehicles which:  
(a) do not differ with respect to the criteria constituting an "inter ­
polation family" as defined in point 5.6 of Annex XXI;  
▼M3 
(b) fall in a single "CO  2 interpolation range" within the meaning 
of point 2.3.2 of Sub-Annex 6 to Annex XXI;  
▼B 
(c) do not differ with respect to any characteristics that have a 
non-negligible influence on tailpipe emissions, such as, but 
not limited to, the following:  
— types and sequence of pollution control devices (e.g. 
three-way catalyst, oxidation catalyst, lean NO  x trap, 
SCR, lean NO  x catalyst, particulate trap or combinations 
thereof in a single unit);  
— exhaust gas recirculation (with or without, internal/ex ­
ternal, cooled/non-cooled, low/high pressure).  
(2) ‘EC type-approval of a vehicle with regard to emissions and 
vehicle repair and maintenance information’ means an EC type- 
approval of the vehicles contained in a ‘vehicle type with regard  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 3  
to emissions and vehicle repair and maintenance information’ 
with regard to their tailpipe emissions, crankcase emissions, evap ­
orative emissions, fuel consumption and access to vehicle OBD 
and vehicle repair and maintenance information;  
▼M2 
(3) ‘odometer’ means an instrument indicating to the driver the total 
distance driven by the vehicle since its production;  
▼B 
(4) ‘starting aid’ means glow plugs, modifications to the injection 
timing and other devices which assist the engine to start 
without enrichment of the air/fuel mixture of the engine;  
(5) ‘engine capacity’ means either of the following:  
(a) for reciprocating piston engines, the nominal engine swept 
volume;  
(b) for rotary piston (Wankel) engines, double the nominal 
engine swept volume;  
▼M3 
(6) ‘periodically regenerating system’ means an exhaust emissions 
control device (e.g. catalytic converter, particulate trap) that 
requires a periodic regeneration process;  
▼B 
(7) ‘original replacement pollution control device’ means a pollution 
control device or an assembly of pollution control devices whose 
types are indicated in Appendix 4 to Annex I to this Regulation 
but are offered on the market as separate technical units by the 
holder of the vehicle type-approval;  
(8) ‘type of pollution control device’ means catalytic converters and 
particulate filters which do not differ in any of the following 
essential aspects:  
(a) number of substrates, structure and material;  
(b) type of activity of each substrate;  
(c) volume, ratio of frontal area and substrate length;  
(d) catalyst material content;  
(e) catalyst material ratio;  
(f) cell density;  
(g) dimensions and shape;  
(h) thermal protection;  
(9) ‘mono fuel vehicle’ means a vehicle that is designed to run 
primarily on one type of fuel;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 4  
(10) ‘mono fuel gas vehicle’ means a mono fuel vehicle that primarily 
runs on LPG, NG/biomethane, or hydrogen but may also have a 
petrol system for emergency purposes or starting only, where the 
petrol tank does not contain more than 15 litres of petrol;  
▼M3 
(11) ‘bi-fuel vehicle’ means a vehicle with two separate fuel storage 
systems that is designed to run primarily on only one fuel at a 
time;  
(12) ‘bi-fuel gas vehicle’ means a bi-fuel vehicle where the two fuels 
are petrol (petrol mode) and either LPG, NG/biomethane, or 
hydrogen;  
▼B 
(13) ‘flex fuel vehicle’ means a vehicle with one fuel storage system 
that can run on different mixtures of two or more fuels;  
(14) ‘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);  
(15) ‘flex fuel biodiesel vehicle’ means a flex fuel vehicle that can run 
on mineral diesel or a mixture of mineral diesel and biodiesel;  
(16) ‘hybrid electric vehicle’ (HEV) means a hybrid vehicle where one 
of the propulsion energy converters is an electric machine;  
(17) ‘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 section 2 of Appendix 3 to 
UN/ECE Regulation No 83 (  1 ); 
(18) ‘emission control system’ means, in the context of the OBD 
system, the electronic engine management controller and any 
emission-related component in the exhaust or evaporative 
system which supplies an input to or receives an output from 
this controller;  
(19) ‘malfunction indicator’ (MI) means a visible or audible indicator 
that clearly informs the driver of the vehicle in the event of a 
malfunction of any emission-related component connected to the 
OBD system, or of the OBD system itself;  
(20) ‘malfunction’ means the failure of an emission-related component 
or system that would result in emissions exceeding the limits in 
section 2.3 of Annex XI or if the OBD system is unable to fulfil 
the basic monitoring requirements set out in Annex XI;  ▼B 
( 1 ) 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 [2015/1038] (OJ L 172, 3.7.2015, p. 1).
 02017R1151 — EN — 01.01.2019 — 002.006 — 5  
(21) ‘secondary air’ means the air introduced into the exhaust system 
by means of a pump or aspirator valve or other means that is 
intended to aid in the oxidation of HC and CO contained in the 
exhaust gas stream;  
(22) ‘driving cycle’, means, in respect of vehicle OBD systems, the 
engine start-up, driving mode where a malfunction would be 
detected if present, and engine shut-off;  
(23) ‘access to information’ means the availability of all vehicle OBD 
and vehicle repair and maintenance information, required for the 
inspection, diagnosis, servicing or repair of the vehicle.  
(24) ‘deficiency’ means, in the context of the OBD system, that up to 
two separate components or systems which are monitored contain 
temporary or permanent operating characteristics that impair the 
otherwise efficient OBD monitoring of those components or 
systems or do not meet all of the other detailed requirements 
for OBD;  
(25) ‘deteriorated replacement pollution control device’ means a 
pollution control device as defined in Article 3(11) of Regulation 
(EC) No 715/2007 that has been aged or artificially deteriorated 
to such an extent that it fulfils the requirements laid out in section 
1 to Appendix 1 to Annex XI of UN/ECE Regulation No 83;  
(26) ‘vehicle OBD information’ means information relating to an on- 
board diagnostic system for any electronic system on the vehicle  
(27) ‘reagent’ means any product other than fuel that is stored on- 
board the vehicle and is provided to the exhaust after-treatment 
system upon request of the emission control system;  
(28) ‘mass in running order’ means the mass of the vehicle, with its 
fuel tank(s) filled to at least 90 per cent of its or their capacity/ 
capacities, including the mass of the driver, fuel and liquids, 
fitted with the standard equipment in accordance with the manu ­
facturer's specifications and, when they are fitted, the mass of the 
bodywork, the cabin, the coupling and the spare wheel(s) as well 
as the tools;  
(29) ‘engine misfire’ means lack of combustion in the cylinder of a 
positive ignition engine due to absence of spark, poor fuel 
metering, poor compression or any other cause;  
(30) ‘cold start system or device’ means a system which temporarily 
enriches the air/fuel mixture of the engine thus assisting the 
engine to start;  
(31) ‘power take-off operation or unit’ means an engine-driven output 
provision for the purposes of powering auxiliary, vehicle 
mounted, equipment;  
▼M1 
(32) ‘small volume manufacturer’ means a manufacturer whose 
worldwide annual production is less than 10 000 units for the 
year prior to the one for which the type approval is granted and:  
(a) is not part of a group of connected manufacturers; or  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 6  
(b) is part of a group of connected manufacturers whose 
worldwide annual production is less than 10 000 units for 
the year prior to the one for which the type approval is 
granted; or  
(c) is part of a group of connected manufacturers but operates its 
own production facilities and own design centre;  
(32a) ‘own production facility’ means a manufacturing or assembly 
plant used by the manufacturer for the purpose of manufacturing 
or assembling new vehicles for that manufacturer, including, 
where relevant, vehicles which are intended for export;  
(32b) ‘own design centre’ means a facility in which the whole vehicle 
is designed and developed, and which is under the control and 
use of the manufacturer;  
(32c) ‘ultra-small-volume manufacturers’ means a small volume manu ­
facturer as defined in point (32) which has registrations of less 
than 1 000 in the Community for the year prior to the one the 
type approval is granted;  
▼M2 __________  
▼M3 
(33) ‘pure ICE vehicle’ means a vehicle where all of the propulsion 
energy converters are internal combustion engines;  
▼B 
(34) ‘Pure electric vehicle’ (PEV) means a vehicle equipped with a 
powertrain containing exclusively electric machines as propulsion 
energy converters and exclusively rechargeable electric energy 
storage systems as propulsion energy storage systems;  
(35) ‘Fuel cell’ means an energy converter transforming chemical 
energy (input) into electrical energy (output) or vice versa;  
(36) ‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a 
powertrain containing exclusively fuel cell(s) and electric 
machine(s) as propulsion energy converter(s);  
(37) ‘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 
Annex XX (Measurements of net power and the maximum 30 
minutes power of electric drive train), and determined under 
reference atmospheric conditions;  
▼M3 
(38) ‘rated engine power’ (P  rated ) means the maximum net power of 
the engine or motor in kW measured in accordance with the 
requirements of Annex XX;  
▼B 
(39) ‘maximum 30 minutes power’ means the maximum net power of 
an electric drive train at DC voltage as set out in paragraph 5.3.2. 
of UN/ECE Regulation No 85 (  1 ); ▼M1 
( 1 ) Regulation No 85 of the Economic Commission for Europe of the United 
Nations (UN/ECE) — Uniform provisions concerning the approval of internal 
combustion engines or electric drive trains intended for the propulsion of 
motor vehicles of categories M and N with regard to the measurement of 
net power and the maximum 30 minutes power of electric drive trains 
(OJ L 323, 7.11.2014, p. 52).
 02017R1151 — EN — 01.01.2019 — 002.006 — 7  
(40) ‘cold start’ means, in the context of the in use performance ratio 
of OBD monitors, an engine coolant temperature or equivalent 
temperature at engine start less than or equal to 35 °C and less 
than or equal to 7 °C higher than ambient temperature, if 
available;  
(41) ‘Real driving emissions (RDE)’ means the emissions of a vehicle 
under its normal conditions of use;  
(42) ‘Portable emissions measurement system’ (PEMS) means a 
portable emissions measurement system meeting the requirements 
specified in Appendix 1 to Annex IIIA;  
(43) ‘Base Emission Strategy’, (‘BES’) means an emission strategy 
that is active throughout the speed and load operating range of 
the vehicle unless an Auxiliary Emission Strategy is activated;  
(44) ‘Auxiliary Emission Strategy’, (‘AES’) means an emission 
strategy that becomes active and replaces or modifies a BES 
for a specific purpose and in response to a specific set of 
ambient or operating conditions and only remains operational 
as long as those conditions exist;  
▼M3 
(45) ‘Fuel tank system’ means the devices which allow storing the 
fuel, comprising the fuel tank, the fuel filler, the filler cap and 
the fuel pump when it is fitted in or on the fuel tank;  
(46) ‘permeability factor’ (PF) means the factor determined on the 
basis of hydrocarbon losses over a period of time and used to 
determine the final evaporative emissions;  
(47) ‘monolayer non-metal tank’ means a fuel tank constructed with a 
single layer of non-metal material including fluorinated/sulfonated 
materials;  
(48) ‘multilayer tank’ means a fuel tank constructed with at least two 
different layered materials, one of which is a hydrocarbon barrier 
material;  
▼M2 
(49) ‘inertia category’ means a category of test masses of the vehicle 
corresponding to an equivalent inertia as laid down in Table 
A4a/3 of Annex 4a to UN/ECE Regulation No 83 when the 
test mass is set equal to the reference mass.  
▼B 
Article 3  
Requirements for type-approval 
▼M3 
1. In order to receive an EC type-approval with regard to emissions 
and vehicle repair and maintenance information, the manufacturer shall 
demonstrate that the vehicles comply with the requirements of this 
Regulation when tested in accordance with the test procedures 
specified in Annexes IIIA to VIII, XI, XIV, XVI, XX, XXI and 
XXII. The manufacturer shall also ensure that the reference fuels 
comply with the specifications set out in Annex IX.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 8  
2. Vehicles shall be subject to the tests specified in Figure I.2.4 of 
Annex I.  
3. As an alternative to the requirements contained in Annexes II, V 
to VIII, XI, XVI and XXI, small volume manufacturers may request the 
granting of EC type-approval to a vehicle type which was approved by 
an authority of a third country on the basis of the legislative acts listed 
in section 2.1 of Annex I.  
The emissions tests for roadworthiness purposes set out in Annex IV, 
tests for fuel consumption and CO  2 emissions set out in Annex XXI and 
the requirements for access to vehicle OBD and vehicle repair and 
maintenance information set out in Annex XIV shall be required to 
obtain EC type-approval with regard to emissions and vehicle repair 
and maintenance information under this paragraph.  
The approval authority shall inform the Commission of the circum ­
stances of each type approval granted under this paragraph.  
4. Specific requirements for inlets to fuel tanks and electronic system 
security are laid down in Section 2.2 and 2.3 of Annex I.  
5. The manufacturer shall take technical measures so as to ensure 
that the tailpipe and evaporative emissions are effectively limited, in 
accordance with this Regulation, throughout the normal life of the 
vehicle and under normal conditions of use.  
These measures shall include ensuring that the security of hoses, joints 
and connections, used within the emission control systems, are 
constructed so as to conform with the original design intent.  
6. The manufacturer shall ensure that the emissions test results 
comply with the applicable limit value under the specified test 
conditions of this Regulation.  
▼M3 
7. For the Type 1 test set out in Annex XXI, vehicles that are fuelled 
with LPG or NG/biomethane shall be tested in the Type 1 test for 
variation in the composition of LPG or NG/biomethane, as set out in 
Annex 12 to UN/ECE Regulation No 83 for pollutant emissions, with 
the fuel used for the measurement of the net power in accordance with 
Annex XX to this Regulation.  
Vehicles that can be fuelled both 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 UN/ECE Regulation No 83, and with the fuel 
used for the measurement of the net power in accordance with Annex 
XX to this Regulation.  
▼B 
8. For the Type 2 test set out in Appendix 1 to Annex IV, 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 % vol.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 9  
At high engine idling speed, the carbon monoxide content by volume of 
the exhaust gases shall not exceed 0,2 %, 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.  
9. The manufacturer shall ensure that for the Type 3 test set out in 
Annex V, the engine's ventilation system does not permit the emission 
of any crankcase gases into the atmosphere.  
10. The Type 6 test measuring emissions at low temperatures set out 
in Annex VIII shall not apply to diesel vehicles.  
However, when applying for type-approval, manufacturers shall present 
to the approval authority with information showing that the NO  x 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 6 test.  
In addition, the manufacturer shall provide the approval authority with 
information on the operating strategy of the exhaust gas recirculation 
system (EGR), including its functioning at low temperatures.  
This information shall also include a description of any effects on 
emissions.  
The 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.  
At the request of the Commission, the approval authority shall provide 
information on the performance of NO  x after-treatment devices and 
EGR system at low temperatures.  
11. The manufacturer shall ensure that, throughout the normal life of 
a vehicle which is type approved in accordance with Regulation (EC) 
No 715/2007, its emissions as determined in accordance with the 
requirements set out in Annex IIIA and emitted at an RDE test 
performed in accordance with that Annex, shall not exceed the values 
set out therein.  
Type approval in accordance with Regulation (EC) No 715/2007 may 
only be issued if the vehicle is part of a validated PEMS test family 
according to Appendix 7 of Annex IIIA.  
▼M1 
The requirements of Annex IIIA shall not apply to emission type- 
approvals according to Regulation (EC) No 715/2007 granted to ultra- 
small-volume manufacturers.  
▼B 
Article 4  
Requirements for type-approval regarding the OBD system  
1. The manufacturer shall ensure that all vehicles are equipped with 
an OBD system.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 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.  
3. The OBD system shall comply with the requirements of this Regu ­
lation during normal conditions of use.  
4. When tested with a defective component in accordance with 
Appendix 1 of Annex XI, 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 thresholds limits specified in 
section 2.3 of Annex XI.  
5. The manufacturer shall ensure that the OBD system complies with 
the requirements for in-use performance set out in section 3 of 
Appendix 1 to Annex XI of this Regulation under all reasonably fore ­
seeable driving conditions.  
6. In-use performance related data to be stored and reported by a 
vehicle's OBD system according to the provisions of Section 7.6 of 
Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall be 
made readily available by the manufacturer to national authorities and 
independent operators without any encryption.  
▼M3 
Article 4a  
Requirements for type-approval regarding devices for monitoring 
the consumption of fuel and/or electric energy  
The manufacturer shall ensure that the following vehicles of categories 
M1 and N1 are equipped with a device for determining, storing and 
making available data on the quantity of fuel and/or electric energy used 
for the operation of the vehicle:  
(1) pure ICE and Not-Off-Vehicle Charging Hybrid Electric vehicles 
(NOVC-HEVs) powered exclusively by mineral diesel, biodiesel, 
petrol, ethanol or any combination of these fuels;  
(2) Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) 
powered by electricity and any of the fuels mentioned in point 1.  
The device for monitoring the consumption of fuel and/or electric 
energy shall comply with the requirements laid down in Annex XXII.  
▼B 
Article 5  
Application for EC type-approval of a vehicle with regard to 
emissions and access to vehicle repair and maintenance information  
1. The manufacturer shall submit to the approval authority an appli ­
cation for EC type-approval of a vehicle with regard to emissions and 
access to vehicle repair and maintenance information.  
2. The application referred to in paragraph 1 shall be drawn up in 
accordance with the model of the information document set out in 
Appendix 3 to Annex I.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 11  
3. 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 either would 
result in emissions exceeding the limits given in section 2.3 of 
Annex XI if that percentage of misfire had been present from the 
start of a type 1 test as chosen for the demonstration according to 
Annex XI to this Regulation or 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 section 3 of Appendix 1 to Annex XI 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 
must fulfil the requirements of paragraphs 7.2 and 7.3. of Appendix 
1 to Annex XI of UN/ECE Regulation No 83, as well as for 
disabling numerators, denominators and the general denominator 
under the conditions outlined in paragraph 7.7 of Appendix 1 to 
Annex XI of UN/ECE Regulation No 83;  
(f) a description of the provisions taken to prevent tampering with and 
modification of the emission control computer, odometer including 
the recording of mileage values for the purposes of the requirements 
of Annexes XI and XVI;  
(g) if applicable, the particulars of the vehicle family as referred to in 
Appendix 2 to Annex 11 to UN/ECE Regulation No 83;  
(h) where appropriate, copies of other type-approvals with the relevant 
data to enable extension of approvals and establishment of deterio ­
ration factors.  
4. For the purposes of point (d) of paragraph 3, the manufacturer shall 
use the model of manufacturer's certificate of compliance with the OBD 
in-use performance requirements set out in Appendix 7 of Annex I  
5. For the purposes of point (e) of paragraph 3, the approval 
authority that grants the approval shall make the information referred 
to in that point available to the approval authorities or the Commission 
upon request.  
6. For the purposes of points (d) and (e) of paragraph 3, approval 
authorities shall not approve a vehicle if the information submitted by 
the manufacturer is inappropriate for fulfilling the requirements of 
section 3 of Appendix 1 to Annex XI.  
Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex XI of UN/ECE 
Regulation No 83 shall apply under all reasonably foreseeable driving 
conditions.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 12  
For the assessment of the implementation of the requirements set out in 
these paragraphs, the approval authorities shall take into account the 
state of technology.  
7. For the purposes of point (f) of paragraph 3, 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.  
8. For the tests specified in Figure I.2.4 of Annex I the manufacturer 
shall submit to the technical service responsible for the type-approval 
tests a vehicle representative of the type to be approved.  
9. The application for type-approval of mono fuel, bi-fuel and flex- 
fuel vehicles shall comply with the additional requirements laid down in 
Sections 1.1 and 1.2 of Annex I.  
10. 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.  
▼M1 
11. In order for the approval authorities to be able to assess the 
proper use of AES, taking into account the prohibition of defeat 
devices contained in Article 5(2) of Regulation (EC) No 715/2007, 
the manufacturer shall also provide an extended documentation 
package, as described in Appendix 3a of Annex I to this Regulation.  
▼M3 
The extended documentation package shall be identified and dated by 
the approval authority and kept by that authority for at least 10 years 
after the approval is granted.  
At the request of the manufacturer, the approval authority shall conduct 
a preliminary assessment of the AES for new vehicle types. In that case, 
the relevant documentation shall be provided to the type approval 
authority between 2 and 12 months before the start of the type- 
approval process.  
The approval authority shall make a preliminary assessment on the basis 
of the extended documentation package, as described in point (b) of 
Appendix 3a to Annex I, provided by the manufacturer. The approval 
authority shall make the assessment in accordance with the methodology 
described in Appendix 3b of Annex I. The approval authority may 
deviate from that methodology in exceptional and duly justified cases.  
The preliminary assessment of the AES for new vehicle types shall 
remain valid for the purposes of type approval for a period of 18 
months. That period may be extended by a further 12 months if the 
manufacturer provides to the approval authority proof that no new tech ­
nologies have become accessible in the market that would change the 
preliminary assessment of the AES.  
A list of AES which were deemed non-acceptable by Type Approval 
Authorities shall be compiled yearly by the Type-Approval Authorities 
Expert Group (TAAEG) and made available to the public by the 
Commission.  
▼M1 __________  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 13  
12. The manufacturer shall also provide the type approval authority 
which granted the emission type-approval under this Regulation 
(‘granting approval authority’) with a package on Testing Transparency 
containing the necessary information in order to allow the performance 
of testing in accordance with point 5.9 of Part B of Annex II.  
▼B 
Article 6  
Administrative provisions for EC type-approval of a vehicle with 
regard to emissions and access to vehicle repair and maintenance 
information  
1. If all the relevant requirements are met, the approval authority 
shall grant an EC type-approval and issue a type-approval number in 
accordance with the numbering system set out in Annex VII to 
Directive 2007/46/EC.  
Without prejudice to the provisions of Annex VII to Directive 
2007/46/EC, Section 3 of the type-approval number shall be drawn 
up in accordance with Appendix 6 to Annex I to this Regulation.  
An approval authority shall not assign the same number to another 
vehicle type.  
2. By way of derogation from paragraph 1, at the request of the 
manufacturer, a vehicle with an OBD system may be accepted for 
type-approval with regard to emissions and vehicle repair and main ­
tenance information, even though the system contains one or more 
deficiencies such that the specific requirements of Annex XI are not 
fully met, provided that the specific administrative provisions set out in 
Section 3 of that Annex are complied with.  
The approval authority shall notify the decision to grant such a type 
approval to all approval authorities in the other Member States in 
accordance with the requirements set out in Article 8 of Directive 
2007/46/EC.  
3. When granting an EC type approval under paragraph 1, the 
approval authority shall issue an EC type-approval certificate using 
the model set out in Appendix 4 to Annex I.  
Article 7  
Amendments to type-approvals  
Articles 13, 14 and 16 of Directive 2007/46/EC shall apply to any 
amendments to the type-approvals granted in accordance to Regulation 
(EC) No 715/2007.  
At the manufacturer's request the provisions specified in Section 3 of 
Annex I shall apply without the need for additional testing only to 
vehicles of the same type.  
Article 8  
Conformity of production  
1. Measures to ensure the conformity of production shall be taken in 
accordance with the provisions of Article 12 of Directive 2007/46/EC.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 14  
In addition, the provisions laid down in Section 4 of Annex I to this 
Regulation and the relevant statistical method in Appendices 1 and 2 to 
that Annex shall apply.  
2. Conformity of production shall be checked on the basis of the 
description in the type-approval certificate set out in Appendix 4 to 
Annex I to this Regulation.  
Article 9  
In service conformity  
1. Measures to ensure in-service conformity of vehicles type- 
approved under this Regulation shall be taken in accordance with 
Annex X to Directive 2007/46/EC and Annex II to this Regulation.  
▼M3 
2. The in-service conformity checks shall be appropriate for 
confirming that tailpipe and evaporative emissions are effectively 
limited during the normal life of vehicles under normal conditions of 
use. 
3. In-service conformity shall be checked on properly maintained and 
used vehicles, in accordance with Appendix 1 of Annex II, between 
15 000 km or 6 months whichever occurs later and 100 000 km or 5 
years whichever occurs sooner. In service conformity for evaporative 
emissions shall be checked on properly maintained and used vehicles, in 
accordance with Appendix 1 of Annex II, between 30 000 km or 12 
months whichever occurs later and 100 000 km or 5 years whichever 
occurs sooner.  
The requirements for in-service conformity checks are applicable until 5 
years after the last Certificate of Conformity or individual approval 
certificate is issued for vehicles of that in-service conformity family.  
4. In-service conformity checks shall not be mandatory if the annual 
sales of the in-service conformity family are less than 5 000 vehicles in 
the Union for the previous year. For such families, the manufacturer 
shall provide the approval authority with a report of any emissions 
related warranty, repair claim and OBD fault as set out in point 4.1 
of Annex II. Such in-service conformity families may still be selected to 
be tested in accordance with Annex II.  
5. The manufacturer and the granting type approval authority shall 
perform in-service conformity checks in accordance with Annex II.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 15  
6. The granting approval authority shall take the decision on whether 
a family failed the provisions of in-service conformity, following a 
compliance assessment and approve the plan of remedial measures 
presented by the manufacturer in accordance with Annex II.  
7. If a type approval authority has established that an in-service 
conformity family fails the in-service conformity check, it shall notify 
without delay the granting type approval authority, in accordance with 
Article 30(3) of Directive 2007/46/EC.  
Following that notification and subject to the provisions of Article 30(6) 
of Directive 2007/46/EC, the granting approval authority shall inform 
the manufacturer that an in-service conformity family fails the in-service 
conformity checks and that the procedures described in points 6 and 7 
of Annex II shall be followed.  
If the granting approval authority establishes that no agreement can be 
reached with a type approval authority that has established that an in- 
service conformity family fails the in-service conformity check, the 
procedure pursuant to Article 30(6) of Directive 2007/46/EC shall be 
initiated.  
8. In addition to points 1 to 7, the following shall apply to vehicles 
type approved according to Part B of Annex II.  
(a) Vehicles submitted to multi-stage type-approval, as defined in 
Article 3(7) of Directive 2007/46/EC, shall be checked for in 
service conformity in accordance with the rules for multistage 
approval set out in point 5.10.6 of Part B of Annex II to this 
Regulation.  
(b) Armoured vehicles, hearses and wheelchair accessible vehicles, as 
defined in points 5.2 and 5.5 of Part A of Annex II to Directive 
2007/46/EC respectively, shall not be subject to the provisions of 
this Article. All other special purpose vehicles as defined in point 5 
of Part A of Annex II to Directive 2007/46/EC, shall be checked for 
in service conformity in accordance with the rules for multistage 
type-approvals set out in Part B of Annex II to this Regulation.  
▼B 
Article 10  
Pollution control devices  
1. The manufacturer shall ensure that replacement pollution control 
devices intended to be fitted to EC type-approved vehicles covered by 
the scope of Regulation (EC) No 715/2007 are EC type-approved, as 
separate technical units within the meaning of Article 10(2) of Directive 
2007/46/EC, in accordance with Article 12, Article 13 and Annex XIII 
to this Regulation.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 16  
Catalytic converters and particulate filters shall be considered to be 
pollution control devices for the purposes of this Regulation.  
The relevant requirements shall be deemed to be met if all the following 
conditions are fulfilled:  
(a) the requirements of Article 13 are met;  
(b) the replacement pollution control devices have been approved 
according to UN/ECE Regulation No 103 (  1 ). 
In the case referred to in the third subparagraph Article 14 shall also 
apply.  
2. Original equipment replacement pollution control devices, which 
fall within the type covered by point 2.3 of the Addendum to Appendix 
4 to Annex I and are intended for fitment to a vehicle to which the 
relevant type-approval document refers, do not need to comply with 
Annex XIII provided they fulfil the requirements of points 2.1 and 
2.2 of that Annex.  
3. The manufacturer shall ensure that the original pollution control 
device carries identification markings.  
4. The identification markings referred to in paragraph 3 shall 
comprise the following:  
(a) the vehicle or engine manufacturer's name or trade mark;  
(b) the make and identifying part number of the original pollution 
control device as recorded in the information referred to in point 
3.2.12.2 of Appendix 3 to Annex I.  
Article 11  
Application for EC type-approval of a type of replacement pollution 
control device as a separate technical unit  
1. The manufacturer shall submit to the approval authority an appli ­
cation for EC type-approval of a type of replacement pollution control 
device as a separate technical unit.  
The application shall be drawn up in accordance with the model of the 
information document set out in Appendix 1 to Annex XIII.  
2. In addition to the requirements laid down in paragraph 1, the 
manufacturer shall submit to the technical service responsible for the 
type-approval test all of the following:  
(a) a vehicle or vehicles of a type approved in accordance with this 
Regulation equipped with a new original equipment pollution 
control device;  
(b) one sample of the type of the replacement pollution control device;  ▼B 
( 1 ) Regulation No 103 of the Economic Commission for Europe of the United 
Nations (UN/ECE) — Uniform provisions concerning the approval of re ­
placement catalytic converters for power-driven vehicles (OJ L 158, 
19.6.2007, p. 106).
 02017R1151 — EN — 01.01.2019 — 002.006 — 17  
(c) an additional sample of the type of the replacement pollution control 
device, in the case of a replacement pollution control device 
intended to be fitted to a vehicle equipped with an OBD system.  
3. For the purposes of point (a) of paragraph 2, the test vehicles shall 
be selected by the applicant with the agreement of the technical service.  
The test vehicles shall comply with the requirements set out in Section 
3.2 of Annex 4a to UN/ECE Regulation No 83.  
The test vehicles shall respect all of the following requirements:  
(a) they shall have no emission control system defects;  
(b) any excessively worn out or malfunctioning emission-related 
original part shall be repaired or replaced;  
(c) they shall be tuned properly and set to manufacturer's specification 
prior to emission testing.  
4. For the purposes of points (b) and (c) of paragraph 2, the sample 
shall be clearly and indelibly marked with the applicant's trade name or 
mark and its commercial designation.  
5. For the purposes of point (c) of paragraph 2, the sample shall have 
been deteriorated as defined under point (25) of Article 2.  
Article 12  
Administrative provisions for EC type-approval of replacement 
pollution control device as separate technical unit  
1. If all the relevant requirements are met, the type approval authority 
shall grant an EC type-approval for replacement pollution control 
devices as separate technical unit and issue a type-approval number in 
accordance with the numbering system set out in Annex VII to 
Directive 2007/46/EC.  
The approval authority shall not assign the same number to another 
replacement pollution control device type.  
The same type-approval number may cover the use of that replacement 
pollution control device type on a number of different vehicle types.  
2. For the purposes of paragraph 1, the approval authority shall issue 
an EC type-approval certificate established in accordance with the 
model set out in Appendix 2 to Annex XIII.  
3. If the applicant for type-approval is able to demonstrate to the 
approval authority or technical service that the replacement pollution 
control device is of a type indicated in section 2.3 of the Addendum 
to Appendix 4 to Annex I, the granting of a type-approval shall not be 
dependent on verification of compliance with the requirements specified 
in section 4 of Annex XIII.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 18  
Article 13  
Access to vehicle OBD and vehicle repair and maintenance 
information  
1. Manufacturers shall put in place the necessary arrangements and 
procedures, in accordance with Articles 6 and 7 of Regulation (EC) No 
715/2007 and Annex XIV of this regulation, to ensure that vehicle OBD 
and vehicle repair and maintenance information is readily accessible.  
2. Approval authorities shall only grant type-approval after receiving 
from the manufacturer a Certificate on Access to Vehicle OBD and 
Vehicle Repair and Maintenance Information.  
3. The Certificate on Access to Vehicle OBD and Vehicle Repair and 
Maintenance Information shall serve as the proof of compliance with 
Article 6(7) of Regulation (EC) No 715/2007.  
4. The Certificate on Access to Vehicle OBD and Vehicle Repair and 
Maintenance Information shall be drawn up in accordance with the 
model set out in Appendix 1 of Annex XIV.  
5. If the vehicle OBD and vehicle repair and maintenance 
information is not available, or does not conform to Article 6 and 7 
of Regulation (EC) No 715/2007 and Annex XIV of this Regulation, 
when the application for type-approval is made, the manufacturer shall 
provide that information within six months of the date of type approval.  
6. The obligations to provide information within the period specified 
in paragraph 5 shall apply only if, following type-approval, the vehicle 
is placed on the market.  
When the vehicle is placed on the market more than six months after 
type-approval, the information shall be provided on the date on which 
the vehicle is placed on the market.  
7. The approval authority may presume that the manufacturer has put 
in place satisfactory arrangements and procedures with regard to access 
to vehicle OBD and vehicle repair and maintenance information, on the 
basis of a completed Certificate on Access to Vehicle OBD and Vehicle 
Repair and Maintenance Information, providing that no complaint was 
made, and that the manufacturer provides this information within the 
period set out in paragraph 5.  
8. In addition to the requirements for the access to OBD information 
that are specified in Section 4 of Annex XI, the manufacturer shall make 
available to interested parties the following information:  
(a) relevant information to enable the development of replacement 
components which are critical to the correct functioning of the 
OBD system;  
(b) information to enable the development of generic diagnostic tools.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 19  
For the purposes of point (a), the development of replacement 
components shall not be restricted by: the unavailability of pertinent 
information, the technical requirements relating to malfunction indi ­
cation strategies if the OBD thresholds are exceeded or if the OBD 
system is unable to fulfil the basic OBD monitoring requirements of 
this Regulation; specific modifications to the handling of OBD 
information to deal independently with vehicle operation on petrol or 
on gas; and the type-approval of gas-fuelled vehicles that contain a 
limited number of minor deficiencies.  
For the purposes of point (b), where manufacturers use diagnostic and 
test tools in accordance with ISO 22900 Modular Vehicle Communi ­
cation Interface (MVCI) and ISO 22901 Open Diagnostic Data 
Exchange (ODX) in their franchised networks, the ODX files shall be 
accessible to independent operators via the web site of the manufacturer.  
9. The Forum on Access to Vehicle Information (the Forum).  
The Forum shall consider whether access to information affects the 
advances made in reducing vehicle theft and shall make recommen ­
dations for improving the requirements relating to access to information. 
In particular, the Forum shall advise the Commission on the intro ­
duction of a process for approving and authorising independent 
operators by accredited organisations to access information on vehicle 
security.  
The Commission may decide to keep the discussions and findings of the 
Forum confidential.  
Article 14  
Compliance with the obligations regarding access to vehicle OBD 
and vehicle repair and maintenance information  
1. An approval authority may, at any time, whether on its own 
initiative, on the basis of a complaint, or on the basis of an assessment 
by a technical service, check the compliance of a manufacturer with the 
provisions of Regulation (EC) No 715/2007, this Regulation, and the 
terms of the Certificate on Access to Vehicle OBD and Vehicle Repair 
and Maintenance Information.  
2. Where an approval authority finds that the manufacturer has failed 
to comply with its obligations regarding access to vehicle OBD and 
vehicle repair and maintenance information, the approval authority 
which granted the relevant type approval shall take appropriate steps 
to remedy the situation.  
3. The steps referred to in paragraph 2 may include withdrawal or 
suspension of type-approval, fines, or other measures adopted in 
accordance with Article 13 of Regulation (EC) No 715/2007.  
4. The approval authority shall proceed to an audit in order to verify 
compliance by the manufacturer with the obligations concerning access 
to vehicle OBD and vehicle repair and maintenance information, if an 
independent operator or a trade association representing independent 
operators files a complaint to the approval authority.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 20  
5. When carrying out the audit, the approval authority may ask a 
technical service or any other independent expert to carry out an 
assessment to verify whether these obligations are met.  
Article 15  
Transitional provisions  
1. Until 31 August 2017 in the case of categories M1, M2 and 
category N1 class I vehicles, and until 31 August 2018 in the case of 
N1 vehicles of class II and III and category N2 vehicles manufacturers 
may request type-approval to be granted in accordance with this Regu ­
lation. Where such request is not made, Regulation (EC) No 692/2008 
shall apply.  
▼M2 
2. With effect from 1 September 2017 in the case of categories M1, 
M2 and category N1 class I vehicles, and from 1 September 2018 in the 
case of N1 vehicles of class II and III and category N2 vehicles, 
national authorities shall refuse, on grounds relating to emissions or 
fuel consumption, to grant EC type approval or national type 
approval, in respect to new vehicle types which do not comply with 
this Regulation.  
▼M3 
With effect from 1 September 2019, national authorities shall refuse, on 
grounds relating to emissions or fuel consumption, to grant EC type 
approval or national type approval, in respect to new vehicle types 
which do not comply with Annex VI. At the request of the manufac ­
turer, until 31 August 2019 the evaporative emissions test procedure set 
out in Annex 7 to UNECE Regulation 83 or the evaporative emissions 
test procedure set out in in Annex VI of Regulation (EC) No 692/2008 
may still be used for the purposes of type-approval under this Regu ­
lation.  
▼M2 
3. With effect from 1 September 2018 in the case of categories M1, 
M2 and category N1 class I vehicles, and from 1 September 2019 in the 
case of N1 vehicles of class II and III and category N2 vehicles, 
national authorities shall, on grounds relating to emissions or fuel 
consumption, in the case of new vehicles which do not comply with 
this Regulation, consider certificates of conformity to be no longer valid 
for the purposes of Article 26 of Directive 2007/46/EC and shall 
prohibit the registration, sale or entry into service of such vehicles.  
For new vehicles registered before 1 September 2019 the evaporative 
emissions test procedure laid down in Annex 7 to UN/ECE Regulation 
83 may, at the request of the manufacturer, be applied instead of the 
procedure laid down in Annex VI to this Regulation for the purposes of 
determining the evaporative emissions of the vehicle.  
▼M3 
With the exception of vehicles approved for evaporative emissions 
under the procedure laid down in Annex VI of Regulation (EC) No 
692/2008, with effect from 1 September 2019, national authorities shall 
prohibit the registration, sale or entry into service of new vehicles that 
do not comply with Annex VI of this Regulation.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 21  
4. Until three years after the dates specified in Article 10(4) of 
Regulation (EC) No 715/2007 in the case of new vehicle types and 
four years after the dates specified in Article 10(5) of that Regulation 
in the case of new vehicles, the following provisions shall apply:  
▼M1 
(a) the requirements of point 2.1 of Annex IIIA with the exception of 
the requirements for the number of particles (PN) shall not apply;  
▼B 
(b) the requirements of Annex IIIA other than that in point 2.1, 
including the requirements with regard to RDE tests to be 
performed and data to be recorded and made available, shall 
apply only to new type approvals granted in accordance with Regu ­
lation (EC) No 715/2007 from 27 July 2017;  
(c) the requirements of Annex IIIA shall not apply to type approvals 
granted to small volume manufacturers.  
▼M3 __________  
▼M1 
Where a vehicle was type-approved in accordance with the requirements 
of Regulation (EC) No 715/2007 and its implementing legislation prior 
to 1 September 2017 in the case of category M and category N1 class I 
vehicles, or prior to 1 September 2018 in the case of category N1 class 
II and III and category N2 vehicles, it shall not be considered as 
belonging to a new type for the purpose of the first subparagraph. 
The same shall apply also where new types are created out of the 
original type exclusively due to the application of the new type defi ­
nition in Article 2(1) of this Regulation. In these cases, the application 
of this subparagraph shall be mentioned in Section II. 5 Remarks of the 
EC-type-approval certificate, set out in Appendix 4 of Annex I to 
Regulation (EU) 2017/1151, including a reference to the previous 
type-approval.  
▼B 
5. Until 8 years after the dates given in Article 10(4) of Regulation 
(EC) No 715/2007:  
▼M2 
(a) type 1/I tests performed in accordance with Annex III to Regulation 
(EC) No 692/2008 until 3 years after the dates specified in 
Article 10(4) of Regulation (EC) No 715/2007 shall be recognised 
by the approval authority for the purposes of producing deteriorated 
or defective components to simulate failures for assessing the 
requirements of Annex XI to this Regulation;  
▼M3 
(b) with respect to vehicles of a WLTP interpolation family which fulfil 
the extension rules specified in point 3.1.4 of Annex I of Regulation 
(EC) No 692/2008, procedures performed in accordance with 
Section 3.13 of Annex III to Regulation (EC) No 692/2008 until 
3 years after the dates given in Article 10(4) of Regulation (EC) 
No 715/2007 shall be accepted by the approval authority for the 
purposes of fulfilling the requirements of Appendix 1 to Sub-Annex 
6 to Annex XXI of this Regulation;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 22  
(c) durability demonstrations where the first type 1/I test was performed 
and completed in accordance with Annex VII to Regulation (EC) 
No 692/2008 until 3 years after the dates specified in Article 10(4) 
of Regulation (EC) No 715/2007 shall be recognised by the 
approval authorities as equivalent for the purposes of fulfilling the 
requirements of Annex VII to this Regulation.  
▼M3 
For the purposes of this point, the possibility to use test results from 
procedures performed and completed in accordance with Regulation 
(EC) No 692/2008 shall only be applicable to those vehicles of a 
WLTP interpolation family which fulfil the extension rules specified 
in point 3.3.1 of Annex I of Regulation (EC) No 692/2008.  
▼B 
6. In order to ensure a fair treatment of previously existing type- 
approvals, the Commission shall examine the consequences of 
Chapter V of Directive 2007/46/EC for the purposes of this Regulation.  
▼M1 
7. Until 5 years and 4 months following the dates specified in 
Article 10(4) and (5) of Regulation (EC) No 715/2007 the requirements 
of Point 2.1 of Annex IIIA shall not apply to emission type-approvals 
according to Regulation (EC) No 715/2007 granted to small volume 
manufacturers as defined in Article 2(32). However in the period 
between 3 years and 5 years and 4 months following the dates 
specified in Article 10(4) and between 4 years and 5 years 4 months 
following the dates specified in Article 10(5) of Regulation (EC) 
No 715/2007, small volume manufacturers shall monitor and report 
the RDE values of their vehicles.  
▼M3 
8. Part B of Annex II shall apply to categories M1, M2 and category 
N1 class I based on types approved from 1 January 2019, and for 
category N1 class II and III and category N2 based on types 
approved from 1 September 2019. It shall also apply to all vehicles 
registered from 1 September 2019 for categories M1, M2 and category 
N1 class I, and to all vehicles registered from 1 September 2020 for 
category N1 class II and III and category N2. In all other cases Part A 
of Annex II shall apply.  
9. With effect from 1 January 2020 in the case of vehicles as referred 
to in Article 4a of categories M1 and N1, class I, and from 1 January 
2021 in the case of vehicles as referred to in Article 4a of category N1 
vehicles, classes II and III, national authorities shall refuse, on grounds 
relating to emissions or fuel consumption, to grant EC type approval or 
national type approval in respect of new vehicle types which do not 
meet the requirements laid down in Article 4a.  
With effect from 1 January 2021, in the case vehicles as referred to in 
Article 4a of categories M1 and N1, class I, and from 1 January 2022 in 
the case of vehicles as referred to in Article 4a of category N1 vehicles, 
classes II and III, national authorities shall prohibit the registration, sale 
or entry into service of new vehicles that do not comply with that 
Article.  ▼M2
 02017R1151 — EN — 01.01.2019 — 002.006 — 23  
10. With effect from 1 September 2019 national authorities shall 
prohibit the registration, sale or entry into service of new vehicles 
that do not comply with the requirements set out in Annex IX of the 
Directive 2007/46/EC as amended by Commission Regulation (EU) 
2018/1832 (  1 ). 
For all vehicles registered between 1 January and 31 August 2019 under 
new type approvals granted in the same period and where the 
information listed in Annex IX of the Directive 2007/46/EC as 
amended by Regulation (EU) 2018/1832 is not yet included in the 
Certificate of Conformity, the manufacturer shall make this information 
available free-of-charge within 5 working days of the request by an 
accredited lab or technical service for the purposes of testing under 
Annex II.  
11. The requirements of Article 4a shall not apply to type approvals 
granted to small volume manufacturers.  
▼B 
Article 16  
Amendments to Directive 2007/46/EC  
Directive 2007/46/EC is amended in accordance with Annex XVIII to 
this Regulation.  
Article 17  
Amendments to Regulation (EC) No 692/2008  
Regulation (EC) No 692/2008 is amended as follows:  
(1) In Article 6, paragraph 1, shall be replaced by the following text:  
‘1. If all the relevant requirements are met, the approval authority 
shall grant an EC type-approval and issue a type-approval number 
in accordance with the numbering system set out in Annex VII to 
Directive 2007/46/EC.  
Without prejudice to the provisions of Annex VII to Directive 
2007/46/EC, Section 3 of the type-approval number shall be 
drawn up in accordance with Appendix 6 to Annex I to this Regu ­
lation.  
An approval authority shall not assign the same number to another 
vehicle type.  
The requirements of Regulation (EC) No 715/2007 shall be deemed 
to be met if all the following conditions are fulfilled:  ▼M3 
( 1 ) Commission Regulation (EU) 2018/1832 of 5 November 2018 amending 
Directive 2007/46/EC of the European Parliament and of the Council, 
Commission Regulation (EC) No 692/2008 and Commission Regulation 
(EU) 2017/1151 for the purpose of improving the emission type approval 
tests and procedures for light passenger and commercial vehicles, including 
those for in-service conformity and real-driving emissions and introducing 
devices for monitoring the consumption of fuel and electric energy (OJ L 301, 
27.11.2018, p. 1).
 02017R1151 — EN — 01.01.2019 — 002.006 — 24  
(a) the requirements of Article 3(10) of this Regulation are met;  
(b) the requirements of Article 13 of this Regulation are met;  
(c) the vehicle has been approved according to UN/ECE Regu ­
lations No 83, series of amendments 07; No 85 and its supple ­
ments, No 101, Revision 3 (comprising series of amendments 
01 and their supplements) and in the case of compression 
ignition vehicles No 24 Part III, series of amendments 03.  
(d) the requirements of Article 5(11) and (12) are met.’  
(2) the following Article 16a is added:  
‘Article 16a  
Transitional provisions  
With effect from 1 September 2017 in the case of categories M1, 
M2 and category N1 class I vehicles, and from 1 September 2018 in 
the case of N1 vehicles of class II and III and category N2 vehicles, 
this Regulation shall only apply for the purposes of assessing the 
following requirements of vehicles type-approved in accordance 
with this Regulation before those dates:  
(a) conformity of production in accordance with Article 8;  
(b) in-service conformity in accordance with Article 9;  
(c) access to vehicle OBD and vehicle repair and maintenance 
information in accordance with Article 13;  
This Regulation shall also apply for the purposes of the correlation 
procedure set out in Commission Implementing Regulations (EU) 
2017/1152 (*) and (EU) 2017/1153 (**).  
___________  
(*) Commission Implementing Regulation (EU) 2017/1152 of 
2 June 2017 setting out a methodology for determining the 
correlation parameters necessary for reflecting the change in 
the regulatory test procedure with regard to light commercial 
vehicles and amending Implementing Regulation (EU) 
No 293/2012 (See page 644 of this Official Journal).  
(**) Commission Implementing Regulation (EU) 2017/1153 of 
2 June 2017 setting out a methodology for determining the 
correlation parameters necessary for reflecting the change in 
the regulatory test procedure and amending Regulation (EU) 
No 1014/2010 (See page 679 of this Official Journal).’  
(3) Annex I is amended in accordance with Annex XVII to this Regu ­
lation.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 25  
Article 18  
Amendments to Commission Regulation (EU) No 1230/2012  ( 1 ) 
In Regulation (EU) No 1230/2012, Article 2(5) is replaced by the 
following:  
‘(5) “Mass of the optional equipment” means the maximum mass of 
the combinations of optional equipment which may be fitted to 
the vehicle in addition to the standard equipment in accordance 
with the manufacturer's specifications;’  
▼M3 __________  
▼B 
Article 19  
Repeal  
Regulation (EC) No 692/2008 is repealed as from 1 January 2022.  
Article 20  
Entry into force and application  
This Regulation shall enter into force on the twentieth day following its 
publication in the  Official Journal of the European Union . 
This Regulation shall be binding in its entirety and directly applicable in 
all Member States.  ▼B 
( 1 ) Commission Regulation (EU) No 1230/2012 of 12 December 2012 imple ­
menting Regulation (EC) No 661/2009 of the European Parliament and of the 
Council with regard to type-approval requirements for masses and dimensions 
of motor vehicles and their trailers and amending Directive 2007/46/EC of 
the European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).
 02017R1151 — EN — 01.01.2019 — 002.006 — 26  
LIST OF ANNEXES  
ANNEX I Administrative provisions for EC type-approval  
Appendix 1 Verification of conformity of production for Type 1 
test — statistical method  
Appendix 2 Calculations for Conformity of Production for EVs  
Appendix 3 Model information document  
Appendix 3a Extended Documentation Package  
Appendix 3b Methodology for the assessment of AES  
Appendix 4 Model EC type-approval certificate  
Appendix 5 OBD related information  
Appendix 6 EC type-approval certificate numbering system  
Appendix 7 Manufacturer's certificate of compliance with OBD 
in-use performance requirements  
Appendix 8a Test Reports  
Appendix 8b Road Load Test Report  
Appendix 8c Template for Test Sheet  
Appendix 8d Evaporative emission test report  
ANNEX II In-service conformity  
Appendix 1 In-service conformity check  
Appendix 2 Statistical procedure for tailpipe emissions in-service 
conformity testing  
Appendix 3 Responsibilities for in-service conformity  
ANNEX IIIA Verifying Real Driving Emissions (RDE)  
Appendix 1 Test procedure for vehicle emissions testing with a 
Portable Emissions Measurement System (PEMS)  
Appendix 2 Specifications and calibration of PEMS components 
and signals  
Appendix 3 Validation of PEMS and non-traceable exhaust mass 
flow rate  
Appendix 4 Determination of emissions  
Appendix 5 Verification of overall trip dynamics using the moving 
averaging window method  
Appendix 6 Calculation of the final rde emissions results  
Appendix 7 Selection of vehicles for PEMS testing at initial type 
approval  
Appendix 7a Verification of trip dynamics  
Appendix 7b Procedure to determine the cumulative positive 
elevation gain of a PEMS trip  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 27  
Appendix 8 Data exchange and reporting requirements  
Appendix 9 Manufacturer's certificate of compliance 
Manufacturer's certificate of compliance with the Real 
Driving Emissions requirements  
ANNEX IV Emissions data required at type-approval for roadwor ­ 
thiness purposes  
Appendix 1 Measuring carbon monoxide emissions at engine idling 
speeds (Type 2 test)  
Appendix 2 Measurement of smoke opacity  
ANNEX V Verifying emissions of crankcase gases (Type 3 test)  
ANNEX VI Determination of evaporative emissions (Type 4 test)  
Appendix 1 Type 4 test procedures and test conditions  
ANNEX VII Verifying the durability of pollution control devices 
(Type 5 test)  
Appendix 1 Standard Bench Cycle (SBC)  
Appendix 2 Standard Diesel Bench Cycle (SDBC)  
Appendix 3 Standard Road Cycle (SRC)  
ANNEX VIII Verifying the average exhaust emissions at low 
ambient temperatures (Type 6 test)  
ANNEX IX Specifications of reference fuels  
ANNEX X Reserved  
ANNEX XI On-board diagnostics (OBD) for motor vehicles  
Appendix 1 Functional aspects of on-board diagnostic (OBD) 
systems  
Appendix 2 Essential characteristics of the vehicle family  
ANNEX XII Type-approval of vehicles fitted with eco-innovations 
and Determination of co  2 emissions and fuel 
consumption from vehicles submitted to multi-stage 
type-approval or individual vehicle approval  
ANNEX XIII EC Type-approval of replacement pollution control 
devices as separate technical unit  
Appendix 1 Model information document  
Appendix 2 Model EC type-approval certificate  
Appendix 3 Model EC type-approval mark  
ANNEX XIV Access to vehicle OBD and vehicle repair and main ­ 
tenance information  
Appendix 1 Certificate of compliance  
ANNEX XV Reserved  
ANNEX XVI Requirements for vehicles that use a reagent for the 
exhaust after-treatment system  
ANNEX XVII Amendments to Regulation (EC) No 692/2008  
ANNEX XVIII Amendments to Directive 2007/46/EC  
ANNEX XIX Amendments to Regulation (EU) No 1230/2012  
ANNEX XX Measurement of net engine power  
ANNEX XXI Type 1 emissions test procedures  
ANNEX XXII Devices for monitoring on board the vehicle the 
consumption of fuel and/or electric energy  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 28  
ANNEX I  
ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL  
1. ADDITIONAL REQUIREMENTS FOR GRANTING OF EC 
TYPE-APPROVAL  
1.1. Additional requirements for mono fuel gas vehicles, and bi-fuel gas 
vehicles.  
1.1.1. The additional requirements for granting of type-approval for mono 
fuel gas vehicles, and bi-fuel gas vehicles shall be those set out in 
sections 1, 2 and 3 and Appendices 1 and 2 to Annex 12 to UN/ECE 
Regulation No 83, with the exceptions set out below.  
1.1.2. The reference in paragraphs 3.1.2. and 3.1.4. of Annex 12 to UN/ECE 
Regulation No 83 to reference fuels of Annex 10a shall be understood 
as being reference to the appropriate reference fuel specifications in 
Section A of Annex IX to this Regulation.  
▼M3 
1.1.3. For LPG or NG, the fuel to be used shall be the one selected by the 
manufacturer for the measurement of the net power in accordance with 
Annex XX to this Regulation. The selected fuel shall be specified in 
the information document set out in Appendix 3 of Annex I to this 
Regulation.  
▼B 
1.2. Additional requirements for flex fuel vehicles  
The additional requirements for granting of type-approval for flex fuel 
vehicles shall be those set out in paragraph 4.9. of UN/ECE Regu ­
lation No 83.  
2. ADDITIONAL TECHNICAL REQUIREMENTS AND TESTS  
2.1. Small volume manufacturers  
2.1.1. List of legislative acts referred to in Article 3(3):  
Legislative Act  Requirements  
The California Code of Regu ­
lations, Title 13, Sections 
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 must be granted 
under the California Code of 
Regulations applicable to the 
most recent model year of 
light-duty vehicle.  
2.2. Inlets to fuel tanks  
2.2.1. The requirements for inlets to fuel tanks shall be those specified in 
paragraphs 5.4.1. and 5.4.2. of Annex XXI and point 2.2.2 below.  
2.2.2. 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:  
(a) an automatically opening and closing, non-removable fuel filler 
cap, ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 29  
(b) design features which avoid excess evaporative emissions in the 
case of a missing fuel filler cap,  
(c) 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 utilizing 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.  
2.3. Provisions for electronic system security  
▼M3 
2.3.1. Any vehicle with an emission control computer shall include features 
to deter modification, except as authorised by the manufacturer. The 
manufacturer shall authorise modifications if those modifications are 
necessary for the diagnosis, servicing, inspection, retrofitting or repair 
of the vehicle. Any reprogrammable computer codes or operating 
parameters shall be resistant to tampering and afford a level of 
protection at least equivalent to that afforded by the provisions of 
the standard ISO 15031-7:2013. Any removable calibration memory 
chips shall be potted, encased in a sealed container or protected by 
electronic algorithms and shall not be changeable without the use of 
specialised tools and procedures. Only features directly associated with 
emissions calibration or prevention of vehicle theft may be so 
protected.  
2.3.2. Computer-coded engine operating parameters shall not be changeable 
without the use of specialised tools and procedures (e.g. soldered or 
potted computer components or sealed (or soldered) enclosures).  
2.3.3. At the request of the manufacturer, the approval authority may grant 
exemptions to the requirements in points 2.3.1. and 2.3.2. for those 
vehicles that are unlikely to require protection. The criteria that the 
approval authority shall evaluate in considering an exemption shall 
include, but are not limited to, the current availability of performance 
chips, the high-performance capability of the vehicle and the projected 
sales volume of the vehicle.  
2.3.4. Manufacturers using programmable computer code systems shall take 
the necessary measures to deter unauthorised reprogramming. Such 
measures shall include enhanced tamper protection strategies and 
write-protect features requiring electronic access to an off-site 
computer maintained by the manufacturer, to which independent 
operators shall also have access using the protection afforded in 
point 2.3.1. and point 2.2. of Annex XIV. Methods giving an 
adequate level of tamper protection shall be approved by the 
approval authority.  
2.3.5. 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.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 30  
2.3.6. Manufacturers shall effectively deter reprogramming of the odometer 
readings, in the board network, in any powertrain controller as well as 
in the transmitting unit for remote data exchange if applicable. Manu ­
facturers shall include systematic tamper-protection strategies and 
write-protect features to protect the integrity of the odometer 
reading. Methods giving an adequate level of tamper protection shall 
be approved by the approval authority.  
▼B 
2.4. Application of tests  
▼M3 
2.4.1. Figure I.2.4 illustrates the application of the tests for type-approval of 
a vehicle. The specific test procedures are described in Annexes II, 
IIIA, IV, V, VI, VII, VIII, XI, XVI, XX, XXI and XXII.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 31
 Figure I.2.4  
Application of test requirements for type-approval and extensions  
Vehicle category  Vehicles with positive ignition engines including hybrids (1 ) (2 ) Vehicles with 
compression 
ignition engines 
including 
hybrids  Pure electric 
vehicles  Hydrogen fuel 
cell vehicles  
Mono fuel  Bi-fuel (3 ) Flex-fuel (3 ) 
Reference fuel  
Petrol 
(E10)  LPG  NG/Biome ­
thane  Hydrogen 
(ICE)  Petrol (E10)  Petrol (E10)  Petrol (E10)  Petrol (E10)  
Diesel 
(B7) — Hydrogen 
(Fuel Cell)  
LPG  NG/Biome ­
thane  Hydrogen 
(ICE) (4 ) Ethanol 
(E85)  
Gaseous pollutants 
(Type 1 test)  Yes Yes  Yes  Yes (4 ) Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes —  —  
PM 
(Type 1 test)  Yes —  —  —  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(both fuels)  Yes —  —  
PN 
Yes —  —  —  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(both fuels)  Yes —  —  
Gaseous pollutants, RDE 
(Type 1A test)  Yes Yes  Yes  Yes (4 ) Yes (both 
fuels)  Yes (both 
fuels)  Yes (both 
fuels)  Yes (both 
fuels)  Yes —  —  
PN, RDE (Type 1A test) (5 ) Yes —  —  —  Yes (petrol 
only)  Yes (petrol 
only)  Yes (petrol 
only)  Yes (both 
fuels)  Yes —  —  
ATCT (14 °C test)  
Yes Yes  Yes  Yes (4 ) Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes —  —  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 32
 Vehicle category  Vehicles with positive ignition engines including hybrids (1 ) (2 ) Vehicles with 
compression 
ignition engines 
including 
hybrids  Pure electric 
vehicles  Hydrogen fuel 
cell vehicles  
Mono fuel  Bi-fuel (3 ) Flex-fuel (3 ) 
Idle emissions 
(Type 2 test)  Yes Yes  Yes  —  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(petrol only)  Yes 
(both fuels)  — —  —  
Crankcase emissions 
(Type 3 test)  Yes Yes  Yes  —  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  — —  —  
Evaporative emissions 
(Type 4 test)  Yes —  —  —  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  — —  —  
Durability 
(Type 5 test)  Yes Yes  Yes  Yes  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes —  —  
Low temperature emissions 
(Type 6 test)  Yes —  —  —  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes 
(both fuels)  — —  —  
In-service conformity  
Yes Yes  Yes  Yes  Yes 
(as at type 
approval)  Yes 
(as at type 
approval)  Yes 
(as at type 
approval)  Yes 
(both fuels)  Yes —  —  
On-board diagnostics  Yes Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  —  —  
CO  2 emissions, fuel 
consumption, electric energy 
consumption and electric 
range  Yes Yes  Yes  Yes  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes Yes  Yes  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 33
 Vehicle category  Vehicles with positive ignition engines including hybrids (1 ) (2 ) Vehicles with 
compression 
ignition engines 
including 
hybrids  Pure electric 
vehicles  Hydrogen fuel 
cell vehicles  
Mono fuel  Bi-fuel (3 ) Flex-fuel (3 ) 
Smoke opacity  — —  —  —  —  —  —  —  Yes  —  —  
Engine power  Yes Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  
(1 ) Specific test procedures for hydrogen and flex fuel biodiesel vehicles will be defined at a later stage. 
(2 ) Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct in jection engines 
(3 ) When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable. 
(4 ) Only NO  x emissions shall be determined when the vehicle is running on hydrogen. 
(5 ) The particle number RDE test only applies to vehicles for which Euro 6 PN emission limits are defined in Table 2 of Annex I t o Regulation (EC) No 715/2007.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 34  
3. EXTENSIONS TO TYPE-APPROVALS  
3.1. Extensions for tailpipe emissions (type 1 and type 2 tests)  
▼M3 
3.1.1. The type-approval shall be extended to vehicles if they conform to the 
criteria of Article 2 (1) or if they conform to Article 2 (1) (a) and (c) 
and fulfil all the following criteria:  
(a) the CO  2 emission of the tested vehicle resulting from step 9 of 
Table A7/1 of Sub-Annex 7 to Annex XXI is less than or equal to 
the CO  2 emission obtained from the interpolation line 
corresponding to the cycle energy demand of the tested vehicle;  
(b) the new interpolation range does not exceed the maximum range 
as set out in point 2.3.2.2. of Sub-Annex 6 to Annex XXI;  
(c) the pollutant emissions respect the limits set out in Table 2 of 
Annex I to Regulation (EC) No 715/2007.  
3.1.1.1. The type-approval shall not be extended to create an interpolation 
family if it has been granted only in relation to Vehicle High.  
▼B 
3.1.2. Vehicles with periodically regenerating systems  
▼M3 
For Ki tests undertaken under Appendix 1 to Sub-Annex 6 to Annex 
XXI (WLTP), the type-approval shall be extended to vehicles if they 
conform to the criteria of paragraph 5.9. of Annex XXI.  
▼B 
For Ki tests undertaken under Annex 13 of UN/ECE Regulation No 83 
(NEDC) the type-approval shall be extended to vehicles according to 
the requirements of Section 3.1.4. of Annex I to Regulation (EC) No 
692/2008.  
▼M3 
3.2. Extensions for evaporative emissions (type 4 test)  
3.2.1. For tests performed in accordance with Annex 6 to UN/ECE Regu ­
lation No 83 [1 day NEDC] or the Annex to Regulation (EC) No 
2017/1221 [2 days NEDC] the type-approval shall be extended to 
vehicles equipped with a control system for evaporative emissions 
which meet the following conditions:  
3.2.1.1. The basic principle of fuel/air metering (e.g. single point injection) is 
the same.  
3.2.1.2. The shape of the fuel tank is identical and the material of the fuel tank 
and liquid fuel hoses are technically equivalent.  
3.2.1.3. The worst-case vehicle with regard to the cross-section and 
approximate hose length shall be tested. Whether non-identical vapour/ 
liquid separators are acceptable is decided by the technical service 
responsible for the type-approval tests.  
3.2.1.4. The fuel tank volume is within a range of ± 10 %.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 35  
3.2.1.5. The setting of the fuel tank relief valve is identical.  
3.2.1.6. 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.  
3.2.1.7. The method of purging of the stored vapour is identical (e.g. air flow, 
start point or purge volume over the preconditioning cycle).  
3.2.1.8. The method of sealing and venting of the fuel metering system is 
identical.  
3.2.2. For tests performed according Annex VI [2 days WLTP] the type- 
approval shall be extended to vehicles equipped with a control 
system for evaporative emissions which meet the requirements of 
point 5.5.1. of Annex VI.  
3.2.3. The type-approval shall be extended to vehicles with:  
3.2.3.1. different engine sizes;  
3.2.3.2. different engine powers;  
3.2.3.3. automatic and manual gearboxes;  
3.2.3.4. two and four wheel transmissions;  
3.2.3.5. different body styles; and  
3.2.3.6. different wheel and tyre sizes.  
▼B 
3.3. Extensions for durability of pollution control devices (type 5 test)  
3.3.1. 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:  
3.3.1.1. Vehicle:  
Inertia category: the two inertia categories immediately above and any 
inertia category below.  
Total road load at 80 km/h: + 5 % above and any value below.  
3.3.1.2. Engine  
(a) engine cylinder capacity (± 15 %),  
(b) number and control of valves,  
(c) fuel system,  
(d) type of cooling system,  
(e) combustion process.  
3.3.1.3. Pollution control system parameters:  
(a) Catalytic converters and particulate filters:  
number of catalytic converters, filters and elements,  
size of catalytic converters and filters (volume of monolith ± 
10 %),  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 36  
type of catalytic activity (oxidizing, three-way, lean NO  x trap, 
SCR, lean NO  x catalyst or other),  
precious metal load (identical or higher),  
precious metal type and ratio (± 15 %),  
substrate (structure and material),  
cell density,  
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 vehicle speed of 
120 km/h and the load setting of the type 1 test.  
(b) Air injection:  
with or without  
type (pulsair, air pumps, other(s))  
(c) EGR:  
with or without  
type (cooled or non-cooled, active or passive control, high 
pressure or low pressure).  
3.3.1.4. 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.  
3.4. Extensions for on-board diagnostics  
3.4.1. The type-approval shall be extended to different vehicles with identical 
engine and emission control systems as defined in Annex XI, 
Appendix 2. 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.  
3.5 Extensions for low temperature test (type 6 test)  
3.5.1. Vehicles with different reference masses  
3.5.1.1. 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.  
3.5.1.2. For category N vehicles, the approval shall be extended only to 
vehicles with a lower reference mass, if the emissions of the vehicle 
already approved are within the limits prescribed for the vehicle for 
which extension of the approval is requested.  
3.5.2. Vehicles with different overall transmission ratios  
3.5.2.1. The type-approval shall be extended to vehicles with different trans ­
mission ratios only under certain conditions.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 37  
3.5.2.2. To determine whether type-approval can be extended, for each of the 
transmission ratios used in the type 6 test, the proportion,  
ðEÞ ¼ ðV 2 Ä V 1 Þ=V 1 
shall be determined where, at an engine speed of 1 000 min  –1 , V  1 is 
the speed of the vehicle-type approved and V  2 is the speed of the 
vehicle type for which extension of the approval is requested.  
3.5.2.3. If, for each transmission ratio, E ≤ 8 %, the extension shall be granted 
without repeating the type 6 test.  
3.5.2.4. If, for at least one transmission ratio, E > 8 %, and if, for each gear 
ratio, E ≤ 13 %, the type 6 test 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.  
3.5.3. 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 3.5.1 and 3.5.2 are fulfilled.  
4. CONFORMITY OF PRODUCTION  
4.1. Introduction  
4.1.1. Every vehicle produced under a Type Approval according to this 
Regulation shall be so manufactured as to conform to the type 
approval requirements of this Regulation. The Manufacturer shall 
implement adequate arrangements and documented control plans and 
carry-out at specified intervals as given in this regulation the necessary 
emission and OBD tests to verify continued conformity with the 
approved type. The approval authority shall verify and agree with 
these arrangements and control plans of the manufacturer and 
perform audits and conduct emission and OBD tests at specific 
intervals, as given in this regulation, at the premises of the manufac ­
turer, including production and test facilities as part of the product 
conformity and continued verification arrangements as described in 
Annex X of Directive 2007/46/EC.  
▼M3 
4.1.2. The manufacturer shall check the conformity of production by testing 
the emissions of pollutants (given in Table 2 of Annex I to Regulation 
(EC) No 715/2007), the emission of CO  2 (along with the measurement 
of electric energy consumption, EC and, where applicable, the moni ­
toring of the OBFCM device accuracy), the crankcase emissions, evap ­
orative emissions and the OBD in accordance with the test procedures 
described in Annexes V, VI, XI, XXI and XXII. The verification shall 
therefore include the tests of types 1, 3, 4 and the test for OBD, as 
described in section 2.4.  
The Type Approval Authority shall keep record for a period of at least 
5 years of all the documentation related to the conformity of 
production test results and shall make it available to the Commission 
upon request.  
The specific procedures for conformity of production are set out in 
Sections 4.2 to 4.7 and Appendixes 1 and 2.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 38  
4.1.3. For the purposes of the manufacturer's conformity of production check, 
the family means the conformity of production (COP) family for tests 
of Type 1, including the monitoring of the OBFCM device accuracy, 
and Type 3, includes for the Type 4 test the extensions described in 
point 3.2 and the OBD family with the extensions described in point 
3.4 for the OBD tests.  
4.1.3.1. COP family criteria  
4.1.3.1.1. For Category M vehicles and for Category N1 class I and class II 
vehicles, the COP family shall be identical to the interpolation family, 
as described in paragraph 5.6. of Annex XXI.  
4.1.3.1.2 For Category N1 Class III and Category N2 vehicles, only vehicles 
that are identical with respect to the following vehicle/powertrain/ 
transmission characteristics may be part of the same COP family:  
(a) Type of internal combustion engine: fuel type (or types in the case 
of flex-fuel or bi-fuel vehicles), combustion process, engine 
displacement, full-load characteristics, engine technology, and 
charging system, and also other engine subsystems or characteris ­
tics that have a non-negligible influence on CO  2 mass emission 
under WLTP conditions;  
(b) Operation strategy of all CO  2 mass emission influencing 
components within the powertrain;  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission 
model (e.g. torque rating, number of gears, number of clutches, 
etc.);  
(d) Number of powered axles.  
4.1.4. The frequency for product verification performed by the manufacturer 
shall be based on a risk assessment methodology consistent with the 
international standard ISO 31000:2018 — Risk Management — Prin ­
ciples and guidelines and at least for Type 1 with a minimum 
frequency per COP family of one verification per 5 000 vehicles 
produced or once per year, whichever comes first.  
▼B 
4.1.5. The Approval Authority which has granted type-approval may at any 
time verify the conformity control methods applied in each production 
facility.  
For the purpose of this regulation the Approval Authority shall 
perform audits for verifying the manufacturers arrangements and docu ­
mented control plans at the premises of the manufacturer on a risk 
assessment methodology consistent with the international standard ISO 
31000:2009 — Risk Management — Principles and guidelines and, in 
all cases, with a minimum frequency of one audit per year.  
▼M3 
If the approval authority is not satisfied with the auditing procedure of 
the manufacturer, physical test shall directly be carried out on 
production vehicles as described in points 4.2 to 4.7.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 39  
4.1.6. The normal frequency of physical test verifications by the Approval 
Authority shall be based on the results of the auditing procedure of the 
manufacturer on a risk assessment methodology and in all cases with a 
minimum frequency of one verification test per three years.  ►M3 The 
approval authority shall conduct these physical emission tests and 
OBD tests on production vehicles as described in points 4.2 to 4.7. ◄ 
In the case of the manufacturer running the physical tests, the 
Approval Authority shall witness the tests at the manufacturer's 
facility.  
4.1.7. The Approval Authority shall report the results of all audit checks and 
physical tests performed on verifying conformity of the manufacturers 
and file it for a period of minimum 10 years. These reports should be 
available for other type approval authorities and the European 
Commission on request.  
4.1.8. In case of non-conformity Article 30 of Directive 2007/46/EC shall 
apply.  
4.2. Checking the conformity of the vehicle for a type 1 test  
▼M3 
4.2.1. The Type 1 test shall be carried out on production vehicles of a valid 
member of the COP family as described in point 4.1.3.1. The test 
results shall be the values after all corrections according to this Regu ­
lation are applied. The limit values against which to check conformity 
for pollutants are set out in Table 2 of Annex I to Regulation (EC) No 
715/2007. As regards CO  2 emissions, the limit value shall be the value 
determined by the manufacturer for the selected vehicle in accordance 
with the interpolation methodology set out in Sub-Annex 7 of Annex 
XXI. The interpolation calculation shall be verified by the approval 
authority.  
4.2.2. A sample of three vehicles shall be selected at random in the COP 
family. After selection by the approval authority, the manufacturer 
shall not undertake any adjustment to the vehicles selected.  
__________  
4.2.3. The statistical method for calculating the test criteria is described in 
Appendix 1.  
The production of a COP family shall be deemed to not conform when 
a fail decision is reached for one or more of the pollutants and CO  2 
values, in accordance with the test criteria in Appendix 1.  
The production of a COP family shall be deemed to conform once a 
pass decision is reached for all the pollutants and CO  2 values in 
accordance with the test criteria in Appendix 1.  
▼B 
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 and CO  2 values.  
If a pass decision is not reached for all the pollutants and CO  2 values, 
a test shall be carried out on another vehicle, up to the maximum of 16 
vehicles, and the procedure described in Appendix 1 for taking a pass 
or fail decision shall be repeated (see Figure I.4.2).  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 40  
Figure I.4.2
  
▼M3 
4.2.4. At the request of the manufacturer and with the acceptance of the 
approval authority, tests may be carried out on a vehicle of the COP 
family with a maximum of 15 000 km in order to establish measured 
evolution coefficients EvC for pollutants/CO  2 for each COP family. 
The running-in procedure shall be conducted by the manufacturer, who 
shall not to make any adjustments to these vehicles.  
▼B 
4.2.4.1. In order to establish a measured evolution coefficient with a run-in 
vehicle the procedure shall be as follows:  
(a) the pollutants/CO  2 shall be measured at a mileage of at most 
80 km and at ‘x’ km of the first tested vehicle;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 41  
(b) the evolution coefficient (EvC) of the pollutants/CO  2 between 
80 km and ‘x’ km shall be calculated as:  
EvC  meas ¼ values at ‘x’ km =values at 80 km  
▼M3 
(c) the other vehicles in the COP family shall not be run in, but their 
zero km emissions/EC/CO  2 shall be multiplied by the evolution 
coefficient of the first run-in vehicle. In this case, the values to be 
taken for testing as in Appendix 1 shall be:  
▼B 
(i) the values at ‘x’ km for the first vehicle;  
(ii) the values at zero km multiplied by the relevant evolution 
coefficient for the other vehicles.  
4.2.4.2. All these tests shall be conducted with commercial fuel. However, at 
the manufacturer’s request, the reference fuels described in Annex IX 
may be used.  
4.2.4.3. When checking the conformity of production for CO  2 , as an alternative 
to the procedure mentioned in Section 4.2.4.1 the vehicle manufacturer 
may use a fixed evolution coefficient EvC of 0,98 and multiply all 
values of CO  2 measured at zero km by this factor.  
4.2.5 Tests for conformity of production of vehicles fuelled by LPG or 
NG/biomethane 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 one of the high or low caloric fuels in the case of 
NG/biomethane. In all cases a fuel analysis shall be presented to the 
approval authority.  
4.2.6. Vehicles fitted with eco-innovations  
4.2.6.1. In the case of a vehicle type fitted with one or more eco-innovations, 
within the meaning of Article 12 of Regulation (EC) No 443/2009 for 
M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 
vehicles, the conformity of production shall be demonstrated with 
respect to the eco-innovations, by checking the presence of the 
correct eco-innovation(s) in question.  
4.3. PEVs  
4.3.1 Measures to ensure the conformity of production with regard to 
electric energy consumption (EC) shall be checked on the basis of the 
type-approval certificate set out in Appendix 4 to this Annex.  
4.3.2. Electric energy consumption verification for conformity of production  
4.3.2.1. During the conformity of production procedure, the break-off criterion 
for the Type 1 test procedure according to paragraph 3.4.4.1.3 of 
Sub-Annex 8 to Annex XXI of this Regulation (consecutive cycle 
procedure) and paragraph 3.4.4.2.3. of Sub-Annex 8 to Annex XXI 
of this Regulation (Shortened Test Procedure) shall be replaced with 
the following:  
The break-off criterion for the conformity of production procedure 
shall be reached with having finished the first applicable WLTP test 
cycle.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 42  
4.3.2.2. During this first applicable WLTP test cycle, the DC energy from the 
REESS(s) shall be measured according to the method described in 
Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and 
divided by the driven distance in this applicable WLTP test cycle.  
4.3.2.3. The value determined according to paragraph 4.3.2.2 shall be 
compared to the value determined according to paragraph 1.2 of 
Appendix 2.  
4.3.2.4. Conformity for EC shall be checked using the statistical procedures 
described in Section 4.2 and Appendix 1. For the purposes of this 
conformity check, the terms pollutants/CO  2 shall be replaced by EC.  
4.4. OVC-HEVs  
4.4.1. Measures to ensure the conformity of production with regard to CO  2 
mass emission and electric energy consumption from OVC-HEV shall 
be checked on the basis of the description in the type-approval certifi ­
cate set out in Appendix 4 to this Annex.  
4.4.2. CO  2 mass emission verification for conformity of production  
4.4.2.1. The vehicle shall be tested according to the charge-sustaining Type 1 
test as described in paragraph 3.2.5. of Sub-Annex 8 to Annex XXI of 
this Regulation.  
4.4.2.2. During this test, the charge-sustaining CO  2 mass emission shall be 
determined according to Table A8/5 of Sub-Annex 8 to Annex XXI 
of this Regulation and compared to the charge-sustaining CO  2 mass 
emission according to paragraph 2.3 of Appendix 2.  
4.4.2.3. Conformity for CO  2 emissions shall be checked using the statistical 
procedures described in Section 4.2 and Appendix 1.  
4.4.3. Electric energy consumption verification for conformity of production  
4.4.3.1. During the conformity of production procedure, the end of the charge- 
depleting Type 1 test procedure according to paragraph 3.2.4.4. of 
Sub-Annex 8 to Annex XXI of this Regulation shall be replaced 
with the following:  
The end of the charge-depleting Type 1 test procedure for the 
conformity of production procedure shall be reached with having 
finished the first applicable WLTP test cycle.  
4.4.3.2. During this first applicable WLTP test cycle, the DC energy from the 
REESS(s) shall be measured according to the method described in 
Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and 
divided by the driven distance in this applicable WLTP test cycle.  
▼M3 
4.4.3.3. The value determined in accordance with point 4.4.3.2. shall be 
compared to the value determined in accordance with point 2.4. of 
Appendix 2.  
▼B 
4.4.1.4. Conformity for EC shall be checked using the statistical procedures 
described in Section 4.2 and Appendix 1. For the purposes of this 
conformity check, the terms pollutants/CO  2 shall be replaced by EC.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 43  
4.5. Checking the conformity of the vehicle for a Type 3 test  
4.5.1. If a verification of the Type 3 test is to be carried out, it shall be 
conducted in accordance with the following requirements:  
4.5.1.1. When the approval authority determines that the quality of production 
seems unsatisfactory, a vehicle shall be randomly taken from the 
family and subjected to the tests described in Annex V.  
4.5.1.2. The production shall be deemed to conform if this vehicle meets the 
requirements of the tests described in Annex V.  
4.5.1.3. If the vehicle tested does not satisfy the requirements of Section 
4.5.1.1, a further random sample of four vehicles shall be taken 
from the same family and subjected to the tests described in Annex 
V. The tests may be carried out on vehicles which have completed a 
maximum of 15 000 km with no modifications.  
4.5.1.4. The production shall be deemed to conform if at least three vehicles 
meet the requirements of the tests described in Annex V.  
4.6. Checking the conformity of the vehicle for a Type 4 test  
4.6.1. If a verification of the Type 4 test is to be carried out, it shall be 
conducted in accordance with the following requirements:  
4.6.1.1. When the approval authority determines that the quality of production 
seems unsatisfactory, a vehicle shall be randomly taken from the 
family and subjected to the tests described in Annex VI, or at least 
as in paragraph 7 of Annex 7 of UN Regulation 83.  
4.6.1.2. The production shall be deemed to conform if this vehicle meets the 
requirements of the tests described in Annex VI, or paragraph 7 of 
Annex 7 of UN Regulation 83 depending on the test performed.  
4.6.1.3. If the vehicle tested does not satisfy the requirements of section 
4.6.1.1, a further random sample of four vehicles shall be taken 
from the same family and subjected to the tests described in Annex 
VI, or at least as in paragraph 7 of Annex 7 of UN Regulation 83. The 
tests may be carried out on vehicles which have completed a 
maximum of 15 000 km with no modifications.  
4.6.1.4. The production shall be deemed to conform if at least three vehicles 
meet the requirements of the tests described in Annex VI, or paragraph 
7 of Annex 7 of UN Regulation 83 depending on the test performed.  
4.7. Checking the conformity of the vehicle for On-board Diagnostics 
(OBD)  
4.7.1. If a verification of the performance of the OBD system is to be carried 
out, it shall be conducted in accordance with the following require ­
ments:  
4.7.1.1. When the approval authority determines that the quality of production 
seems unsatisfactory, a vehicle shall be randomly taken from the 
family and subjected to the tests described in Appendix 1 to Annex 
XI. 
4.7.1.2. The production shall be deemed to conform if this vehicle meets the 
requirements of the tests described in Appendix 1 to Annex XI.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 44  
4.7.1.3. If the vehicle tested does not satisfy the requirements of section 
4.7.1.1, a further random sample of four vehicles shall be taken 
from the same family and subjected to the tests described in 
Appendix 1 to Annex XI. The tests may be carried out on vehicles 
which have completed a maximum of 15 000 km with no modifica ­
tions.  
4.7.1.4. The production shall be deemed to conform if at least three vehicles 
meet the requirements of the tests described in Appendix 1 to Annex 
XI. ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 45  
Appendix 1  
Verification of conformity of production for Type 1 test—statistical method  
▼M3 
1. This Appendix describes the procedure to be used to verify the production 
conformity requirements for the Type 1 test for pollutants/CO  2 , including 
conformity requirements for PEVs and OVC-HEVs, and to monitor the 
OBFCM device accuracy.  
▼B 
2. ►M3 Measurements of the pollutants specified in Table 2 of Annex I to 
Regulation (EC) No 715/2007, and the emission of CO  2 shall be carried out 
on a minimum number of 3 vehicles, and consecutively increase until a pass 
or fail decision is reached. The OBFCM device accuracy shall be determined 
for each of the  N tests. ◄ 
From the number of  N tests:  x 1, x 2, … x  N, the average  X tests and the variance  
VAR are to be determined from all  N measurements:  
X tests ¼ ðx 1 þ x 2 þ x 3 þ … þ x N Þ=N 
and 
VAR ¼ ððx 1 Ä X tests Þ 2 þ ðx 2 Ä X tests Þ 2 þ … þ ðx N Ä X tests Þ 2 Þ=ðN Ä 1Þ 
3. For each number of tests, one of the three following decisions (see (i) to ((iii) 
below) can be reached for pollutants based on the limit value  L for each 
pollutant, the average of all  N tests:  X tests , the variance of the test results  
VAR and the number of tests  N: 
(i) Pass the family if  X tests< A Ü L Ä VAR =L 
(ii) Fail the family if  X tests> A Ü L Ä ððN Ä 3Þ=13Þ Ü VAR =L 
(iii) Take another measurement if:  
▼M3 
A Ü L Ä VAR =L Ï X tests Ï A Ü L Ä ððN Ä 3Þ=13Þ Ü VAR =L 
▼B 
For the measurement of pollutants the factor A is set at 1,05 in order to take 
into account inaccuracies in the measurements.  
4. For CO  2 and EC the normalised values for CO  2 and EC shall be used:  
x i ¼ CO  2testÄi=CO  2declared : 
x i ¼ EC  testÄi=EC DC; COP 
In the case of CO  2 and EC the factor A is set at 1.01 and the value for L is set 
at 1. So in the case of CO  2 and EC the criteria are simplified to:  
(i) Pass the family if  X tests< A Ä VAR  
(ii) Fail the family if  X tests> A Ä ððN Ä 3Þ=13Þ Ü VAR  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 46  
(iii) Take another measurement if:  
▼M3 
A Ä VAR Ï X tests Ï A Ä ððN Ä 3Þ=13Þ Ü VAR 
__________  
5. For vehicles referred to in Article 4a, the accuracy of the OBFCM device 
shall be calculated as follows:  
x i,OBFCM  = accuracy of the OBFCM device determined for each single test i 
in accordance with the formulae point 4.2 of Annex XXII.  
The Type Approval authority shall keep a record of the determined accuracies 
for each COP family tested.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 47  
Appendix 2  
Calculations for Conformity of Production of EVs  
1. Calculations for conformity of production values for PEVs  
1.1 Interpolating of individual electric energy consumption of PEVs  
EC DCÄind;COP ¼ EC  DCÄL;COP þ K ind Ü ðEC DCÄH;COP Ä EC  DCÄL;COP Þ 
where:  
EC DC–ind,COP  is the electric energy consumption of an individual vehicle 
for the conformity of production, Wh/km;  
EC DC–L,COP  is the electric energy consumption of vehicle L for the 
conformity of production, Wh/km;  
EC DC–H,COP  is the electric energy consumption of vehicle H for the 
conformity of production, Wh/km;  
K ind is the interpolation coefficient for the considered individual 
vehicle for the applicable WLTP test cycle.  
1.2 Electric Consumption for PEVs  
The following value shall be declared and used for verifying the conformity 
of production with respect to the electric consumption:  
EC DC;COP ¼ EC  DC;CD;first WLTC Ü AF  EC 
where:  
EC DC,COP  is the electric energy consumption based on the REESS 
depletion of the first applicable WLTC test cycle 
provided for the verification during the conformity of 
production test procedure;  
EC DC,CD,first WLTC  is the electric energy consumption based on the REESS 
depletion of the first applicable WLTC test cycle 
according to paragraph 4.3. of Sub-Annex 8 to 
Annex XXI, in Wh/km;  
AF EC is the adjustment factor which compensates the 
difference between the charge-depleting electric 
energy consumption value declared after having 
performed the Type 1 test procedure during homo ­
logation and the measured test result determined 
during the conformity of production procedure  
and 
AF EC ¼ EC WLTC ;declared  
EC WLTC ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 48  
where  
EC WLTC,declared  is the declared electric energy consumption for PEVs 
according to  ►M3 paragraph 1.2.3. of Sub-Annex 6 to 
Annex XXI ◄ 
EC WLTC  is the measured electric energy consumption according to 
paragraph 4.3.4.2. of Sub-Annex 8 to Annex XXI.  
2. Calculations for conformity of production values for OVC-HEVs  
2.1 Individual charge-sustaining CO  2 mass emission of OVC-HEVs for 
conformity of production 
M CO2Äind;CS;COP ¼ M CO2ÄL;CS;COP þ K ind Ü ðM CO2ÄH;CS;COP Ä M CO2ÄL;CS;COP Þ 
where:  
M CO2–ind,CS,COP  is the charge-sustaining CO  2 mass emission of an indi ­
vidual vehicle for the conformity of production, g/km;  
M CO2–L,CS,COP  is the charge-sustaining CO  2 mass emission of vehicle L 
for the conformity of production, g/km;  
M CO2–H,CS,COP  is the charge-sustaining CO  2 mass emission of vehicle H 
for the conformity of production, g/km;  
K ind is the interpolation coefficient for the considered indi ­
vidual vehicle for the applicable WLTP test cycle.  
2.2 Individual charge-depleting electric energy consumption of OVC-HEVs for 
conformity of production 
EC DCÄind;CD;COP ¼ EC  DCÄL;CD;COP þ K ind Ü ðEC DCÄH;CD;COP Ä EC  DCÄL;CD;COP Þ 
where:  
EC DC–ind,CD,COP  is the charge-depleting electric energy consumption of an 
individual vehicle for the conformity of production, 
Wh/km;  
EC DC–L,CD,COP  is the charge-depleting electric energy consumption of 
vehicle L for the conformity of production, Wh/km;  
EC DC–H,CD,COP  is the charge-depleting electric energy consumption of 
vehicle H for the conformity of production, Wh/km;  
K ind is the interpolation coefficient for the considered indi ­
vidual vehicle for the applicable WLTP test cycle.  
2.3 Charge-sustaining CO  2 mass emission value for conformity of production  
The following value shall be declared and used for the verification of the 
conformity of production with respect to the charge-sustaining CO  2 mass 
emission:  
M CO2;CS;COP ¼ M CO2;CS Ü AF  CO2;CS ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 49  
where:  
M CO2,CS,COP  is the charge-sustaining CO  2 mass emission value of the 
charge-sustaining Type 1 test provided for the verification 
during the conformity of production test procedure;  
M CO2,CS  is the charge-sustaining CO  2 mass emission of the 
charge-sustaining Type 1 test according to  ►M3 paragraph 
4.1.1. of Sub-Annex 8 to Annex XXI ◄, g/km;  
AF CO2,CS  is the adjustment factor which compensates the difference 
between the value declared after having performed the 
Type 1 test procedure during homologation and the 
measured test result determined during the conformity of 
production procedure  
And 
AF CO2;CS ¼ M CO2;CS;c;declared  
M CO2;CS;c;6 
where  
M CO2,CS,c,declared  is the declared charge-sustaining CO  2 mass emission of 
the charge-sustaining Type 1 test according to step 7 of 
Table A8/5 of Sub-Annex 8 to Annex XXI.  
M CO2,CS,c,6  is the measured charge-sustaining CO  2 mass emission of 
the charge-sustaining Type 1 test according to step 6 of 
Table A8/5 of Sub-Annex 8 to Annex XXI.  
2.4 Charge-depleting electric energy consumption for conformity of production  
The following value shall be declared and used for verifying the conformity 
of production with respect to the charge-depleting electric energy 
consumption  
EC DC;CD;COP ¼ EC  DC;CD;first WLTC Ü AF  EC;AC;CD 
where:  
EC DC,CD,COP  is the charge-depleting electric energy consumption 
based on the REESS depletion of the first applicable 
WLTC test cycle of the charge-depleting Type 1 test 
provided for the verification during the conformity of 
production test procedure;  
EC DC,CD,first WLTC  is the charge-depleting electric energy consumption 
based on the REESS depletion of the first applicable 
WLTC test cycle of the charge-depleting Type 1 test 
according to paragraph 4.3. of Sub-Annex 8 to 
Annex XXI, Wh/km;  
AF EC,AC,CD  is the adjustment factor for the charge-depleting electric 
energy consumption which compensates the difference 
between the value declared after having performed the 
Type 1 test procedure during homologation and the 
measured test result determined during the conformity 
of production procedure  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 50  
and 
AF EC;AC;CD ¼ EC AC;CD;declared  
EC AC;CD 
where  
EC AC,CD,declared  is the declared charge-depleting electric energy 
consumption of the charge-depleting Type 1 test 
according to  ►M3 paragraph 1.2.3. of Sub-Annex 6 to 
Annex XXI ◄. 
EC AC,CD  is the measured charge-depleting electric energy 
consumption of the charge-depleting Type 1 test 
according to paragraph 4.3.1. of Sub-Annex 8 to 
Annex XXI.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 51  
Appendix 3  
MODEL  
INFORMATION DOCUMENT No …  
RELATING TO EC TYPE-APPROVAL OF A VEHICLE WITH REGARD TO 
EMISSIONS AND ACCESS TO VEHICLE REPAIR AND MAINTENANCE 
INFORMATION  
The following information, if applicable, must be supplied in triplicate and 
include a list of contents. Any drawings must be supplied in appropriate scale 
and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if 
any, must show sufficient detail.  
If the systems, components or separate technical units have electronic controls, 
information concerning their performance must be supplied. 
0 GENERAL  
0.1. Make (trade name of manufacturer):  
0.2. Type:  
0.2.1.  Commercial name(s) (if available):  
▼M3 
0.2.2.1.  Allowed Parameter Values for multistage type approval to 
use the base vehicle emission values (insert range if appli ­
cable): 
Final Vehicle mass in running order (in kg):  
Frontal area for final vehicle (in cm  2 ): 
Rolling resistance (kg/t):  
Cross-sectional area of air entrance of the front grille (in 
cm 2 ): 
0.2.3.  Identifiers:  
0.2.3.1.  interpolation family's identifier:  
0.2.3.2.  ATCT family's identifier:  
0.2.3.3.  PEMS family's identifier:  
0.2.3.4.  Roadload family's identifier  
0.2.3.4.1.  Roadload family of VH:  
0.2.3.4.2.  Roadload family of VL:  
0.2.3.4.3.  Roadload families applicable in the interpolation 
family:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 52  
0.2.3.5.  Roadload Matrix family's identifier:  
0.2.3.6.  Periodic regeneration family's identifier:  
0.2.3.7.  Evaporative test family's identifier:  
0.2.3.8.  OBD family's identifier:  
0.2.3.9.  other family's identifier:  
▼B 
0.4. Category of vehicle (  c ): 
0.8. Name(s) and address(es) of assembly plant(s):  
0.9. Name and address of the manufacturer's representative (if 
any):  
1 GENERAL CONSTRUCTION CHARACTERISTICS  
1.1. Photographs and/or drawings of a representative vehicle/ 
component/separate technical unit (  1 ): 
1.3.3.  Powered axles (number, position, interconnection):  
2 MASSES AND DIMENSIONS (  f ) ( g ) ( 7 ) 
(in kg and mm) (Refer to drawing where applicable)  
2.6. Mass in running order (  h ) 
(a) maximum and minimum for each variant:  
►M3 __________  ◄ 
▼M3 
2.6.3.  Rotational mass: 3 % of the sum of mass in running order 
and 25 kg or value, per axle (kg):  
▼B 
2.8. Technically permissible maximum laden mass stated by the 
manufacturer (  i ) ( 3 ): 
3 PROPULSION ENERGY CONVERTER (  k ) 
3.1. Manufacturer of the propulsion energy converter(s):  
3.1.1.  Manufacturer's code (as marked on the propulsion energy 
converter or other means of identification):  
3.2. Internal combustion engine  
3.2.1.1.  Working principle: positive ignition/compression ignition/ 
dual fuel (  1 ) 
Cycle: four stroke/two stroke/rotary (  1 ) ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 53  
3.2.1.2.  Number and arrangement of cylinders:  
3.2.1.2.1.  Bore (  1 ): mm  
3.2.1.2.2.  Stroke (  1 ): mm  
3.2.1.2.3.  Firing order:  
3.2.1.3.  Engine capacity (  m ): cm  3 
3.2.1.4.  Volumetric compression ratio (  2 ): 
3.2.1.5.  Drawings of combustion chamber, piston crown and, in the 
case of positive ignition engines, piston rings:  
3.2.1.6.  Normal engine idling speed (  2 ): min  –1 
3.2.1.6.1.  High engine idling speed (  2 ): min  –1 
3.2.1.8.  Rated engine power (  n ): kW at  min  –1 (manufacturer's 
declared value)  
3.2.1.9.  Maximum permitted engine speed as prescribed by the manu ­
facturer:  min  –1 
3.2.1.10.  Maximum net torque (  n ): Nm at  min  –1 (manufacturer's 
declared value)  
3.2.2.  Fuel  
▼M3 
3.2.2.1.  Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E 85)/ 
Biodiesel/Hydrogen (  1 ), ( 6 ) 
▼B 
3.2.2.1.1.  RON, unleaded:  
3.2.2.4.  Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel (  1 ) 
3.2.2.5.  Maximum amount of biofuel acceptable in fuel (manufac ­
turer's declared value):  % by volume  
3.2.4.  Fuel feed  
3.2.4.1.  By carburettor(s): yes/no (  1 ) 
3.2.4.2.  By fuel injection (compression ignition or dual fuel only): 
yes/no (  1 ) 
3.2.4.2.1.  System description (common rail/unit injectors/distribution 
pump etc.):  
3.2.4.2.2.  Working principle: direct injection/pre-chamber/swirl 
chamber (  1 ) 
3.2.4.2.3.  Injection/Delivery pump  
3.2.4.2.3.1.  Make(s):  
3.2.4.2.3.2.  Type(s):  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 54  
3.2.4.2.3.3.  Maximum fuel delivery (  1 ) ( 2 ): ........ mm  3 /stroke or cycle 
at an engine speed of: ................. min  –1 or, alternatively, a 
characteristic diagram: ..... (When boost control is supplied, 
state the characteristic fuel delivery and boost pressure versus 
engine speed)  
3.2.4.2.4.  Engine speed limitation control  
3.2.4.2.4.2.1.  Speed at which cut-off starts under load:  min  –1 
3.2.4.2.4.2.2.  Maximum no-load speed:  min  –1 
3.2.4.2.6.  Injector(s)  
3.2.4.2.6.1.  Make(s):  
3.2.4.2.6.2.  Type(s):  
3.2.4.2.8.  Auxiliary starting aid  
3.2.4.2.8.1.  Make(s):  
3.2.4.2.8.2.  Type(s):  
3.2.4.2.8.3.  System description:  
3.2.4.2.9.  Electronic controlled injection: yes/no (  1 ) 
3.2.4.2.9.1.  Make(s):  
3.2.4.2.9.2.  Type(s):  
3.2.4.2.9.3  Description of the system:  
3.2.4.2.9.3.1.  Make and type of the control unit (ECU):  
3.2.4.2.9.3.1.1.  Software version of the ECU:  
3.2.4.2.9.3.2.  Make and type of the fuel regulator:  
3.2.4.2.9.3.3.  Make and type of the air-flow sensor:  
3.2.4.2.9.3.4.  Make and type of fuel distributor:  
3.2.4.2.9.3.5.  Make and type of the throttle housing:  
3.2.4.2.9.3.6.  Make and type or working principle of water temperature 
sensor:  
3.2.4.2.9.3.7.  Make and type or working principle of air temperature 
sensor:  
3.2.4.2.9.3.8.  Make and type or working principle of air pressure 
sensor:  
3.2.4.3.  By fuel injection (positive ignition only): yes/no (  1 ) 
3.2.4.3.1.  Working principle: intake manifold (single-/multi-point/direct 
injection (  1 ) /other (specify):  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 55  
3.2.4.3.2.  Make(s):  
3.2.4.3.3.  Type(s):  
3.2.4.3.4.  System description (In the case of systems other than 
continuous injection give equivalent details):  
3.2.4.3.4.1.  Make and type of the control unit (ECU):  
3.2.4.3.4.1.1.  Software version of the ECU:  
3.2.4.3.4.3.  Make and type or working principle of air-flow sensor:  
3.2.4.3.4.8.  Make and type of throttle housing:  
3.2.4.3.4.9.  Make and type or working principle of water temperature 
sensor:  
3.2.4.3.4.10.  Make and type or working principle of air temperature 
sensor:  
3.2.4.3.4.11.  Make and type or working principle of air pressure sensor:  
3.2.4.3.5.  Injectors  
3.2.4.3.5.1.  Make:  
3.2.4.3.5.2.  Type:  
3.2.4.3.7.  Cold start system  
3.2.4.3.7.1.  Operating principle(s):  
3.2.4.3.7.2.  Operating limits/settings (  1 ) ( 2 ): 
3.2.4.4.  Feed pump  
3.2.4.4.1.  Pressure (  2 ): kPa or characteristic diagram (  2 ): 
3.2.4.4.2.  Make(s):  
3.2.4.4.3.  Type(s):  
3.2.5.  Electrical system  
3.2.5.1.  Rated voltage:  V, positive/negative ground (  1 ) 
3.2.5.2.  Generator  
3.2.5.2.1.  Type:  
3.2.5.2.2.  Nominal output:  VA  
3.2.6.  Ignition system (spark ignition engines only)  
3.2.6.1.  Make(s):  
3.2.6.2.  Type(s):  
3.2.6.3.  Working principle:  
3.2.6.6.  Spark plugs  
3.2.6.6.1.  Make:  
3.2.6.6.2.  Type:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 56  
3.2.6.6.3.  Gap setting:  mm  
3.2.6.7.  Ignition coil(s)  
3.2.6.7.1.  Make:  
3.2.6.7.2.  Type:  
3.2.7.  Cooling system: liquid/air (  1 ) 
3.2.7.1.  Nominal setting of the engine temperature control mech ­
anism:  
3.2.7.2.  Liquid  
3.2.7.2.1.  Nature of liquid:  
3.2.7.2.2.  Circulating pump(s): yes/no (  1 ) 
3.2.7.2.3.  Characteristics:  or  
3.2.7.2.3.1.  Make(s):  
3.2.7.2.3.2.  Type(s):  
3.2.7.2.4.  Drive ratio(s):  
3.2.7.2.5.  Description of the fan and its drive mechanism:  
3.2.7.3.  Air  
3.2.7.3.1.  Fan: yes/no (  1 ) 
3.2.7.3.2.  Characteristics:  or  
3.2.7.3.2.1.  Make(s):  
3.2.7.3.2.2.  Type(s):  
3.2.7.3.3.  Drive ratio(s):  
3.2.8.  Intake system  
3.2.8.1.  Pressure charger: yes/no (  1 ) 
3.2.8.1.1.  Make(s):  
3.2.8.1.2.  Type(s):  
3.2.8.1.3.  Description of the system (e.g. maximum charge pressure:  
kPa; wastegate if applicable):  
3.2.8.2.  Intercooler: yes/no (  1 ) 
3.2.8.2.1.  Type: air-air/air-water (  1 ) 
3.2.8.3.  Intake depression at rated engine speed and at 100 % load 
(compression ignition engines only)  
3.2.8.4.  Description and drawings of inlet pipes and their accessories 
(plenum chamber, heating device, additional air intakes, 
etc.):  
3.2.8.4.1.  Intake manifold description (include drawings and/or 
photos):  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 57  
3.2.8.4.2.  Air filter, drawings:  or  
3.2.8.4.2.1.  Make(s):  
3.2.8.4.2.2.  Type(s):  
3.2.8.4.3.  Intake silencer, drawings:  or  
3.2.8.4.3.1.  Make(s):  
3.2.8.4.3.2.  Type(s):  
3.2.9.  Exhaust system  
3.2.9.1.  Description and/or drawing of the exhaust manifold:  
3.2.9.2.  Description and/or drawing of the exhaust system:  
3.2.9.3.  Maximum allowable exhaust back pressure at rated engine 
speed and at 100 % load (compression ignition engines 
only):  kPa  
3.2.10.  Minimum cross-sectional areas of inlet and outlet ports:  
3.2.11.  Valve timing or equivalent data  
3.2.11.1.  Maximum lift of valves, angles of opening and closing, or 
timing details of alternative distribution systems, in relation 
to dead centres. For variable timing system, minimum and 
maximum timing:  
3.2.11.2.  Reference and/or setting ranges (  1 ): 
3.2.12.  Measures taken against air pollution  
3.2.12.1.  Device for recycling crankcase gases (description and draw ­
ings):  
3.2.12.2.  Pollution control devices (if not covered by another heading)  
3.2.12.2.1.  Catalytic converter  
3.2.12.2.1.1.  Number of catalytic converters and elements (provide the 
information below for each separate unit):  
3.2.12.2.1.2.  Dimensions, shape and volume of the catalytic con- 
verter(s):  
3.2.12.2.1.3.  Type of catalytic action:  
3.2.12.2.1.4.  Total charge of precious metals:  
3.2.12.2.1.5.  Relative concentration:  
3.2.12.2.1.6.  Substrate (structure and material):  
3.2.12.2.1.7.  Cell density:  
3.2.12.2.1.8.  Type of casing for the catalytic converter(s):  
3.2.12.2.1.9.  Location of the catalytic converter(s) (place and reference 
distance in the exhaust line):  
3.2.12.2.1.10.  Heat shield: yes/no (  1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 58  
3.2.12.2.1.11.  Normal operating temperature range:  °C  
3.2.12.2.1.12.  Make of catalytic converter:  
3.2.12.2.1.13.  Identifying part number:  
3.2.12.2.2.  Sensors  
3.2.12.2.2.1.  Oxygen sensor: yes/no (  1 ) 
3.2.12.2.2.1.1.  Make:  
3.2.12.2.2.1.2.  Location:  
3.2.12.2.2.1.3.  Control range:  
3.2.12.2.2.1.4.  Type or working principle:  
3.2.12.2.2.1.5.  Identifying part number:  
3.2.12.2.2.2.  NO  x sensor: yes/no (  1 ) 
3.2.12.2.2.2.1.  Make:  
3.2.12.2.2.2.2.  Type:  
3.2.12.2.2.2.3.  Location  
3.2.12.2.2.3.  Particulate sensor: yes/no (  1 ) 
3.2.12.2.2.3.1.  Make:  
3.2.12.2.2.3.2.  Type:  
3.2.12.2.2.3.3.  Location:  
3.2.12.2.3.  Air injection: yes/no (  1 ) 
3.2.12.2.3.1.  Type (pulse air, air pump, etc.):  
3.2.12.2.4.  Exhaust gas recirculation (EGR): yes/no (  1 ) 
3.2.12.2.4.1.  Characteristics (make, type, flow, high pressure/low pressure/ 
combined pressure, etc.):  
3.2.12.2.4.2.  Water-cooled system (to be specified for each EGR system 
e.g. low pressure/high pressure/combined pressure: yes/no (  1 ) 
3.2.12.2.5.  Evaporative emissions control system (petrol and ethanol 
engines only): yes/no (  1 ) 
3.2.12.2.5.1.  Detailed description of the devices:  
3.2.12.2.5.2.  Drawing of the evaporative control system:  
3.2.12.2.5.3.  Drawing of the carbon canister:  
3.2.12.2.5.4.  Mass of dry charcoal:  g  
▼M3 
3.2.12.2.5.5.  Schematic drawing of the fuel tank (petrol and ethanol 
engines only):  
3.2.12.2.5.5.1.  Fuel tank system capacity, material and construction:  
3.2.12.2.5.5.2.  Description of vapour hose material, fuel line material and 
connection technique of the fuel system:  
3.2.12.2.5.5.3.  Sealed tank system: yes/no  
3.2.12.2.5.5.4.  Description of fuel tank relief valve setting (air ingestion and 
relief):  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 59  
3.2.12.2.5.5.5.  Description of the purge control system:  
3.2.12.2.5.6.  Description and schematic of the heat shield between tank 
and exhaust system:  
3.2.12.2.5.7.  Permeability factor:  
▼B 
3.2.12.2.6.  Particulate trap (PT): yes/no (  1 ) 
3.2.12.2.6.1.  Dimensions, shape and capacity of the particulate trap:  
3.2.12.2.6.2.  Design of the particulate trap:  
3.2.12.2.6.3.  Location (reference distance in the exhaust line):  
3.2.12.2.6.4.  Make of particulate trap:  
3.2.12.2.6.5.  Identifying part number:  
3.2.12.2.7  On-board-diagnostic (OBD) system: yes/no (  1 ) 
3.2.12.2.7.1.  Written description and/or drawing of the MI:  
3.2.12.2.7.2.  List and purpose of all components monitored by the OBD 
system:  
3.2.12.2.7.3.  Written description (general working principles) for  
3.2.12.2.7.3.1  Positive-ignition engines  
3.2.12.2.7.3.1.1.  Catalyst monitoring:  
3.2.12.2.7.3.1.2.  Misfire detection:  
3.2.12.2.7.3.1.3.  Oxygen sensor monitoring:  
3.2.12.2.7.3.1.4.  Other components monitored by the OBD system:  
3.2.12.2.7.3.2.  Compression-ignition engines:  
3.2.12.2.7.3.2.1.  Catalyst monitoring:  
3.2.12.2.7.3.2.2.  Particulate trap monitoring:  
3.2.12.2.7.3.2.3.  Electronic fuelling system monitoring:  
3.2.12.2.7.3.2.5.  Other components monitored by the OBD system:  
3.2.12.2.7.4.  Criteria for MI activation (fixed number of driving cycles or 
statistical method):  
3.2.12.2.7.5.  List of all OBD output codes and formats used (with expla ­
nation of each):  
3.2.12.2.7.6.  The following additional information shall be provided by the 
vehicle manufacturer for the purposes of enabling the manu ­
facture of OBD-compatible replacement or service parts and 
diagnostic tools and test equipment.  
3.2.12.2.7.6.1.  A description of the type and number of the preconditioning 
cycles used for the original type approval of the vehicle.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 60  
3.2.12.2.7.6.2.  A description of the type of the OBD demonstration cycle 
used for the original type-approval of the vehicle for the 
component monitored by the OBD system.  
3.2.12.2.7.6.3.  A comprehensive document describing all sensed components 
with the strategy for fault detection and MI activation (fixed 
number of driving cycles or statistical method), including a 
list of relevant secondary sensed parameters for each 
component monitored by the OBD system. A list of all 
OBD output codes and format used (with an explanation of 
each) associated with individual emission related power-train 
components and individual non-emission related components, 
where monitoring of the component is used to determine MI 
activation, including in particular a comprehensive expla ­
nation for the data given in service $05 Test ID $21 to FF 
and the data given in service $06. 
In the case of vehicle types that use a communication link in 
accordance with ISO 15765-4 ‘Road vehicles, diagnostics on 
controller area network (CAN) — Part 4: requirements for 
emissions-related systems’, a comprehensive explanation for 
the data given in service $06 Test ID $00 to FF, for each 
OBD monitor ID supported, shall be provided.  
3.2.12.2.7.6.4.  The information required above may be defined by 
completing a table as described below.  
3.2.12.2.7.6.4.1.  Light-duty vehicles  
Component  Fault code  Monitoring 
strategy  Fault detection 
criteria  MI 
activation 
criteria  Secondary 
parameters  Precondi­
tioning  Demon­
stration 
test 
Catalyst  P0420  Oxygen 
sensor 1 
and sensor 
2 signals  Difference 
between 
sensor 1 and 
sensor 2 
signals-  3rd 
cycle  Engine speed 
load, A/F 
mode, 
catalyst 
temperature  Two 
type I 
cycles  Type I  
3.2.12.2.8.  Other system:  
3.2.12.2.8.2.  Driver inducement system  
3.2.12.2.8.2.3.  Type of inducement system: no engine restart after 
countdown/no start after refuelling/fuel-lockout/performance 
restriction  
3.2.12.2.8.2.4.  Description of the inducement system  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 61  
3.2.12.2.8.2.5.  Equivalent to the average driving range of the vehicle with a 
complete tank of fuel:  km  
3.2.12.2.10.  Periodically regenerating system: (provide the information 
below for each separate unit)  
3.2.12.2.10.1.  Method or system of regeneration, description and/or 
drawing:  
3.2.12.2.10.2.  The number of Type 1 operating cycles, or equivalent engine 
test bench cycles, between two cycles where regenerative 
phases occur under the conditions equivalent to Type 1 test 
(Distance ‘D’ in Figure A6.App1/1 in Appendix 1 to 
Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 
or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as 
applicable)):  
3.2.12.2.10.2.1.  Applicable Type 1 cycle (indicate the applicable procedure: 
Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83):  
3.2.12.2.10.3.  Description of method employed to determine the number of 
cycles between two cycles where regenerative phases occur:  
3.2.12.2.10.4.  Parameters to determine the level of loading required before 
regeneration occurs (i.e. temperature, pressure etc.):  
3.2.12.2.10.5.  Description of method used to load system in the test 
procedure described in paragraph 3.1., Annex 13 to UN/ 
ECE Regulation 83:  
3.2.12.2.11.  Catalytic converter systems using consumable reagents 
(provide the information below for each separate unit) 
yes/no (  1 ) 
3.2.12.2.11.1.  Type and concentration of reagent needed:  
3.2.12.2.11.2.  Normal operational temperature range of reagent:  
3.2.12.2.11.3.  International standard:  
3.2.12.2.11.4.  Frequency of reagent refill: continuous/maintenance (where 
appropriate):  
3.2.12.2.11.5.  Reagent indicator: (description and location)  
3.2.12.2.11.6.  Reagent tank  
3.2.12.2.11.6.1.  Capacity:  
3.2.12.2.11.6.2.  Heating system: yes/no  
3.2.12.2.11.6.2.1.  Description or drawing  
3.2.12.2.11.7.  Reagent control unit: yes/no (  1 ) 
3.2.12.2.11.7.1.  Make:  
3.2.12.2.11.7.2.  Type:  
3.2.12.2.11.8.  Reagent injector (make type and location):  
▼M3 
3.2.12.2.12.  Water injection: yes/no (  1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 62  
3.2.13.  Smoke opacity  
3.2.13.1.  Location of the absorption coefficient symbol (compression 
ignition engines only):  
3.2.14.  Details of any devices designed to influence fuel economy (if 
not covered by other items):.  
3.2.15.  LPG fuelling system: yes/no (  1 ) 
3.2.15.1.  Type-approval number according to Regulation (EC) No 661/ 
2009 (OJ L 200, 31.7.2009, p. 1):  
3.2.15.2.  Electronic engine management control unit for LPG fuelling  
3.2.15.2.1.  Make(s):  
3.2.15.2.2.  Type(s):  
3.2.15.2.3.  Emission-related adjustment possibilities:  
3.2.15.3.  Further documentation  
3.2.15.3.1.  Description of the safeguarding of the catalyst at switch-over 
from petrol to LPG or back:  
3.2.15.3.2.  System lay-out (electrical connections, vacuum connections 
compensation hoses, etc.):  
3.2.15.3.3.  Drawing of the symbol:  
3.2.16.  NG fuelling system: yes/no (  1 ) 
3.2.16.1.  Type-approval number according to Regulation (EC) No 661/ 
2009:  
3.2.16.2.  Electronic engine management control unit for NG fuelling  
3.2.16.2.1.  Make(s):  
3.2.16.2.2.  Type(s):  
3.2.16.2.3.  Emission-related adjustment possibilities:  
3.2.16.3.  Further documentation  
3.2.16.3.1.  Description of the safeguarding of the catalyst at switch-over 
from petrol to NG or back:  
3.2.16.3.2.  System lay-out (electrical connections, vacuum connections 
compensation hoses, etc.):  
3.2.16.3.3.  Drawing of the symbol:  
3.2.18.  Hydrogen fuelling system: yes/no (  1 ) 
3.2.18.1.  EC type-approval number in accordance with Regulation 
(EC) No 79/2009:  
3.2.18.2.  Electronic engine management control unit for hydrogen 
fuelling  
3.2.18.2.1.  Make(s):  
3.2.18.2.2.  Type(s):  
3.2.18.2.3.  Emission-related adjustment possibilities:  
3.2.18.3.  Further documentation  
3.2.18.3.1.  Description of the safeguarding of the catalyst at switch-over 
from petrol to hydrogen or back:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 63  
3.2.18.3.2.  System lay-out (electrical connections, vacuum connections 
compensation hoses, etc.):  
3.2.18.3.3.  Drawing of the symbol:  
3.2.19.4.  Further documentation  
▼M3 
__________  
▼B 
3.2.19.4.2.  System lay-out (electrical connections, vacuum connections 
compensation hoses, etc.):  
3.2.19.4.3.  Drawing of the symbol:  
▼M3 
3.2.20.  Heat storage information  
▼B 
3.2.20.1.  Active heat storage device: yes/no (  1 ) 
3.2.20.1.1.  Enthalpy:  (J)  
▼M3 
3.2.20.2.  Insulation materials: yes/no (  1 ) 
▼B 
3.2.20.2.1.  Insulation material:  
3.2.20.2.2.  Insulation volume:  
3.2.20.2.3.  Insulation weight:  
3.2.20.2.4.  Insulation location:  
▼M3 
3.2.20.2.5.  Worst case approach vehicle cool down: yes/no (  1 ) 
3.2.20.2.5.1.  (not worst case approach) Minimum soaking time, t  soak_ATCT  
(hours):  
3.2.20.2.5.2.  (not worst case approach) Location of the engine temperature 
measurement:  
3.2.20.2.6.  Single interpolation family within the ATCT family 
approach: yes/no (  1 ) 
3.3. Electric machine  
3.3.1.  Type (winding, excitation):  
3.3.1.1.  Maximum hourly output:  kW 
(manufacturer's declared value)  
3.3.1.1.1.  Maximum net power (a)  kW 
(manufacturer's declared value)  
3.3.1.1.2.  Maximum 30 minutes power (a)  kW 
(manufacturer's declared value)  
3.3.1.2.  Operating voltage:  V  
3.3.2.  REESS  
3.3.2.1.  Number of cells:  
3.3.2.2.  Mass:  kg  
3.3.2.3.  Capacity:  Ah (Amp-hours)  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 64  
3.3.2.4.  Position:  
▼B 
3.4. Combinations of propulsion energy converters  
3.4.1.  Hybrid electric vehicle: yes/no (  1 ) 
3.4.2.  Category of hybrid electric vehicle: off-vehicle charging/not 
off-vehicle charging: (  1 ) 
3.4.3.  Operating mode switch: with/without (  1 ) 
3.4.3.1.  Selectable modes  
3.4.3.1.1.  Pure electric: yes/no (  1 ) 
3.4.3.1.2.  Pure fuel consuming: yes/no (  1 ) 
3.4.3.1.3.  Hybrid modes: yes/no (  1 ) 
(if yes, short description):  
3.4.4.  Description of the energy storage device: (REESS, capacitor, 
flywheel/generator)  
3.4.4.1.  Make(s):  
3.4.4.2.  Type(s):  
3.4.4.3.  Identification number:  
3.4.4.4.  Kind of electrochemical couple:  
3.4.4.5.  Energy: ......... (for REESS: voltage and capacity Ah in 2 h, 
for capacitor: J,  )  
3.4.4.6.  Charger: on board/external/without (  1 ) 
3.4.5.  Electric machine (describe each type of electric machine 
separately)  
3.4.5.1.  Make:  
3.4.5.2.  Type:  
3.4.5.3.  Primary use: traction motor/generator (  1 ) 
3.4.5.3.1.  When used as traction motor: single-/multimotors 
(number) (  1 ): 
3.4.5.4.  Maximum power:  kW  
3.4.5.5.  Working principle  
3.4.5.5.5.1  Direct current/alternating current/number of phases:  
3.4.5.5.2.  Separate excitation/series/compound (  1 ) 
3.4.5.5.3.  Synchronous/asynchronous (  1 ) 
3.4.6.  Control unit  
3.4.6.1.  Make(s):  
3.4.6.2.  Type(s):  
3.4.6.3.  Identification number:  
3.4.7.  Power controller  
3.4.7.1.  Make:  
3.4.7.2.  Type:  
3.4.7.3.  Identification number:  
3.4.9.  Manufacturer's recommendation for preconditioning:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 65  
3.5. Manufacturer’s declared values for determination of CO  2 
emissions/fuel consumption/electric consumption/electric 
range and details of eco-innovations (where applicable) (  o ) 
3.5.7.  Manufacturer’s declared values  
▼M3 
3.5.7.1.  Test vehicle parameters  
Vehicle  Vehicle 
Low (VL) 
if existing  Vehicle 
High 
(VH)  VM 
if existing  V representative 
(only for road 
load matrix 
family (*))  Default 
values  
Vehicle bodywork type  —  
Road load method used (measurement 
or calculation by road load family)  — —  
Road load information:  
Tyres make and type, if measurement  —  
Tyre dimensions (front/rear), if 
measurement  — 
Tyre rolling resistance (front/rear) (kg/ 
t) 
Tyre pressure (front/rear) (kPa), if 
measurement  
Delta C  D × A of vehicle L compared to 
vehicle H (IP_H minus IP_L)  — —  —  
Delta C  D × A compared to road load 
family vehicle L (IP_H/L minus 
RL_L), if calculation by road load 
family  — —  
Vehicle test mass (kg)  
Road load coefficients  
f 0 (N) 
f 1 (N/(km/h))  
f 2 (N/(km/h)  2 ) 
Frontal area m  2 (0,000 m  2 ) —  —  —  
Cycle Energy Demand (J)  
(*) Representative vehicle is tested for the road load matrix family.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 66  
3.5.7.1.1.  Fuel used for the Type 1 test and selected for the 
measurement of the net power in accordance with Annex 
XX to this Regulation (for LPG or NG vehicles only):  
__________  
▼B 
3.5.7.2.  Combined CO  2 mass emissions  
▼M3 
3.5.7.2.1.  CO  2 mass emission for pure ICE vehicles and NOVC-HEVs  
3.5.7.2.1.0.  Minimum and maximum CO  2 values within the interpolation 
family  
3.5.7.2.1.1.  Vehicle high:  g/km  
3.5.7.2.1.1.0.  Vehicle high (NEDC):  g/km  
3.5.7.2.1.2.  Vehicle low (if applicable):  g/km  
3.5.7.2.1.2.0.  Vehicle low (if applicable) (NEDC):  g/km  
3.5.7.2.1.3.  Vehicle M (if applicable):  g/km  
3.5.7.2.1.3.0.  Vehicle M (if applicable) (NEDC):  g/km  
3.5.7.2.2.  Charge-Sustaining CO  2 mass emission for OVC-HEVs  
3.5.7.2.2.1.  Charge Sustaining CO  2 mass emission vehicle high: g/km  
3.5.7.2.2.1.0.  Combined CO  2 mass emission vehicle high (NEDC 
Condition B): g/km  
3.5.7.2.2.2.  Charge Sustaining CO  2 mass emission vehicle low (if appli ­
cable): g/km  
3.5.7.2.2.2.0.  Combined CO  2 mass emission vehicle low (if applicable) 
(NEDC Condition B): g/km  
3.5.7.2.2.3.  Charge Sustaining CO  2 mass emission vehicle M (if appli ­
cable): g/km  
3.5.7.2.2.3.0.  Combined CO  2 mass emission vehicle M (if applicable) 
(NEDC Condition B): g/km  
3.5.7.2.3.  Charge Depleting CO  2 mass emission and weighted CO  2 
mass emission for OVC-HEVs  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 67  
3.5.7.2.3.1.  Charge Depleting CO  2 mass emission of Vehicle 
high:  g/km  
3.5.7.2.3.1.0.  Charge Depleting CO  2 mass emission of Vehicle high 
(NEDC Condition A):  g/km  
3.5.7.2.3.2.  Charge Depleting CO  2 mass emission of Vehicle low (if 
applicable):  g/km  
3.5.7.2.3.2.0.  Charge Depleting CO  2 mass emission of Vehicle low (if 
applicable) (NEDC Condition A):  g/km  
3.5.7.2.3.3.  Charge Depleting CO  2 mass emission of Vehicle M (if appli ­
cable):  g/km  
3.5.7.2.3.3.0.  Charge Depleting CO  2 mass emission of Vehicle M (if appli ­
cable) (NEDC Condition A):  g/km  
3.5.7.2.3.4.  Minimum and maximum weighted CO  2 values within the 
OVC interpolation family  
▼B 
3.5.7.3.  Electric range for electrified vehicles  
3.5.7.3.1.  Pure Electric Range (PER) for PEVs  
3.5.7.3.1.1.  Vehicle high:  km  
3.5.7.3.1.2.  Vehicle low (if applicable):  km  
3.5.7.3.2.  All Electric Range AER for OVC-HEVs  
3.5.7.3.2.1.  Vehicle high:  km  
3.5.7.3.2.2.  Vehicle low (if applicable):  km  
3.5.7.3.2.3.  Vehicle M (if applicable):  km  
3.5.7.4.  Charge Sustaining fuel consumption (FC  CS ) for FCHVs  
3.5.7.4.1.  Vehicle high:  kg/100 km  
3.5.7.4.2.  Vehicle low (if applicable):  kg/100 km  
▼M3 __________  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 68  
3.5.7.5.  Electric energy consumption for electrified vehicles  
3.5.7.5.1.  Combined electric energy consumption (EC  WLTC  ) for Pure 
electric vehicles  
3.5.7.5.1.1.  Vehicle high:  Wh/km  
3.5.7.5.1.2.  Vehicle low (if applicable):  Wh/km  
3.5.7.5.2.  UF-weighted charge-depleting electric consumption EC  AC,CD  
(combined)  
3.5.7.5.2.1.  Vehicle high:  Wh/km  
3.5.7.5.2.2.  Vehicle low (if applicable):  Wh/km  
3.5.7.5.2.3.  Vehicle M (if applicable):  Wh/km  
3.5.8.  Vehicle fitted with an eco-innovation within the meaning of 
Article 12 of Regulation (EC) No 443/2009 for M1 vehicles 
or Article 12 of Regulation (EU) No 510/2011 for N1 
vehicles: yes/no (  1 ) 
3.5.8.1.  Type/Variant/Version of the baseline vehicle as referred to in 
Article 5 of Regulation (EU) No 725/2011 for M1 vehicles 
or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles 
(if applicable):  
3.5.8.2.  Existence of interactions between different eco-innovations: 
yes/no (  1 ) 
▼M3 
3.5.8.3.  Emissions data related to the use of eco-innovations (repeat 
the table for each reference fuel tested) (w  1 ) 
Decision 
approving 
the eco- 
inno­
vation (  w2 ) Code of 
the eco- 
innovation 
( w3 ) 1. CO  2 
emissions of 
the baseline 
vehicle (g/ 
km) 2. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
(g/km)  3. CO  2 
emissions 
of the 
baseline 
vehicle 
under type 
1 test- 
cycle (  w4 ) 4. CO  2 
emissions of the 
eco-innovation 
vehicle under 
type 1 test-cycle  5. Usage 
factor (UF), 
i.e. 
temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4))*5  
xxxx/201x  
Total NEDC CO  2 emissions saving (g/km)(  w5 ) 
Total WLTP CO  2 emissions saving (g/km)(  w5 ) 
▼B 
3.6. Temperatures permitted by the manufacturer  
3.6.1.  Cooling system  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 69  
3.6.1.1.  Liquid cooling 
Maximum temperature at outlet:  K  
3.6.1.2.  Air cooling  
3.6.1.2.1.  Reference point:  
3.6.1.2.2.  Maximum temperature at reference point:  K  
3.6.2.  Maximum outlet temperature of the inlet intercooler:  K  
3.6.3.  Maximum exhaust temperature at the point in the exhaust 
pipe(s) adjacent to the outer flange(s) of the exhaust 
manifold or turbocharger:  K  
3.6.4.  Fuel temperature 
Minimum:  K — maximum:  K 
For diesel engines at injection pump inlet, for gas fuelled 
engines at pressure regulator final stage  
3.6.5.  Lubricant temperature 
Minimum:  K — maximum:  K  
3.8. Lubrication system  
3.8.1.  Description of the system  
3.8.1.1.  Position of lubricant reservoir:  
3.8.1.2.  Feed system (by pump/injection into intake/mixing with fuel, 
etc.) (  1 ) 
3.8.2.  Lubricating pump  
3.8.2.1.  Make(s):  
3.8.2.2.  Type(s):  
3.8.3.  Mixture with fuel  
3.8.3.1.  Percentage:  
3.8.4.  Oil cooler: yes/no (  1 ) 
3.8.4.1.  Drawing(s):  or  
3.8.4.1.1.  Make(s):  
3.8.4.1.2.  Type(s):  
▼M3 
3.8.5.  Lubricant specification:  W  
▼B 
4 TRANSMISSION (  p ) 
4.3. Moment of inertia of engine flywheel:  
4.3.1.  Additional moment of inertia with no gear engaged:  
4.4. Clutch(es)  
4.4.1.  Type:  
4.4.2.  Maximum torque conversion:  
4.5. Gearbox  
4.5.1.  Type (manual/automatic/CVT (continuously variable trans ­
mission)) (  1 ) 
▼M3 
__________  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 70  
4.5.1.4.  Torque rating:  
4.5.1.5.  Number of clutches:  
4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to 
gearbox output shaft 
revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT  
►M3 _______  ◄ 
▼M3 
4.6.1.  Gearshift  
4.6.1.1.  Gear 1 excluded: yes/no (  1 ) 
4.6.1.2.  n  _95_high  for each gear:  min  –1 
4.6.1.3.  n  min_drive  
4.6.1.3.1.  1st gear:  min  –1 
4.6.1.3.2.  1st gear to 2nd:  min  –1 
4.6.1.3.3.  2nd gear to standstill:  min  –1 
4.6.1.3.4.  2nd gear:  min  –1 
4.6.1.3.5.  3rd gear and beyond:  min  –1 
4.6.1.4.  n  _min_drive_set  for acceleration/constant speed phases 
(n _min_drive_up  ): min  –1 
4.6.1.5.  n  _min_drive_set  for deceleration phases (n  min_drive_down  ): 
4.6.1.6.  initial period of time  
4.6.1.6.1.  t  _start_phase  : s  
4.6.1.6.2.  n  _min_drive_start  : min  –1 
4.6.1.6.3.  n  _min_drive_up_start  : min  –1 
4.6.1.7.  use of ASM: yes/no (  1 ) 
4.6.1.7.1.  ASM values:  
▼B 
4.7. Maximum vehicle design speed (in km/h) (  q ): ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 71  
4.12.  Gearbox lubricant:  W  
▼B 
6 SUSPENSION  
6.6. Tyres and wheels  
6.6.1.  Tyre/wheel combination(s)  
6.6.1.1.  Axles  
6.6.1.1.1.  Axle 1:  
6.6.1.1.1.1.  Tyre size designation  
6.6.1.1.2.  Axle 2:  
6.6.1.1.2.1.  Tyre size designation  
etc. 
6.6.2.  Upper and lower limits of rolling radii  
6.6.2.1.  Axle 1:  
6.6.2.2.  Axle 2:  
6.6.3.  Tyre pressure(s) as recommended by the vehicle manufac ­
turer:  kPa  
9 BODYWORK  
9.1. Type of bodywork using the codes defined in Part C of 
Annex II of Directive 2007/46/EC:  
▼M3 
_______  
12.8.  Devices or systems with driver selectable modes which 
influence CO  2 emissions and/or criteria emissions and do 
not have a predominant mode: yes/no (  1 ) 
12.8.1.  Charge sustaining test (if applicable) (state for each device or 
system)  
12.8.1.1.  Best case mode:  
12.8.1.2.  Worst case mode:  
12.8.2.  Charge depleting test (if applicable) (state for each device or 
system)  
12.8.2.1.  Best case mode:  
12.8.2.2.  Worst case mode:  
12.8.3.  Type 1 test (if applicable) (state for each device or system)  
12.8.3.1.  Best case mode:  
12.8.3.2.  Worst case mode:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 72  
16 ACCESS TO VEHICLE REPAIR AND MAINTENANCE 
INFORMATION  
16.1.  Address of principal website for access to vehicle repair and 
maintenance information:  
16.1.1.  Date from which it is available (no later than 6 months from 
the date of type-approval):  
16.2.  Terms and conditions of access to website:  
16.3.  Format of the vehicle repair and maintenance information 
accessible through website:  
▼M2 
Explanatory notes  
( 1 ) Delete where not applicable (there are cases where nothing needs to be deleted when 
more than one entry is applicable).  
( 2 ) Specify the tolerance.  
( 3 ) Please fill in here the upper and lower values for each variant.  
( 6 ) Vehicles can be fuelled with both petrol and a gaseous fuel but, where the petrol 
system is fitted for emergency purposes or starting only and of which the petrol tank 
cannot contain more than 15 litres of petrol, will be regarded for the test as vehicles 
which can only run a gaseous fuel.  
( 7 ) Optional equipment that affects the dimensions of the vehicle shall be specified.  
( c ) Classified according to the definitions set out in Part A of Annex II.  
( f ) Where there is one version with a normal cab and another with a sleeper cab, both 
sets of masses and dimensions are to be stated.  
( g ) Standard ISO 612: 1978 — Road vehicles — Dimensions of motor vehicles and 
towed vehicles — terms and definitions.  
( h ) The mass of the driver is assessed at 75 kg.  
The liquid containing systems (except those for used water that must remain empty) 
are filled to 100 % of the capacity specified by the manufacturer.  
The information referred to in points 2.6(b) and 2.6.1(b) do not need to be provided 
for vehicle categories N 2, N 3, M 2, M 3, O 3, and O 4.  
( i ) For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer, 
which exert a significant vertical load on the coupling device or the fifth wheel, this 
load, divided by standard acceleration of gravity, is included in the maximum tech ­
nically permissible mass.  
( k ) In the case of a vehicle that can run either on petrol, diesel, etc., or also in 
combination with another fuel, items shall be repeated.  
In the case of non-conventional engines and systems, particulars equivalent to those 
referred to here shall be supplied by the manufacturer.  
( l ) This figure shall be rounded off to the nearest tenth of a millimetre.  
( m ) This value shall be calculated ( π = 3,1416) and rounded off to the nearest cm3.  
( n ) Determined in accordance with the requirements of Regulation (EC) No 715/2007 or 
Regulation (EC) No 595/2009 as applicable.  
( o ) Determined in accordance with the requirements of Council Directive 80/1268/EEC 
(OJ L 375, 31.12.1980, p. 36).  
( p ) The specified particulars are to be given for any proposed variants.  
( q ) With respect to trailers, maximum speed permitted by the manufacturer.  
( w ) Eco-innovations.  
( w1 ) Expand the table if necessary, using one extra row per eco-innovation.  
( w2 ) Number of the Commission Decision approving the eco-innovation.  
( w3 ) Assigned in the Commission Decision approving the eco-innovation.  
( w4 ) Under agreement of the type-approval authority, if a modelling methodology is 
applied instead of the type 1 test cycle, this value shall be the one provided by the 
modelling methodology.  
( w5 ) Sum of the CO  2 emissions savings of each individual eco-innovation.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 73  
Appendix 3a  
Extended Documentation Package  
The extended documentation package shall include the following information on 
all AES:  
(a) a declaration of the manufacturer that the vehicle does not contain any defeat 
device not covered by one of the exceptions in Article 5(2) of Regulation 
(EC) No 715/2007;  
(b) a description of the engine and the emission control strategies and devices 
employed, whether software or hardware, and any condition(s) under which 
the strategies and devices will not operate as they do during testing for TA;  
(c) a declaration of the software versions used to control these AES/BES, 
including the appropriate checksums of these software versions and 
instructions to the authority on how to read the checksums; the declaration 
shall be updated and sent to the Type Approval Authority that holds this 
extended documentation package each time there is a new software version 
that has an impact to the AES/BES;  
▼M3 
(d) detailed technical reasoning of any AES including a risk assessment esti ­
mating the risk with the AES and without it, and information on the 
following:  
(i) why any of the exception clauses from the defeat device prohibition in 
Article 5(2) of Regulation (EC) No 715/2007 apply;  
(ii) hardware element(s) that need to be protected by the AES, where appli ­
cable;  
(iii) proof of sudden and irreparable engine damage that cannot be prevented 
by regular maintenance and would occur in the absence of the AES, 
where applicable;  
(iv) a reasoned explanation on why there is a need to use an AES upon 
engine start, where applicable;  
▼M1 
(e) a description of the fuel system control logic, timing strategies and switch 
points during all modes of operation;  
(f) a description of the hierarchical relations among the AES (i.e., when more 
than one AES can be active concurrently, an indication of which AES is 
primary in responding, the method by which strategies interact, including 
data flow diagrams and decision logic and how does the hierarchy assure 
emissions from all AES are controlled to the lowest practical level;  
(g) a list of parameters which are measured and/or calculated by the AES, along 
with the purpose of every parameter measured and/or calculated and how 
each of those parameters relates to engine damage; including the method of 
calculation and how well these calculated parameters correlate with the true 
state of the parameter being controlled and any resulting tolerance or factor 
of safety incorporated into the analysis;  
(h) a list of engine/emission control parameters which are modulated as a 
function of the measured or calculated parameter(s) and the range of modu ­
lation for each engine/emission control parameter; along with the relationship 
between engine/emission control parameters and measured or calculated 
parameters;  
(i) an evaluation of how the AES will control real-driving emissions to the 
lowest practical level, including a detailed analysis of the expected 
increase of total regulated pollutants and CO  2 emissions by using the 
AES, compared to the BES.  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 74  
The extended documentation package shall be limited to 100 pages and shall 
include all the main elements to allow the type approval authority to assess the 
AES. The package may be complemented with annexes and other attached 
documents, containing additional and complementary elements, if necessary. 
The manufacturer shall send a new version of the extended documentation 
package to the type approval authority every time changes are introduced to 
the AES. The new version shall be limited to the changes and their effect. 
The new version of the AES shall be evaluated and approved by the type 
approval authority.  
The extended documentation package shall be structured as follows:  
Extended Documentation Package for AES Application No. YYY/OEM in 
accordance with Regulation (EU) 2017/1151  
Parts  Paragraph  Point  Explanation
 Introduction documents Introduction letter to TAA  Reference of the document 
with the version, the date of 
issuing the document, 
signature by the relevant 
person in the manufacturer 
organisation  
Versioning table  Content of each version 
modifications: and with part 
is modified  
Description of the 
(emission) types concerned  
Attached documents table  List of all attached docu ­
ments  
Cross references  link to paragraph (a) to (i) of 
Appendix 3a (where to find 
each requirement of the regu ­
lation)  
Absence of defeat device 
declaration  + signature
 Core document 0 Acronyms/abbreviations  
1 GENERAL DESCRIPTION  
1.1 Engine general presentation  Description of main char ­
acteristics: displacement, 
after treatment,…  
1.2 General system architecture  System bloc diagram: list of 
sensors and actuators, expla ­
nation of engine general 
functions  
1.3 Reading of software and 
calibration version  E.g. scan-tool explanation  
2 Base Emission Strategies  
2.x BES x  Description of strategy x  
2.y BES y  Description of strategy y  
3 Auxiliary Emission 
Strategies  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 75  
Parts  Paragraph  Point  Explanation  
3.0 Presentation of the AESs  Hierarchical relations among 
AES: description and justifi ­
cation (e.g. safety, reliability, 
etc.) 
3.x AES x  3.x.1 AES justification 
3.x.2 measured and/or 
modelled parameters 
for AES character ­
ization 
3.x.3 Action mode of AES - 
Parameters used 
3.x.4 Effect of AES on 
pollutants and CO  2 
3.y AES y  3.y.1 
3.y.2 
etc. 
100 page limit ends here  
Annex  List of types covered by this 
BES-AES: including TA 
reference, software reference, 
calibration number, 
checksums of each version 
and of each CU (engine 
and/or after-treatment if any)
 Attached documents Technical note for AES 
justification n  ° xxx Risk assessment or justifi ­
cation by testing or example 
of sudden damage, if any  
Technical note for AES 
justification n  ° yyy 
Test report for specific AES 
impact quantification  test report of all specific tests 
done for AES justification, 
test conditions details, 
description of the vehicle / 
date of the tests emission/ 
CO  2 impact with/without 
AES activation  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 76  
Appendix 3b  
Methodology for the assessment of AES  
The assessment of the AES by the type-approval authority shall include at least 
the following verifications:  
(1) The increase of emissions induced by the AES shall be kept at the lowest 
possible level:  
(a) The increase of total emissions when using an AES shall be kept at the 
lowest possible level throughout the normal use and life of the vehicles;  
(b) Whenever a technology or design that would allow for improved 
emission control is available on the market at the time of the AES 
preliminary assessment it shall be used with no unjustified modulation  
(2) When used to justify an AES, the risk of sudden and irreparable damage to 
the ‘propulsion energy converter and the drivetrain’, as defined in Mutual 
Resolution No. 2 (M.R.2) of the 1958 and 1998 Agreements of UNECE 
containing Vehicle Propulsion System Definitions (  1 ), shall be appropriately 
demonstrated and documented, including the following information:  
(a) Proof of catastrophic (i.e. sudden and irreparable) engine damage shall be 
provided by the manufacturer, along with a risk assessment which 
includes an evaluation of the likelihood of the risk occurring and 
severity of the possible consequences, including results of tests carried 
out to this effect;  
(b) When a technology or design is available on the market at the time of the 
AES application that eliminates or reduces that risk, it shall be used to 
the largest extent technically possible (i.e. with no unjustified modu ­
lation);  
(c) Durability and the long-term protection of the engine or components of 
the emission control system from wear and malfunctioning shall not be 
considered an acceptable reason to grant an exemption from the defeat 
device prohibition.  
(3) An adequate technical description shall document why it is necessary to use 
an AES for the safe operation of the vehicle:  
(a) Proof of an increased risk to the safe operation of the vehicle should be 
provided by the manufacturer along with a risk assessment which 
includes an evaluation of the likelihood of the risk occurring and 
severity of the possible consequences, including results of tests carried 
out to this effect;  
(b) When a different technology or design is available on the market at the 
time of the AES application that would allow for lowering the safety 
risk, it shall be used to the largest extent technically possible (i.e. with no 
unjustified modulation).  
(4) An adequate technical description shall document why it is necessary to use 
an AES during engine start:  
(a) Proof of the need to use an AES during engine start shall be provided by 
the manufacturer along with a risk assessment which includes an 
evaluation of the likelihood of the risk occurring and severity of the 
possible consequences, including results of tests carried out to this effect;  ▼M3 
( 1 ) Document ECE/TRANS/WP.19/1121 found in the following webpage: https://ec.eu ­
ropa.eu/docsroom/documents/31821
 02017R1151 — EN — 01.01.2019 — 002.006 — 77  
(b) Where a different technology or design is available on the market at the 
time of the AES application that would allow for improved emission 
control upon engine start, it shall be used to the largest extent technically 
possible.  
_______  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 78  
Appendix 4  
MODEL OF EC TYPE-APPROVAL CERTIFICATE  
(Maximum format: A4 (210 × 297 mm))  
EC TYPE-APPROVAL CERTIFICATE  
Stamp of administration  
Communication concerning the:  
— EC type-approval (  1 ), 
— extension of EC type-approval (  1 ), 
— refusal of EC type-approval (  1 ), 
— withdrawal of EC type-approval (  1 ), 
— of a type of system/type of a vehicle with regard to a system (  1 ) with regard 
to Regulation (EC) No 715/2007 (  2 ) and Regulation (EU) 2017/1151 (  3 ) 
EC type-approval number: …  
Reason for extension: …  
SECTION I  
0.1. Make (trade name of manufacturer): …  
0.2. Type: …  
0.2.1. Commercial name(s) (if available): …  
0.3. Means of identification of type if marked on the vehicle (  4 ) 
0.3.1. Location of that marking: …  
0.4. Category of vehicle (  5 ) 
▼M3 
0.4.2. Base vehicle (  5a ) ( 1 ): yes/no (  1 ) 
▼B 
0.5. Name and address of manufacturer: …  
0.8. Name(s) and address(es) of assembly plant(s): …  
0.9. Representative of the manufacturer: …  
SECTION II —  to be repeated for each interpolation family, as defined in 
paragraph 5.6. of Annex XXI  
0. Interpolation family identifier as defined in paragraph 5.0 of Annex XXI  
1. Additional information (where applicable): (see addendum)  
2. Technical service responsible for carrying out the tests: …  
3. Date of type 1 test report: …  
4. Number of the type 1 test report: …  
5. Remarks (if any): (see addendum)  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 79  
6. Place: …  
7. Date: …  
8. Signature: …  
Attachments:  Information package (  6 ). ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 80  
Addendum to EC type-approval certificate No …  
concerning the type-approval of a vehicle with regard to emissions and 
access to vehicle repair and maintenance information according to 
Regulation (EC) No 715/2007  
Cross references to information in Test Report or Information Document should 
be avoided when completing the TA certificate.  
▼M3 
0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN 
PARAGRAPH 5.0 OF ANNEX XXI OF REGULATION (EU) 
2017/1151  
0.1. Identifier: …  
0.2. Base vehicle identifier (  5a ) ( 1 ): … 
▼B 
1. ADDITIONAL INFORMATION  
▼M3 
1.1. Mass of the vehicle in running order:  
VL (  1 ): …  
VH: …  
1.2. Maximum mass:  
VL (  1 ): …  
VH: …  
1.3. Reference mass:  
VL (  1 ): …  
VH: …  
▼B 
1.4. Number of seats: …  
1.6. Type of bodywork:  
1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible, 
multipurpose vehicle (  1 ) 
1.6.2. for N1, N2: lorry, van (  1 ) 
1.7. Drive wheels: front, rear, 4 × 4 (  1 ) 
1.8. Pure electric vehicle: yes/no (  1 ) 
1.9. Hybrid electric vehicle: yes/no (  1 ) 
1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off 
Vehicle charging / Fuel Cell (  1 ) 
1.9.2. Operating mode switch: with/without (  1 ) 
1.10. Engine identification:  
1.10.1. Engine displacement:  
1.10.2. Fuel supply system: direct injection/indirect injection (  1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 81  
1.10.3. Fuel recommended by the manufacturer:  
1.10.4.1. Maximum power: kW at min  –1 
1.10.4.2. Maximum torque: Nm at min  –1 
1.10.5. Pressure charging device: yes/no (  1 ) 
1.10.6. Ignition system: compression ignition/positive ignition (  1 ) 
1.11. Power train (for pure electric vehicle or hybrid electric vehicle) (  1 ) 
1.11.1. Maximum net power: … kW, at: … to … min  –1 
1.11.2. Maximum thirty minutes power: … kW  
1.11.3. Maximum net torque: … Nm, at … min  –1 
1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle)  
1.12.1. Nominal voltage: V  
1.12.2. Capacity (2 h rate): Ah  
1.13. Transmission: …, …  
1.13.1. Type of gearbox: manual/automatic/variable transmission (  1 ) 
1.13.2. Number of gear ratios:  
1.13.3. Total gear ratios (including the rolling circumferences of the tyres 
under load): (vehicle speed (km/h)) / (engine speed (1 000 (min  –1 )) 
First gear: …  Sixth gear: …  
Second gear: …  Seventh gear: …  
Third gear: …  Eighth gear: …  
Fourth gear: …  Overdrive: …  
Fifth gear: …  
1.13.4. Final drive ratio:  
1.14. Tyres: …, …, …  
Type: radial/bias/… (  7 ) 
Dimensions: …  
Rolling circumference under load:  
Rolling circumference of tyres used for the Type 1 test  
2. TEST RESULTS  
▼M3 
2.1. Tailpipe emissions test results  
Emissions classification: …  
Type 1 test results, where applicable  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 82  
Type approval number if not parent vehicle (  1 ): …  
Test 1  
Type 1 Result  CO 
(mg/km)  THC 
(mg/km)  NMHC 
(mg/km)  NO  x 
(mg/km)  THC + 
NO  x 
(mg/km)  PM 
(mg/km)  PN 
(#.10  11 / 
km) 
Measured (  8 ) ( 9 ) 
Ki × (  8 ) ( 10 ) (  11 ) 
Ki + (  8 ) ( 10 ) (  11 ) 
Mean value calculated with 
Ki (M × Ki or M + Ki) (  9 ) ( 12 ) 
DF (+) (  8 ) ( 10 ) 
DF (×) (  8 ) ( 10 ) 
Final mean value calculated 
with Ki and DF (  13 ) 
Limit value  
Test 2  (if applicable)  
Repeat Test 1 table with the second test results.  
Test 3  (if applicable)  
Repeat Test 1 table with the third test results.  
Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for 
Vehicle Low (if applicable), and VM (if applicable)  
ATCT test  
CO  2 Emission (g/km)  Combined  
ATCT (14 °C) M  CO2,Treg  
Type 1 (23 °C) M  CO2,23°  
Family correction factor (FCF)  
ATCT test Result  CO 
(mg/km)  THC 
(mg/km)  NMHC 
(mg/km)  NO  x 
(mg/km)  THC + NO  x 
(mg/km)  PM 
(mg/km)  PN 
(#.10  11 /km) 
Measured (  1 ) ( 2 ) 
Limit values  
( 1 ) Where applicable. 
( 2 ) Round to two decimal numbers.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 83  
Difference between engine coolant end temperature and average 
soak area temperature of the last 3 hours ΔT_ATCT (°C) for the 
reference vehicle: …  
The minimum soaking time t  soak _ATCT (s): …  
Location of temperature sensor: …  
ATCT family identifier: …  
Type 2: (including data required for roadworthiness testing):  
Test CO value 
(% vol)  Lambda (  1 ) Engine speed 
(min  – 1 ) Engine oil temperature 
(°C) 
Low idle test  N/A  
High idle test  
Type 3: …  
Type 4: … g/test;  
Test procedure in accordance with: Annex 6 to UN/ECE Regu ­
lation No 83 [1 day NEDC] / the Annex to Regulation (EC) 
2017/1221 [2 days NEDC] / Annex VI to Regulation (EU) 
2017/1151 [2 days WLTP] (  1 ). 
Type 5:  
— Durability test: whole vehicle test/bench ageing test/none (  1 ) 
— Deterioration factor DF: calculated/assigned (  1 ) 
— Specify the values: …  
— Applicable Type 1 cycle (Sub-Annex 4 to Annex XXI of 
Regulation (EU) 2017/1151 or UN/ECE Regulation No 
83) (  14 ): …  
Type 6  CO (g/km)  THC (g/km)  
Measured value  
Limit value  
▼B 
2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both 
fuels. For flex fuel vehicles, when the type 1 test is to be 
performed on both fuels according to Figure I.2.4 of Annex I,  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 84  
and for vehicles running on LPG or NG/Biomethane, either mono 
fuel or bi fuel, the table shall be repeated for the different reference 
gases used in the test, and an additional table shall display the 
worst results obtained. When applicable, in accordance with 
section 3.1.4 of Annex 12 to UN/ECE Regulation No 83, it shall 
be shown if the results are measured or calculated.  
2.1.2. Written description and/or drawing of the MI: …  
2.1.3. List and function of all components monitored by the OBD 
system: …  
2.1.4. Written description (general working principles) for: …  
2.1.4.1. Misfire detection (  15 ): …  
2.1.4.2. Catalyst monitoring (  15 ): …  
2.1.4.3. Oxygen sensor monitoring (  15 ): …  
2.1.4.4. Other components monitored by the OBD system (  15 ): …  
2.1.4.5. Catalyst monitoring (  16 ): …  
2.1.4.6. Particulate trap monitoring (  16 ): …  
2.1.4.7. Electronic fuelling system actuator monitoring (  16 ): …  
2.1.4.8. Other components monitored by the OBD system: …  
2.1.5. Criteria for MI activation (fixed number of driving cycles or stat ­
istical method): …  
2.1.6. List of all OBD output codes and formats used (with explanation 
of each): …  
2.2. Reserved  
2.3. Catalytic converters yes/no (  1 ) 
2.3.1. Original equipment catalytic converter tested to all relevant 
requirements of this Regulation yes/no (  1 ) 
2.4. Smoke opacity test results (  1 ) 
2.4.1. At steady engine speeds: See technical service test report 
number: …  
2.4.2. Free acceleration tests  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 85  
2.4.2.1. Measured value of the absorption coefficient: … m  –1 
2.4.2.2. Corrected value of the absorption coefficient: … m  –1 
2.4.2.3. Location of the absorption coefficient symbol on the vehicle: …  
2.5. CO  2 emissions and fuel consumption test results  
▼M3 
2.5.1. Pure ICE vehicle and Not Externally Chargeable (NOVC) Hybrid 
Electric Vehicle  
2.5.1.0. Minimum and maximum CO  2 values within the interpolation 
family  
▼B 
2.5.1.1. Vehicle High  
2.5.1.1.1. Cycle Energy Demand: … J  
2.5.1.1.2. Road load coefficients  
2.5.1.1.2.1. f  0, N: …  
2.5.1.1.2.2. f  1, N/(km/h): …  
2.5.1.1.2.3. f  2 , N/(km/h)  2 : … 
▼M3 
2.5.1.1.3. CO  2 mass emissions (provide values for each reference fuel tested, 
for the phases: the measured values, for the combined see points 
1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI of Regulation 
(EU) 2017/1151)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5  / M  CO2,c,5  1 
2 
3 
average  
Final M  CO2,p,H  / M  CO2,c,H  
2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, 
for the phases: the measured values for the combined see para ­
graphs 1.2.3.8 and 1.2.3.9 of Sub-Annex 6 to Annex XXI)  
Fuel consumption (l/100 km) or m  3 / 
100 km or kg/100 km (  1 ) Low Medium  High  Extra High  Combined  
Final values FC  p,H /FC  c,H 
2.5.1.2. Vehicle Low (if applicable)  
2.5.1.2.1. Cycle Energy Demand: … J  
2.5.1.2.2. Road load coefficients  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 86  
2.5.1.2.2.1. f  0, N: …  
2.5.1.2.2.2. f  1, N/(km/h): …  
2.5.1.2.2.3. f  2 , N/(km/h) (  2 ): …  
2.5.1.2.3. CO  2 mass emissions (provide values for each reference fuel tested, 
for the phases: the measured values for the combined see points 
1.2.3.8. and.1.2.3.9. of Sub-Annex 6 to Annex XXI)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5  /M CO2,c,5  1 
2 
3 
average  
Final M  CO2,p,L  /M CO2,c,L  
2.5.1.2.4. Fuel consumption (provide values for each reference fuel tested, 
for the phases: the measured values for the combined see points 
1.2.3.8 and 1.2.3.9 of Sub-Annex 6 to Annex XXI)  
Fuel consumption (l/100 km) or m  3 / 
100 km or kg/100 km (  1 ) Low Medium  High  Extra High  Combined  
Final values FC  p,L /FC  c,L 
2.5.1.3. Vehicle M for NOVC-HEV (if applicable)  
_______  
2.5.1.3.1. Cycle Energy Demand: … J  
2.5.1.3.2. Road load coefficients  
2.5.1.3.2.1. f  0, N: …  
2.5.1.3.2.2. f  1, N/(km/h): …  
2.5.1.3.2.3. f  2 , N/(km/h) (  2 ): …  
2.5.1.3.3. CO  2 mass emissions (provide values for each reference fuel tested, 
for the phases: the measured values for the combined see para ­
graphs 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5  /M CO2,c,5  1 
2 
3 
average  
Final M  CO2,p,L  /M CO2,c,L  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 87  
2.5.1.3.4. Fuel consumption (provide values for each reference fuel tested, 
for the phases: the measured values for the combined see para ­
graphs 1.2.3.8. and 1.2.3.9. of Sub-Annex 6 to Annex XXI)  
Fuel consumption (l/100 km) or m  3 / 
100 km or kg/100 km (  1 ) Low Medium  High  Extra High  Combined  
Final values FC  p,L / FC  c,L 
2.5.1.4. For vehicles powered by an internal combustion engine which are 
equipped with periodically regenerating systems as defined in point 
6 of Article 2 of this Regulation, the test results shall be adjusted 
by the Ki factor as specified in Appendix 1 to Sub-Annex 6 of 
Annex XXI.  
2.5.1.4.1. Information about regeneration strategy for CO  2 emissions and fuel 
consumption  
D — number of operating cycles between 2 cycles where regen ­
erative phases occur: …  
d — number of operating cycles required for regeneration: …  
Applicable Type 1 cycle (Sub-Annex 4 to Annex XXI of Regu ­
lation (EU) 2017/1151, or UN/ECE Regulation 83) (  14 ): …  
Combined  
Ki (additive / multiplicative) (  1 ) 
Values for CO  2 and fuel consumption (  10 ) 
Repeat 2.5.1. in case of base vehicle.  
▼B 
2.5.2. Pure electric vehicles (  1 ) 
▼M3 
2.5.2.1. Electric energy consumption  
2.5.2.1.1. Vehicle High  
2.5.2.1.1.1. Cycle Energy Demand: … J  
2.5.2.1.1.2. Road load coefficients  
2.5.2.1.1.2.1. f  0, N: …  
2.5.2.1.1.2.2. f  1, N/(km/h): …  
2.5.2.1.1.2.3. f  2 , N/(km/h) (  2 ): …  
EC (Wh/km)  Test  City  Combined  
Calculated EC  1 
2 
3 
average  
Declared value  —  
2.5.2.1.1.3. Total time out of tolerance for the conduct of the cycle: … sec  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 88  
2.5.2.1.2. Vehicle Low (if applicable)  
2.5.2.1.2.1. Cycle Energy Demand: … J  
2.5.2.1.2.2. Road load coefficients  
2.5.2.1.2.2.1. f  0, N: …  
2.5.2.1.2.2.2. f  1, N/(km/h): …  
2.5.2.1.2.2.3. f  2 , N/(km/h) (  2 ): …  
EC (Wh/km)  Test  City  Combined  
Calculated EC  1 
2 
3 
average  
Declared value  —  
2.5.2.1.2.3. Total time out of tolerance for the conduct of the cycle: … sec  
2.5.2.2. Pure Electric Range  
2.5.2.2.1. Vehicle High  
PER (km)  Test City  Combined  
Measured Pure Electric Range  1 
2 
3 
average  
Declared value  —  
2.5.2.2.2. Vehicle Low (if applicable)  
PER (km)  Test  City  Combined  
Measured Pure Electric Range  1 
2 
3 
average  
Declared value  —  
▼B 
2.5.3. Externally chargeable (OVC) Hybrid Electric Vehicle:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 89  
2.5.3.1. CO  2 mass emission charge sustaining  
2.5.3.1.1. Vehicle High  
2.5.3.1.1.1. Cycle Energy Demand: … J  
2.5.3.1.1.2. Road load coefficients  
2.5.3.1.1.2.1. f  0 , N: …  
2.5.3.1.1.2.2. f  1 , N/(km/h): …  
2.5.3.1.1.2.3. f  2 , N/(km/h) (  2 ): …  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5  /M CO2,c,5  1 
2 
3 
Average  
Final M  CO2,p,H  /M CO2,c,H  
2.5.3.1.2. Vehicle Low (if applicable)  
2.5.3.1.2.1. Cycle Energy Demand: … J  
2.5.3.1.2.2. Road load coefficients  
2.5.3.1.2.2.1. f  0, N: …  
2.5.3.1.2.2.2. f  1, N/(km/h): …  
2.5.3.1.2.2.3. f  2 , N/(km/h) (  2 ): …  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5  /M CO2,c,5  1 
2 
3 
Average  
Final M  CO2,p,L  /M CO2,c,L  
2.5.3.1.3. Vehicle M (if applicable)  
2.5.3.1.3.1. Cycle Energy Demand: … J  
2.5.3.1.3.2. Road load coefficients  
2.5.3.1.3.2.1. f  0 , N: …  
2.5.3.1.3.2.2. f  1 , N/(km/h): …  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 90  
2.5.3.1.3.2.3. f  2 , N/(km/h) (  2 ): …  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5  /M CO2,c,5  1 
2 
3 
Average  
M CO2,p,M  /M CO2,c,M  
2.5.3.2. CO  2 mass emission charge depleting  
Vehicle High  
CO  2 Emission (g/km)  Test  Combined  
M CO2,CD  1 
2 
3 
Average  
Final M  CO2,CD,H  
Vehicle Low (if applicable)  
CO  2 Emission (g/km)  Test  Combined  
M CO2,CD  1 
2 
3 
Average  
Final M  CO2,CD,L  
Vehicle M (if applicable)  
CO  2 Emission (g/km)  Test  Combined  
M CO2,CD  1 
2 
3 
Average  
Final M  CO2,CD,M  
▼B 
2.5.3.3. CO  2 mass emission (weighted, combined) (  17 ): 
Vehicle High: M  CO2,weighted  … g/km  
Vehicle Low (if applicable): M  CO2,weighted  … g/km  
Vehicle M (if applicable): M  CO2,weighted  … g/km  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 91  
2.5.3.3.1. Minimum and maximum CO  2 values within the interpolation 
family.  
▼B 
2.5.3.4. Fuel consumption Charge Sustaining  
Vehicle High  
Fuel Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,H / FC c,H 
Vehicle Low (if applicable)  
Fuel Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,L / FC c,L 
Vehicle M (if applicable)  
Fuel Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,M / FC c,M 
▼M3 
2.5.3.5. Fuel consumption Charge Depleting  
Vehicle High  
Fuel consumption (l/100km)  Combined  
Final values FC  CD,H 
Vehicle Low (if applicable)  
Fuel consumption (l/100km)  Combined  
Final values FC  CD,L 
Vehicle M (if applicable)  
Fuel consumption (l/100km)  Combined  
Final values FC  CD,M 
▼B 
2.5.3.6. Fuel consumption (weighted, combined) (  17 ): 
Vehicle High: FC  weighted  … l/100 km  
Vehicle Low (if applicable): FC  weighted  … l/100 km  
Vehicle M (if applicable): FC  weighted  … l/100 km  
2.5.3.7. Ranges:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 92  
2.5.3.7.1. All Electric Range AER  
AER (km)  Test  City  Combined  
AER values  1 
2 
3 
Average  
Final values AER  
▼B 
2.5.3.7.2. Equivalent All Electric Range EAER  
EAER (km)  City  Combined  
EAER values  
2.5.3.7.3. Actual Charge Depleting Range R  CDA 
R CDA (km)  Combined  
R CDA values  
▼M3 
2.5.3.7.4. Charge Depleting Cycle Range R  CDC 
R CDC (km)  Test  Combined  
R CDC values  1 
2 
3 
Average  
Final values R  CDC 
▼B 
2.5.3.8. Electric consumption  
2.5.3.8.1. Electric Consumption EC  
EC (Wh/km)  Low  Medium  High  Extra High  City  Combined  
Electric consumption values  
▼M3 
2.5.3.8.2. UF-weighted charge-depleting electric consumption EC  AC,CD  
(combined)  
EC AC,CD  (Wh/km)  Test  Combined  
EC AC,CD  values  1 
2 
3 
Average  
Final values EC  AC,CD  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 93  
2.5.3.8.3. UF-weighted electric consumption EC  AC, weighted  (combined)  
EC AC,weighted  (Wh/km)  Test  Combined  
EC AC,weighted  values  1 
2 
3 
Average  
Final values EC  AC,weighted  
Repeat 2.5.3. in case of base vehicle.  
2.5.4. Fuel cell vehicles (FCV)  
Fuel Consumption (kg/100 km)  Combined  
Final values FC  c 
Repeat 2.5.4. in case of base vehicle.  
2.5.5. Device for monitoring the consumption of fuel and/or electric 
energy: yes/not applicable …  
▼B 
2.6. Test results of eco-innovations  ( 18 ) ( 19 ) 
Decision 
approving the 
eco-innovation 
( 20 ) Code of 
the eco- 
inno­
vation 
( 21 ) Type 1/I 
cycle 
( 22 ) 1. CO  2 
emissio­
ns of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions 
of the 
baseline 
vehicle 
under type 
1 test-cycle 
( 23 ) 4. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
under type 
1 test-cycle  5. Usage factor 
(UF) i.e. 
temporal share of 
technology usage 
in normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 - 2) - 
(3 - 4)) * 5  
xxx/201x  
Total CO  2 emissions saving on NEDC (g/km) (  24 ) 
Total CO  2 emissions saving on WLTP (g/km) (  25 ) ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 94  
2.6.1.  General code of the eco-innovation(s)  ( 26 ): …  
3. VEHICLE REPAIR INFORMATION  
3.1. Address of website for access to vehicle repair and maintenance 
information: …  
3.1.1. Date from which it is available (up to 6 months from the date of 
type approval): …  
3.2. Terms and conditions of access (i.e. duration of access, price of 
access on an hourly, daily, monthly, annual and per-transaction 
basis) to websites referred to in point 3.1): …  
3.3. Format of vehicle repair and maintenance information accessible 
through website referred to in point 3.1: …  
3.4. Manufacturer’s certificate on access to vehicle repair and main ­
tenance information provided: …  
4. POWER MEASUREMENT  
Maximum engine net power of internal combustion engine, net 
power and maximum 30 minutes power of electric drive train  
4.1. Internal combustion engine net power  
4.1.1. Engine speed (min  –1 ) … 
4.1.2. Measured fuel flow (g/h) …  
4.1.3. Measured torque (Nm) …  
4.1.4. Measured power (kW) …  
4.1.5. Barometric pressure (kPa) …  
4.1.6. Water vapour pressure (kPa) …  
4.1.7. Intake air temperature (K) …  
4.1.8. Power correction factor when applied …  
4.1.9. Corrected power (kW) …  
4.1.10. Auxiliary power (kW) …  
4.1.11. Net power (kW) …  
4.1.12. Net torque (Nm) …  
4.1.13. Corrected specific fuel consumption (g/kWh) …  
4.2. Electric drive train(s):  
4.2.1. Declared figures  
4.2.2. Maximum net power: … kW, at … min  –1 
4.2.3. Maximum net torque: … Nm, at … min  –1 
4.2.4. Maximum net torque at zero engine speed: … Nm  
4.2.5. Maximum 30 minutes power: … kW  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 95  
4.2.6. Essential characteristics of the electric drive train  
4.2.7. Test DC voltage: … V  
4.2.8. Working principle: …  
4.2.9. Cooling system:  
4.2.10. Motor: liquid/air (  1 ) 
4.2.11. Variator: liquid/air (  1 ) 
5. REMARKS: …  
Explanatory Notes  
( 1 ) Delete where not applicable (there are cases where nothing needs to be deleted when 
more than one entry is applicable)  
( 2 ) OJ L 171, 29.6.2007, p. 1.  
( 3 ) OJ L 175, 7.7.2017, p. 1.  
( 4 ) If the means of identification of type contains characters not relevant to describe the 
vehicle, component or separate technical unit types covered by this information, such 
characters shall be represented in the documentation by the symbol ‘?’ (e.g. 
ABC??123??)  
( 5 ) As defined in Annex II, Section A  
▼M3 
( 5a ) As defined in article 3, point 18 of Directive 2007/46/EC  
▼B 
( 6 ) As defined in article 3, paragraph 39 of Directive 2007/46/EC  
( 7 ) Type of tyre according UN/ECE Regulation 117  
( 8 ) Where applicable.  
( 9 ) Round to 2 decimal places  
( 10 ) Round to 4 decimal places  
( 11 ) Not applicable  
( 12 ) Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx.  
( 13 ) Round to 1 decimal place more than limit value.  
( 14 ) Indicate the applicable procedure.  
( 15 ) For vehicles equipped with positive-ignition engines.  
( 16 ) For compression-ignition engine vehicles  
( 17 ) Measured over the combined cycle  
( 18 ) Repeat the table for each reference fuel tested.  
( 19 ) Expand the table if necessary, using one extra row per eco-innovation.  
( 20 ) Number of the Commission Decision approving the eco-innovation.  
( 21 ) Assigned in the Commission Decision approving the eco-innovation.  
( 22 ) Applicable Type 1 cycle: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83  
( 23 ) If modelling is applied instead of the type 1 test-cycle, this value shall be the one 
provided by the modelling methodology.  
( 24 ) Sum of the emissions saving of each individual eco-innovation on Type I according to 
UN/ECE Regulation 83.  
( 25 ) Sum of the emissions saving of each individual eco-innovation on Type 1 according to 
Annex XXI, Sub-Annex 4 of this regulation  
( 26 ) The general code of the eco-innovation(s) shall consist of the following elements, each 
separated by a blank space: 
— Code of the type-approval authority as set out in Annex VII to Directive 
2007/46/EC; 
— Individual code of each eco-innovation fitted in the vehicle, indicated in chro ­
nological order of the Commission approval decisions. 
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 
16 and fitted to a vehicle certified by the German type approval authority should be: 
‘e1 10 15 16’)  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 96  
Appendix to the Addendum to the Type Approval Certificate  
Transitional period (correlation output)  
(Transitional provision):  
▼M3 
1. CO  2 emissions determined in accordance with point 3.2. of Annex I to 
Implementing Regulations (EU) 2017/1152 and (EU) 2017/1153  
▼B 
1.1 Co2mpas version  
1.2. Vehicle High  
1.2.1. CO  2 mass emissions (for each reference fuel tested)  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_H,co2mpas  
1.3. Vehicle Low (if applicable)  
1.3.1. CO  2 mass emissions (for each reference fuel tested)  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_L,co2mpas  
2. CO  2 emissions test results (if applicable)  
2.1. Vehicle High  
▼M3 
2.1.1. CO  2 mass emissions (for each reference fuel tested) for pure ICE and 
NOVC-HEV  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_H,test  
2.1.2. OVC test results  
2.1.2.1. CO  2 mass emissions for OVC-HEV  
CO  2 Emission (g/km)  Combined  
M CO2,NEDC_H,test,condition A  
M CO2,NEDC_H,test,condition B  
M CO2,NEDC_H,test,weighted  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 97  
2.2. Vehicle Low (if applicable)  
▼M3 
2.2.1. CO  2 mass emissions (for each reference fuel tested) for pure ICE and 
NOVC-HEV  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_L,test  
2.2.2. OVC test results  
2.2.2.1. CO  2 mass emissions for OVC-HEV  
CO  2 Emission (g/km)  Combined  
M CO2,NEDC_L,test,condition A  
M CO2,NEDC_L,test,condition B  
M CO2,NEDC_L,test,weighted  
3. Deviation and verification factors (determined in accordance with point 
3.2.8 of Implementing Regulation (EU) 2017/1152 and (EU) 2017/1153) 
Deviation factor (if applicable)  
Verification factor (if applicable)  ‘1’ or ‘0’  
Hash identifier code of the complete correlation file 
(point 3.1.1.2 of Annex I to Implementing Regulations 
(EU) 2017/1152 and (EU) 2017/1153  
4. Final NEDC CO  2 and fuel consumption values  
4.1. Final NEDC values (for each reference fuel tested) for pure ICE and 
NOVC-HEV  
Urban  Extra Urban  Combined  
CO  2 Emission (g/km)  M  CO2,NEDC_L, final  
M CO2,NEDC_H, final  
Fuel Consumption (l/100km)  FC  NEDC_L, final  
FC NEDC_H, final  
4.2. final NEDC values (for each reference fuel tested) for OVC-HEV  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 98  
4.2.1. CO  2 Emission (g/km): see points 2.1.2.1. and 2.2.2.1.  
4.2.2. Electric energy consumption (Wh/km): see points 2.1.2.2. and 2.2.2.2.  
4.2.3. Fuel consumption (l/100 km)  
Fuel consumption (l/100 km)  Combined  
FC NEDC_L,test,condition A  
FC NEDC_L,test,condition B  
FC NEDC_L,test,weighted  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 99  
Appendix 5  
Vehicle OBD information  
1. The information required in this Appendix shall be provided by the vehicle 
manufacturer for the purposes of enabling the manufacture of OBD-com- 
patible replacement or service parts and diagnostic tools and test equipment.  
2. Upon request, the following information shall be made available to any 
interested component, diagnostic tools or test equipment manufacturer, on 
a non-discriminatory basis:  
2.1. A description of the type and number of the preconditioning cycles used for 
the original type-approval of the vehicle;  
2.2. A description of the type of the OBD demonstration cycle used for the 
original type-approval of the vehicle for the component monitored by the 
OBD system;  
2.3. A comprehensive document describing all sensed components with the 
strategy for fault detection and MI activation (fixed number of driving 
cycles or statistical method), including a list of relevant secondary sensed 
parameters for each component monitored by the OBD system and a list of 
all OBD output codes and format used (with an explanation of each) asso ­
ciated with individual emission-related power-train components and indi ­
vidual non-emission related components, where monitoring of the 
component is used to determine MI activation. In particular, a compre ­
hensive explanation for the data given in service $ 05 Test ID $ 21 to 
FF and the data given in service $ 06 shall be provided. In the case of 
vehicle types that use a communication link in accordance with ISO 15765- 
4 ‘Road vehicles — Diagnostics on Controller Area Network (CAN) — Part 
4: Requirements for emissions-related systems’, a comprehensive expla ­
nation for the data given in service $ 06 Test ID $ 00 to FF, for each 
OBD monitor ID supported, shall be provided.  
This information may be provided in the form of a table, as follows:  
Component  Fault 
code  Monitoring 
strategy  Fault 
detection 
criteria  MI activation 
criteria  Secondary 
para 
meters  Preconditioning  Demonstration test  
Catalyst  P0420  Oxygen 
sensor 1 
and 2 
signals  Difference 
between 
sensor 1 
and 
sensor 2 
signals  3rd cycle  Engine 
speed, 
engine 
load, A/F 
mode, 
catalyst 
temperatu ­
re e.g. Two Type 1 
cycles (as 
described in 
Annex III of 
Regulation (EC) 
No 692/2008 or 
in Annex XXI to 
Regulation (EU) 
2017/1151)  e.g. Type 1 test 
(as described in 
Annex III of 
Regulation (EC) 
No 692/2008 or 
in Annex XXI to 
Regulation (EU) 
2017/1151)  
3. INFORMATION REQUIRED FOR THE MANUFACTURE OF DIAG ­
NOSTIC TOOLS  
In order to facilitate the provision of generic diagnostic tools for multi- 
make repairers, vehicle manufacturers shall make available the information 
referred to in the points 3.1 to 3.3. through their repair information  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 100  
web-sites. This information shall include all diagnostic tool functions and 
all the links to repair information and troubleshooting instructions. The 
access to this information may be subject to the payment of a reasonable 
fee. 
3.1. Communication Protocol Information  
The following information shall be required indexed against vehicle make, 
model and variant, or other workable definition such as VIN or vehicle and 
systems identification:  
(a) Any additional protocol information system necessary to enable 
complete diagnostics in addition to the standards prescribed in 
Section 4 of Annex XI, including any additional hardware or 
software protocol information, parameter identification, transfer func ­
tions, ‘keep alive’ requirements, or error conditions;  
(b) Details of how to obtain and interpret all fault codes not in accordance 
with the standards prescribed in Section 4 of Annex XI:  
(c) A list of all available live data parameters including scaling and access 
information;  
(d) A list of all available functional tests including device activation or 
control and the means to implement them;  
(e) Details of how to obtain all component and status information, time 
stamps, pending DTC and freeze frames;  
(f) Resetting adaptive learning parameters, variant coding and replacement 
component setup, and customer preferences;  
(g) ECU identification and variant coding;  
(h) Details of how to reset service lights;  
(i) Location of diagnostic connector and connector details;  
(j) Engine code identification.  
3.2. Test and diagnosis of OBD monitored components  
The following information shall be required:  
(a) A description of tests to confirm its functionality, at the component or 
in the harness  
(b) Test procedure including test parameters and component information  
(c) Connection details including minimum and maximum input and output 
and driving and loading values  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 101  
(d) Values expected under certain driving conditions including idling  
(e) Electrical values for the component in its static and dynamic states  
(f) Failure mode values for each of the above scenarios  
(g) Failure mode diagnostic sequences including fault trees and guided 
diagnostics elimination.  
3.3. Data required to perform the repair  
The following information shall be required:  
(a) ECU and component initialisation (in the event of replacements being 
fitted)  
(b) Initialisation of new or replacement ECUs where relevant using 
pass-through (re-) programming techniques.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 102  
Appendix 6  
EC Type–Approval Certification Numbering System  
1. Section 3 of the EC type-approval number issued according to Article 6(1) 
shall be composed by the number of the implementing regulatory act or the 
latest amending regulatory act applicable to the EC type-approval. This 
number shall be followed by one or more characters reflecting the 
different categories in accordance with Table 1.  
▼M2 
Table 1  
Char­
acter  Emission 
standard  OBD standard  Vehicle category 
and class  Engine  Implementation 
date: new types  Implementation 
date: new 
vehicles  Last date 
of registration  
AA Euro 6c  Euro 6-1  M, N1 class I  PI, CI  31.8.2018  
BA Euro 6b  Euro 6-1  M, N1 class I  PI, CI  31.8.2018  
AB Euro 6c  Euro 6-1  N1 class II  PI, CI  31.8.2019  
BB Euro 6b  Euro 6-1  N1 class II  PI, CI  31.8.2019  
AC Euro 6c  Euro 6-1  N1 class III, N2  PI, CI  31.8.2019  
BC Euro 6b  Euro 6-1  N1 class III, N2  PI, CI  31.8.2019  
AD Euro 6c  Euro 6-2  M, N1 class I  PI, CI  1.9.2018  31.8.2019  
AE Euro 6c- 
EVAP  Euro 6-2  N1 class II  PI, CI  1.9.2019  31.8.2020  
AF Euro 6c- 
EVAP  Euro 6-2  N1 class III, N2  PI, CI  1.9.2019  31.8.2020  
▼M3 
AG Euro 6d- 
TEMP  Euro 6-2  M, N1 class I  PI, CI  1.9.2017 (  1 ) 31.8.2019  
BG Euro 6d- 
TEMP-EVAP  Euro 6-2  M, N1 class I  PI, CI  31.8.2019  
CG Euro 6d- 
TEMP-ISC  Euro 6-2  M, N1 class I  PI, CI  1.1.2019  31.8.2019  
DG Euro 6d- 
TEMP-EVAP- 
ISC Euro 6-2  M, N1 class I  PI, CI  1.9.2019  1.9.2019  31.12.2020  
AH Euro 6d- 
TEMP  Euro 6-2  N1 class II  PI, CI  1.9.2018 (  1 ) 31.8.2019  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 103  
Char­
acter  Emission 
standard  OBD standard  Vehicle category 
and class  Engine  Implementation 
date: new types  Implementation 
date: new 
vehicles  Last date 
of registration  
▼C3 
BH Euro 6d- 
TEMP-EVAP  Euro 6-2  N1 class II  PI, CI  31.8.2020  
▼M3 
CH Euro 6d- 
TEMP-EVAP- 
ISC Euro 6-2  N1 class II  PI, CI  1.9.2019  1.9.2020  31.12.2021  
AI Euro 6d- 
TEMP  Euro 6-2  N1 class III, N2  PI, CI  1.9.2018 (  1 ) 31.8.2019  
▼C3 
BI Euro 6d- 
TEMP-EVAP  Euro 6-2  N1 class III, N2  PI, CI  31.8.2020  
▼M3 
CI Euro 6d- 
TEMP-EVAP- 
ISC Euro 6-2  N1 class III, N2  PI, CI  1.9.2019  1.9.2020  31.12.2021  
AJ Euro 6d  Euro 6-2  M, N1 class I  PI, CI  31.8.2019  
AK Euro 6d  Euro 6-2  N1 class II  PI, CI  31.8.2020  
AL Euro 6d  Euro 6-2  N1 class III, N2  PI, CI  31.8.2020  
AM Euro 6d-ISC  Euro 6-2  M, N1 class I  PI, CI  31.12.2020  
AN Euro 6d-ISC  Euro 6-2  N1 class II  PI, CI  31.12.2021  
AO Euro 6d-ISC  Euro 6-2  N1 class III, N2  PI, CI  31.12.2021  
AP Euro 6d-ISC- 
FCM  Euro 6-2  M, N1 class I  PI, CI  1.1.2020  1.1.2021  
AQ Euro 6d-ISC- 
FCM  Euro 6-2  N1 class II  PI, CI  1.1.2021  1.1.2022  
AR Euro 6d-ISC- 
FCM  Euro 6-2  N1 class III, N2  PI, CI  1.1.2021  1.1.2022  
▼M2 
AX n.a.  n.a.  All vehicles  Battery full 
electric  
AY n.a.  n.a.  All vehicles  Fuel cell  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 104  
Char­
acter  Emission 
standard  OBD standard  Vehicle category 
and class  Engine  Implementation 
date: new types  Implementation 
date: new 
vehicles  Last date 
of registration  
AZ n.a.  n.a.  All vehicles 
using certificates 
according to 
point 2.1.1 of 
Annex I  PI, CI  
( 1 ) This limitation does not apply if a vehicle was type-approved in accordance with the requirements of Regulation (EC) No 715/ 
2007 and its implementing legislation prior to 1 September 2017 in the case of category M and N1 class I vehicles, or prior to 
1 September 2018 in the case of category N1 class II and III and category N2 vehicles, according to the last subparagraph of 
Article 15(4).  
Key:  
‘Euro 6-1’ OBD standard = Full Euro 6 OBD requirements but with preliminary OBD threshold limits as defined in point 2.3.4 of 
Annex XI and partially relaxed IUPR; 
‘Euro 6-2’ OBD standard = Full Euro 6 OBD requirements but wit h final OBD threshold limits as defined in point 2.3.3 of Annex X I; 
‘Euro 6b’ emissions standard = Euro 6 emission requirements including revised measurement procedure for particulate matter, par ticle 
number standards (preliminary values for PI direct injection); 
‘Euro 6c’ emissions standard = RDE NOx testing for monitoring only (no NTE emission limits applied), otherwise full Euro 6 tail pipe 
emission requirements (including PN RDE); 
‘Euro 6c-EVAP’ emissions standard = RDE NOx testing for monitoring only (no NTE emission limits applied), otherwise full Euro 6  
tailpipe emission requirements (including PN RDE), revised evaporative emissions test procedure; 
‘Euro 6d-TEMP’ emissions standard = RDE NOx testing against temporary conformity factors, otherwise full Euro 6 tailpipe emissi on 
requirements (including PN RDE);  
▼M3 
‘Euro 6d-TEMP-ISC’ emissions standard= RDE testing against temporary conformity factors, full Euro 6 tailpipe emission 
requirements (including PN RDE) and new ISC procedure; 
‘Euro 6d-TEMP-EVAP-ISC'’ emissions standard= RDE NOx testing against temporary conformity factors, full Euro 6 tailpipe 
emission requirements (including PN RDE), 48H evaporative emissions test procedure and new ISC procedure;  
▼M2 
‘Euro 6d-TEMP-EVAP’ emissions standard = RDE NOx testing against temporary conformity factors, otherwise full Euro 6 tailpipe 
emission requirements (including PN RDE), revised evaporative emissions test procedure; 
‘Euro 6d’ emissions standard = RDE testing against final conformity factors, otherwise full Euro 6 tailpipe emission requiremen ts, 
revised evaporative emissions test procedure;  
▼M3 
‘Euro 6d-ISC' RDE’  = testing against final conformity factors, full Euro 6 tailpipe emission requirements, 48H evaporative emissions 
test procedure and new ISC procedure; 
‘Euro 6d-ISC-FCM' RDE’  = testing against final conformity factors, full Euro 6 tailpipe emission requirements, 48H evaporative 
emissions test procedure, devices for monitoring the consumption of fuel and/or electric energy and new ISC procedure.  
▼B 
2. EXAMPLES OF TYPE–APPROVAL CERTIFICATION NUMBERS  
2.1 An example is provided below of an approval of a Euro 6 light passenger 
car to the 'Euro 6d' emission standard and 'Euro 6-2' OBD standard, 
identified by the characters AJ according to table 1, issued by Luxembourg, 
identified by the code e13. The approval was granted for the base Regu ­
lation (EC) 715/2007 and its implementing Regulation (EC) xxx/2016 
without any amendments. It is the 17th approval of this kind without any 
extension, so the fourth and fifth components of the certification number are 
0017 and 00, respectively.  
e13 Ü 715=2007 Ü xxx=2016AJ Ü 0017 Ü 00 ▼M2
 02017R1151 — EN — 01.01.2019 — 002.006 — 105  
2.2 This second example shows an approval of a Euro 6 N1 class II light 
commercial vehicle to the 'Euro 6d-TEMP' emission standard and 'Euro 6- 
2' OBD standard, identified by the characters AH according to table 1, 
issued by Romania, identified by the code e19. The approval was granted 
for the base Regulation (EC) 715/2007 and its implementing legislation as 
last amended by a Regulation xyz/2018. It is the 1st approval of this kind 
without extension, so the fourth and fifth components of the certification 
number are 0001 and 00, respectively.  
e19 Ü 715=2007 Ü xyz=2018AH Ü 0001 Ü 00 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 106  
Appendix 7
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 107  
Appendix 8a  
Test Reports  
A Test Report is the report issued by the technical service responsible for 
conducting the tests according this regulation.  
PART I  
The following information, if applicable, is the minimum data required for the 
Type 1 test.  
REPORT number  
APPLICANT  
Manufacturer  
SUBJECT  …  
Roadload family identifier(s)  :  
Interpolation family identifier(s)  :  
Object submitted to tests  
Make  :  
IP 
identifier  : 
CONCLUSION  The object submitted to tests complies with the 
requirements mentioned in the subject.  
PLACE,  DD/MM/YYYY  
General notes:  
If there are several options (references), the one tested should be described in the 
test report  
If there are not, a single reference to the information document at the start of the 
test report may be sufficient.  
Every Technical Service is free to include some additional information  
(a) Specific to positive ignition engine  
(b) Specific to compression ignition engine  
1. DESCRIPTION OF TESTED VEHICLE(S): HIGH, LOW AND M 
(IF APPLICABLE)  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 108  
1.1. General  
Vehicle numbers  :  Prototype number and VIN  
Category  :  
Bodywork  :  
Drive wheels  :  
1.1.1.  Powertrain Architecture  
Powertrain architecture  :  pure ICE, hybrid, electric or fuel cell  
1.1.2.  INTERNAL COMBUSTION ENGINE (if applicable)  
For more than one ICE, please repeat the point 
Make  :  
Type  :  
Working principle  :  two/four stroke  
Cylinders number and arrangement  :  
Engine capacity (cm  3 ) :  
Engine idling speed (min  – 1 ) :  +  
High engine idling speed (min  – 1 ) (a) :  +  
Rated engine power  :  kW  at  rpm  
Maximum net torque  :  Nm  at  rpm  
Engine lubricant  :  make and type  
Cooling system  :  Type: air/water/oil  
Insulation  :  material, amount, location, volume and weight  
1.1.3.  TEST FUEL for Type 1 test (if applicable)  
For more than one test fuel, please repeat the point 
Make  :  
Type  :  Petrol E10 - Diesel B7 – LPG – NG - …  
Density at 15 °C  :  
Sulphur content  :  Only for Diesel B7 and Petrol E10  
: 
Batch number  :  
Willans factors (for ICE) for CO  2 
emission (gCO  2 /MJ)  : ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 109  
1.1.4.  FUEL FEED SYSTEM (if applicable)  
For more than one fuel feed system, please repeat the point 
Direct injection  :  yes/no or description  
Vehicle fuel type  :  Monofuel / bifuel / flex fuel  
Control unit  
Part reference  :  same as information document  
Software tested  :  read via scantool, for example  
Air flowmeter  :  
Throttle body  :  
Pressure sensor  :  
Injection pump  :  
Injector(s)  :  
1.1.5.  INTAKE SYSTEM (if applicable)  
For more than one intake system, please repeat the point 
Pressure charger  :  Yes/no 
make & type (1)  
Intercooler  :  yes/no 
type (air/air – air/water) (1)  
Air filter (element) (1)  :  make & type  
Intake silencer (1)  :  make & type  
1.1.6.  EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if appli ­
cable)  
For more than one, please repeat the point 
First catalytic converter  :  make & reference (1) 
principle: three way / oxidising / NO  x trap / NO  x storage 
system / Selective Catalyst Reduction…  
Second catalytic converter  :  make & reference (1) 
principle: three way/oxidising / NO  x trap / NO  x storage 
system / Selective Catalyst Reduction…  
Particulate trap  :  with/without/not applicable 
catalysed: yes/no 
make & reference (1)  
Reference and position of oxygen 
sensor(s)  : before catalyst/after catalyst  
Air injection  :  with/without/not applicable  
Water injection  :  with/without/not applicable  
EGR  :  with/without/not applicable 
cooled/non-cooled 
HP/LP  
Evaporative emission control system  :  with/without/not applicable  
Reference and position of NO  x sensor(s)  : Before/after  
General description (1)  :  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 110  
1.1.7.  HEAT STORAGE DEVICE (if applicable)  
For more than one Heat Storage System, please repeat the point 
Heat storage device  :  yes/no  
Heat capacity (enthalpy stored J)  :  
Time for heat release (s)  :  
1.1.8.  TRANSMISSION (if applicable)  
For more than one Transmission, please repeat the point 
Gearbox  :  manual / automatic / continuous variation  
Gear shifting procedure  
Predominant mode (*)  :  yes/no 
normal / drive / eco/…  
Best case mode for CO  2 emissions 
and fuel consumption (if applicable)  : 
Worst case mode for CO  2 emissions 
and fuel consumption (if applicable)  : 
Highest electric energy consumption mode 
(if applicable)  : 
Control unit  :  
Gearbox lubricant  :  make and type  
Tyres  
Make  :  
Type  :  
Dimensions front/rear  :  
Dynamic circumference (m)  :  
Tyre pressure (kPa)  :  
(*) for OVC-HEV, specify for charge sutaining and for charge depleting operating conditions.  
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed 
(km/h)) / (engine speed (1 000 (min  – 1 )) (V  1000 ) for each of the 
gearbox ratios (R.B.). 
R.B. R.P.  R.T.  V  1000 
1st 1/1  
2nd 1/1  
3rd 1/1  
4th 1/1  
5th 1/1  
… ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 111  
1.1.9.  ELECTRIC MACHINE (if applicable)  
For more than one Electric Machine, please repeat the point 
Make  :  
Type  :  
Peak Power (kW)  :  
1.1.10.  TRACTION REESS (if applicable)  
For more than one Traction REESS, please repeat the point 
Make  :  
Type  :  
Capacity (Ah)  :  
Nominal Voltage (V)  :  
1.1.11.  FUEL CELL (if applicable)  
For more than one Fuel Cell, please repeat the point 
Make  :  
Type  :  
Maximum Power (kW)  :  
Nominal Voltage (V)  :  
1.1.12.  POWER ELECTRONICS (if applicable)  
Can be more than one PE (propulsion converter, low voltage system 
or charger) 
Make  :  
Type  :  
Power (kW)  :  
1.2. Vehicle high description  
1.2.1.  MASS  
Test mass of VH (kg)  :  
1.2.2.  ROAD LOAD PARAMETERS  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
Cycle energy demand (J)  :  
Road load test report reference  :  
Road load family's identifier  :  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 112  
1.2.3.  CYCLE SELECTION PARAMETERS  
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  : yes/no  
Maximum speed of the vehicle (km/h)  : 
Downscaling (if applicable)  :  yes/no  
Downscaling factor fdsc  :  
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.2.4.  GEAR SHIFT POINT (IF APPLICABLE)  
Version of Gear Shift calculation  (indicate the applicable amendment to Regulation 
(EU)_2017/1151)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of 
decimal  
nmin drive  
1st gear  :  …min  –1 
1st gear to 2nd  :  …min  –1 
2nd gear to standstill  :  …min  –1 
2nd gear  :  …min  –1 
3rd gear and beyond  :  …min  –1 
Gear 1 excluded  :  yes/no  
n_95_high for each gear  :  …min  –1 
n_min_drive_set for acceleration/constant 
speed phases (n_min_drive_up)  : …min  –1 
n_min_drive_set for deceleration phases 
(nmin_drive_down)  : …min  –1 
t_start_phase  :  …s  
n_min_drive_start  :  …min  –1 
N_min_drive_up_start  :  …min  –1 
use of ASM  :  yes/no  
ASM values  :  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 113  
1.3. Vehicle low description (if applicable)  
1.3.1.  MASS  
Test mass of VL(kg)  :  
1.3.2.  ROAD LOAD PARAMETERS  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
Cycle energy demand (J)  :  
Δ(C D × A  f ) LH (m 2 ) :  
Road load test report reference  :  
Road load family's identifier  :  
1.3.3.  CYCLE SELECTION PARAMETERS  
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  : yes/no  
Maximum speed of the vehicle  :  
Downscaling (if applicable)  :  yes/no  
Downscaling factor fdsc  :  
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.3.4.  GEAR SHIFT POINT (IF APPLICABLE)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of 
decimal  
1.4. Vehicle M description (if applicable)  
1.4.1.  MASS  
Test mass of VL(kg)  :  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 114  
1.4.2.  ROAD LOAD PARAMETERS  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
Cycle energy demand (J)  :  
Δ(C D × A  f ) LH (m 2 ) :  
Road load test report reference  :  
Road load family's identifier  :  
1.4.3.  CYCLE SELECTION PARAMETERS  
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  : yes/no  
Maximum speed of the vehicle  :  
Downscaling (if applicable)  :  yes/no  
Downscaling factor fdsc  :  
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.4.4.  GEAR SHIFT POINT (IF APPLICABLE)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of 
decimal  
2. TEST RESULTS  
2.1. Type 1 test  
Method of chassis dyno setting  :  Fixed run / iterative / alternative with its own warmup 
cycle  
Dynamometer in 2WD/4WD operation  :  2WD/4WD  
For 2WD operation, was the non-powered 
axle rotating  : yes/no/not applicable  
Dynamometer operation mode  yes/no  
Coastdown mode  :  yes/no  
Additional preconditioning  :  yes/no 
description  
Deterioration factors  :  assigned / tested  ▼M3
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2.1.1.  Vehicle high  
Date of tests  :  (day/month/year)  
Place of the test  :  Chassis dyno, location, country  
Height of the lower edge above ground of 
cooling fan (cm)  : 
Lateral position of fan centre (if modified as 
request by the manufacturer)  : in the vehicle centre-line/…  
Distance from the front of the vehicle (cm)  :  
IWR: Inertial Work Rating (%)  :  x,x  
RMSSE: Root Mean Squared Speed Error (km/ 
h) : x,xx  
Description of the accepted deviation of the 
driving cycle  : PEV before break off criteria 
or 
Fully operated acceleration pedal  
2.1.1.1. Pollutant emissions (if applicable)  
2.1.1.1.1. Pollutant emissions of vehicles with at least one combustion engine, 
of NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining 
Type 1 test  
For each driver selectable mode tested the points below shall be 
repeated (predominant mode or best case mode and worst case, 
mode if applicable)  
Test 1  
Pollutants  CO THC (a)  NMHC (a)  NO  x THC + 
NO  x (b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.10  11 /km) 
Measured values  
Regeneration factors (Ki)(2) 
Additive  
Regeneration factors (Ki)(2) 
Multiplicative  
Deterioration factors (DF) 
additive  
Deterioration factors (DF) multi ­
plicative  
Final values  
Limit values  
(2) See Ki family report(s)  :  
Type 1/I performed for Ki determination  :  Annex XXI, Sub-Annex 4 or UN/ECE Regu ­
lation No 83 (  2 ) 
Regeneration family's identifier  :  
( 2 ) Indicate as applicable  ▼M3
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Test 2 if applicable: for CO  2 reason (d  CO2 1 ) / for pollutants reason 
(90 % of the limits) / for both  
Record test results in accordance with the table of Test 1  
Test 3 if applicable: for CO  2 reason (d  CO2 2 ) 
Record test results in accordance with the table of Test 1  
2.1.1.1.2. Pollutant emissions of OVC-HEVs in case of a charge-depleting 
Type 1 test  
Test 1  
Pollutant emission limits have to be fulfilled and the following point 
has to be repeated for each driven test cycle.  
Pollutants  CO THC (a)  NMHC (­
a) NO  x THC + NO  x 
(b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.10  11 /km) 
Measured single cycle 
values  
Limit single cycle values  
Test 2 (if applicable): for CO  2 reason (d  CO2 1 ) / for pollutants 
reason (90 % of the limits) / for both  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable): for CO  2 reason (d  CO2 2 ) 
Record test results in accordance with the table of Test 1  
2.1.1.1.3. UF-WEIGHTED POLLUTANT EMISSIONS OF OVC-HEVS  
Pollutants  CO THC (a)  NMHC (­
a) NO  x THC + NO  x 
(b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.10  11 /km) 
Calculated values  
2.1.1.2. CO  2 emission  (if applicable)  
2.1.1.2.1. CO  2 emission of vehicles with at least one combustion engine, of 
NOVC-HEV and of OVC-HEV in the case of a charge-sustaining 
Type 1 test  
For each driver selectable mode tested the points below have to be 
repeated (predominant mode or best case mode and worst case, mode 
if applicable)  ▼M3
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Test 1  
CO  2 emission  Low  Medium  High  Extra High  Combined  
Measured value M  CO2,p,1  — 
Speed and distance corrected value M  CO2,p,1b  / 
M CO2,c,2  
RCB correction coefficient: (5)  
M CO2,p,3  / M  CO2,c,3  
Regeneration factors (Ki) 
Additive  
Regeneration factors (Ki) 
Multiplicative  
M CO2,c,4  — 
AF Ki = M  CO2,c,3  / M  CO2,c,4  — 
M CO2,p,4  / M  CO2,c,4  — 
ATCT correction (FCF) (4)  
Temporary values  M CO2,p,5  / M  CO2,c,5  
Declared value  —  —  —  —  
d CO2 1 * declared value  —  —  —  —  
(4) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT)  
See FCF family report(s)  :  
ATCT family's identifier  :  
(5) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 
for pure ICE vehicles, and Sub-Annex 8 Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 
for HEVs (K  CO2 ) 
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
Conclusion  
CO  2 emission (g/km)  Low  Medium  High  Extra High  Combined  
Averaging M  CO2,p,6  / M  CO2,c,6  
Alignment M  CO2,p,7  / M  CO2,c,7  
Final values  M CO2,p,H  / M  CO2,c,H  ▼M3
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Information for Conformity of Production for OVC-HEV  
Combined  
CO  2 emission (g/km) 
M CO2,CS,COP  
AF CO2,CS  
2.1.1.2.2. CO  2 mass emission of OVC-HEVs in case of a charge-depleting 
Type 1 test  
Test 1  
CO  2 mass emission (g/km)  Combined  
Calculated value M  CO2,CD  
Declared value  
d CO2 1 
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
Conclusion  
CO  2 mass emission (g/km)  Combined  
Averaging M  CO2,CD  
Final value  M CO2,CD  
2.1.1.2.4. UF-WEIGHTED CO  2 mass emission of OVC-HEVs  
CO  2 mass emission (g/km)  Combined  
Calculated value M  CO2,weighted  
2.1.1.3 FUEL CONSUMPTION (IF APPLICABLE)  
2.1.1.3.1. Fuel consumption of vehicles with only a combustion engine, of 
NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining 
Type 1 test  
For each driver selectable mode tested the points below has to be 
repeated (predominant mode or best case mode and worst case, mode 
if applicable)  
Fuel consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,H / FC  c,H ( 6 ) 
( 6 ) Calculated from aligned CO  2 values  ▼M3
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A- On-board Fuel and/or Energy Consumption Monitoring for 
vehicles referred to in Article 4a  
a. Data accessibility  
The parameters listed in point 3 of Annex XXII are accessible: 
yes/not applicable  
b. Accuracy (if applicable) 
Fuel_Consumed  WLTP  (litres) (  8 ) Vehicle HIGH - Test 1  x,xxx  
Vehicle HIGH - Test 2 (if applicable)  x,xxx  
Vehicle HIGH - Test 3 (if applicable)  x,xxx  
Vehicle LOW - Test 1 (if applicable)  x,xxx  
Vehicle LOW Test 2 (if applicable)  x,xxx  
Vehicle LOW - Test 3 (if applicable)  x,xxx  
Total  x,xxx  
Fuel_Consumed  OBFCM  (litres) (  8 ) Vehicle HIGH - Test 1  x,xx  
Vehicle HIGH - Test 2 (if applicable)  x,xx  
Vehicle HIGH - Test 3 (if applicable)  x,xx  
Vehicle LOW - Test 1 (if applicable)  x,xx  
Vehicle LOW Test 2 (if applicable)  x,xx  
Vehicle LOW - Test 3 (if applicable)  x,xx  
Total  x,xx  
Accuracy (  8 ) x,xxx  
( 8 ) in accordance with Annex XXII  
2.1.1.3.2. Fuel consumption of OVC-HEVs in case of a charge-depleting Type 
1 test  
Test 1:  
Fuel consumption (l/100 km)  Combined  
Calculated value FC  CD 
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  ▼M3
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Conclusion  
Fuel consumption (l/100km)  Combined  
Averaging FC  CD 
Final value  FC  CD 
2.1.1.3.3. UF-Weighted Fuel consumption of OVC-HEVs  
Fuel consumption (l/100 km)  Combined  
Calculated value FC  weighted  
2.1.1.3.4. Fuel consumption of vehicles of NOVC-FCHVs in case of a charge- 
sustaining Type 1 test  
For each driver selectable mode tested the points below has to be 
repeated (predominant mode or best case mode and worst case, mode 
if applicable)  
Fuel consumption (kg/100 km)  Combined  
Measured values  
RCB correction coefficient  
Final values FC  c 
2.1.1.4. RANGES (IF APPLICABLE)  
2.1.1.4.1. Ranges for OVC-HEVs (if applicable)  
2.1.1.4.1.1. All electric range  
Test 1  
AER (km)  City  Combined  
Measured/Calculated values AER  
Declared value  —  
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
Conclusion  
AER (km)  City  Combined  
Averaging AER (if applicable)  
Final values  AER  ▼M3
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2.1.1.4.1.2. Equivalent All electric Range  
EAER (km)  Low  Medium  High  Extra High  City  Combined  
Final values  EAER  
2.1.1.4.1.3. Actual Charge-Depleting Range  
R CDA (km)  Combined  
Final value R  CDA 
2.1.1.4.1.4. Charge-Depleting Cycle Range  
Test 1  
R CDC (km)  Combined  
Final value R  CDC 
Index Number of the transition cycle  
REEC of confirmation-cycle (%)  
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
2.1.1.4.2. Ranges for PEVs - Pure electric range (if applicable)  
Test 1  
PER (km)  Low  Medium  High  Extra High  City  Combined  
Calculated values PER  
Declared value  —  —  —  —  —  
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
Conclusion  
PER (km)  City  Combined  
Averaging PER  
Final values PER  ▼M3
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2.1.1.5. ELECTRIC CONSUMPTION (IF APPLICABLE)  
2.1.1.5.1. Electric consumption of OVC-HEVs (if applicable)  
2.1.1.5.1.1. Electric consumption (EC)  
EC (Wh/km)  Low  Medium  High  Extra High  City  Combined  
Final values EC  
2.1.1.5.1.2. UF-weighted charge-depleting electric consumption  
Test 1  
EC AC,CD  (Wh/km)  Combined  
Calculated value EC  AC,CD  
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
Conclusion (if applicable)  
EC AC,CD  (Wh/km)  Combined  
Averaging EC  AC,CD  
Final value  
2.1.1.5.1.3. UF-weighted electric consumption  
Test 1  
EC AC,weighted  (Wh)  Combined  
Calculated value EC  AC,weighted  
Test 2 (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3 (if applicable)  
Record test results in accordance with the table of Test 1  
Conclusion (if applicable)  
EC AC,weighted  (Wh/km)  Combined  
Averaging EC  AC,weighted  
Final value  ▼M3
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2.1.1.5.1.4. Information for COP  
Combined  
Electric consumption (Wh/km) EC  DC,CD,COP  
AF EC,AC,CD  
2.1.1.5.2. Electric consumption of PEVs (if applicable)  
Test 1  
EC (Wh/km)  City  Combined  
Calculated values EC  
Declared value  —  
Test 2  (if applicable)  
Record test results in accordance with the table of Test 1  
Test 3  (if applicable)  
Record test results in accordance with the table of Test 1  
EC (Wh/km)  Low  Medium  High  Extra High  City  Combined  
Averaging EC  
Final values EC  
Information for COP  
Combined  
Electric Consumption (Wh/km) EC  DC,COP  
AF EC 
2.1.2.  VEHICLE LOW (IF APPLICABLE)  
Repeat § 2.1.1.  
2.1.3.  VEHICLE M (IF APPLICABLE)  
Repeat § 2.1.1.  
2.1.4.  FINAL CRITERIA EMISSIONS VALUES (IF APPLICABLE)  
Pollutants  CO THC (a)  NMHC 
(a) NO  x THC + NO  x 
(b) PM PN  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.10  11 /km) 
Highest values (  3 ) 
( 3 ) for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable)  ▼M3
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2.2. Type 2 (a) test  
Included the emissions data required for roadworthiness testing  
Test CO ( % vol)  Lambda (  x ) Engine speed (min  –1 ) Oil temperature (°C)  
Idle —  
High idle  
( x ) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)  
2.3. Type 3 (a) test  
Emission of crankcase gases into the atmosphere: none  
2.4. Type 4 (a) test  
Family's identifier  :  
See report(s)  :  
2.5. Type 5 test  
Family's identifier  :  
See durability family report(s)  :  
Type 1/I cycle for criteria emissions 
testing  : Annex XXI, Sub-Annex 4 or UN/ECE Regulation 
No 83 (  3 ) 
( 3 ) Indicate as applicable  
2.6. RDE test  
RDE family number  :  MSxxxx  
See family report(s)  :  
2.7. Type 6 (a) test  
Family's identifier  
Date of tests  :  (day/month/year)  
Place of tests  :  
Method of setting of the chassis dyno  :  coast down (road load reference)  
Inertia mass (kg)  :  
If deviation from the vehicle of Type 1 
test : 
Tyres  :  
Make  :  
Type  :  
Dimensions front/rear  :  
Dynamic circumference (m)  :  
Tyre pressure (kPa)  :  ▼M3
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Pollutants  CO 
(g/km)  HC 
(g/km)  
Test 1 
2 
3 
Average  
Limit  
2.8. On board diagnostic system  
Family's identifier  :  
See family report(s)  :  
2.9. Smoke opacity (b) test  
2.9.1.  STEADY SPEEDS TEST  
See family report(s)  :  
2.9.2.  FREE ACCELERATION TEST  
Measured absorption value 
(m – 1 ) : 
Corrected absorption value 
(m – 1 ) : 
2.10.  Engine power  
See report(s) or approval number  : 
2.11.  Temperature information related to vehicle high (VH)  
Worst case approach vehicle 
cool down  : yes/no (  7 ) 
ATCT family composed of a 
single Interpolation family  : yes/no (  7 ) 
Engine coolant temperature at 
the end of soaking time (°C)  : 
Average soak area 
temperature over the 3 last 
hours (°C)  : 
Difference between engine 
coolant end temperature and 
average soak area temperature 
of the last 3 hours Δ T_ATCT  
(°C) : 
The minimum soaking time 
t soak_ATCT  (s) : ▼M3
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Location of temperature 
sensor  : 
Measured engine temperature  : oil/coolant  
( 7 ) if ‘yes’ then the six last lines are not applicable  ▼M3
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Annexes to the test report  
(not applicable to ATCT test and PEV)  
1. All the input data for the correlation tool, listed in point 2.4 of Annex I to 
Regulations (EU) 2017/1152 and (EU) 2017/1153 (Correlation Regu ­
lations);  
and 
Reference of input file: …  
2. Complete correlation file referred to in point 3.1.1.2. of Annex I to Im ­
plementing Regulations (EU) 2017/1152 and (EU) 2017/1153:  
3. Pure ICE and NOVC-HEV  
Results NEDC Correlation  vehicle High  vehicle Low  
NEDC CO  2 declared value  xxx,xx  xxx,xx  
CO  2 -result CO  2 MPAS (including Ki)  xxx,xx  xxx,xx  
CO  2 -result double-test or dice-test (including Ki)  xxx,xx  xxx,xx  
Hash number  
Dice decision  
Deviation factor (value or not applicable)  
Verification factor (0/1/not applicable)  
Declared value confirmed by (CO  2 MPAS / double-test)  
CO  2 -result CO  2 MPAS (excluding Ki)  urban  
extra urban  
combined  
Physical measurement results  
Date of test (s)  Test 1  dd/mm/yyyy  dd/mm/yyyy  
Test 2  
Test 3  
CO  2 emissions combined  Test 1  urban  xxx,xxx  xxx,xxx  
extra urban  xxx,xxx  xxx,xxx  
combined  xxx,xxx  xxx,xxx  
Test 2  urban  
extra urban  
combined  ▼M3
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Results NEDC Correlation  vehicle High  vehicle Low  
Test 3  urban  
extra urban  
combined  
Ki CO  2 1,xxxx  
CO  2 emissions combined 
including Ki  Average  combined  
Comparison with the declared value (declared-average)/declared %  
Road Load values for testing  
f 0 (N) x,x  x,x  
f 1 (N/(km/h))  x,xxx  x,xxx  
f 2 (N/(km/h)  2 ) x,xxxxx  x,xxxxx  
inertia class (kg)  
Final results  
NEDC CO  2 [g/km]  urban  xxx,xx  xxx,xx  
extra urban  xxx,xx  xxx,xx  
combined  xxx,xx  xxx,xx  
NEDC FC [l/100km]  urban  x,xxx  x,xxx  
extra urban  x,xxx  x,xxx  
combined  x,xxx  x,xxx  
4. OVC-HEV test results  
4.1. Vehicle High  
4.1.1. CO  2 mass emissions for OVC-HEV  
CO  2 Emission (g/km)  Combined 
(including Ki)  
Ki CO  2 1,xxxx  
M CO2,NEDC_H,test,condition A  
M CO2,NEDC_H,test,condition B  
M CO2,NEDC_H,test,weighted  
4.1.2. Electric energy consumption for OVC-HEV  
Electric energy consumption (Wh/km)  Combined  
EC NEDC_H,test,condition A  
EC NEDC_H,test,condition B  
EC NEDC_H,test,weighted  ▼M3
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4.1.3. Fuel consumption (l/100 km)  
Fuel consumption (l/100 km)  Combined  
FC NEDC_L,test,condition A  
FC NEDC_L,test,condition B  
FC NEDC_L,test,weighted  
4.2. Vehicle Low (if applicable)  
4.2.1. CO  2 mass emissions for OVC-HEV  
CO  2 Emission (g/km)  Combined 
(including Ki)  
Ki CO  2 1,xxxx  
M CO2,NEDC_L,test,condition A  
M CO2,NEDC_L,test,condition B  
M CO2,NEDC_L,test,weighted  
4.2.2. Electric energy consumption for OVC-HEV  
Electric energy consumption (Wh/km)  Combined  
EC NEDC_L,test,condition A  
EC NEDC_L,test,condition B  
EC NEDC_L,test,weighted  
4.2.3. Fuel consumption (l/100 km)  
Fuel consumption 
(l/100 km)  Combined  
FC NEDC_L,test,condition A  
FC NEDC_L,test,condition B  
FC NEDC_L,test,weighted  ▼M3
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PART II  
The following information, if applicable, is the minimum data required for the 
ATCT test.  
Report number 
APPLICANT  
Manufacturer  
SUBJECT  …  
Roadload family identifier(s)  :  
Interpolation family identifier(s)  :  
ATCT identifier(s)  :  
Object submitted to tests  
Make  :  
IP identifier  :  
CONCLUSION  The object submitted to tests complies with the 
requirements mentioned in the subject.  
PLACE,  DD/MM/YYYY  
General notes:  
If there are several options (references), the one tested should be described in the 
test report  
If there are not, a single reference to the information document at the start of the 
test report may be sufficient.  
Every Technical Service is free to include some additional information  
(a) Specific to positive ignition engine  
(b) Specific to compression ignition engine  
1. DESCRIPTION OF TESTED VEHICLE  
1.1. GENERAL 
Vehicle numbers  :  Prototype number and VIN  
Category  :  
Number of seats including the driver  :  
Bodywork  :  
Drive wheels  :  ▼M3
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1.1.1. Powertrain Architecture 
Powertrain architecture  :  pure ICE, hybrid, electric or fuel cell  
1.1.2. INTERNAL COMBUSTION ENGINE (if applicable)  
For more than one ICE, please repeat the point 
Make  :  
Type  :  
Working principle  :  two/four stroke  
Cylinders number and arrangement  :  …  
Engine capacity (cm  3 ) :  
Engine idling speed (min  –1 ) :  ±  
High engine idling speed (min  –1 ) (a) :  ±  
Rated engine power  :  kW  At  rpm  
Maximum net torque  :  Nm  At  rpm  
Engine lubricant  :  make and type  
Cooling system  :  Type: air/water/oil  
Insulation  :  material, amount, location, volume and weight  
1.1.3. TEST FUEL for type 1 test (if applicable)  
For more than one test fuel, please repeat the point 
Make  :  
Type  :  Petrol E10 - Diesel B7 – LPG – NG - …  
Density at 15 °C  :  
Sulphur content  :  Only for Diesel B7 and Petrol E10  
Annex IX  :  
Batch number  :  
Willans factors (for ICE) for CO  2 
emission (gCO  2 /MJ)  : ▼M3
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1.1.4. FUEL FEED SYSTEM (if applicable)  
For more than one fuel feed system, please repeat the point 
Direct injection  :  yes/no or description  
Vehicle fuel type  :  Monofuel / bifuel / flex fuel  
Control unit  
Part reference  :  same as information document  
Software tested  :  read via scantool, for example  
Air flowmeter  :  
Throttle body  :  
Pressure sensor  :  
Injection pump  :  
Injector(s)  :  
1.1.5. INTAKE SYSTEM (if applicable)  
For more than one intake system, please repeat the point 
Pressure charger  :  Yes/no 
make & type (1)  
Intercooler  :  yes/no 
type (air/air – air/water) (1)  
Air filter (element) (1)  :  make & type  
Intake silencer (1)  :  make & type  
1.1.6. EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM (if appli ­
cable)  
For more than one, please repeat the point 
First catalytic converter  :  make & reference (1) 
principle: three way / oxidising / NO  x trap / Nox storage system 
/ Selective Catalyst Reduction…  
Second catalytic converter  :  make & reference (1) 
principle: three way / oxidising / NO  x trap / Nox storage system 
/ Selective Catalyst Reduction…  
Particulate trap  :  with/without/not applicable 
catalysed: yes/no 
make & reference (1)  
Reference and position of oxygen 
sensor(s)  : before catalyst / after catalyst  
Air injection  :  with/without/not applicable  ▼M3
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EGR  :  with/without/not applicable 
cooled/non-cooled 
HP/LP  
Evaporative emission control system  :  with/without/not applicable  
Reference and position of NO  x sensor(s)  : Before/ after  
General description (1)  :  
1.1.7. HEAT STORAGE DEVICE (if applicable)  
For more than one Heat Storage System, please repeat the point 
Heat storage device  :  yes/no  
Heat capacity (enthalpy stored J)  :  
Time for heat release (s)  :  
1.1.8. TRANSMISSION (if applicable)  
For more than one Transmission, please repeat the point 
Gearbox  :  manual / automatic / continuous variation  
Gear shifting procedure  
Predominant mode  :  yes/no 
normal / drive / eco/…  
Best case mode for CO  2 emissions 
and fuel consumption (if applicable)  : 
Worst case mode for CO  2 emissions 
and fuel consumption (if applicable)  : 
Control unit  :  
Gearbox lubricant  :  make and type  
Tyres  
Make  :  
Type  :  
Dimensions front/rear  :  
Dynamic circumference (m)  :  
Tyre pressure (kPa)  :  
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed 
(km/h)) / (engine speed (1 000 (min  – 1 )) (V  1000 ) for each of the 
gearbox ratios (R.B.).  ▼M3
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R.B. R.P.  R.T.  V  1000 
1st 1/1  
2nd 1/1  
3rd 1/1  
4th 1/1  
5th 1/1  
… 
1.1.9. ELECTRIC MACHINE (if applicable)  
For more than one electric machine, please repeat the point 
Make  :  
Type  :  
Peak Power (kW)  :  
1.1.10. TRACTION REESS (if applicable)  
For more than one traction REESS, please repeat the point 
Make  :  
Type  :  
Capacity (Ah)  :  
Nominal Voltage (V)  :  
1.1.11. POWER ELECTRONICS (if applicable)  
Can be more than one PE (propulsion converter, low voltage system or 
charger) 
Make  :  
Type  :  
Power (kW)  :  
1.2. VEHICLE DESCRIPTION  
1.2.1. MASS 
Test mass of VH (kg)  :  ▼M3
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1.2.2. ROAD LOAD PARAMETERS 
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
f 2_TReg  (N/(km/h)  2 ) :  
Cycle energy demand (J)  :  
Road load test report reference  :  
Road load family's identifier  :  
1.2.3. CYCLE SELECTION PARAMETERS 
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  : yes/no  
Maximum speed of the vehicle (km/h)  : 
Downscaling (if applicable)  :  yes/no  
Downscaling factor fdsc  :  
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.2.4. GEAR SHIFT POINT (IF APPLICABLE) 
Version of Gear Shift calculation  (indicate the applicable amendment to Regulation (EU)_2017/ 
1151)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of decimal  
nmin drive  
1st gear  :  …min  –1 
1st gear to 2nd  :  …min  –1 
2nd gear to standstill  :  …min  –1 
2nd gear  :  …min  –1 
3rd gear and beyond  :  …min  –1 
Gear 1 excluded  :  yes/no  
n_95_high for each gear  :  …min  –1 
n_min_drive_set for acceleration/constant 
speed phases (n_min_drive_up)  : …min  –1 ▼M3
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n_min_drive_set for deceleration phases 
(nmin_drive_down)  : …min  –1 
t_start_phase  :  …s  
n_min_drive_start  :  …min  –1 
n_min_drive_up_start  :  …min  –1 
use of ASM  :  yes/no  
ASM values  :  
2. TEST RESULTS  
Method of chassis dyno setting  :  Fixed run / iterative / alternative with its own warmup cycle  
Dynamometer in 2WD/4WD operation  :  2WD/4WD  
For 2WD operation, was the non-powered 
axle rotating  : yes/no/not applicable  
Dynamometer operation mode  yes/no  
Coastdown mode  :  yes/no  
2.1 TEST AT 14 °C 
Date of tests  :  (day/month/year)  
Place of the test  :  
Height of the lower edge above ground of 
cooling fan (cm)  : 
Lateral position of fan centre (if modified as 
request by the manufacturer)  : in the vehicle centre-line/…  
Distance from the front of the vehicle (cm)  :  
IWR: Inertial Work Rating (%)  :  x,x  
RMSSE: Root Mean Squared Speed Error (km/ 
h) : x,xx  
Description of the accepted deviation of the 
driving cycle  : Fully operated acceleration pedal  
2.1.1. Pollutant emissions of vehicle with at least one combustion engine, of 
NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining  
Pollutants  CO THC (a)  NMHC (a)  NO  x THC + 
NO  x (b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.10  11 /km) 
Measured values  
Limit values  
2.1.2. CO  2 emission of vehicle with at least one combustion engine, of NOVC- 
HEV and of OVC-HEV in case of a charge-sustaining tests  ▼M3
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CO  2 emission (g/km)  Low  Medium  High  Extra High  Combined  
Measured value M  CO2,p,1  — 
Measured Speed and distance corrected value 
M CO2,p,1b  / M  CO2,c,2  
RCB correction coefficient (  2 ) 
M CO2,p,3  / M  CO2,c,3  
( 2 ) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K  CO2 for HEVs  
2.2 TEST AT 23 °C  
Provide information or refer to type 1 test report 
Date of tests  :  (day/month/year)  
Place of the test  :  
Height of the lower edge above ground of 
cooling fan (cm)  : 
Lateral position of fan centre (if modified as 
request by the manufacturer)  : in the vehicle centre-line/…  
Distance from the front of the vehicle (cm)  :  
IWR: Inertial Work Rating (%)  :  x,x  
RMSSE: Root Mean Squared Speed Error (km/h)  : x,xx  
Description of the accepted deviation of the 
driving cycle  : Fully operated acceleration pedal  
2.2.1. Pollutant emissions of vehicle with at least one combustion engine, of 
NOVC-HEVs and of OVC-HEVs in case of a charge-sustaining  
Pollutants  CO THC (a)  NMHC (a)  NO  x THC + 
NO  x (b) Particulate 
Matter  Particle 
Number  
(mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (mg/km)  (#.10  11 /km) 
Final values  
Limit values  
2.2.2. CO  2 emission of vehicle with at least one combustion engine, of NOVC- 
HEV and of OVC-HEV in case of a charge-sustaining tests  
CO  2 emission (g/km)  Low  Medium  High  Extra High  Combined  
Measured value M  CO2,p,1  — 
Measured Speed and distance corrected value 
M CO2,p,1b  / M  CO2,c,2  
RCB correction coefficient (  2 ) 
M CO2,p,3  / M  CO2,c,3  
( 2 ) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, and Sub-Annex 8 
Appendix 2 of Annex XXI of Regulation (EU) 2017/1151 for HEVs (K  CO2 ) ▼M3
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2.3 CONCLUSION  
CO  2 emission (g/km)  Combined  
ATCT (14 °C) M  CO2,Treg  
Type 1 (23 °C) M  CO2,23°  
Family correction factor (FCF)  
2.4. TEMPERATURE INFORMATION OF THE REFERENCE VEHICLE 
AFTER 23 °C TEST 
Worst case approach vehicle cool down  :  yes/no (  3 ) 
ATCT family composed of a single Interpolation 
family  : yes/no (  3 ) 
Engine coolant temperature at the end of 
soaking time (°C)  : 
Average soak area temperature over the 3 last 
hours (°C)  : 
Difference between engine coolant end 
temperature and average soak area 
temperature of the last 3 hours Δ T_ATCT  (°C) : 
The minimum soaking time t  soak_ATCT  (s) :  
Location of temperature sensor  :  
Measured engine temperature  :  oil/coolant  
( 3 ) if ‘yes’ then the six last lines are not applicable  ▼M3
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Appendix 8b  
Road Load Test Report  
The following information, if applicable, is the minimum data required for the 
road load determination test.  
Report number 
APPLICANT  
Manufacturer  
SUBJECT  Determination of a vehicle road load /…  
Roadload family identifier(s)  :  
Object submitted to tests  
Make  :  
Type  :  
CONCLUSION  The object submitted to tests complies with the 
requirements mentioned in the subject.  
PLACE,  DD/MM/YYYY  
1. CONCERNED VEHICLE(S) 
Make(s) concerned  :  
Type(s) concerned  :  
Commercial description  :  
Maximal speed (km/h)  :  
Powered axle(s)  :  
2. DESCRIPTION OF TESTED VEHICLES  
If no interpolation: the worst-case vehicle (regarding energy demand) shall 
be described  
2.1. Wind tunnel method 
Combination with  :  Flat belt dynamometer / chassis 
dynamometer  ▼M3
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2.1.1 General  
Wind tunnel  Dynamometer  
H R L R H R L R 
Make  
Type  
Version  
Cycle energy demand over a complete 
WLTC Class 3 cycle (kJ)  
Deviation from production series  —  —  
Mileage (km)  —  —  
Or (in case of roadload matrix family): 
Make  :  
Type  :  
Version  :  
Cycle energy demand over a 
complete WLTC (kJ)  : 
Deviation from production series  :  
Mileage (km)  :  
2.1.2 Masses  
Dynamometer  
H R L R 
Test mass (kg)  
Average mass m  av (kg) 
Value of m  r (kg per axle)  
Category M vehicle: 
proportion of the vehicle mass in running 
order on the front axle (%)  
Category N vehicle: 
weight distribution (kg or %)  
Or (in case of roadload matrix family): 
Test mass (kg)  :  
Average mass mav(kg)  :  (average before and after the 
test) ▼M3
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Technically permissible maximum 
laden mass  : 
Estimated arithmetic average of the 
mass of optional equipment  : 
Category M vehicle: 
proportion of the vehicle mass in 
running order on the front axle (%)  : 
Category N vehicle: 
weight distribution (kg or %)  : 
2.1.3 Tyres  
Wind tunnel  Dynamometer  
H R L R H R L R 
Size designation  
Make  
Type  
Rolling resistance  
Front (kg/t)  —  —  
Rear (kg/t)  —  —  
Tyre pressure  
Front (kPa)  —  —  
Rear (kPa)  —  —  
Or (in case of roadload matrix family): 
Size designation  
Make  :  
Type  :  
Rolling resistance  
Front (kg/t)  :  
Rear (kg/t)  :  
Tyre pressure  
Front (kPa)  :  
Rear (kPa)  :  ▼M3
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2.1.4. Bodywork  
Wind tunnel  
H R L R 
Type  AA/AB/AC/ 
AD/AE/AF 
BA/BB/BC/ 
BD 
Version  
Aerodynamic devices  
Movable aerodynamic body parts  y/n and list if 
applicable  
Installed aerodynamic options list  
Delta (C  D × A  f ) LH compared to H  R (m 2 ) —  
Or (in case of roadload matrix family): 
Body shape description  :  Square box (if no representative 
body shape for a complete 
vehicle can be determined)  
Frontal area Afr (m  2 ) :  
2.2 ON ROAD  
2.2.1. General  
H R L R 
Make  
Type  
Version  
Cycle energy demand over a complete 
WLTC Class 3 cycle (kJ)  
Deviation from production series  
Mileage  
Or (in case of roadload matrix family): 
Make  :  
Type  :  
Version  :  
Cycle energy demand over a 
complete WLTC (kJ)  : 
Deviation from production series  :  
Mileage (km)  :  ▼M3
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2.2.2 Masses  
H R L R 
Test mass (kg)  
Average mass m  av (kg) 
Value of m  r (kg per axle)  
Category M vehicle: 
proportion of the vehicle mass in running 
order on the front axle (%)  
Category N vehicle: 
weight distribution (kg or %)  
Or (in case of roadload matrix family): 
Test mass (kg)  :  
Average mass mav (kg)  :  (average before and after the 
test) 
Technically permissible maximum 
laden mass  : 
Estimated arithmetic average of the 
mass of optional equipment  : 
Category M vehicle: 
proportion of the vehicle mass in 
running order on the front axle (%)  
Category N vehicle: 
weight distribution (kg or %)  
2.2.3 Tyres  
H R L R 
Size designation  
Make  
Type  
Rolling resistance  
Front (kg/t)  
Rear (kg/t)  
Tyre pressure  
Front (kPa)  
Rear (kPa)  ▼M3
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Or (in case of roadload matrix family): 
Size designation  :  
Make  :  
Type  :  
Rolling resistance  
Front (kg/t)  :  
Rear (kg/t)  :  
Tyre pressure  
Front (kPa)  :  
Rear (kPa)  :  
2.2.4. Bodywork  
H R L R 
Type  AA/AB/AC/ 
AD/AE/AF 
BA/BB/BC/ 
BD 
Version  
Aerodynamic devices  
Movable aerodynamic body parts  y/n and list if 
applicable  
Installed aerodynamic options list  
Delta (C  D × A  f ) LH compared to H  R (m 2 ) —  
Or (in case of roadload matrix family): 
Body shape description  :  Square box (if no representative 
body shape for a complete 
vehicle can be determined)  
Frontal area A  fr (m 2 ) :  
2.3. POWERTRAIN  
2.3.1. Vehicle High 
Engine code  :  
Transmission type  :  manual, automatic, CVT  
Transmission model 
(manufacturer's codes)  : (torque rating and no of clutches à to be included in 
info doc)  ▼M3
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Covered transmission models 
(manufacturer's codes)  : 
Engine rotational speed divided by vehicle speed  :  Gear  Gear ratio  N/V ratio  
1st 1/..  
2nd 1..  
3rd 1/..  
4th 1/..  
5th 1/..  
6th 1/..  
.. 
.. 
Electric machine(s) coupled in position N  :  n.a. (no electric machine or no coastdown mode)  
Type and number of electric machines  :  construction type: asynchronous/ synchronous…  
Type of coolant  :  air, liquid,…  
2.3.2. Vehicle Low  
Repeat §2.3.1. with VL data  
2.4. TEST RESULTS  
2.4.1. Vehicle High 
Dates of tests  :  dd/mm/yyyy (wind tunnel) 
dd/mm/yyyy (dynamometer) 
or 
dd/mm/yyyy (on road)  
ON ROAD  
Method of the test  :  coastdown 
or torque meter method  
Facility (name / location / track's 
reference)  : 
Coastdown mode  :  y/n  
Wheel alignment  :  Toe and camber values  
Maximum reference speed (km/h)  :  
Anemometry  :  stationary 
or on board: influence of anemometry (C  D × A) and if it was corrected.  
Number of split(s)  :  
Wind  :  average, peaks and direction in conjunction with direction of the test 
track ▼M3
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Air pressure  :  
Temperature (mean value)  :  
Wind correction  :  y/n  
Tyre pressure adjustment  :  y/n  
Raw results  :  Torque method: 
c 0 = 
c 1 = 
c 2 = 
Coastdown method: 
f 0 
f 1 
f 2 
Final results  Torque method: 
c 0 = 
c 1 = 
c 2 = 
and 
f 0 = 
f 1 = 
f 2 = 
Coastdown method: 
f 0 = 
f 1 = 
f 2 = 
Or 
WIND TUNNEL METHOD  
Facility (name/location/dynamo ­
meter's reference)  : 
Qualification of the facilities  :  Report reference and date  
Dynamometer  
Type of dynamometer  :  flat belt or chassis dynamometer  
Method  :  stabilised speeds or deceleration method  
Warm up  :  warm-up by dyno or by driving the vehicle  
Correction of the roller curve  :  (for chassis dynamometer, if applicable)  
Method of chassis dynamometer 
setting  : Fixed run / iterative / alternative with its own warmup cycle  
Measured aerodynamic drag coef ­
ficient multiplied by the frontal 
area : Velocity (km/h)  C  D × A (m  2 ) 
… …  
… …  
Result  :  f  0 = 
f 1 = 
f 2 = ▼M3
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Or 
ROAD LOAD MATRIX ON ROAD  
Method of the test  :  coastdown 
or torque meter method  
Facility (name/location/track's refer ­
ence)  : 
Coastdown mode  :  y/n  
Wheel alignment  :  Toe and camber values  
Maximum reference speed (km/h)  :  
Anemometry  :  stationary 
or on board: influence of anemometry (C  D × A) and if it was corrected.  
Number of split(s)  :  
Wind  :  average, peaks and direction in conjunction with direction of the test 
track  
Air pressure  :  
Temperature (mean value)  :  
Wind correction  :  y/n  
Tyre pressure adjustment  :  y/n  
Raw results  :  Torque method: 
c 0r = 
c 1r = 
c 2r = 
Coastdown method: 
f 0r = 
f 1r = 
f 2r = 
Final results  Torque method: 
c 0r = 
c 1r = 
c 2r = 
and 
f 0r (calculated for vehicle H  M ) = 
f 2r (calculated for vehicle H  M ) = 
f 0r (calculated for vehicle L  M ) = 
f 2r (calculated for vehicle L  M ) = 
Coastdown method: 
f 0r (calculated for vehicle H  M ) = 
f 2r (calculated for vehicle H  M ) = 
f 0r (calculated for vehicle L  M ) = 
f 2r (calculated for vehicle L  M ) = ▼M3
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Or 
ROAD LOAD MATRIX WIND TUNNEL METHOD  
Facility (name/location/dynamo ­
meter's reference)  : 
Qualification of the facilities  :  Report reference and date  
Dynamometer  
Type of dynamometer  :  flat belt or chassis dynamometer  
Method  :  stabilised speeds or deceleration method  
Warm up  :  warm-up by dyno or by driving the vehicle  
Correction of the roller curve  :  (for chassis dynamometer, if applicable)  
Method of chassis dynamometer 
setting  : Fixed run / iterative / alternative with its own warmup cycle  
Measured aerodynamic drag coef ­
ficient multiplied by the frontal 
area : Velocity (km/h)  C  D × A (m  2 ) 
… …  
… …  
Result  :  f  0r = 
f 1r = 
f 2r = 
f 0r (calculated for vehicle H  M ) = 
f 2r (calculated for vehicle H  M ) = 
f 0r (calculated for vehicle L  M ) = 
f 2r (calculated for vehicle L  M ) = 
2.4.2. Vehicle Low  
Repeat §2.4.1. with VL data  ▼M3
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Appendix 8c  
Template for Test Sheet  
The test sheet shall include the test data that are recorded, but not included in any 
test report.  
The test sheet(s) shall be retained by the technical service or the manufacturer for 
at least 10 years.  
The following information, if applicable, is the minimum data required for test 
sheets.  
Information from Annex XXI, Sub-Annex 4 to Regulation (EU) 2017/1151  
Adjustable wheel alignment parameters  :  
The coefficients, c  0 , c 1 and c  2 , :  c  0 = 
c 1 = 
c 2 = 
The coastdown times measured on the chassis dyna ­
mometer  : Reference speed (km/h)  Coastdown time (s)  
130 
120 
110 
100 
90 
80 
70 
60 
50 
40 
30 
20 
Additional weight may be placed on or in the vehicle 
to eliminate tyre slippage  : weight (kg) 
on/in the vehicle  ▼M3
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The coastdown times after performing the vehicle 
coast down procedure  : Reference speed (km/h)  Coastdown time (s)  
130 
120 
110 
100 
90 
80 
70 
60 
50 
40 
30 
20 
Information from Annex XXI, Sub-Annex 5 to Regulation (EU) 2017/1151  
NO  x converter efficiency 
Indicated concentrations (a); (b), (c), (d), and the 
concentration when the NOx analyser is in the NO 
mode so that the calibration gas does not pass 
through the converter  : (a) = 
(b) = 
(c) = 
(d) = 
Concentration in NO mode =  
Information from Annex XXI, Sub-Annex 6 to Regulation (EU) 2017/1151  
The distance actually driven by the vehicle  :  
For manual shift transmission vehicle, MT vehicle 
that cannot follow the cycle trace: 
The deviations from the driving cycle  : 
Drive trace indices:  
The following indices shall be calculated in 
accordance with the standard SAE J2951(Revised 
Jan-2014):  : 
: 
IWR: Inertial Work Rating  :  
RMSSE: Root Mean Squared Speed Error  : 
: 
: 
Particulate sample filter weighing  
Filter before the test  :  
Filter after the test  :  
Reference filter  :  
Content of each of the compounds measured after 
stabilization of the measuring device  : ▼M3
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Regeneration factor determination  
The number of cycles D between two WLTCs where 
regeneration events occur  : 
The number of cycles over which emission 
measurements are made n  : 
The mass emissions measurement M ′ sij for each 
compound i over each cycle j  : 
Regeneration factor determination 
The number of applicable test cycles d measured for 
complete regeneration  : 
Regeneration factor determination  
Msi :  
Mpi :  
Ki :  
Information from Annex XXI, Sub-Annex 6a to Regulation (EU) 2017/1151  
ATCT 
The air temperature and humidity of the test cell 
measured at the vehicle cooling fan outlet at a 
minimum frequency of 0,1 Hz.  : Temperature set point = T  reg 
Actual temperature value 
± 3 °C at the start of the test 
± 5 °C during the test  
The temperature of the soak area measured 
continuously at a minimum frequency of 0,033 Hz.  : Temperature set point = T  reg 
Actual temperature value 
± 3 °C at the start of the test 
± 5 °C during the test  
The time of transfer from the preconditioning to the 
soak area  : ≤ 10 minutes  
The time between the end of the Type 1 test and the 
cool down procedure  : ≤ 10 minutes  
The measured soaking time, and shall be recorded in 
all relevant test sheets.  : time between the measurement of the end temperature and 
the end of the Type 1 test at 23 °C  
Information from Annex VI to Regulation (EU) 2017/1151  
Diurnal testing 
Ambient temperature during the two diurnal cycles 
(recorded at least every minute)  : 
Canister puff loss loading 
Ambient temperature during the first 11-hour profile 
(recorded at least every 10 minutes)  : ▼M3
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Appendix 8d  
Evaporative emission test report  
The following information, if applicable, is the minimum data required for the 
evaporative emisssion test.  
REPORT number 
APPLICANT  
Manufacturer  
SUBJECT  …  
Evaporative family identifier  :  
Object submitted to tests  
Make  :  
CONCLUSION  The object submitted to tests complies with the 
requirements mentioned in the subject.  
PLACE,  DD/MM/YYYY  
Every Technical Service is free to include additional information  
1. DESCRIPTION OF TESTED VEHICLE HIGH 
Vehicle numbers  :  Prototype number and VIN  
Category  :  
1.1. Powertrain Architecture  
Powertrain architecture  :  internal combustion, hybrid, 
electric or fuel cell  
1.2. Internal combustion engine  
For more than one ICE, please repeat the point  
Make  :  
Type  :  
Working principle  :  two/four stroke  
Cylinders number and arrangement  :  
Engine capacity (cm  3 ) :  
Supercharging  :  yes/no  
Direct injection  :  yes/no or description  
Vehicle fuel type  :  Monofuel / bifuel / flex fuel  
Engine lubricant  :  Make and type  
Cooling system  :  Type: air/water/oil  ▼M3
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1.4. Fuel system  
Injection pump  :  
Injector(s)  :  
Fuel tank  
Layer(s)  :  monolayer/ multilayer  
Material for the fuel tank  :  metal / …  
Material for other parts of the fuel system  : …  
Sealed  :  yes/no  
Nominal tank capacity (l)  :  
Canister  
Make and type  :  
Type of activated carbon  :  
Volume of charcoal (l)  :  
Mass of charcoal (g)  :  
Declared BWC (g)  :  xx,x  
2. TEST RESULTS  
2.1. Canister bench ageing  
Date of tests  :  (day/month/year)  
Place of the test  :  
Canister ageing test report  :  
Loading rate  :  
Fuel specification  
Make  :  
Density at 15 °C (kg/m  3 ) :  
Ethanol content (%)  :  
Batch number  :  
2.2. Determination of the permeability factor (PF)  
Date of tests  :  (day/month/year)  
Place of the test  :  
Permeability factor test report  :  
HC measured at week 3, HC  3W (mg/24 h)  : xxx  
HC measured at week 20, HC  20W (mg/ 
24 h)  : xxx  
Permeability Factor, PF (mg/24 h)  :  xxx  ▼M3
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In case of multilayer tanks or metal tanks 
Alternative Permeability Factor, PF (mg/ 
24 h)  : yes/no  
2.3. Evaporative test  
Date of tests  :  (day/month/year)  
Place of the test  :  
Method of chassis dyno setting  :  Fixed run / iterative / alternative with its own warmup cycle  
Dynamometer operation mode  yes/no  
Coastdown mode  :  yes/no  
2.3.1.  Mass  
Test mass of VH (kg)  :  
2.3.2.  Roadload parameters  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
2.3.3.  Cycle and Gear shift point (if applicable)  
Cycle (without downscaling)  :  Class 1 / 2 / 3  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of decimal  
2.3.4.  Vehicle  
Tested vehicle  :  VH or description  
Mileage (km)  :  
Age (weeks)  :  
2.3.5.  Procedure of test and results  
Test procedure  :  Continuous (sealed fuel tank systems) / Continuous (non-sealed 
fuel tank systems) / Stand –alone (sealed fuel tank systems)  
Description of soak periods (time and 
temperature)  : 
Puff loss loading value (g)  :  xx,x (if applicable)  
Evaporative test  hot soak, M  HS 1st 24h diurnal, M  D1 2nd 24h diurnal, M  D2 
Mean temperature (°C)  —  —  
Evaporative emission (g/test)  x,xxx  x,xxx  x,xxx  
Final result, M  HS + M  D1 + M  D2 + (2xPF) 
(g/test)  x,xx 
Limit (g/test)  2,0  ▼M3
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ANNEX II  
▼M3 
PART A  
▼B 
IN-SERVICE CONFORMITY  
1. INTRODUCTION  
▼M3 
1.1. This Part shall apply to M and N1 class I vehicles based on types approved 
until 31 December 2018 and registered until 31 August 2019 and to N1 
classes II and III and N2 vehicles based on types approved until 31 August 
2019 and registered until 31 August 2020.  
▼B 
2. REQUIREMENTS  
The in-service conformity requirements shall be those specified in 
paragraph 9 and Appendices 3, 4 and 5 of UN/ECE Regulation No 83 
with exceptions described in the following sections.  
2.1. Paragraph 9.2.1. of UN/ECE Regulation No 83 shall be understood as 
being as follows:  
The audit of in-service conformity by the 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 Article 12(1) and (2) of Directive 2007/46/EC and in points 1 
and 2 of Annex X to that Directive. If information is provided to the 
approval authority from any approval authority or Member State 
surveillance testing, it shall complement the in-service monitoring reports 
supplied by the manufacturer.  
2.2. Paragraph 9.3.5.2 of UN/ECE Regulation No 83 shall be amended with the 
addition of the following new sub-paragraph:  
‘… 
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 approval authority.’  
2.3. References to ‘Contracting Parties’ shall be understood as references to 
‘Member States’.  
2.4. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be 
replaced with the following:  
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 
Directive 2007/46/EC. It shall be registered and have been used in the 
Union.  
2.5. The reference in paragraph 2.2. of Appendix 3 to UN/ECE Regulation 
No 83 to the ‘1958 Agreement’ shall be understood as reference to 
Directive 2007/46/EC.  
2.6. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be 
replaced with the following:  
The lead content and sulphur content of a fuel sample from the vehicle 
tank shall meet the applicable standards laid down in Directive 2009/30/EC 
of the European Parliament and of the Council (  1 ) and there shall be no 
evidence of mis-fuelling. Checks may be done in the tailpipe.  
2.7. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 
to ‘emissions tests in accordance with Annex 4a’ shall be understood as 
being to ‘emissions tests conducted in accordance with Annex XXI to this 
Regulation’.  ▼B 
( 1 ) OJ L 140, 5.6.2009, p. 88.
 02017R1151 — EN — 01.01.2019 — 002.006 — 156  
2.8. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 
to ‘paragraph 6.3. of Annex 4a’ shall be understood as being to ‘paragraph 
1.2.6. of Sub-Annex 6 to Annex XXI to this Regulation’.  
2.9. Reference in paragraph 4.4. of Appendix 3 to UN/ECE Regulation No 83 
to ‘the 1958 Agreement’ shall be understood as reference to ‘Article 13(1) 
or (2) of Directive 2007/46/EC’.  
▼M3 
2.10. In paragraph 3.2.1., paragraph 4.2. and footnotes 1 and 2 of Appendix 4 to 
UN/ECE Regulation No 83, the reference to the limit values given in Table 
1 of paragraph 5.3.1.4. shall be understood as reference to Table 2 of 
Annex I to Regulation (EC) No 715/2007.  
PART B  
NEW IN-SERVICE CONFORMITY METHODOLOGY  
1. Introduction  
This Part shall apply to M and N1 class I vehicles based on types 
approved after 1 January 2019 and to all vehicles registered after 
1 September 2019 and to N1 classes II and III and N2 vehicles based 
on types approved after 1 September 2019 and registered after 
1 September 2020.  
It sets out the in-service conformity (ISC) requirements for checking 
compliance against the emission limits for tailpipe (including low 
temperature) and evaporative emissions throughout the normal life of 
the vehicle up to five years or 100 000 km, whichever is sooner.  
2. Process description  
Figure B.1  
Illustration of the in-service conformity process (where GTAA refers 
to the granting type approval authority and OEM refers to the 
manufacturer)
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 157  
3. ISC family definition  
An ISC family shall be composed of the following vehicles:  
(a) For tailpipe emissions (Type 1 and Type 6 tests), the vehicles 
covered by the PEMS test family, as described in Appendix 7 of 
Annex IIIA,  
(b) For evaporative emissions (Type 4 test), the vehicles included in the 
evaporative emission family, as described in Point 5.5 of Annex VI.  
4. Information gathering and initial risk assessment  
The granting type approval authority shall gather all relevant information 
on possible emission non-compliances relevant for deciding which ISC 
families to check in a particular year. The granting type-approval 
authority shall take into account in particular information indicating 
vehicle types with high emissions in real driving conditions. That 
information shall be obtained through the use of appropriate methods, 
which may include remote sensing, simplified on-board emissions moni ­
toring systems (SEMS) and testing with PEMS. The number and 
importance of exceedances observed during such testing may be used 
to prioritise ISC testing.  
As part of the information provided for the ISC checks, each manu ­
facturer shall report to the granting type approval authority on 
emission-related warranty claims, and any emission-related warranty 
repair works performed or recorded during servicing, in accordance 
with a format agreed between the granting type approval authority and 
the manufacturer at type approval. The information shall detail the 
frequency and nature of faults for emissions-related components and 
systems by ISC family. The reports shall be filed at least once a year 
for each vehicle ISC family for the duration of the period during which 
in-service conformity checks are to be performed in accordance with 
Article 9(3).  
On the basis of the information referred to in the first and second para ­
graphs, the granting type approval authority shall make an initial 
assessment of the risk of an ISC family to not comply with the in- 
service conformity rules and on that basis shall take a decision on 
which families to test and which types of tests to perform under the 
ISC provisions. Additionally, the granting type approval authority may 
randomly choose ISC families to test.  
5. ISC testing  
The manufacturer shall perform ISC testing for tailpipe emissions 
comprising at least the Type 1 test for all ISC families. The manufacturer 
may also perform RDE, Type 4 and Type 6 tests for all or part of the 
ISC families. The manufacturer shall report to the granting type approval 
authority all results of the ISC testing using the Electronic Platform for 
in-service conformity described in point 5.9.  
The granting type approval authority shall check an appropriate number 
of ISC families each year, as set out in point 5.4. The granting type 
approval authority shall include all results of the ISC testing in the 
Electronic Platform for in-service conformity described in point 5.9.  ▼M3
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Accredited laboratories or technical services may perform checks on any 
number of ISC families each year. The accredited laboratories or 
technical services shall report to the granting type approval authority 
all results of the ISC testing using the Electronic Platform for in- 
service conformity described in point 5.9.  
5.1. Quality assurance of testing  
Inspection bodies and laboratories performing ISC checks, that are not a 
designated technical service, shall be accredited according to EN 
ISO/IEC 17020:2012 for the ISC procedure. Laboratories performing 
ISC tests and which are not designated technical services within the 
meaning of Article 41 of Directive 2007/46, may only undertake ISC 
testing if they are accredited according to EN ISO/IEC 17025:2017.  
The granting type approval authority shall annually audit the ISC checks 
performed by the manufacturer. The granting type approval authority 
may also audit the ISC checks performed by accredited laboratories 
and technical services. The audit shall be based on the information 
provided by the manufacturers, accredited laboratory or technical 
service which shall include at least the detailed ISC report in accordance 
with Appendix 3. The granting type approval authority may require the 
manufacturers, accredited laboratories or technical services to provide 
additional information.  
5.2. Disclosure of tests results by accredited laboratories and technical 
services  
The granting type approval authority shall communicate the results of the 
compliance assessment and remedial measures for a particular ISC family 
to the accredited laboratories or technical services which provided test 
results for that family as soon as they become available.  
The results of the tests, including the detailed data for all vehicles tested, 
may only be disclosed to the public after the publication by the granting 
type approval authority of the annual report or the results of an indi ­
vidual ISC procedure or after the closure of the statistical procedure (see 
point 5.10.) without a result. If the results of the ISC tests are published, 
reference shall be made to the annual report by the granting type 
approval authority which included them.  
5.3. Types of tests  
ISC testing shall only be performed on vehicles selected in accordance 
with Appendix 1.  
ISC testing with the Type 1 test shall be performed in accordance with 
Annex XXI.  
ISC testing with the RDE tests shall be performed in accordance with 
Annex IIIA, Type 4 tests shall be performed in accordance with 
Appendix 2 to this Annex and Type 6 tests shall be performed in 
accordance with Annex VIII.  
5.4. Frequency and scope of ISC testing  
The time period between commencing two in-service conformity checks 
by the manufacturer for a given ISC family shall not exceed 24 months.  ▼M3
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The frequency of ISC testing performed by the granting type approval 
authority shall be based on a risk assessment methodology consistent 
with the international standard ISO 31000:2018 — Risk Management 
— Principles and guidelines which shall include the results of the 
initial assessment made according to point 4.  
As of 1 January 2020, granting type approval authorities shall perform 
the Type 1 and RDE tests on a minimum of 5 % of the ISC families per 
manufacturer per year or at least two ISC families per manufacturer per 
year, where available. The requirement for testing a minimum of 5 % or 
at least two ISC families per manufacturer per year shall not apply to 
small volume manufacturers. The granting type approval authority shall 
ensure the widest possible coverage of ISC families and vehicle age in a 
particular in-service conformity family in order to ensure compliance 
according to Article 8, paragraph 3. The granting type approval 
authority shall complete the statistical procedure for each ISC family it 
has started within 12 months.  
Type 4 or Type 6 ISC tests shall have no minimum frequency require ­
ments.  
5.5. Funding for ISC testing by the granting type approval authorities  
The granting type approval authority shall ensure that sufficient resources 
are available to cover the costs for in-service conformity testing. Without 
prejudice to national law, those costs shall be recovered by fees that can 
be levied on the manufacturer by the granting type approval authority. 
Such fees shall cover ISC testing of up to 5 % of the in-service 
conformity families per manufacturer per year or at least two ISC 
families per manufacturer per year.  
5.6. Testing plan  
When performing RDE testing for ISC, the granting type approval 
authority shall draft a testing plan. That plan shall include testing to 
check ISC compliance under a wide range of conditions in accordance 
with Annex IIIA.  
5.7. Selection of vehicles for ISC testing  
The information gathered shall be sufficiently comprehensive to ensure 
that in-service performance can be assessed for vehicles that are properly 
maintained and used. The tables in Appendix 1 shall be used to decide 
whether the vehicle can be selected for the purposes of ISC testing. 
During the check against the tables in Appendix 1, some vehicles may 
be declared as faulty and not tested during ISC, when there is evidence 
that parts of the emission control system were damaged.  
The same vehicle may be used to perform and establish reports from 
more than one type of tests (Type 1, RDE, Type 4, Type 6) but only the 
first valid test of each type shall be taken into account for the statistical 
procedure.  ▼M3
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5.7.1. General requirements  
The vehicle shall belong to an ISC family as described in point 3 and 
shall comply with the checks set out in the table in Appendix 1. It shall 
be registered in the Union and have been driven in the Union for at least 
90 % of its driving time. The emissions testing may be done in a 
different geographical region from that where the vehicles have been 
selected.  
The vehicles selected shall be accompanied by a maintenance record 
which shows that the vehicle has been properly maintained and has 
been serviced in accordance with the manufacturer's recommendations 
with only original parts used for the replacement of emissions related 
parts.  
Vehicles exhibiting indications of abuse, improper use that could affect 
its emissions performance, tampering or conditions that may lead to 
unsafe operation shall be excluded from ISC.  
The vehicles shall not have undergone aerodynamic modifications that 
cannot be removed prior to testing.  
A vehicle shall be excluded from ISC testing if the information stored in 
the on-board computer shows that the vehicle was operated after a fault 
code was displayed and a repair was not carried out in accordance with 
manufacturer specifications.  
A vehicle shall be excluded from ISC testing if the fuel from the vehicle 
tank does not meet the applicable standards laid down in Directive 
98/70/EC of the European Parliament and of the Council (  1 ) or if there 
is evidence or record of fuelling with the wrong type of fuel.  
5.7.2. Vehicle Examination and Maintenance  
Diagnosis of faults and any normal maintenance necessary in accordance 
with Appendix 1 shall be performed on vehicles accepted for testing, 
prior to or after proceeding with ISC testing.  
The following checks shall be carried out: OBD checks (performed 
before or after the test), visual checks for lit malfunction indicator 
lamps, checks on air filter, all drive belts, all fluid levels, radiator and 
fuel filler cap, all vacuum and fuel system hoses and electrical wiring 
related to the after-treatment system for integrity; checks on ignition, fuel 
metering and pollution control device components for maladjustments 
and/or tampering.  
If the vehicle is within 800 km of a scheduled maintenance service, that 
service shall be performed.  
The window washer fluid shall be removed before the Type 4 test and 
replaced with hot water.  
A fuel sample shall be collected and kept in accordance with the 
requirements of Annex IIIA for further analysis in case of fail.  ▼M3 
( 1 ) Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 
relating to the quality of petrol and diesel fuels and amending Council Directive 
93/12/EEC (OJ L 350, p. 58).
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All faults shall be recorded. When the fault is on the pollution control 
devices then the vehicle shall be reported as faulty and not be used 
further for testing, but the fault shall be taken into account for the 
purposes of the compliance assessment performed in accordance with 
point 6.1.  
5.8. Sample size  
When manufacturers apply the statistical procedure set out in point 5.10 
for the Type 1 test, the number of sample lots shall be set on the basis of 
the annual sales volume of an in-service family in the Union, as 
described in the following table:  
Table B.1  
Number of sample lots for ISC testing with Type 1 tests  
EU Registrations per calendar year of vehicles in 
the sampling period  Number of sample lots 
(for Type 1 tests)  
up to 100 000  1  
100 001 to 200 000  2  
above 200 000  3  
Each sample lot shall include enough vehicle types, in order to ensure 
that at least 20 % of the total family sales are covered. When a family 
requires more than one sample lot to be tested, the vehicles in the second 
and third sample lots shall reflect different vehicle use conditions from 
those selected for the first sample.  
5.9. Use of the Electronic Platform for in-service conformity and access to 
data required for testing  
The Commission shall set up an electronic platform in order to facilitate 
the exchange of data between on the one side, the manufacturers, 
accredited labs or technical services and on the other side the granting 
type approval authority and the taking of the decision on the sample fail 
or pass.  
The manufacturer shall complete the package on Testing Transparency 
referred to in Article 5 (12) in the format specified in Tables 1 and 2 of 
Appendix 5 and in the Table in this point and transmit it to the type- 
approval authority which grants the emission type-approval. Table 2 of 
Appendix 5 shall be used in order to allow the selection of vehicles from 
the same family for testing and along with the Table 1 provide sufficient 
information for vehicles to be tested.  
Once the electronic platform referred to in the first paragraph becomes 
available, the type-approval authority which grants the emission type- 
approval shall upload the information in Tables 1 and 2 of Appendix 
5 to this platform within 5 working days of receiving it.  
All information in Tables 1 and 2 of Appendix 5 shall be accessible to 
the public in an electronic form free of charge.  
The following information shall also be part of the package on Testing 
Transparency and shall be provided by the manufacturer free-of-charge 
within 5 working days of the request by an accredited laboratory or 
technical service.  ▼M3
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ID Input  Description  
1. Special Procedure for conversion of vehicles 
(4WD to 2WD) for dyno testing if available  As defined in Sub-Annex 6 of Annex XXI; 
point 2.4.2.4.  
2. Dyno mode instructions, if available  How to enable the dyno mode as done also 
during TA tests  
3. Coastdown mode used during the TA tests  If the vehicle has coastdown mode instructions 
how to enable this mode  
4. Battery discharge procedure (OVC-HEV, PEV)  OEM procedure to deplete battery for preparing 
OVC-HEV for charge sustaining tests, and PEV 
to charge the battery  
5. Procedure to deactivate all auxiliaries  If used during TA  
5.10. Statistical Procedure  
5.10.1. General  
The verification of in-service conformity shall rely on a statistical method 
following the general principles of sequential sampling for inspection by 
attributes. The minimum sample size for a pass result is three vehicles, 
and the maximum cumulative sample size is ten vehicles for the Type 1 
and RDE tests.  
For the Type 4 and Type 6 tests a simplified method may be used, where 
the sample shall consist of three vehicles and shall be considered a fail if 
all three vehicles fail to pass the test, and a pass if all three vehicles pass 
the test. In cases where two out of three passed or failed, the type 
approval authority may decide to conduct further tests or proceed with 
accessing the compliance in accordance with point 6.1.  
Test results shall not be multiplied by deterioration factors.  
For vehicles that have a Declared Maximum RDE Values reported in 
point 48.2 of the Certificate of Conformity, as described in Annex IX of 
Directive 2007/46/EC which is lower than the emission limits set out in 
Annex I to Regulation (EC) No 715/2007, the conformity shall be 
checked both against the Declared Maximum RDE Value increased by 
the margin set out in point 2.1.1 of Annex IIIA and the not-to-exceed 
limit set out in in section 2.1. of that Annex. If the sample is found not to 
conform with the Declared Maximum RDE Values increased by the 
applicable measurement uncertainty margin, but pass with the not-to- 
exceed limit, the granting type approval authority shall require the manu ­
facturer to take corrective actions.  ▼M3
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Prior to the performance of the first ISC test, the manufacturer, 
accredited laboratory or technical service (‘party’) shall notify the 
intent of performing in-service conformity testing of a given vehicle 
family to the granting type approval authority. Upon this notification, 
the granting type approval authority shall open a new statistical folder to 
process the results for each relevant combination of the following 
parameters for that particular party/or that pool of parties: vehicle 
family, emissions test type and pollutant. Separate statistical procedures 
shall be opened for each relevant combination of those parameters.  
The granting type approval authority shall incorporate in each statistical 
folder only the results provided by the relevant party. The granting type 
approval authority shall keep a record of the number of tests performed, 
the number of failed and passed tests and other necessary data to support 
the statistical procedure.  
Whereas more than one statistical procedure can be open at the same 
time for a given combination of test type and vehicle family, a party shall 
only be allowed to provide test results to one open statistical procedure 
for a given combination of test type and vehicle family. Each test shall 
be reported only once and all tests (valid, not valid, fail or pass, etc.) 
shall be reported.  
Each ISC statistical procedure shall remain open until an outcome is 
reached when the statistical procedure arrives to a pass or fail decision 
for the sample in accordance point 5.10.5. However, if an outcome is not 
reached within 12 months of the opening of a statistical folder, the 
granting type approval authority shall close the statistical folder unless 
it decides to complete testing for that statistical folder within the 
following 6 months.  
5.10.2. Pooling of ISC results  
Test results from two or more accredited laboratories or technical 
services may be pooled for the purposes of a common statistical 
procedure. The pooling of test results shall require the written consent 
from all the interested parties providing test results to a pool of results, 
and a notification to the granting type approval authority prior to the start 
of testing. One of the parties pooling test results shall be designated as 
leader of the pool and be responsible for data reporting and communi ­
cation with the granting type approval authority.  
5.10.3. Pass/Fail/Invalid outcome for a single test  
An ISC emissions test shall be considered as ‘passed’ for one or more 
pollutants when the emissions result is equal or below the emission limit 
set out in Annex I of Regulation (EC) No 715/2007 for that type of test.  
An emissions test shall be considered as ‘failed’ for one or more 
pollutants when the emissions result is greater than the corresponding 
emission limit for that type of test. Each failed test result shall increase 
the ‘f’ count (see point 5.10.5) by 1 for that statistical instance.  
An ISC emissions test shall be considered invalid if it does not respect 
the test requirements referred to in point 5.3. Invalid test results shall be 
excluded from the statistical procedure.  ▼M3
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The results of all ISC tests shall be submitted to the granting type 
approval authority within ten working days from the execution of each 
test. The test results shall be accompanied by a comprehensive test report 
at the end of the tests. The results shall be incorporated in the sample in 
chronological order of execution.  
The granting type approval authority shall incorporate all valid emission 
test results to the relevant open statistical procedure until a ‘sample fail’ 
or a ‘sample pass’ outcome is reached in accordance with point 5.10.5.  
5.10.4. Treatment of Outliers  
The presence of outlying results in the sample statistical procedure may 
lead to a ‘fail’ outcome in accordance with the procedures described 
below:  
Outliers shall be categorised as intermediate or extreme.  
An emissions test result shall be considered as an intermediate outlier if 
it is equal or greater than 1,3 times the applicable emission limit. The 
presence of two such outliers in a sample shall lead to a fail of the 
sample.  
An emissions result shall be considered as an extreme outlier if it is equal 
or greater than 2,5 times the applicable emission limit. The presence of 
one such outlier in a sample shall lead to a fail of the sample. In such 
case, the plate number of the vehicle shall be communicated to the 
manufacturer and to the granting type approval authority. This possibility 
shall be communicated to the vehicle owners before testing.  
5.10.5. Pass/Fail decision for a sample  
For the purposes of deciding on a pass/fail result for the sample, ‘p’ is 
the count of passed results, and ‘f’ is the count of failed results. Each 
passed test result shall increase the ‘p’ count by 1 and each failed test 
result shall increase the ‘f’ count by 1 for the relevant open statistical 
procedure.  
Upon the incorporation of valid emission test results to an open instance 
of the statistical procedure, the type approval authority shall perform the 
following actions:  
— update the cumulative sample size ‘n’ for that instance to reflect the 
total number of valid emissions tests incorporated to the statistical 
procedure;  
— following an evaluation of the results, update the count of passed 
results ‘p’ and the count of failed results ‘f’;  
— compute the number of extreme and intermediate outliers in the 
sample in accordance with point 5.10.4.  
— check whether a decision is reached with the procedure described 
below.  
The decision depends on the cumulative sample size ‘n’, the passed and 
failed result counts ‘p’ and ‘f’, as well as the number of intermediate 
and/or extreme outliers in the sample. For the decision on a pass/fail of 
an ISC sample the granting type approval authority shall use the decision 
chart in Figure B.2 for vehicles based on types approved as of  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 165  
1 January 2020 and the decision chart in Figure B.2.a for vehicles based 
on types approved until 31 December 2019. The charts indicate the 
decision to be taken for a given cumulative sample size ‘n’ and failed 
count result ‘f’.  
Two decisions are possible for a statistical procedure for a given 
combination of vehicle family, emissions test type and pollutant:  
‘Sample pass’ outcome shall be reached when the applicable decision 
chart from Figure B.2 or Figure B.2.a gives a ‘PASS’ outcome for the 
current cumulative sample size ‘n’ and the count of failed results ‘f’.  
‘Sample fail’ decision shall be reached when, for a given cumulative 
sample size ‘n’, when at least one of the following conditions is fulfilled:  
— the applicable decision chart from Figure B.2 or Figure B.2.a gives a 
‘FAIL’ decision for the current cumulative sample size ‘n’ and the 
count of failed results ‘f’.  
— there are two intermediate outliers;  
— there is one extreme outlier.  
If no decision is reached, the statistical procedure shall remain open and 
further results shall be incorporated into it until a decision is reached or 
the procedure is closed in accordance with point 5.10.1.  
Figure B.2  
Decision chart for the statistical procedure for vehicles based on types approved as of 1 January 2020 
(where ‘UND’ means undecided)
 Failed result count f 10 FAIL  
9 FAIL  FAIL  
8 FAIL  FAIL  FAIL  
7 FAIL  FAIL  FAIL  FAIL  
6 FAIL  FAIL  FAIL  FAIL  FAIL  
5 FAIL  FAIL  FAIL  UND  UND  PASS  
4 FAIL  FAIL  UND  UND  UND  UND  PASS  
3 FAIL  FAIL  UND  UND  UND  UND  PASS  PASS  
2 UND  UND  UND  UND  PASS  PASS  PASS  PASS  
1 UND  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
0 PASS  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
3 4  5  6  7  8  9  10  
Cumulative sample size n  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 166  
Figure B.2.a  
Decision chart for the statistical procedure for vehicles type approved until 31 December 2019 (where 
‘UND’ means undecided)
 Failed result count f 10 FAIL  
9 FAIL  FAIL  
8 FAIL  FAIL  FAIL  
7 FAIL  FAIL  FAIL  FAIL  
6 FAIL  FAIL  FAIL  FAIL  FAIL  
5 FAIL  UND  UND  UND  UND  PASS  
4 UND  UND  UND  UND  UND  PASS  PASS  
3 UND  UND  UND  UND  UND  PASS  PASS  PASS  
2 UND  UND  UND  PASS  PASS  PASS  PASS  PASS  
1 UND  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
0 PASS  PASS  PASS  PASS  PASS  PASS  PASS  PASS  
3 4  5  6  7  8  9  10  
Cumulative sample size n  
5.10.6. ISC for completed vehicles and special purpose vehicles  
The manufacturer of the base vehicle shall determine the allowed values 
for the parameters listed in Table B.3. The allowed Parameter Values for 
each family shall be recorded in the information document of the 
emissions type approval (see Appendix 3 to Annex I) and in the Trans ­
parency list 1 of Appendix 5 (rows 45 to 48). The second-stage manu ­
facturer shall only be allowed to use the base vehicle emission values if 
the completed vehicle remains within the allowed Parameter Values. The 
parameter values for each completed vehicle shall be recorded in its 
Certificate of Conformity.  
Table B.3  
Allowed Parameter Values for multistage and special purpose 
vehicles to use the base vehicle emission type approval  
Parameter Values:  Allowed values from - to:  
Final Vehicle mass in running order (in kg)  
Frontal area for final vehicle (in cm  2 ) 
Rolling resistance (kg/t)  
Projected frontal area of air entrance of the 
front grille (in cm  2 ) 
If a completed or special purpose vehicle is tested and the result of the 
test is below the applicable emission limit, the vehicle shall be 
considered as a pass for the ISC family for the purposes of point 5.10.3.  ▼M3
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If the result of the test on a completed or special purpose vehicle exceeds 
the applicable emission limits but is not higher than 1,3 times the 
applicable emission limits, the tester shall examine whether that vehicle 
complies with the values in table B.3. Any non-compliance with these 
values shall be reported to the granting type approval authority. If the 
vehicle does not comply with those values, the granting type approval 
authority shall investigate the reasons for the non-compliance and take 
the appropriate measures regarding the manufacturer of the completed or 
special purpose vehicle to restore conformity, including the withdrawal of 
the type-approval. If the vehicle complies with the values in table B.3, it 
shall be considered as a flagged vehicle for the in-service conformity 
family for the purposes of point 6.1.  
If the result of the test exceeds 1,3 times the applicable emission limits, 
shall be considered as a fail for the in-service conformity family for the 
purposes of point 6.1., but not as an outlier for the relevant ISC family. If 
the completed or special purpose vehicle does not comply with the 
values in table B.3, this shall be reported to the granting type approval 
authority, who shall investigate the reasons for the non-compliance and 
take the appropriate measures regarding the manufacturer of the 
completed or special purpose vehicle to restore conformity, including 
the withdrawal of the type-approval.  
6. Compliance Assessment  
6.1. Within 10 days of the end of the ISC testing for the sample as referred to 
in point 5.10.5, the granting type approval authority shall start detailed 
investigations with the manufacturer in order to decide whether the ISC 
family (or part of it) complies with the ISC rules and whether it requires 
remedial measures. For multistage or special purpose vehicles the 
granting type approval authority shall also perform detailed investigations 
when there are at least three faulty vehicles with the same fault or five 
flagged vehicles in the same ISC family, as set out in point 5.10.6.  
6.2. The granting type approval authority shall ensure that sufficient resources 
are available to cover the costs for compliance assessment. Without 
prejudice to national law, those costs shall be recovered by fees that 
can be levied on the manufacturer by the granting type approval auth ­
ority. Such fees shall cover all testing or auditing needed in order for an 
assessment on compliance to be reached.  
6.3. On the request of the manufacturer, the granting type approval authority 
may extend the investigations to vehicles in service of the same manu ­
facturer belonging to other ISC families which are likely to be affected 
by the same defects.  
6.4. The detailed investigation shall take no more than 60 working days after 
the start of the investigation by the granting type approval authority. The 
granting type approval authority may conduct additional ISC tests 
designed to determine why vehicles have failed during the original ISC 
tests. The additional tests shall be conducted under similar conditions as 
the original ISC failed tests.  ▼M3
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Upon the request of the granting type approval authority, the manu ­
facturer shall provide additional information, showing in particular the 
possible cause of the failures, which parts of the family might be 
affected, whether other families might be affected, or why the problem 
which caused the failure at the original ISC tests is not related to in- 
service conformity, if applicable. The manufacturer shall be given the 
opportunity to prove that the in-service conformity provisions have been 
complied with.  
6.5. Within the deadline set out in point 6.3, the granting type approval 
authority shall take a decision on the compliance and the need to 
apply remedial measures for the ISC family covered by the detailed 
investigations and shall notify it to the manufacturer.  
7. Remedial Measures  
7.1. The manufacturer shall establish a plan of remedial measures and submit 
it to the granting type approval authority within 45 working days of the 
notification referred to in point 6.4. That period may be extended by up 
to an additional 30 working days where the manufacturer demonstrates to 
the granting type approval authority that further time is required to 
investigate the non-compliance.  
7.2. The remedial measures required by the granting type approval authority 
shall include reasonably designed and necessary tests on components and 
vehicles in order to demonstrate the effectiveness and durability of the 
remedial measures.  
7.3. The manufacturer shall assign a unique identifying name or number to 
the plan of remedial measures. The plan of remedial measures shall 
include at least the following:  
(a) a description of each vehicle emission type included in the plan of 
remedial measures;  
(b) a description of the specific modifications, alterations, repairs, correc ­
tions, adjustments or other changes to be made to bring the vehicles 
into conformity including a brief summary of the data and technical 
studies which support the decision of the manufacturer as to the 
particular remedial measures to be taken;  
(c) a description of the method by which the manufacturer will inform 
the vehicle owners of the planned remedial measures;  
(d) a description of the proper maintenance or use, if any, which the 
manufacturer stipulates as a condition of eligibility for repair under 
the plan of remedial measures, and an explanation of the need for 
such condition;  
(e) a description of the procedure to be followed by vehicle owners to 
obtain correction of the non-conformity; that description shall include 
a date after which the remedial measures shall be taken, the 
estimated time for the workshop to perform the repairs and where 
they can be done;  
(f) an example of the information transmitted to the vehicle owner;  
(g) a brief description of the system which the manufacturer uses to 
assure an adequate supply of component or systems for fulfilling 
the remedial action, including information on when an adequate 
supply of the components, software or systems needed to initiate 
the application of remedial measures will be available;  ▼M3
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(h) an example of all instructions to be sent to the repair shops which 
will perform the repair;  
(i) a description of the impact of the proposed remedial measures on the 
emissions, fuel consumption, driveability, and safety of each vehicle 
emission type, covered by the plan of remedial measures, including 
supporting data and technical studies;  
(j) where the plan of remedial measures includes a recall, a description 
of the method for recording the repair shall be submitted to the 
granting type approval authority. If a label is used, an example of 
it shall also be submitted.  
For the purposes of point (d), the manufacturer may not impose main ­
tenance or use conditions which are not demonstrably related to the non- 
conformity and the remedial measures.  
7.4. The repair shall be done expediently, within a reasonable time after the 
vehicle is received by the manufacturer for repair. Within 15 working 
days of receiving the proposed plan of remedial measures, the granting 
type approval authority shall approve it or require a new plan in 
accordance with point 7.5.  
7.5. When the granting type approval authority does not approve the plan of 
remedial measures, the manufacturer shall develop a new plan and 
submit it to the granting type approval authority within 20 working 
days of notification of the decision of the granting type approval auth ­
ority.  
7.6. If the granting type approval authority does not approve the second plan 
submitted by the manufacturer, it shall take all appropriate measures, in 
accordance with Article 30 of Directive 2007/46/EC, to restore 
conformity, including withdrawal of type approval where necessary.  
7.7. The granting type approval authority shall notify its decision to all 
Member States and the Commission within 5 working days.  
7.8. The remedial measures shall apply to all vehicles in the ISC family (or 
other relevant families identified by the manufacturer in accordance with 
point 6.2) that are likely to be affected by the same defect. The granting 
type approval authority shall decide if it is necessary to amend the type 
approval.  
7.9. The manufacturer is responsible for the execution of the approved plan of 
remedial measures in all Member States and for keeping a record of 
every vehicle removed from the market or recalled and repaired and 
the workshop which performed the repair.  
7.10. The manufacturer shall keep a copy of the communication with the 
customers of affected vehicles related to the plan of remedial 
measures. The manufacturer shall also maintain a record of the recall 
campaign, including the total number of vehicles affected per Member 
State and the total number of vehicles already recalled per Member State, 
along with an explanation of any delays in the application of the 
remedial measures. The manufacturer shall provide that record of the 
recall campaign to the granting type approval authority, the type 
approval authorities of each Member State and the Commission every 
two months.  
7.11. Member States shall take measures to ensure that the approved plan of 
remedial measures is applied within two years to at least 90 % of affected 
vehicles registered in their territory.  ▼M3
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7.12. The repair and modification or addition of new equipment shall be 
recorded in a certificate provided to the vehicle owner, which shall 
include the number of the remedial campaign.  
8. Annual report by the granting type approval authority  
The granting type approval authority shall make available on a publicly 
accessible website, free of charge and without the need for the user to 
reveal their identity or sign up, a report with the results of all the 
finalised ISC investigations of the previous year, at the latest by the 
31 March of each year. In case some ISC investigations of the 
previous year are still open by that date, they shall be reported as 
soon as the investigation is finalised. The report shall contain at least 
the items listed in Appendix 4.  ▼M3
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Appendix 1  
Criteria for vehicle selection and failed vehicles decision  
Selection of Vehicles for In Service Conformity Emissions Testing  
Confidential  
Date:  x 
Name of investigator:  x 
Location of test:  x 
Country of registration (in EU only):  x 
x = Exclusion 
Criteria  X = Checked and 
reported  Vehicle Characteristics  
Registration plate number:  x x  
Mileage:  
The vehicle must have between 15 000 km (or 30 000 km 
for testing evaporative emissions) and 100 000 km  x 
Date of first registration:  
The vehicle must be between 6 months (or 12 months for 
testing evaporative emissions) and 5 years old  x 
VIN:  x 
Emission class and character:  x 
Country of registration:  
The vehicle must be registered in the EU  x x  
Model:  x 
Engine code:  x 
Engine volume (l):  x 
Engine power (kW):  x 
Gearbox type (auto/manual):  x 
Drive axle (FWD/AWD/RWD):  x 
Tyre size (front and rear if different):  x 
Is the vehicle involved in a recall or service campaign? 
If yes: Which one? Has the campaign repairs already 
been done?  
The repairs must have been done  x x  ▼M3
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Vehicle Owner Interview  
(the owner will only be asked the main questions and shall 
have no knowledge of the implications of the replies)  
Name of the owner (only available to the accredited 
inspection body or laboratory/technical service)  x 
Contact (address / telephone) (only available to the 
accredited inspection body or laboratory/technical 
service)  x 
How many owners did the vehicle have?  x 
Did the odometer not work?  
If yes, the vehicle cannot be selected.  x 
Was the vehicle used for one of the following?  
As car used in show-rooms?  x 
As a taxi?  x 
As delivery vehicle?  x 
For racing / motor sports?  x 
As a rental car?  x 
Has the vehicle carried heavy loads over the specifi ­
cations of the manufacturer?  
If yes, the vehicle cannot be selected.  x 
Have there been major engine or vehicle repairs?  x 
Have there been unauthorised major engine or vehicle 
repairs?  
If yes, the vehicle cannot be selected.  x 
Has there been a power increase/tuning?  
If yes, the vehicle cannot be selected.  x 
Was any part of the emissions after-treatment and/or 
the fuel system replaced? Were original parts used?  If 
original parts were not used, the vehicle cannot be 
selected.  x x  
Was any part of the emissions after-treatment system 
permanently removed?  
If yes, the vehicle cannot be selected  x 
Were there any unauthorised devices installed (Urea 
killer, emulator, etc)?  
If yes, the vehicle cannot be selected  x ▼M3
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Was the vehicle involved in a serious accident? Provide 
a list of damage and repairs done afterwards  x 
Has the car been used with a wrong fuel type (i.e. 
gasoline instead of diesel) in the past? Has the car 
been used with non-commercially available EU-quality 
fuel (black market, or blended fuel?)  
If yes, the vehicle cannot be selected.  x 
Did you use air-fresher, cockpit-spray, brake cleaner or 
other high hydrocarbon emission source around the 
vehicle during the last month?  If yes, the vehicle 
cannot be selected for evaporative testing.  x 
Was there a gasoline spill in the inside or outside of the 
vehicle during the last 3 months?  
If yes, the vehicle cannot be selected for evaporative 
testing.  x 
Did anyone smoke in the car during the last 12 
months?  
If yes, the vehicle cannot be selected for evaporative 
testing  x 
Did you apply corrosion protection, stickers, under seal 
protection, on any other potential sources of volatile 
compounds to the car?  
If yes, the vehicle cannot be selected for evaporative 
testing  x 
Was the car repainted?  
If yes, the vehicle cannot be selected for evaporative 
testing  x 
Where do you use your vehicle more often?  
% motorway  x 
% rural  x 
% urban  x 
Did you drive the vehicle in a non EU Member State 
for more than 10 % of driving time?  
If yes, the vehicle cannot be selected  x —  
In which country was the vehicle refuelled during the 
last two times?  
If the vehicle was refuelled the last two times outside a 
state applying the EU Fuel Standards, the vehicle cannot 
be selected.  x 
Has a fuel additive, not approved by the manufacturer 
been used?  
If yes then the vehicle cannot be selected.  x 
Has the vehicle been maintained and used in 
accordance with the manufacturer's instructions?  
If not, the vehicle cannot be selected.  x ▼M3
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Full service and repair history including any re-works  
If the full documentation cannot be provided, the vehicle 
cannot be selected.  x 
Vehicle Examination and Maintenance  X = Exclusion Criteria/ 
F = Faulty Vehicle  X = checked and 
reported  
1 Fuel tank level (full / empty)  
Is the fuel reserve light ON?  If yes, refuel before 
test. x 
2 Are there any warning lights on the 
instrument panel activated indicating a 
vehicle or exhaust after-treatment system 
malfunctioning that cannot be resolve by 
normal maintenance? (Malfunction Indication 
Light, Engine Service Light, etc?)  
If yes, the vehicle cannot be selected  x 
3 Is the SCR light on after engine-on?  
If yes, the AdBlue should be filled in, or the 
repair executed before the vehicle is used for 
testing.  x 
4 Visual inspection exhaust system  
Check leaks between exhaust manifold and end 
of tailpipe. Check and document (with photos)  
If there is damage or leaks, the vehicle is 
declared  faulty . F 
5 Exhaust gas relevant components  
Check and document (with photos) all emissions 
relevant components for damage.  
If there is damage, the vehicle is declared  faulty . F 
6 Evap system  
Pressurize fuel-system (from canister side), 
testing for leaks in a constant ambient 
temperature environment, FID sniff test around 
and in the vehicle.  If the FID sniff test is not 
passed, the vehicle is declared  faulty . F 
7 Fuel sample  
Collect fuel sample from the fuel tank.  x ▼M3
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8 Air filter and oil filter  
Check for contamination and damage and change 
if damaged or heavily contaminated or less than 
800 km before the next recommended change.  x 
9 Window washer fluid (only for evaporative 
testing)  
Remove window washer fluid and fill tank with 
hot water.  x 
10 Wheels (front & rear)  
Check whether the wheels are freely moveable or 
blocked by the brake.  
If not, the vehicle cannot be selected.  x 
11 Tyres (only for evaporative testing)  
Remove spare tyre, change to stabilised tyres if 
the tyres were changes less than 15 000 km ago. 
Use summer and all season tyres only.  x 
12 Drive belts & cooler cover  
In case of damage, the vehicle is declared faulty. 
Document with photos  F 
13 Check fluid levels  
Check the max. and min. levels (engine oil, 
cooling liquid) / top up if below minimum  x 
14 Filler flap (only for evaporative testing)  
Check overfill line within filler flap is completely 
free of residues or flush the hose with hot water.  x 
15 Vacuum hoses and electrical wiring  
Check all for integrity.  In case of damage, the 
vehicle is declared faulty. Document with photos  F 
16 Injection valves / cabling  
Check all cables and fuel lines.  In case of 
damage, the vehicle is declared faulty. 
Document with photos  F 
17 Ignition cable (gasoline)  
Check spark plugs, cables, etc. In case of 
damage, replace them.  x ▼M3
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18 EGR & Catalyst, Particle Filter  
Check all cables, wires and sensors.  
In case of tampering, the vehicle cannot be 
selected. 
In case of damage the vehicle is declared Faulty, 
Document with photos  x/F 
19 Safety condition  
Check tyres, vehicle's body, electrical and 
braking system status are in safe conditions for 
the test and respect road traffic rules.  
If not, the vehicle cannot be selected.  x 
20 Semi-trailer  
Are there electric cables for semi-trailer 
connection, where required?  x 
21 Aerodynamic modifications  
Verify no aftermarket aerodynamics modification 
that cannot be removed before testing was made 
(roof boxes, load racking, spoilers, etc.) and no 
standard aerodynamics components are missing 
(front deflectors, diffusers, splitters, etc.).  
If yes, the vehicle cannot be selected. Document 
with photos.  x 
22 Check if less than 800 km away from next 
scheduled service, if yes, then perform the 
service.  x 
23 All checks requiring OBD connections to be 
performed before and/or after the end of 
testing  
24 Powertrain Control Module calibration part 
number and checksum  x 
25 OBD diagnosis (before or after the emissions 
test) 
Read Diagnostic Trouble Codes & Print error log  x 
26 OBD Service Mode 09 Query (before or after 
the emissions test)  
Read Service Mode 09. Record the information.  x 
27 OBD mode 7 (before or after the emissions 
test) 
Read Service Mode 07. Record the information  
Remarks for: Repair / replacement of components / part numbers  ▼M3
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Appendix 2  
Rules for performing Type 4 tests during in-service conformity  
Type 4 tests for in-service conformity shall be performed in accordance with 
Annex VI (or Annex VI of Regulation (EC) No 692/2008 where applicable), 
with the following exceptions:  
— Vehicles tested with the Type 4 test shall be at least 12 months of age.  
— The canister shall be considered aged and therefore the Canister Bench 
Ageing procedure shall not be followed.  
— The canister shall be loaded outside the vehicle, following the procedure 
described for this purpose in Annex VI and shall be removed and mounted 
to the vehicle following the repair instructions of the manufacturer. An FID 
sniff test (with results less than 100 ppm at 20 °C) shall be made as close as 
possible to the canister before and after the loading to confirm that the 
canister is mounted properly.  
— The tank shall be considered aged and therefore no Permeability Factor shall 
be added in the calculation of the result of the Type 4 test.  ▼M3
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Appendix 3  
Detailed ISC report  
The following information shall be included in the detailed ISC report:  
1. the name and address of the manufacturer;  
2. the name, address, telephone and fax numbers and e-mail address of the 
responsible testing laboratory;  
3. the model name(s) of the vehicles included in the test plan;  
4. where appropriate, the list of vehicle types covered within the manufacturer's 
information, i.e. for tailpipe emissions, the in-service family group;  
5. the numbers of the type approvals applicable to these vehicle types within 
the family, including, where applicable, the numbers of all extensions and 
field fixes/recalls (re-works);  
6. details of extensions, field fixes/recalls to those type approvals for the 
vehicles covered within the manufacturer's information (if requested by the 
approval authority);  
7. the period of time over which the information was collected;  
8. the vehicle build period covered (e.g. vehicles manufactured during the 2017 
calendar year);  
9. the ISC checking procedure, including:  
(i) vehicle sourcing method;  
(ii) vehicle selection and rejection criteria (including the answers to the 
table in Appendix 1, including photos);  
(iii) test types and procedures used for the programme;  
(iv) the acceptance/rejection criteria for the family group;  
(v) geographical area(s) within which the manufacturer has collected 
information;  
(vi) sample size and sampling plan used;  
10. the results of the ISC procedure, including:  
(i) identification of the vehicles included in the programme (whether tested 
or not). The identification shall include the Table in Appendix 1.  
(ii) test data for tailpipe emissions:  
— test fuel specifications (e.g. test reference fuel or market fuel),  ▼M3
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— test conditions (temperature, humidity, dynamometer inertia weight),  
— dynamometer settings (e.g. road load, power setting),  
— test results and calculation of pass/fail;  
(iii) test data for evaporative emissions:  
— test fuel specifications (e.g. test reference fuel or market fuel),  
— test conditions (temperature, humidity, dynamometer inertia weight),  
— dynamometer settings (e.g. road load, power setting),  
— test results and calculation of pass/fail.  ▼M3
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Appendix 4  
Format of the annual ISC Report by the granting type approval authority  
TITLE  
A. Quick overview and main conclusions  
B. ISC activities performed by the manufacturer in the previous year:  
(1) Information gathering by manufacturer  
(2) ISC testing (including planning and selection of families tested, and final 
results of tests)  
C. ISC activities performed by accredited laboratories or technical services in the 
previous year:  
(3) Information gathering and risk assessment  
(4) ISC testing (including planning and selection of families tested, and final 
results of tests)  
D. ISC activities performed by the granting type approval authority in the 
previous year:  
(5) Information gathering and risk assessment  
(6) ISC testing (including planning and selection of families tested, and final 
results of tests)  
(7) Detailed investigations  
(8) Remedial measures  
E. Assessment of the yearly expected emissions decrease due to any ISC 
remedial measures  
F. Lessons Learned (including for performance of instruments used)  
G. Report of other invalid tests  ▼M3
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Appendix 5  
Transparency  
Table 1  
Transparency list 1  
ID Input  Type of data  Unit  Description  
1 2017/1151 TA Number  Text  —  As defined in Annex I/Appendix 4  
2 Interpolation Family ID  Text  —  As defined in Annex XXI, paragraph 5.6. 
in general req.  
3 PEMS Family ID  Text  —  As defined in Annex IIIa, App.7, 
paragraph 5.2.  
4 Ki family ID  Text  —  As defined in Annex XXI, paragraph 5.9.  
5 ATCT family ID  Text  —  As defined in Sub-Annex 6a of Annex 
XXI 
6 Evap family ID  Text  —  As defined in Annex VI  
7 RL family ID of vehicle H  Text  —  As defined in Annex XXI, paragraph 5.7.  
7a RL family ID of vehicle L (if 
relevant)  Text —  As defined in Annex XXI, paragraph5.7.  
8 Test Mass of vehicle H  Number  kg  WLTP Test Mass as defined in 3.2.25. 
definitions in Annex XXI  
8a Test Mass of vehicle L (if 
relevant)  Number  kg  WLTP Test Mass as defined in 3.2.25. 
definitions in Annex XXI  
9 F0 of vehicle H  Number  N  Road load coefficient as defined in Sub- 
Annex 4 of Annex XXI  
9a F0 of vehicle L (if relevant)  Number  N  Road load coefficient as defined in Sub- 
Annex 4 of Annex XXI  
10 F1 of vehicle H  Number  N/km/h  Road load coefficient as defined in Sub- 
Annex 4 of Annex XXI  ▼M3
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ID Input  Type of data  Unit  Description  
10a F1 of vehicle L (if relevant)  Number  N/km/h  Road load coefficient as defined in Sub- 
Annex 4 of Annex XXI  
11 F2 of vehicle H  Number  N/(km/h)^2  Road load coefficient as defined in Sub- 
Annex 4 of Annex XXI  
11a F2 of vehicle L (if relevant)  Number  N/(km/h)^2  Road load coefficient as defined in Sub- 
Annex 4 of Annex XXI  
12a CO  2 mass emissions for ICE 
and NOVC vehicles of vehicle 
H Numbers  g/km  WLTP CO  2 emissions (Low, Medium, 
High, Extra-High, Combined) as calculated 
from: 
— Step 9, table A7/1 of Sub-Annex 7, 
Annex XXI for ICE vehicles, or 
— Step 8 from table A8/5 of Sub-Annex 
8, Annex XXI for NOVC vehicles  
12aa  CO  2 mass emissions for ICE 
and NOVC vehicles of vehicle 
L (if relevant)  Numbers  g/km  WLTP CO  2 emissions (Low, Medium, 
High, Extra-High, Combined) as calculated 
from: 
— Step 9, table A7/1 of Sub-Annex 7, 
Annex XXI for ICE vehicles, or 
— Step 8 from table A8/5 of Sub-Annex 
8, Annex XXI for NOVC vehicles  
12b CO  2 mass emissions for OVC 
vehicles of vehicle H  Numbers  g/km  WLTP CS CO  2 emissions (Low, Medium, 
High, Extra-High, Combined) as calculated 
from Step 8 from table A8/5 of Sub-Annex 
8, Annex XXI, 
WLTP CD CO  2 emissions (combined) and 
WLTP CO  2 emissions (weighted, 
combined) as calculated from Step 10 
from table A8/8 of Sub-Annex 8, Annex 
XXI.  
12ba  CO  2 mass emissions for OVC 
vehicles of vehicle L (if 
relevant)  Numbers  g/km  WLTP CS CO  2 emissions (Low, Medium, 
High, Extra-High, Combined) as calculated 
from Step 8 from table A8/5 of Sub-Annex 
8, Annex XXI, 
WLTP CD CO2 emissions (combined) and 
WLTP CO  2 emissions (weighted, 
combined) as calculated from Step 10 
from table A8/8 of Sub-Annex 8, Annex 
XXI.  
13 Drive wheels of vehicle in 
family  Text front, rear, 4x4  Annex I, Appendix 4 addendum 1.7  ▼M3
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ID Input  Type of data  Unit  Description  
14 Chassis Dyno configuration 
during TA test  Text single or dual- 
axle As defined in Annex XXI, Sub-Annex 6; 
2.4.2.4. and 2.4.2.5.  
15 Declared Vmax of vehicle H  Number  km/h  Maximum vehicle speed as defined in 
3.7.2. definitions in Annex XXI  
15a Declared Vmax of vehicle L (if 
relevant)  Number  km/h  Maximum vehicle speed as defined in 
3.7.2. definitions in Annex XXI  
16 Maximum net power at engine 
speed  Number  ... kW/... min  As defined in Sub-Annex 2 of Annex XXI  
17 Mass in Running order of 
vehicle H  Number  kg  MRO as defined in 3.2.5. definitions in 
Annex XXI  
17a Mass in Running order of 
vehicle L (if relevant)  Number  kg  MRO as defined in 3.2.5. definitions in 
Annex XXI  
18 Driver selectable mode(s) used 
during the TA tests (pure ICE) 
or for charge sustaining test 
(,NOVC-HEV, OVC-HEV, 
NOVC-FCHV)  Different 
formats 
possible 
(text, 
pictures, etc)  — In case there are non predominant driver 
selectable modes the text shall describe 
all the modes used during the tests  
19 Driver selectable mode(s) used 
during the TA tests for charge 
depleting test (OVC-HEV)  Different 
formats 
possible 
(text, 
pictures, etc)  — In case there are non predominant driver 
selectable modes the text shall describe 
all the modes used during the tests  
20 Idling engine speed  Number  rpm  As defined in Sub-Annex 2 of Annex XXI  
21 n. of gears  Number  —  As defined in Sub-Annex 2 of Annex XXI  
22 Gear ratios  Table values  —  Internal gearbox ratios; final drive ratio(s); 
total gear ratios  ▼M3
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ID Input  Type of data  Unit  Description  
23 Tyre dimensions of the test 
vehicle front/rear  Letters/ 
Number  — Used in TA  
24 Full load power curve for 
ICEVs  Table values  rpm vs. kW  The full load power curve over the engine 
speed range from n  idle to n  rated or n  max , or 
n dv (n gvmax  ) × v  max , whichever is higher  
25 Additional safety margin  Vector  %  As defined in Sub-Annex 2 of Annex XXI  
26 Specific n_min_drive  Number 
Table (from 
standstill to 
1, from 2 to 
3, …)  rpm As defined in Sub-Annex 2 of Annex XXI  
27 Cycle check-sum of vehicle L 
and H  Number  —  Different for vehicle L and H. To verify 
the correctness of the cycle used. To be 
introduced only in case of cycle different 
from 3b  
28 Gear Shift average Gear of 
vehicle H  Number  —  To validate different GS calculations.  
29 ATCT FCF (family correction 
factor)  Number  —  As defined in Sub-Annex 6a, section 3.8.1. 
of Annex XXI. One value per each fuel in 
case of multiple fuel vehicles.  
30a Additive Ki factor(s)  Table values  —  Table defining per each pollutant and for 
CO  2 the value (g/km, mg/km, …). Empty 
if multiplicative Ki factors are provided.  
30b Multiplicative Ki factors(s)  Table values  —  Table defining per each pollutant and for 
CO  2 the value. Empty if additive Ki factors 
are provided  
31a Additive Deterioration Factors 
(DF)  Table values  —  Table defining per each pollutant and the 
value (g/km, mg/km, …). Empty if multi ­
plicative DF factors are provided  
31b Multiplicative Deterioration 
Factors (DF)  Table values  —  Table defining per each pollutant the value. 
Empty if additive DF factors are provided  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 185  
ID Input  Type of data  Unit  Description  
32 Battery voltage for all REESS  Numbers  V  As defined in Sub-Annex 6 Appendix 2 of 
Annex XXI for RCB correction in case of 
ICE, and in Sub-Annex 8 Appendix 2 of 
Annex XXI for HEVs, PEVs, and FCHVs 
(DIN EN 60050-482)  
33 K correction coefficient  Number  (g/km)/(Wh/ 
km) For NOVC and OVC-HEVs correction of 
CS CO  2 emissions as defined in Sub- 
Annex 8 of Annex XXI; phase-specific or 
combined  
34a Electric energy consumption of 
vehicle H  Number  Wh/km  For OVC-HEVs this is EC  AC,weighted  (com­
bined) and for PEVs Electric Consumption 
(combined) as defined in Sub-Annex 8 of 
Annex XXI  
34b Electric energy consumption of 
vehicle L (if relevant)  Number  Wh/km  For OVC-HEVs this is EC  AC,weighted  , 
(combined) and for PEVs Electric 
Consumption (combined) as defined in 
Sub-Annex 8 of Annex XXI  
35a Electric range of vehicle H  Number  km  For OVC-HEVs this is EAER (combined) 
and for PEVs Pure Electric Range (Com ­
bined) as defined in Sub-Annex 8 of 
Annex XXI  
35b Electric range of vehicle L (if 
relevant)  Number  km  For OVC-HEVs this is EAER (combined) 
and for PEVs Pure Electric Range (Com ­
bined) as defined in Sub-Annex 8 of 
Annex XXI  
36a Electric range city of vehicle H  Number  km  For OVC-HEVs this is EAER  city and for 
PEVs Pure Electric Range (City) as 
defined in Sub-Annex 8 of Annex XXI  
36b Electric range city of vehicle L 
(if relevant)  Number  km  For OVC-HEVs this is EAER  city and for 
PEVs Pure Electric Range (City) as 
defined in Sub-Annex 8 of Annex XXI  
37a Driving cycle class of vehicle 
H Text —  To know which cycle (class 1/2/3a/3b) has 
been used to calculate cycle energy 
demand for individual vehicle  ▼M3
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ID Input  Type of data  Unit  Description  
37b Driving cycle class of vehicle 
L (if relevant)  Text —  To know which cycle (class 1/2/3a/3b) has 
been used to calculate cycle energy 
demand for individual vehicle  
38a Downscaling f_dsc of vehicle 
H Number  —  To know if downscaling is needed and has 
been used to calculate cycle energy 
demand for individual vehicle  
38b Downscaling f_dsc of vehicle 
L if relevant  Number  —  To know if downscaling is needed and has 
been used to calculate cycle energy 
demand for individual vehicle  
39a Capped speed of vehicle H  yes/no  km/h  To know if capped speed procedure is 
needed and has to be used to calculate 
cycle energy demand for individual vehicle  
39b Capped speed of vehicle L (if 
relevant)  yes/no  km/h  To know if capped speed procedure is 
needed and has to be used to calculate 
cycle energy demand for individual vehicle  
40a Technically permissible 
maximum laden mass of 
vehicle H  Number  kg  
40b Technically permissible 
maximum laden mass of 
vehicle L (if relevant)  Number  kg  
41 Direct injection  yes/no  —  
42 Regeneration recognition  Text  —  Description by vehicle manufacturer on 
how to recognize that a regeneration 
occurred during a test  
43 Regeneration completion  Text  —  Description of the procedure to complete 
the regeneration  
44 Weight distribution  Vector  —  Percentage of vehicle weight applied to 
each axle  
For multistage or special purpose vehicles  
45 Allowed final Vehicle mass in 
running order  kg From-to  
46 Allowed frontal area for final 
vehicle  cm 2 From-to  
47 Allowed Rolling resistance  kg/t  From-to  
48 Allowed projected frontal area 
of air entrance of the front 
grille  cm 2 From-to  ▼M3
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Table 2  
Transparency list 2  
The Transparency list 2 is composed of two datasets characterized by the fields 
reported in Table 3 and Table 4.  
Table 3  
Dataset 1 of the Transparency list 2  
Field  Type of data  Description  
ID1 Number  Unique row identifier of the Dataset 1 in the Transparency 
list 2  
TVV  Text  Unique identifier of the Type, Variant, Version of the vehicle 
(key field in the Dataset 1)  
IF ID  Text  Identifier of the Interpolation family  
RL ID  Text  Identifier of the Road Load Family  
Make  Text  Trade name of manufacturer  
Commercial name  Text  Commercial name of the TVV  
Category  Text  Category of vehicle  
Bodywork  Text  Type of bodywork  
Table 4  
Dataset 2 of the Transparency List 2  
Field  Type of data  Description  
ID2 Number  Unique row identifier of the Dataset 2 in the Transparency 
list 2  
IF ID  Text  Unique identifier of the Interpolation family (key field in the 
Dataset 2)  
WVTA Number  Text  Identifier of the Whole Vehicle Type-Approval  
Emissions TA Number  Text  Identifier of the Emissions Type-Approval  
PEMS ID  Text  Identifier of the PEMS family  
EF ID  Text  Identifier of the Evap Family  
ATCT ID  Text  Identifier of the ATCT Family  
Ki ID  Text  Identifier of the Ki family  
Durability ID  Text  Identifier of the Durability Family  
Fuel Text  Vehicle Fuel Type  ▼M3
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Field  Type of data  Description  
Dual Fuel  Yes/No  If the vehicle can use more than one fuel  
Engine Capacity  Number  Engine capacity in cm  3 
Rated Engine Power  Number  Rated power of the engine (kW at min  –1 ) 
Transmission type  Text  Type of vehicle transmission  
Powered axles  Text  Number and position of the powered axles  
Electric machine  Text  Number and type of electric machine(s)  
Maximum net power  Number  Maximum net power of the electric machine  
HEV Category  Text  Category of the hybrid electric vehicle  ▼M3
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ANNEX III  
[Reserved]  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 190  
ANNEX IIIA  
VERIFYING REAL DRIVING EMISSIONS  
1. INTRODUCTION, DEFINITIONS AND ABBREVIATIONS  
1.1. Introduction  
This Annex describes the procedure to verify the Real Driving 
Emissions (RDE) performance of light passenger and commercial 
vehicles.  
1.2. Definitions  
1.2.1. ‘ Accuracy ’ means the deviation between a measured or calculated 
value and a traceable reference value.  
1.2.2. ‘ Analyser ’ means any measurement device that is not part of the 
vehicle but installed to determine the concentration or the amount 
of gaseous or particle pollutants.  
1.2.3. ‘ Axis intercept ’ of a linear regression ( a 0 ) means:  
a 0 ¼ y Ä ða 1 Ü xÞ 
where:  
a 1 is the slope of the regression line  
x is the mean value of the reference parameter  
y is the mean value of the parameter to be verified  
1.2.4. ‘ Calibration ’ means the process of setting the response of an analyser, 
flow-measuring instrument, sensor, or signal so that its output agrees 
with one or multiple reference signals.  
1.2.5. ‘ Coefficient of determination ’ (r 2 ) means:  
r 2 ¼ 1 Ä P n 
i¼1 ½y i Ä a 0 Ä ða 1 Ü x i Þâ 2 
P n 
i¼1 ðy i Ä yÞ 2 
where:  
a 0 is the axis intercept of the linear regression line  
a 1 is the slope of the linear regression line  
x i is the measured reference value  
y i is the measured value of the parameter to be verified  
y is the mean value of the parameter to be verified  
n is the number of values  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 191  
1.2.6. ‘ Cross-correlation coefficient ’ (r) means:  
r ¼ P nÄ1 
i¼1 ðx i Ä xÞÜðy i Ä yÞ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  P nÄ1 
i¼1 ðx i Ä xÞ 2 q 
Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  P nÄ1 
i¼1 ðy i Ä yÞ 2 q 
where:  
x i is the measured reference value  
y i is the measured value of the parameter to be verified  
x is the mean reference value  
y is the mean value of the parameter to be verified  
n is the number of values  
1.2.7. ‘ Delay time ’ means the time from the gas flow switching ( t 0 ) until the 
response reaches 10 per cent ( t 10 ) of the final reading.  
1.2.8. ‘ Engine control unit (ECU) signals or data ’ means any vehicle 
information and signal recorded from the vehicle network using the 
protocols specified in point 3.4.5.of Appendix 1.  
1.2.9. ‘ Engine control unit ’ means the electronic unit that controls various 
actuators to ensure the optimal performance of the powertrain.  
1.2.10. ‘ Emissions ’ also referred to as ‘ components ’, ‘pollutant components ’ 
or ‘pollutant emissions ’ means the regulated gaseous or particle 
constituents of the exhaust.  
1.2.11. ‘ Exhaust ’, also referred to as exhaust gas, means the total of all 
gaseous and particulate components emitted at the exhaust outlet or 
tailpipe as the result of fuel combustion within the vehicle’s internal 
combustion engine.  
▼M1 
1.2.12. ‘ Exhaust emissions ’ means the tailpipe emissions of gaseous, solid 
and liquid compounds.  
▼B 
1.2.13. ‘ Full scale ’ means the full range of an analyser, flow-measuring 
instrument or sensor as specified by the equipment manufacturer. If 
a sub-range of the analyser, flow-measuring instrument or sensor is 
used for measurements, full scale shall be understood as the maximum 
reading.  
1.2.14. ‘ Hydrocarbon response factor ’ of a particular hydrocarbon species 
means the ratio between the reading of a FID and the concentration 
of the hydrocarbon species under consideration in the reference gas 
cylinder, expressed as ppmC  1 . 
1.2.15. ‘ Major maintenance ’ means the adjustment, repair or replacement of 
an analyser, flow-measuring instrument or sensor that could affect the 
accuracy of measurements.  
▼M3 
1.2.16. ‘ Noise ’ means two times the root mean square of ten standard devi ­
ations, each calculated from the zero responses measured at a constant 
frequency which is a multiple of 1,0 Hz during a period of 30 
seconds.  
▼B 
1.2.17. ‘ Non-methane hydrocarbons ’ (NMHC) means the total hydrocarbons 
(THC) excluding methane (CH  4 ). ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 192  
1.2.18. ‘ Particle number emissions ’ (PN) means the total number of solid 
particles emitted from the vehicle exhaust quantified according to 
the dilution, sampling and measurement methods as specified in 
Annex XXI.  
▼B 
1.2.19. ‘ Precision ’ means 2.5 times the standard deviation of 10 repetitive 
responses to a given traceable standard value.  
1.2.20. ‘ Reading ’ means the numerical value displayed by an analyser, 
flow-measuring instrument, sensor or any other measurement devise 
applied in the context of vehicle emission measurements.  
1.2.21. ‘ Response time ’ (t 90 ) means the sum of the delay time and the rise 
time.  
1.2.22. ‘ Rise time ’ means the time between the 10 per cent and 90 per cent 
response ( t 90 – t 10 ) of the final reading.  
1.2.23. ‘ Root mean square ’ (x rms ) means the square root of the arithmetic 
mean of the squares of values and defined as:  
x rms ¼ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
n ðx 2 
1 þ x 2 
2 þ … þ x 2 
n Þ r 
where:  
x is the measured or calculated value  
n is the number of values  
1.2.24. ‘ Sensor ’ means any measurement device that is not part of the vehicle 
itself but installed to determine parameters other than the concen ­
tration of gaseous and particle pollutants and the exhaust mass flow.  
▼M1 
1.2.25. ‘ Span ’ means to adjust an instrument so that it gives a proper 
response to a calibration standard that represents between 75 per 
cent and 100 per cent of the maximum value in the instrument 
range or expected range of use.  
▼B 
1.2.26. ‘ Span response ’ means the mean response to a span signal over a time 
interval of at least 30 seconds.  
1.2.27. ‘ Span response drift ’ means the difference between the mean response 
to a span signal and the actual span signal that is measured at a 
defined time period after an analyser, flow-measuring instrument or 
sensor was accurately spanned.  
1.2.28. ‘ Slope ’ of a linear regression ( a 1 ) means:  
a 1 ¼ P n 
i¼1 ðy i Ä yÞ Ü ðx i Ä xÞ P n 
i¼1 ðx i Ä xÞ 2 
where:  
x is the mean value of the reference parameter  
y is the mean value of the parameter to be verified  
x i is the actual value of the reference parameter  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 193  
y i is the actual value of the parameter to be verified  
n is the number of values  
1.2.29. ‘ Standard error of estimate ’ (SEE) means:  
SEE ¼ 1 
x max Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ P n 
i¼1 ðy i Ä ýÞ 2 
ðn Ä 2Þ s 
where:  
ý is the estimated value of the parameter to be verified  
y i is the actual value of the parameter to be verified  
x max is the maximum actual value of the reference parameter  
n is the number of values  
1.2.30. ‘ Total hydrocarbons ’ (THC) means the sum of all volatile compounds 
measurable by a flame ionization detector (FID).  
1.2.31. ‘ Traceable ’ means the ability to relate a measurement or reading 
through an unbroken chain of comparisons to a known and 
commonly agreed standard.  
1.2.32. ‘ Transformation time ’ means the time difference between a change of 
concentration or flow ( t 0 ) at the reference point and a system response 
of 50 per cent of the final reading ( t 50 ). 
1.2.33. ‘ Type of analyser ’, also referred to as ‘ analyser type ’ means a group 
of analysers produced by the same manufacturer that apply an 
identical principle to determine the concentration of one specific 
gaseous component or the number of particles.  
1.2.34. ‘ Type of exhaust mass flow meter ’ means a group of exhaust mass 
flow meters produced by the same manufacturer that share a similar 
tube inner diameter and function on an identical principle to determine 
the mass flow rate of the exhaust gas.  
1.2.35. ‘ Validation ’ means the process of evaluating the correct installation 
and functionality of a Portable Emissions Measurement System and 
the correctness of exhaust mass flow rate measurements as obtained 
from one or multiple non-traceable exhaust mass flow meters or as 
calculated from sensors or ECU signals.  
1.2.36. ‘ Verification ’ means the process of evaluating whether the measured 
or calculated output of an analyser, flow-measuring instrument, sensor 
or signal agrees with a reference signal within one or more prede ­
termined thresholds for acceptance.  
1.2.37. ‘ Zero ’ means the calibration of an analyser, flow-measuring 
instrument or sensor so that it gives an accurate response to a zero 
signal.  
1.2.38. ‘ Zero response ’ means the mean response to a zero signal over a time 
interval of at least 30 seconds.  
1.2.39. ‘ Zero response drift ’ means the difference between the mean response 
to a zero signal and the actual zero signal that is measured over a 
defined time period after an analyser, flow-measuring instrument or 
sensor has been accurately zero calibrated.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 194  
1.2.40. ‘ Off-vehicle charging hybrid electric vehicle’  (OVC-HEV) means a 
hybrid electric vehicle that can be charged from an external source.  
1.2.41. ‘ Not off-vehicle charging hybrid electric vehicle’  (NOVC-HEV) 
means a vehicle with at least two different energy converters and 
two different energy storage systems that are used for the purpose 
of vehicle propulsion and that cannot be charged from an external 
source.  
▼B 
1.3. Abbreviations  
Abbreviations refer generically to both the singular and the plural 
forms of abbreviated terms.  
CH  4 — Methane  
CLD — ChemiLuminescence Detector  
CO — Carbon Monoxide  
CO  2 — Carbon Dioxide  
CVS — Constant Volume Sampler  
DCT — Dual Clutch Transmission  
ECU — Engine Control Unit  
EFM — Exhaust mass Flow Meter  
FID — Flame Ionisation Detector  
FS — full scale  
GPS — Global Positioning System  
H 2 O — Water  
HC — HydroCarbons  
HCLD — Heated ChemiLuminescence Detector  
HEV — Hybrid Electric Vehicle  
ICE — Internal Combustion Engine  
ID — identification number or code  
LPG — Liquid Petroleum Gas  
MAW — Moving Average Window  
max — maximum value  
N 2 — Nitrogen  
NDIR — Non-Dispersive InfraRead analyser  
NDUV — Non-Dispersive UltraViolet analyser  
NEDC — New European Driving Cycle  
NG — Natural Gas  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 195  
NMC — Non-Methane Cutter  
NMC-FID — Non-Methane Cutter in combination 
with a Flame-Ionisation Detector  
NMHC — Non-Methane HydroCarbons  
NO — Nitrogen Monoxide  
No. — number  
NO  2 — Nitrogen Dioxide  
NO  X — Nitrogen Oxides  
NTE — Not-to-exceed  
O 2 — Oxygen  
OBD — On-Board Diagnostics  
PEMS — Portable Emissions Measurement 
System  
PHEV — Plug-in Hybrid Electric Vehicle  
PN — particle number  
RDE — Real Driving Emissions  
RPA — Relative Positive Acceleration  
SCR — Selective Catalytic Reduction  
SEE — Standard Error of Estimate  
THC — Total HydroCarbons  
UN/ECE — United Nations Economic 
Commission for Europe  
VIN — Vehicle Identification Number  
WLTC — Worldwide harmonized Light 
vehicles Test Cycle  
WWH-OBD — WorldWide Harmonised On-Board 
Diagnostics  
2. GENERAL REQUIREMENTS  
2.1. Not-to-exceed emission limits  
Throughout the normal life of a vehicle type approved according to 
Regulation (EC) No 715/2007, its emissions determined in accordance 
with the requirements of this Annex and emitted at any possible RDE 
test performed in accordance with the requirements of this Annex, 
shall not be higher than the following pollutant-specific not-to- 
exceed (NTE) values:  
▼M3 
NTE  pollutant ¼ CF  pollutant Ü EUROÄ6 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 196  
where EURO-6 is the applicable Euro 6 emission limit laid down in 
Table 2 of Annex I to Regulation (EC) No 715/2007.  
2.1.1. Final Conformity Factors  
The conformity factor  CF  pollutant  for the respective pollutant is 
specified as follows:  
Pollutant  Mass of oxides of 
nitrogen (NO  x ) Number of 
particles (PN)  Mass of carbon 
monoxide 
(CO) (  1 ) Mass of total 
hydrocarbons (THC)  Combined mass of total 
hydrocarbons and oxides 
of nitrogen 
(THC + NO  x ) 
CF pollutant  ►M3 1 +  
margin  NO  x 
with margin  
NO  x = 0,43 ◄ ►M1 1 +  
margin  PN 
with margin  
PN = 0,5 ◄ — —  —  
( 1 ) CO emissions shall be measured and recorded at RDE tests.  
margin  is a parameter taking into account the additional measurement uncertainties introduced by the PEMS equipment, 
which are subject to an annual review and shall be revised as a result of the improved quality of the PEMS procedure or 
technical progress.  
►M1 ‘margin PN’ is a parameter taking into account the additional measurement uncertainties introduced by the PEMS 
PN equipment, which are subject to an annual review and shall be revised as a result of the improved quality of the 
PEMS PN procedure or technical progress. ◄ 
2.1.2. Temporary Conformity Factors  
By way of exception to the provisions of point 2.1.1, during a period 
of 5 years and 4 months following the dates specified in Article 10(4) 
and (5) of Regulation (EC) 715/2007 and upon request of the manu ­
facturer, the following temporary conformity factors may apply:  
Pollutant  Mass of oxides 
of nitrogen 
(NO  x ) Number of 
particles (PN)  Mass of carbon 
monoxide 
(CO) (  1 ) Mass of total 
hydrocarbons (THC)  Combined mass of total 
hydrocarbons and oxides 
of nitrogen 
(THC + NO  x ) 
CF pollutant  2,1 ►M1 1 +  
margin PN  
with margin  
PN = 0,5 ◄ — —  —  
( 1 ) CO emissions shall be measured and recorded at RDE tests.  
►M1 ‘margin PN’ is a parameter taking into account the additional measurement uncertainties introduced by the PEMS 
PN equipment, which are subject to an annual review and shall be revised as a result of the improved quality of the 
PEMS PN procedure or technical progress. ◄ 
The application of temporary conformity factors shall be recorded in 
the certificate of conformity of the vehicle.  
▼M3 
For type approvals under this exception there shall be no declared 
maximum RDE value.  
2.1.3. The manufacturer shall confirm compliance with point 2.1 by 
completing the certificate set out in Appendix 9. Verification of 
compliance shall be made in accordance with the rules of in-service 
conformity.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 197  
2.2. The RDE tests required by this Annex at type approval and during the 
lifetime of a vehicle provide a presumption of conformity with the 
requirement set out in point 2.1. The presumed conformity may be 
reassessed by additional RDE tests.  
2.3. Member States shall ensure that vehicles can be tested with PEMS on 
public roads in accordance with the procedures under their own 
national law, while respecting local road traffic legislation and 
safety requirements.  
2.4. Manufacturers shall ensure that vehicles can be tested with PEMS by an 
independent party on public roads, e.g. by making available suitable 
adapters for exhaust pipes, granting access to ECU signals and making 
the necessary administrative arrangements.  ►M1 ►C1 If the 
respective PEMS test is not required by this Regulation the manu- 
facturer may charge a reasonable fee similar to the provision in 
Article 7(1) of Regulation (EC) No 715/2007. ◄ ◄ 
3. RDE TEST TO BE PERFORMED  
▼M2 
3.1. The following requirements apply to PEMS tests referred to in 
Article 3(11), second subparagraph.  
▼M3 
3.1.0. The requirements of point 2.1 shall be fulfilled for the urban and the 
complete PEMS trip, where the emissions of the vehicle tested shall 
be calculated in accordance with Appendices 4 and 6, and shall 
remain always equal or below the NTE ( M RDE,k  ≤ NTE  pollutant  ). 
_______  
▼B 
3.1.1. For type approval, the exhaust mass flow shall be determined by 
measurement equipment functioning independently from the vehicle 
and no vehicle ECU data shall be used in this respect. Outside the 
type approval context, alternative methods to determine the exhaust 
mass flow can be used according to Appendix 2, Section 7.2.  
▼M3 
3.1.2. During type approval tests, if the approval authority is not satisfied 
with the data quality check and validation results of a PEMS test 
conducted in accordance with Appendices 1 and 4, the approval 
authority may consider the test to be void. In such case, the test 
data and the reasons for voiding the test shall be recorded by the 
approval authority.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 198  
3.1.3. Reporting and dissemination of RDE type approval test information  
▼B 
3.1.3.1. A technical report prepared by the manufacturer in accordance with 
Appendix 8 shall be made available to the approval authority.  
▼M1 
3.1.3.2. The manufacturer shall ensure that the information listed in point 
3.1.3.2.1. is made available on a publicly accessible website without 
costs and without the need for the user to reveal his identity or sign 
up. The manufacturer shall keep the Commission and Type Approval 
Authorities informed on the location of the website.  
▼M3 
3.1.3.2.1. The website shall allow a wildcard search of the underlying database 
based on one or more of the following:  
Make, Type, Variant, Version, Commercial name, or Type Approval 
Number as referred to in the certificate of conformity, pursuant to 
Annex IX to Directive 2007/46/EC.  
The information described below shall be made available for each 
vehicle in a search:  
— The PEMS family ID to which that vehicle belongs, in accordance 
with item number 3 in the Transparency List 1 set out in Table 1 
of Appendix 5 to Annex II;  
— The Declared Maximum RDE Values as reported in point 48.2 of 
the Certificate of Conformity, as described in Annex IX to 
Directive 2007/46/EC.  
▼M1 
_______  
▼B 
3.1.3.3. Upon request, without costs and within 30 days, the manufacturer 
shall make available the technical report referred to in point 3.1.3.1 
to any interested party.  
3.1.3.4. Upon request, the type approval authority shall make available the 
information listed under points 3.1.3.1 and 3.1.3.2 within 30 days of 
receiving the request. The type approval authority may charge a 
reasonable and proportionate fee, which does not discourage an 
inquirer with a justified interest from requesting the respective 
information or exceed the internal costs of the authority for making 
the requested information available.  
4. GENERAL REQUIRMENTS  
4.1. The RDE performance shall be demonstrated by testing vehicles on 
the road operated over their normal driving patterns, conditions and 
payloads. The RDE test shall be representative for vehicles operated 
on their real driving routes, with their normal load.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 199  
4.2. For type approval, the manufacturer shall demonstrate to the approval 
authority that the chosen vehicle, driving patterns, conditions and 
payloads are representative of the PEMS test family. The payload 
and ambient conditions requirements, as specified in points 5.1 and 
5.2, shall be used ex-ante to determine whether the conditions are 
acceptable for RDE testing.  
▼M1 
4.3. The approval authority shall propose a test trip in urban, rural and 
motorway environments meeting the requirements of point 6. For the 
purpose of trip design, the urban, rural and motorway parts shall be 
selected based on a topographic map. The urban part of the trip 
should be driven on urban roads with a speed limit of 60 km/h or 
less. In case the urban part of the trip needs to be driven for a limited 
period of time on roads with speed limit higher than 60 km/h, the 
vehicle shall be driven with speeds up to 60 km/h.  
▼B 
4.4. If for a vehicle the collection of ECU data influences the vehicle's 
emissions or performance the entire PEMS test family to which the 
vehicle belongs as defined in Appendix 7 shall be considered as 
non-compliant. Such functionality shall be considered as a ‘defeat 
device’ as defined in Article 3(10) of Regulation (EC) 715/2007.  
▼M3 
4.5. In order to also assess emissions during trips in hot start, a certain 
number of vehicles per PEMS test family, specified in point 4.2.8 in 
Appendix 7, shall be tested without conditioning the vehicle as 
described in point 5.3, but with a warm engine with engine coolant 
temperature and/or engine oil temperature above 70 °C.  
4.6. For RDE tests performed during type approval the TAA may verify if 
the test setup and the equipment used fulfills the requirements of 
Appendices 1 and 2, through a direct inspection or an analysis of 
the supporting evidence (e.g. photographs, records).  
4.7. Compliance of the software tool used to verify the trip validity and 
calculate emissions in accordance with the provisions laid down in 
Appendices 4, 5, 6, 7a, and 7b shall be validated by the tool provider 
or a type approval authority. Where such software tool is incorporated 
in the PEMS instrument, proof of the validation shall be provided 
along with the instrument.  
▼B 
5. BOUNDARY CONDITIONS  
5.1. Vehicle payload and test mass  
5.1.1. The vehicle's basic payload shall comprise the driver, a witness of the 
test (if applicable) and the test equipment, including the mounting and 
the power supply devices.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 200  
5.1.2. For the purpose of testing some artificial payload may be added as 
long as the total mass of the basic and artificial payload does not 
exceed 90% of the sum of the ‘mass of the passengers’ and the ‘pay- 
mass’ defined in points 19 and 21 of Article 2 of Commission Regu ­
lation (EU) No 1230/2012 (*).  
___________  
(*) Commission Regulation (EU) No 1230/2012 of 12 December 
2012 implementing Regulation (EC) No 661/2009 of the 
European Parliament and of the Council with regard to 
type-approval requirements for masses and dimensions of 
motor vehicles and their trailers and amending Directive 
2007/46/EC of the European Parliament and of the Council 
(OJ L 353, 21.12.2012, p. 31).  
5.2. Ambient conditions  
▼M1 
5.2.1. The test shall be conducted under ambient conditions laid down in 
this section. The ambient conditions become ‘extended’ when at least 
one of the temperature and altitude conditions is extended. The 
correction factor for extended conditions for temperature and 
altitude shall only be applied once. If a part of the test or the entire 
test is performed outside of normal or extended conditions, the test 
shall be invalid.  
▼B 
5.2.2. Moderate altitude conditions: Altitude lower or equal to 700 meters 
above sea level.  
5.2.3. Extended altitude conditions: Altitude higher than 700 meters above 
sea level and lower or equal to 1300 meters above sea level.  
▼M1 
5.2.4. Moderate temperature conditions: Greater than or equal to 273,15 K 
(0 °C) and lower than or equal to 303,15 K (30 °C).  
5.2.5. Extended temperature conditions: Greater than or equal to 266,15 K 
(– 7 °C) and lower than 273,15 K (0 °C) or greater than 303,15 K 
(30 °C) and lower than or equal to 308,15 K (35 °C).  
5.2.6. By way of derogation from the provisions of points 5.2.4 and 5.2.5 
the lower temperature for moderate conditions shall be greater or 
equal to 276,15 K (3 °C) and the lower temperature for extended 
conditions shall be greater or equal to 271,15 K (– 2 °C) between 
the start of the application of binding NTE emission limits as defined 
in section 2.1 and until five years and four months after the dates 
given in paragraphs 4 and 5 of Article 10, of Regulation (EC) 
No 715/2007.  
5.3. Vehicle conditioning for cold engine-start testing  
Before RDE testing, the vehicle shall be preconditioned in the 
following way:  
Driven for at least 30 min, parked with doors and bonnet closed and 
kept in engine-off status within moderate or extended altitude and 
temperatures in accordance with points 5.2.2 to 5.2.6 between 6 and 
56 hours. Exposure to extreme atmospheric conditions (heavy 
snowfall, storm, hail) and excessive amounts of dust should be 
avoided. Before the test start, the vehicle and equipment shall be 
checked for damages and the absence of warning signals, suggesting 
malfunctioning.  ▼B
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5.4. Dynamic conditions  
The dynamic conditions encompass the effect of road grade, head 
wind and driving dynamics (accelerations, decelerations) and 
auxiliary systems upon energy consumption and emissions of the 
test vehicle. The verification of the normality of dynamic conditions 
shall be done after the test is completed, using the recorded PEMS 
data. This verification shall be conducted in 2 steps:  
▼M3 
5.4.1. The excess or insufficiency of driving dynamics during the trip shall 
be checked using the methods described in Appendix 7a.  
5.4.2. If the trip results are valid following the verifications in accordance 
with point 5.4.1, the methods for verifying the normality of the test 
conditions as laid down in Appendices 5, 7a and 7b shall be used.  
▼B 
5.5. Vehicle condition and operation  
▼M3 
5.5.1. The air conditioning system or other auxiliary devices shall be 
operated in a way which corresponds to their typically intended use 
at real driving on the road. Any use shall be documented. The vehicle 
windows shall be closed when the air conditioning or heating are 
used. 
▼M1 
5.5.2. Vehicles equipped with periodically regenerating systems  
5.5.2.1. ‘Periodically regenerating systems’ shall be understood in accordance 
with the definition in point 3.8.1 of Annex XXI.  
▼M3 
5.5.2.2. All results shall be corrected with the K  i factors or with the K  i offsets 
developed by the procedures in Appendix 1 to Sub-Annex 6 of Annex 
XXI for type- approval of a vehicle type with a periodically regen ­
erating system. The K  i factor or the K  i offset shall be applied to the 
final results after evaluation in accordance with Appendix 6.  
5.5.2.3. If the emissions do not fulfil the requirements of point 3.1.0, then the 
occurrence of regeneration shall be verified. The verification of regen ­
eration may be based on expert judgement through cross-correlation 
of several of the following signals, which may include exhaust 
temperature, PN, CO  2 , O  2 measurements in combination with 
vehicle speed and acceleration. If the vehicle has a regeneration recog ­
nition feature declared in Transparency List 1 set out in Table 1 of 
Appendix 5 to Annex II, it shall be used to determine the occurrence 
of regeneration. The manufacturer shall also declare in Transparency 
List 1 of set out in Table 1 of Appendix 5 to Annex II the procedure 
needed in order to complete the regeneration. The manufacturer may 
advise how to recognise whether regeneration has taken place in case 
such a signal is not available.  
If regeneration occurred during the test, the result without the appli ­
cation of either the Ki -factor or the Ki offset shall be checked against 
the requirements of point 3.1.0. If the resulting emissions do not fulfil 
the requirements, then the test shall be voided and repeated once. The 
completion of the regeneration and stabilisation through at least 1 
hour of driving shall be ensured prior to the start of the second 
test. The second test is considered valid even if regeneration occurs 
during it.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 202  
5.5.2.4. Even if the vehicle fulfils the requirements of point 3.1.0, the 
occurrence of regeneration may be verified as in point 5.5.2.3. If 
the presence of regeneration can be proved and with the agreement 
of the Type Approval Authority, the final results will be calculated 
without the application of either the Ki factor or the Ki offset.  
_______  
5.5.3. OVC-HEVs vehicles may be tested in any selectable mode, including 
battery charge mode.  
5.5.4. Modifications that affect the vehicle aerodynamics are not permitted 
with the exception of the PEMS installation.  
5.5.5. The test vehicles shall not be driven with the intention to generate a 
passed or failed test due to extreme driving patterns that do not 
represent normal conditions of use. In case of need, verification of 
normal driving may be based on expert judgement made by or on 
behalf of the granting type approval authority through cross- 
correlation on several signals, which may include exhaust flow rate, 
exhaust temperature, CO  2 , O  2 etc. in combination with vehicle speed, 
acceleration and GPS data and potentially further vehicle data 
parameters like engine speed, gear, accelerator pedal position etc.  
5.5.6. The vehicle shall be in good mechanical condition and shall have 
been run in and driven at least 3 000 km before the test. The 
mileage and the age of the vehicle used for RDE testing shall be 
recorded.  
▼B 
6. TRIP REQUIREMENTS  
6.1. The shares of urban, rural and motorway driving, classified by instan ­
taneous speed as described in points 6.3 to 6.5, shall be expressed as a 
percentage of the total trip distance.  
▼M3 
6.2. The trip shall always start with urban driving followed by rural and 
motorway driving in accordance with the shares specified in point 6.6. 
The urban, rural and motorway operation shall be run consecutively in 
accordance with point 6.12, but may also include a trip which starts 
and ends at the same point. Rural operation may be interrupted by 
short periods of urban operation when driving through urban 
areas. Motorway operation may be interrupted by short periods of 
urban or rural operation, e.g., when passing toll stations or sections 
of road works.  
▼B 
6.3. Urban operation is characterised by vehicle speeds lower than or equal 
to 60 km/h.  ▼M3
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6.4. Rural operation is characterised by vehicle speeds higher than 60 km/h 
and lower than or equal to 90 km/h. For N2 category vehicles that are 
equipped in accordance with Directive 92/6/EEC with a device limiting 
vehicle speed to 90 km/h, rural operation is characterised by vehicle 
speed higher than 60 km/h and lower than or equal to 80 km/h.  
6.5. Motorway operation is characterised by speeds above 90 km/h. For 
N2 category vehicles that are equipped in accordance with Directive 
92/6/EEC with a device limiting vehicle speed to 90 km/h, motorway 
operation is characterised by speed higher than 80 km/h.  
▼B 
6.6. The trip shall consist of approximately 34 % per cent urban, 33 % per 
cent rural and 33 % per cent motorway driving classified by speed as 
described in points 6.3 to 6.5 above. ‘Approximately’ shall mean the 
interval of ±10 per cent points around the stated percentages. The 
urban driving shall however never be less than 29% of the total trip 
distance.  
6.7. The vehicle velocity shall normally not exceed 145 km/h. This 
maximum speed may be exceeded by a tolerance of 15 km/h for 
not more than 3 % of the time duration of the motorway driving. 
Local speed limits remain in force during a PEMS test, notwith ­
standing other legal consequences. Violations of local speed limits 
per se do not invalidate the results of a PEMS test.  
▼M1 
6.8. The average speed (including stops) of the urban driving part of the 
trip should be between 15 and 40 km/h. Stop periods, defined by 
vehicle speed of less than 1 km/h, shall account for 6-30 % of the 
time duration of urban operation. Urban operation may contain several 
stop periods of 10 s or longer. However, individual stop periods shall 
not exceed 300 consecutive seconds; else the trip shall be voided.  
6.9 The speed range of the motorway driving shall properly cover a range 
between 90 and at least 110 km/h. The vehicle’s velocity shall be 
above 100 km/h for at least 5 minutes.  
For M2 category vehicles that are equipped in accordance with Directive 
92/6/EEC with a device limiting vehicle speed to 100 km/h, the speed 
range of the motorway driving shall properly cover a range between 90 
and 100 km/h. The vehicle’s velocity shall be above 90 km/h for at least 
5 minutes.  
For N2 category vehicles that are equipped in accordance with 
Directive 92/6/EEC with a device limiting vehicle speed to 
90 km/h, the speed range of the motorway driving of shall properly 
cover a range between 80 and 90 km/h. The vehicle’s velocity shall be 
above 80 km/h for at least 5 minutes.  
▼B 
6.10. The trip duration shall be between 90 and 120 minutes.  ▼M1
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6.11. The start and the end point of a trip shall not differ in their elevation 
above sea level by more than 100 m. In addition, the proportional 
cumulative positive altitude gain over the entire trip and over the 
urban part of the trip as determined in accordance with point 4.3 
shall be less than 1 200 m/100 km and be determined in accordance 
with Appendix 7b.  
▼B 
6.12. The minimum distance of each, the urban, rural and motorway 
operation shall be 16 km.  
▼M1 
6.13. The average speed (including stops) during cold start period as defined 
in Appendix 4, point 4 shall be between 15 and 40 km/h. The 
maximum speed during the cold start period shall not exceed 60 km/h.  
▼B 
7. OPERATIONAL REQUIREMENTS  
7.1. The trip shall be selected in such a way that the testing is uninter ­
rupted and the data continuously recorded to reach the minimum test 
duration defined in point 6.10.  
7.2. Electrical power shall be supplied to the PEMS by an external power 
supply unit and not from a source that draws its energy either directly 
or indirectly from the engine of the test vehicle.  
7.3. The installation of the PEMS equipment shall be done in a way to 
influence the vehicle emissions or performance or both to the 
minimum extent possible. Care should be exercised to minimize the 
mass of the installed equipment and potential aerodynamic modifi ­
cations of the test vehicle. The vehicle payload shall be in accordance 
with point 5.1.  
7.4. RDE tests shall be conducted on working days as defined for the 
Union in Council Regulation (EEC, Euratom) No 1182/71 (*)  
___________  
(*) Regulation (EEC, Euratom) No 1182/71 of the Council of 3 June 
1971 determining the rules applicable to periods, dates and time 
limits (OJ L 124, 8.6.1971, p. 1).  
7.5. RDE tests shall be conducted on paved roads and streets (e.g. off road 
operation is not permitted).  
▼M3 
7.6. At the test start as defined in point 5.1. of Appendix 1, the vehicle 
shall move within 15 seconds. The vehicle stop during the entire cold 
start period, as defined in point 4 of Appendix 4, shall be kept to the 
minimum possible and it shall not exceed in total 90 seconds. If the 
engine stalls during the test, it may be restarted, but the sampling shall 
not be interrupted. If the engine stops during the test, the sampling 
shall not be interrupted.  
▼B 
8. LUBRICATING OIL, FUEL AND REAGENT  
8.1. The fuel, lubricant and reagent (if applicable) used for RDE testing 
shall be within the specifications issued by the manufacturer for 
vehicle operation by the customer.  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 205  
8.2. In the case of an RDE test with a failed result, samples of fuel, 
lubricant and reagent (if applicable) shall be taken and kept for at 
least 1 year under conditions guaranteeing the integrity of the sample. 
Once analysed, the samples can be discarded.  
▼B 
9. EMISSIONS AND TRIP EVALUATION  
9.1. The test shall be conducted in accordance with Appendix 1 of this 
Annex.  
▼M3 
9.2. The trip validity shall be verified in a three-step procedure as follows:  
STEP A: The trip complies with the general requirements, boundary 
conditions, trip and operational requirements, and the specifications 
for lubricating oil, fuel and reagents set out in points 4 to 8;  
STEP B: The trip complies with the requirements set out in 
Appendices 7a and 7b.  
STEP C: The trip complies with the requirements set out in 
Appendix 5.  
The steps of the procedure are detailed in Figure 1.  
Figure 1  
Verification of trip validity
  
If at least one of the requirements is not fulfilled, the trip shall be 
declared invalid.  
▼B 
9.3. It shall not be permitted to combine data of different trips or to 
modify or remove data from a trip with exception of provisions for 
long stops as described in 6.8.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 206  
9.4. After establishing the validity of a trip in accordance with point 9.2, 
emission results shall be calculated using the methods laid down in 
Appendix 4 and Appendix 6. The emissions calculations shall be 
made between test start and test end, as defined in Appendix 1, 
points 5.1. and 5.3. respectively.  
▼B 
9.5. If during a particular time interval the ambient conditions are 
extended in accordance with point 5.2, the pollutant emissions 
during this particular time interval, calculated according to 
Appendix 4, shall be divided by a value of 1,6 before being 
evaluated for compliance with the requirements of this Annex. This 
provision does not apply to carbon dioxide emissions.  
▼M3 
9.6. Gaseous pollutant and particle number emissions during cold start, as 
defined in point 4 of Appendix 4, shall be included in the normal 
evaluation in accordance with Appendices 4, 5 and 6. If the vehicle 
was conditioned for the last three hours prior to the test at an average 
temperature that falls within the extended range in accordance with 
point 5.2, then the provisions of point 9.5 apply to the data collected 
during the cold start period, even if the running conditions are not 
within the extended temperature range.  ▼M3
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Appendix 1  
Test procedure for vehicle emissions testing with a Portable Emissions 
Measurement System (PEMS)  
1. INTRODUCTION  
This Appendix describes the test procedure to determine exhaust 
emissions from light passenger and commercial vehicles using a 
Portable Emissions Measurement System.  
2. SYMBOLS, PARAMETERS AND UNITS  
≤ — smaller or equal  
# — number  
#/m  3 — number per cubic metre  
% — per cent  
°C — degree centigrade  
g — gramme  
g/s — gramme per second  
h — hour  
Hz — hertz  
K — kelvin  
kg — kilogramme  
kg/s — kilogramme per second  
km — kilometre  
km/h — kilometre per hour  
kPa — kilopascal  
kPa/min — kilopascal per minute  
l — litre  
l/min — litre per minute  
m — metre  
m 3 — cubic-metre  
mg — milligram  
min — minute  
p e — evacuated pressure [kPa]  
q vs — volume flow rate of the system [l/min]  
ppm — parts per million  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 208  
ppmC  1 — parts per million carbon equivalent  
rpm — revolutions per minute  
s — second  
V s — system volume [l]  
3. GENERAL REQUIREMENTS  
3.1. PEMS  
The test shall be carried out with a PEMS, composed of components 
specified in points 3.1.1 to 3.1.5. If applicable, a connection with the 
vehicle ECU may be established to determine relevant engine and 
vehicle parameters as specified in point 3.2.  
3.1.1. Analysers to determine the concentration of pollutants in the exhaust gas.  
3.1.2. One or multiple instruments or sensors to measure or determine the 
exhaust mass flow.  
3.1.3. A Global Positioning System to determine the position, altitude and, 
speed of the vehicle.  
3.1.4. If applicable, sensors and other appliances being not part of the vehicle, 
e.g., to measure ambient temperature, relative humidity, air pressure, and 
vehicle speed.  
3.1.5. An energy source independent of the vehicle to power the PEMS.  
3.2. Test parameters  
▼M3 
Test parameters as specified in Table 1 of this Appendix shall be 
measured at a constant frequency of 1,0 Hz or higher and recorded and 
reported in accordance with the requirements of Appendix 8 at a 
frequency of 1,0 Hz. If ECU parameters are available, these may be 
obtained at a substantially higher frequency but the recording rate shall 
be 1,0 Hz. The PEMS analysers, flow-measuring instruments and sensors 
shall comply with the requirements laid down in Appendices 2 and 3.  
▼B 
Table 1  
Test parameters  
Parameter  Recommended unit  Source (  8 ) 
▼M1 
THC concentration (  1 ), ( 4 ) ppm C  1 Analyser  
CH  4 concentration (  1 ), ( 4 ) ppm C  1 Analyser  
NMHC concentration (  1 ), ( 4 ) ppm C  1 Analyser (  6 ) 
▼B 
CO concentration (  1 ), ( 4 ) ppm  Analyser  
CO  2 concentration (  1 ) ppm  Analyser  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 209  
Parameter  Recommended unit  Source (  8 ) 
NO  X concentration (  1 ), ( 4 ) ppm  Analyser (  7 ) 
PN concentration (  4 ) #/m  3 Analyser  
Exhaust mass flow rate  kg/s  EFM, any methods described in point 7 of 
Appendix 2  
Ambient humidity  %  Sensor  
Ambient temperature  K  Sensor  
Ambient pressure  kPa  Sensor  
Vehicle speed  km/h  Sensor, GPS, or ECU (  3 ) 
Vehicle latitude  Degree  GPS  
Vehicle longitude  Degree  GPS  
Vehicle altitude (  5 ), ( 9 ) M  GPS or Sensor  
Exhaust gas temperature (  5 ) K  Sensor  
Engine coolant temperature (  5 ) K  Sensor or ECU  
Engine speed (  5 ) rpm  Sensor or ECU  
Engine torque (  5 ) Nm  Sensor or ECU  
Torque at driven axle (  5 ) Nm  Rim torque meter  
Pedal position (  5 ) %  Sensor or ECU  
Engine fuel flow (  2 ) g/s  Sensor or ECU  
Engine intake air flow (  2 ) g/s  Sensor or ECU  
Fault status (  5 ) —  ECU  
Intake air flow temperature  K  Sensor or ECU  
Regeneration status (  5 ) —  ECU  
Engine oil temperature (  5 ) K  Sensor or ECU  
Actual gear (  5 ) #  ECU  
Desired gear (e.g. gear shift indicator) (  5 ) # ECU  
Other vehicle data (  5 ) unspecified  ECU  
( 1 ) to be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4 
( 2 ) to be determined only if indirect methods are used to calculate exhaust mass flow rate as described in paragraphs 10.2 and 
10.3 of Appendix 4 
( 3 ) method to be chosen according to point 4.7 
( 4 ) parameter only mandatory if measurement required by Annex IIIA, section 2.1 
( 5 ) to be determined only if necessary to verify the vehicle status and operating conditions 
( 6 ) may be calculated from THC and CH  4 concentrations according to point 9.2 of Appendix 4 
( 7 ) may be calculated from measured NO and NO  2 concentrations 
( 8 ) Multiple parameter sources may be used. 
( 9 ) The preferable source is the ambient pressure sensor.  
3.3. Preparation of the vehicle  
The preparation of the vehicle shall include a general verification of the 
correct technical functioning of the test vehicle.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 210  
3.4. Installation of PEMS  
▼M1 
3.4.1.  General:  
The installation of the PEMS shall follow the instructions of the PEMS 
manufacturer and the local health and safety regulations. The PEMS 
should be installed as to minimise during the test electromagnetic inter ­
ferences as well as exposure to shocks, vibration, dust and variability in 
temperature. The installation and operation of the PEMS shall be leak- 
tight and minimise heat loss. The installation and operation of PEMS 
shall not change the nature of the exhaust gas nor unduly increase the 
length of the tailpipe. To avoid the generation of particles, connectors 
shall be thermally stable at the exhaust gas temperatures expected during 
the test. It is recommended not to use elastomer connectors to connect the 
vehicle exhaust outlet and the connecting tube. Elastomer connectors, if 
used, shall have no contact with the exhaust gas to avoid artefacts at high 
engine load.  
▼M3 
3.4.2.  Permissible backpressure  
The installation and operation of the PEMS sampling probes shall not 
unduly increase the pressure at the exhaust outlet in a way that may 
influence the representativeness of the measurements. It is thus recom ­
mended that only one sampling probe is installed in the same plane. If 
technically feasible, any extension to facilitate the sampling or connection 
with the exhaust mass flow meter shall have an equivalent, or larger, 
cross sectional area than the exhaust pipe.  
3.4.3.  Exhaust mass flow meter  
Whenever used, the exhaust mass flow meter shall be attached to the 
vehicle's tailpipe(s) in accordance with the recommendations of the 
EFM manufacturer. The measurement range of the EFM shall match 
the range of the exhaust mass flow rate expected during the test. It is 
recommended to select the EFM in order to have the maximum expected 
flow rate during the test covering at least 75 % of the EFM full range. 
The installation of the EFM and any exhaust pipe adaptors or junctions 
shall not adversely affect the operation of the engine or exhaust after- 
treatment system. A minimum of four pipe diameters or 150 mm of 
straight tubing, whichever is larger, shall be placed at either side of the 
flow-sensing element. When testing a multi-cylinder engine with a 
branched exhaust manifold, it is recommended to position the exhaust 
mass flow meter downstream of where the manifolds combine and to 
increase the cross section of the piping such as to have an equivalent, 
or larger, cross sectional area from which to sample. If this is not feasible, 
exhaust flow measurements with several exhaust mass flow meters may 
be used. The wide variety of exhaust pipe configurations, dimensions and 
exhaust mass flow rates may require compromises, guided by good engin ­
eering judgement, when selecting and installing the EFM(s). It is 
permissible to install an EFM with a diameter smaller than that of the 
exhaust outlet or the total projected frontal area of multiple outlets, 
providing it improves measurement accuracy and does not adversely 
affect the operation or the exhaust after-treatment as specified in point 
3.4.2. It is recommended to document the EFM set-up using photographs.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 211  
3.4.4.  Global Positioning System (GPS)  
The GPS antenna should be mounted, e.g. at the highest possible location, 
as to ensure good reception of the satellite signal. The mounted GPS 
antenna shall interfere as little as possible with the vehicle operation.  
3.4.5.  Connection with the Engine Control Unit (ECU)  
If desired, relevant vehicle and engine parameters listed in Table 1 can be 
recorded by using a data logger connected with the ECU or the vehicle 
network through standards, such as ISO 15031-5 or SAE J1979, OBD-II, 
EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels 
to allow the identification of required parameters.  
3.4.6.  Sensors and auxiliary equipment  
Vehicle speed sensors, temperature sensors, coolant thermocouples or any 
other measurement device not part of the vehicle shall be installed to 
measure the parameter under consideration in a representative, reliable 
and accurate manner without unduly interfering with the vehicle 
operation and the functioning of other analysers, flow-measuring instru ­
ments, sensors and signals. Sensors and auxiliary equipment shall be 
powered independently of the vehicle. It is permitted to power any 
safety-related illumination of fixtures and installations of PEMS 
components outside of the vehicle’s cabin by the vehicle’s battery.  
▼M1 
3.5. Emissions sampling  
Emissions sampling shall be representative and conducted at locations of 
well-mixed exhaust where the influence of ambient air downstream of the 
sampling point is minimal. If applicable, emissions shall be sampled 
downstream of the exhaust mass flow meter, respecting a distance of at 
least 150 mm to the flow sensing element. The sampling probes shall be 
fitted at least 200 mm or three times the inner diameter of the exhaust 
pipe, whichever is larger, upstream of the point at which the exhaust exits 
the PEMS sampling installation into the environment. If the PEMS feeds 
back a flow to the tail pipe, this shall occur downstream of the sampling 
probe in a manner that does not affect during engine operation the nature 
of the exhaust gas at the sampling point(s). If the length of the sampling 
line is changed, the system transport times shall be verified and if 
necessary corrected.  
If the engine is equipped with an exhaust after-treatment system, the 
exhaust sample shall be taken downstream of the exhaust after- 
treatment system. When testing a vehicle with a branched exhaust 
manifold, the inlet of the sampling probe shall be located sufficiently 
far downstream so as to ensure that the sample is representative of the 
average exhaust emissions of all cylinders. In multi-cylinder engines, 
having distinct groups of manifolds, such as in a ‘V’ engine configur ­
ation, the sampling probe shall be positioned downstream of where the 
manifolds combine. If this is technically not feasible, multi-point 
sampling at locations of well-mixed exhaust may be used, if approved 
by the Type Approval Authority. In this case, the number and location of 
sampling probes shall match as far as possible those of the exhaust mass 
flow meters. In case of unequal exhaust flows, proportional sampling or 
sampling with multiple analysers shall be considered.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 212  
If the engine is equipped with an exhaust after-treatment system, the 
exhaust sample shall be taken downstream of the exhaust after- 
treatment system. When testing a vehicle with a branched exhaust 
manifold, the inlet of the sampling probe shall be located sufficiently 
far downstream so as to ensure that the sample is representative of the 
average exhaust emissions of all cylinders. In multi-cylinder engines 
having distinct groups of manifolds, such as in a ‘V’ engine configur ­
ation, the sampling probe shall be positioned downstream of the point 
where the manifolds combine. If this is technically not feasible, multi- 
point sampling at locations of well-mixed exhaust may be used. In this 
case, the number and location of sampling probes shall match as far as 
possible those of the exhaust mass flow meters. In case of unequal 
exhaust flows, proportional sampling or sampling with multiple 
analysers shall be considered.  
▼M1 
If hydrocarbons are measured, the sampling line shall be heated to 463 
± 10 K (190 ± 10 °C). For the measurement of other gaseous components 
with or without cooler, the sampling line shall be kept at a minimum 
of 333 K (60 °C) to avoid condensation and to ensure appropriate 
penetration efficiencies of the various gases. For low pressure sampling 
systems, the temperature can be lowered corresponding to the pressure 
decrease provided that the sampling system ensures a penetration effi ­
ciency of 95 % for all regulated gaseous pollutants. If particles are 
sampled and not diluted at the tailpipe, the sampling line from the raw 
exhaust sample point to the point of dilution or particle detector shall 
be heated to a minimum of 373 K (100 °C). The residence time of the 
sample in the particle sampling line shall be less than 3 s until reaching 
first dilution or the particle detector.  
All parts of the sampling system from the exhaust pipe up to the particle 
detector, which are in contact with raw or diluted exhaust gas, shall be 
designed to minimize deposition of particles. All parts shall be made from 
antistatic material to prevent electrostatic effects.  
▼B 
4. PRE-TEST PROCEDURES  
4.1. PEMS leak check  
After the installation of the PEMS is completed, a leak check shall be 
performed at least once for each PEMS-vehicle installation as prescribed 
by the PEMS manufacturer or as follows. The probe shall be disconnected 
from the exhaust system and the end plugged. The analyser pump shall be 
switched on. After an initial stabilization period all flow meters shall read 
approximately zero in the absence of a leak. Else, the sampling lines shall 
be checked and the fault be corrected.  
The leakage rate on the vacuum side shall not exceed 0.5 per cent of the 
in-use flow rate for the portion of the system being checked. The analyser 
flows and bypass flows may be used to estimate the in-use flow rate.  
Alternatively, the system may be evacuated to a pressure of at least 20 
kPa vacuum (80 kPa absolute). After an initial stabilization period the 
pressure increase  Δp (kPa/min) in the system shall not exceed: 
Δp ¼ p e 
V s Ü q vs Ü 0:005 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 213  
Alternatively, a concentration step change at the beginning of the 
sampling line shall be introduced by switching from zero to span gas 
while maintaining the same pressure conditions as under normal system 
operation. If for a correctly calibrated analyser after an adequate period of 
time the reading is ≤ 99 per cent compared to the introduced concen ­
tration, the leakage problem shall be corrected.  
▼M1 
4.2. Starting and stabilizing the PEMS  
The PEMS shall be switched on, warmed up and stabilized in accordance 
with the specifications of the PEMS manufacturer until key functional 
parameters, e.g., pressures, temperatures and flows have reached their 
operating set points before test start. To ensure correct functioning, the 
PEMS may be kept switched on or can be warmed up and stabilized 
during vehicle conditioning. The system shall be free of errors and 
critical warnings.  
4.3. Preparing the sampling system  
The sampling system, consisting of the sampling probe and sampling 
lines shall be prepared for testing by following the instruction of the 
PEMS manufacturer. It shall be ensured that the sampling system is 
clean and free of moisture condensation.  
▼B 
4.4. Preparing the Exhaust mass Flow Meter (EFM)  
If used for measuring the exhaust mass flow, the EFM shall be purged 
and prepared for operation in accordance with the specifications of the 
EFM manufacturer. This procedure shall, if applicable, remove conden ­
sation and deposits from the lines and the associated measurement ports.  
4.5. Checking and calibrating the analysers for measuring gaseous 
emissions  
Zero and span calibration adjustments of the analysers shall be performed 
using calibration gases that meet the requirements of point 5 of Appendix 
2. The calibration gases shall be chosen to match the range of pollutant 
concentrations expected during the RDE test. To minimize analyser drift, 
one should conduct the zero and span calibration of analysers at an 
ambient temperature that resembles, as closely as possible, the 
temperature experienced by the test equipment during the trip.  
▼M3 
4.6. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded by sampling HEPA 
filtered ambient air at an appropriate sampling point, usually at the 
inlet of the sampling line. The signal shall be recorded at a constant 
frequency which is a multiple of 1,0 Hz averaged over a period of 2 
minutes; the final concentration shall be within the manufacturer's spec ­
ifications, but shall not exceed 5 000 particles per cubic-centimetre.  
▼B 
4.7. Determining vehicle speed  
Vehicle speed shall be determined by at least one of the following 
methods:  
(a) a GPS; if vehicle speed is determined by a GPS, the total trip distance 
shall be checked against the measurements of another method 
according to point 7 of Appendix 4.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 214  
(b) a sensor (e.g., optical or micro-wave sensor); if vehicle speed is 
determined by a sensor, the speed measurements shall comply with 
the requirements of point 8 of Appendix 2, or alternatively, the total 
trip distance determined by the sensor shall be compared with a 
reference distance obtained from a digital road network or topo ­
graphic map. The total trip distance determined by the sensor shall 
deviate by no more than 4 % from the reference distance.  
(c) the ECU; if vehicle speed is determined by the ECU, the total trip 
distance shall be validated according to point 3 of Appendix 3 and 
the ECU speed signal adjusted, if necessary to fulfil the requirements 
of point 3.3 of Appendix 3. Alternatively, the total trip distance as 
determined by the ECU can be compared with a reference distance 
obtained from a digital road network or topographic map. The total 
trip distance determined by the ECU shall deviate by no more than 
4 % from the reference.  
4.8. Check of PEMS set up  
The correctness of connections with all sensors and, if applicable, the 
ECU shall be verified. If engine parameters are retrieved, it shall be 
ensured that the ECU reports values correctly (e.g., zero engine speed 
[rpm] while the combustion engine is in key-on-engine-off status).  
►M1 The PEMS shall function free of errors and critical warnings. ◄ 
5. EMISSIONS TEST  
▼M3 
5.1. Test start  
Test start (see Figure App.1.1) shall be defined by either:  
— the first ignition of the internal combustion engine;  
— or the first movement of the vehicle with speed greater than 1 km/h 
for OVC-HEVs and NOVC-HEVS starting with the internal 
combustion engine off.  
Sampling, measurement and recording of parameters shall begin prior to 
the test start. Before the test start it shall be confirmed that all necessary 
parameters are recorded by the data logger.  
To facilitate time alignment, it is recommended to record the parameters 
that are subject to time alignment either by a single data recording device 
or with a synchronised time stamp.  
Figure App.1.1  
Test Start Sequence
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 215  
5.2. Test  
Sampling, measurement and recording of parameters shall continue 
throughout the on-road test of the vehicle. The engine may be stopped 
and started, but emissions sampling and parameter recording shall 
continue. Any warning signals, suggesting malfunctioning of the PEMS, 
shall be documented and verified. If any error signal(s) appear during the 
test, the test shall be voided. Parameter recording shall reach a data 
completeness of higher than 99 %. Measurement and data recording 
may be interrupted for less than 1 % of the total trip duration but for 
no more than a consecutive period of 30 s solely in the case of 
unintended signal loss or for the purpose of PEMS system maintenance. 
Interruptions may be recorded directly by the PEMS but it is not 
permissible to introduce interruptions in the recorded parameter via the 
pre-processing, exchange or post-processing of data. If conducted, auto 
zeroing shall be performed against a traceable zero standard similar to the 
one used to zero the analyser. It is strongly recommended to initiate 
PEMS system maintenance during periods of zero vehicle speed.  
▼M3 
5.3. Test end  
The end of the test (see Figure App.1.2) is reached when the vehicle has 
completed the trip and either when:  
— the internal combustion engine is switched off;  
or: 
— for OVC-HEVs and NOVC-HEVS finishing the test with the internal 
combustion engine off, the vehicle stops and the speed is lower than 
or equal to 1 km/h.  
Excessive idling of the engine after the completion of the trip shall be 
avoided. The data recording shall continue until the response time of the 
sampling systems has elapsed. For vehicles with a signal detecting regen ­
eration (see line 42 in the Transparency List 1 in Appendix 5 of Annex 
II), the OBD-check shall be performed and documented directly after data 
recording and before any further driven distance is driven.  
Figure App.1.2  
Test End Sequence
  
▼B 
6. POST-TEST PROCEDURE  
6.1. Checking the analysers for measuring gaseous emissions  
The zero and span of the analysers of gaseous components shall be 
checked by using calibration gases identical to the ones applied under 
point 4.5 to evaluate the analyser's zero and response drift compared to 
the pre-test calibration. It is permissible to zero the analyser prior to 
verifying the span drift, if the zero drift was determined to be within 
the permissible range. The post-test drift check shall be completed as  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 216  
soon as possible after the test and before the PEMS, or individual 
analysers or sensors, are turned off or have switched into a non- 
operating mode. The difference between the pre-test and post-test 
results shall comply with the requirements specified in Table 2.  
Table 2  
Permissible analyser drift over a PEMS test  
▼M1 
Pollutant  Absolute Zero response drift  Absolute Span response drift (  1 ) 
CO  2 ≤ 2 000 ppm per test  ≤ 2 % of reading or ≤ 2 000 ppm per test, whichever 
is larger  
CO ≤ 75 ppm per test  ≤ 2 % of reading or ≤ 75 ppm per test, whichever is 
larger  
NO  X ≤ 5 ppm per test  ≤ 2 % of reading or ≤ 5 ppm per test, whichever is 
larger  
CH  4 ≤ 10 ppm C  1 per test  ≤ 2 % of reading or ≤ 10 ppm C  1 per test, whichever 
is larger  
THC  ≤ 10 ppm C  1 per test  ≤ 2 % of reading or ≤ 10 ppm C  1 per test, whichever 
is larger  
( 1 ) If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift.  
▼B 
If the difference between the pre-test and post-test results for the zero and 
span drift is higher than permitted, all test results shall be voided and the 
test repeated.  
▼M1 
6.2. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded in accordance with 
point 4.6.  
▼M3 
6.3. Checking the on-road emission measurements  
The span gas concentration that was used for the calibration of the 
analysers in accordance with paragraph 4.5 at the test start shall cover 
at least 90 % of the concentration values obtained from 99 % of the 
measurement of the valid parts of the emissions test. It is permissible 
that 1 % of the total number of measurements used for evaluation exceeds 
the used span gas by up to a factor of two. If these requirements are not 
met, the test shall be voided.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 217  
Appendix 2  
Specifications and calibration of PEMS components and signals  
1. INTRODUCTION  
This appendix sets out the specifications and calibration of PEMS 
components and signals.  
2. SYMBOLS, PARAMETERS AND UNITS  
> — larger than  
≥ — larger than or equal to  
% — per cent  
≤ — smaller than or equal to  
A — undiluted CO  2 concentration [%]  
a 0 — y-axis intercept of the linear regression 
line 
a 1 — slope of the linear regression line  
B — diluted CO  2 concentration [%]  
C — diluted NO concentration [ppm]  
c — analyser response in the oxygen inter ­
ference test  
c FS,b — full scale HC concentration in step (b) 
[ppmC  1 ] 
c FS,d — full scale HC concentration in step (d) 
[ppmC  1 ] 
c HC(w/NMC)  — HC concentration with CH  4 or C  2 H 6 
flowing through the NMC [ppmC  1 ] 
c HC(w/o NMC)  — HC concentration with CH  4 or C  2 H 6 
bypassing the NMC [ppmC  1 ] 
c m,b — measured HC concentration in step (b) 
[ppmC  1 ] 
c m,d — measured HC concentration in step (d) 
[ppmC  1 ] 
c ref,b — reference HC concentration in step (b) 
[ppmC  1 ] 
c ref,d — reference HC concentration in step (d) 
[ppmC  1 ] 
°C — degree centigrade  
D — undiluted NO concentration [ppm]  
D e — expected diluted NO concentration 
[ppm]  
E — absolute operating pressure [kPa]  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 218  
E CO2 — per cent CO  2 quench  
▼M1 
E(d  p ) — PEMS-PN analyser efficiency  
▼B 
E E — ethane efficiency  
E H2O — per cent water quench  
E M — methane efficiency  
E O2 — oxygen interference  
F — water temperature [K]  
G — saturation vapour pressure [kPa]  
g — gram  
gH 2 O/kg — gramme water per kilogram  
h — hour  
H — water vapour concentration [%]  
H m — maximum water vapour concentration 
[%] 
Hz — hertz  
K — kelvin  
kg — kilogramme  
km/h — kilometre per hour  
kPa — kilopascal  
max — maximum value  
NO  X,dry — moisture-corrected mean concentration 
of the stabilized NO  X recordings  
NO  X,m — mean concentration of the stabilized 
NO  X recordings  
NO  X,ref — reference mean concentration of the 
stabilized NO  X recordings  
ppm — parts per million  
ppmC  1 — parts per million carbon equivalents  
r 2 — coefficient of determination  
s — second  
t 0 — time point of gas flow switching [s]  
t 10 — time point of 10 % response of the 
final reading  
t 50 — time point of 50 % response of the 
final reading  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 219  
t 90 — time point of 90 % response of the 
final reading  
tbd — to be determined  
x — independent variable or reference value  
χ min — minimum value  
y — dependent variable or measured value  
3. LINEARITY VERIFICATION  
3.1. General  
►M1 The accuracy and linearity of analysers, flow-measuring instru ­
ments, sensors and signals, shall be traceable to international or 
national standards. ◄ Any sensors or signals that are not directly 
traceable, e.g., simplified flow-measuring instruments shall be calibrated 
alternatively against chassis dynamometer laboratory equipment that has 
been calibrated against international or national standards.  
3.2. Linearity requirements  
All analysers, flow-measuring instruments, sensors and signals shall 
comply with the linearity requirements given in Table 1. If air flow, 
fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained 
from the ECU, the calculated exhaust mass flow rate shall meet the 
linearity requirements specified in Table 1.  
Table 1  
Linearity requirements of measurement parameters and systems  
▼M1 
Measurement parameter/instrument  jχ min Ü ða 1 Ä 1Þ þ a 0 j Slope 
a 1 Standard error 
SEE Coefficient of 
determination r  2 
Fuel flow rate (  1 ) ≤ 1 % max  0,98 – 1,02  ≤ 2 %  ≥ 0,990  
Air flow rate (  1 ) ≤ 1 % max  0,98 – 1,02  ≤ 2 %  ≥ 0,990  
Exhaust mass flow rate  ≤ 2 % max  0,97 – 1,03  ≤ 3 %  ≥ 0,990  
Gas analysers  ≤ 0,5 % max  0,99 – 1,01  ≤ 1 %  ≥ 0,998  
Torque (  2 ) ≤ 1 % max  0,98 – 1,02  ≤ 2 %  ≥ 0,990  
PN analysers (  3 ) ≤ 5 % max  0,85 – 1,15 (  4 ) ≤ 10 %  ≥ 0,950  
( 1 ) optional to determine exhaust mass flow 
( 2 ) optional parameter 
( 3 ) The linearity check shall be verified with soot-like particles, as these are defined in point 6.2 
( 4 ) To be updated based on error propagation and traceability charts.  
3.3. Frequency of linearity verification  
The linearity requirements pursuant to point 3.2 shall be verified:  
(a) for each gas analyser at least every 12 months or whenever a system 
repair or component change or modification is made that could 
influence the calibration;  
(b) for other relevant instruments, such as PN analysers, exhaust mass 
flow meters and traceably calibrated sensors, whenever damage is 
observed, as required by internal audit procedures or by the 
instrument manufacturer but no longer than one year before the 
actual test.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 220  
The linearity requirements pursuant to point 3.2 for sensors or ECU 
signals that are not directly traceable shall be performed with a 
traceably calibrated measurement device on the chassis dynamometer 
once for each PEMS-vehicle setup.  
▼B 
3.4. Procedure of linearity verification  
3.4.1.  General requirements  
The relevant analysers, instruments and sensors shall be brought to their 
normal operating condition according to the recommendations of their 
manufacturer. The analysers, instruments and sensors shall be operated 
at their specified temperatures, pressures and flows.  
3.4.2.  General procedure  
The linearity shall be verified for each normal operating range by 
executing the following steps:  
(a) The analyser, flow-measuring instrument or sensor shall be set to zero 
by introducing a zero signal. For gas analysers, purified synthetic air 
or nitrogen shall be introduced to the analyser port via a gas path that 
is as direct and short as possible.  
(b) The analyser, flow-measuring instrument or sensor shall be spanned 
by introducing a span signal. For gas analysers, an appropriate span 
gas shall be introduced to the analyser port via a gas path that is as 
direct and short as possible.  
(c) The zero procedure of (a) shall be repeated.  
(d) The linearity shall be verified by introducing at least 10, approxi ­
mately equally spaced and valid, reference values (including zero). 
The reference values with respect to the concentration of components, 
the exhaust mass flow rate or any other relevant parameter shall be 
chosen to match the range of values expected during the emissions 
test. For measurements of exhaust mass flow, reference points below 
5 % of the maximum calibration value can be excluded from the 
linearity verification.  
(e) For gas analysers, known gas concentrations in accordance with point 
5 shall be introduced to the analyser port. Sufficient time for signal 
stabilisation shall be given.  
▼M3 
(f) The values under evaluation and, if needed, the reference values shall 
be recorded at a constant frequency which is a multiple of 1,0 Hz 
over a period of 30 seconds.  
▼B 
(g) The arithmetic mean values over the 30 seconds period shall be used 
to calculate the least squares linear regression parameters, with the 
best-fit equation having the form:  
y ¼ a 1 x þ a 0 
where:  
y is the actual value of the measurement system  
a 1 is the slope of the regression line  
x is the reference value  
a 0 is the  y intercept of the regression line  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 221  
The standard error of estimate (SEE) of  y on x and the coefficient of 
determination (r  2 ) shall be calculated for each measurement parameter 
and system.  
(h) The linear regression parameters shall meet the requirements specified 
in Table 1.  
3.4.3.  Requirements for linearity verification on a chassis dynamometer  
Non-traceable flow-measuring instruments, sensors or ECU signals that 
cannot directly be calibrated according to traceable standards, shall be 
calibrated on a chassis dynamometer. The procedure shall follow as far 
as applicable, the requirements of Annex 4a to UN/ECE Regulation 
No 83. If necessary, the instrument or sensor to be calibrated shall be 
installed on the test vehicle and operated according to the requirements of 
Appendix 1. The calibration procedure shall follow whenever possible the 
requirements of point 3.4.2; at least 10 appropriate reference values shall 
be selected as to ensure that at least 90 % of the maximum value expected 
to occur during the RDE test is covered.  
If a not directly traceable flow-measuring instrument, sensor or ECU 
signal for determining exhaust flow is to be calibrated, a traceably cali ­
brated reference exhaust mass flow meter or the CVS shall be attached to 
the vehicle’s tailpipe. It shall be ensured that the vehicle exhaust is 
accurately measured by the exhaust mass flow meter according to point 
3.4.3 of Appendix 1. The vehicle shall be operated by applying constant 
throttle at a constant gear selection and chassis dynamometer load.  
4. ANALYSERS FOR MEASURING GASEOUS COMPONENTS  
4.1. Permissible types of analysers  
4.1.1.  Standard analysers  
The gaseous components shall be measured with analysers specified in 
points 1.3.1 to 1.3.5 of Appendix 3, Annex 4A to UN/ECE Regulation 
No 83, 07 series of amendments. If an NDUV analyser measures both 
NO and NO  2 , a NO  2 /NO converter is not required.  
4.1.2.  Alternative analysers  
Any analyser not meeting the design specifications of point 4.1.1 is 
permissible provided that it fulfils the requirements of point 4.2. The 
manufacturer shall ensure that the alternative analyser achieves an 
equivalent or higher measurement performance compared to a standard 
analyser over the range of pollutant concentrations and co-existing gases 
that can be expected from vehicles operated with permissible fuels under 
moderate and extended conditions of valid RDE testing as specified in 
points 5, 6 and 7 of this Annex. Upon request, the manufacturer of the 
analyser shall submit in writing supplemental information, demonstrating 
that the measurement performance of the alternative analyser is 
consistently and reliably in line with the measurement performance of 
standard analysers. Supplemental information shall contain:  
(a) a description of the theoretical basis and the technical components of 
the alternative analyser;  
▼M3 
(b) a demonstration of equivalency with the respective standard analyser 
specified in point 4.1.1 over the expected range of pollutant concen ­
trations and ambient conditions of the type-approval test defined in 
Annex XXI to this Regulation as well as a validation test as described 
in point 3 of Appendix 3 for a vehicle equipped with a spark-ignition 
and compression-ignition engine; the manufacturer of the analyser 
shall demonstrate the significance of equivalency within the 
permissible tolerances given in point 3.3 of Appendix 3.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 222  
(c) a demonstration of equivalency with the respective standard analyser 
specified in point 4.1.1 with respect to the influence of atmospheric 
pressure on the measurement performance of the analyser; the demon ­
stration test shall determine the response to span gas having a concen ­
tration within the analyser range to check the influence of atmos ­
pheric pressure under moderate and extended altitude conditions 
defined in point 5.2 of this Annex. Such a test can be performed 
in an altitude environmental test chamber.  
(d) a demonstration of equivalency with the respective standard analyser 
specified in point 4.1.1 over at least three on-road tests that fulfil the 
requirements of this Annex.  
▼M3 
(e) a demonstration that the influence of vibrations, accelerations and 
ambient temperature on the analyser reading does not exceed the 
noise requirements for analysers set out in point 4.2.4.  
▼B 
Approval authorities may request additional information to substantiate 
equivalency or refuse approval if measurements demonstrate that an alter ­
native analyser is not equivalent to a standard analyser.  
4.2. Analyser specifications  
4.2.1.  General  
In addition to the linearity requirements defined for each analyser in point 
3, the compliance of analyser types with the specifications laid down in 
points 4.2.2 to 4.2.8 shall be demonstrated by the analyser manufacturer. 
Analysers shall have a measuring range and response time appropriate to 
measure with adequate accuracy the concentrations of the exhaust gas 
components at the applicable emissions standard under transient and 
steady state conditions. The sensitivity of the analysers to shocks, 
vibration, aging, variability in temperature and air pressure as well as 
electromagnetic interferences and other impacts related to vehicle and 
analyser operation shall be limited as far as possible.  
4.2.2.  Accuracy  
The accuracy, defined as the deviation of the analyser reading from the 
reference value, shall not exceed 2 % of reading or 0.3 % of full scale, 
whichever is larger.  
4.2.3.  Precision  
The precision, defined as 2.5 times the standard deviation of 10 repetitive 
responses to a given calibration or span gas, shall be no greater than 1 % 
of the full scale concentration for a measurement range equal or above 
155 ppm (or ppmC  1 ) and 2 % of the full scale concentration for a 
measurement range of below 155 ppm (or ppmC  1 ). 
▼M3 
4.2.4.  Noise  
The noise shall not exceed 2 % of full scale. Each of the 10 measurement 
periods shall be interspersed with an interval of 30 seconds in which the 
analyser is exposed to an appropriate span gas. Before each sampling 
period and before each span period, sufficient time shall be given to 
purge the analyser and the sampling lines.  
▼B 
4.2.5.  Zero response drift  
The drift of the zero response, defined as the mean response to a zero gas 
during a time interval of at least 30 seconds, shall comply with the 
specifications given in Table 2.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 223  
4.2.6.  Span response drift  
The drift of the span response, defined as the mean response to a span gas 
during a time interval of at least 30 seconds, shall comply with the 
specifications given in Table 2.  
Table 2  
Permissible zero and span response drift of analysers for measuring gaseous components under laboratory 
conditions  
▼M1 
Pollutant  Absolute Zero response drift  Absolute Span response drift  
CO  2 ≤ 1 000 ppm over 4 h  ≤ 2 % of reading or ≤ 1 000 ppm over 4 h, 
whichever is larger  
CO ≤ 50 ppm over 4 h  ≤ 2 % of reading or ≤ 50 ppm over 4 h, whichever is 
larger  
PN 5 000 particles per cubic centimetre over 
4 h According to manufacturer specifications  
NO  X ≤ 5 ppm over 4 h  ≤ 2 % of reading or 5 ppm over 4 h, whichever is 
larger  
CH  4 ≤ 10 ppm C  1 ≤ 2 % of reading or ≤ 10 ppm C  1 over 4 h, 
whichever is larger  
THC  ≤ 10 ppm C  1 ≤ 2 % of reading or ≤ 10 ppm C  1 over 4 h, 
whichever is larger  
▼B 
4.2.7.  Rise time  
The rise time, defined as the time between the 10 per cent and 90 per cent 
response of the final reading ( t 90 – t 10 ; see point 4.4), shall not exceed 
3 seconds.  
4.2.8.  Gas drying  
Exhaust gases may be measured wet or dry. A gas-drying device, if used, 
shall have a minimal effect on the composition of the measured gases. 
Chemical dryers are not permitted.  
4.3. Additional requirements  
4.3.1.  General  
The provisions in points 4.3.2 to 4.3.5 define additional performance 
requirements for specific analyser types and apply only to cases, in 
which the analyser under consideration is used for RDE emission 
measurements.  
4.3.2.  Efficiency test for NO  X converters  
If a NO  X converter is applied, for example to convert NO  2 into NO for 
analysis with a chemiluminescence analyser, its efficiency shall be tested 
by following the requirements of point 2.4 of Appendix 3 of Annex 4a to 
UN/ECE Regulation No 83, 07 series of amendments. The efficiency of 
the NO  X converter shall be verified no longer than one month before the 
emissions test.  
4.3.3.  Adjustment of the Flame Ionisation Detector (FID)  
(a) Optimization of the detector response  
If hydrocarbons are measured, the FID shall be adjusted at intervals 
specified by the analyser manufacturer by following point 2.3.1 of  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 224  
Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of 
amendments. A propane-in-air or propane-in-nitrogen span gas shall 
be used to optimize the response in the most common operating 
range.  
(b) Hydrocarbon response factors  
If hydrocarbons are measured, the hydrocarbon response factor of the 
FID shall be verified by following the provisions of point 2.3.3 of 
Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of 
amendments, using propane-in-air or propane-in-nitrogen as span 
gases and purified synthetic air or nitrogen as zero gases, respectively.  
(c) Oxygen interference check  
The oxygen interference check shall be performed when introducing a 
FID into service and after major maintenance intervals. A measuring 
range shall be chosen in which the oxygen interference check gases 
fall in the upper 50 per cent. The test shall be conducted with the 
oven temperature set as required. The specifications of the oxygen 
interference check gases are described in point 5.3.  
The following procedure applies:  
(i) The analyser shall be set at zero;  
(ii) The analyser shall be spanned with a 0 per cent oxygen blend 
for positive ignition engines and a 21 per cent oxygen blend for 
compression ignition engines;  
(iii) The zero response shall be rechecked. If it has changed by 
more than 0.5 per cent of full scale, steps (i) and (ii) shall be 
repeated;  
(iv) The 5 per cent and 10 per cent oxygen interference check gases 
shall be introduced;  
(v) The zero response shall be rechecked. If it has changed by 
more than ±1 per cent of full scale, the test shall be repeated;  
(vi) The oxygen interference  E O2 shall be calculated for each 
oxygen interference check gas in step (iv) as follows:  
E O2 ¼ ðc ref;d Ä cÞ 
ðc ref;d Þ Ü 100 
where the analyser response is:  
c ¼ ðc ref;d Ü c FS;b Þ 
c m;b Ü c m;b 
c FS;d 
where:  
c ref,b is the reference HC concentration in step (ii) [ppmC  1 ] ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 225  
c ref,d is the reference HC concentration in step (iv) [ppmC  1 ] 
c FS,b is the full scale HC concentration in step (ii) [ppmC  1 ] 
c FS,d is the full scale HC concentration in step (iv) [ppmC  1 ] 
c m,b is the measured HC concentration in step (ii) [ppmC  1 ] 
c m,d is the measured HC concentration in step (iv) [ppmC  1 ] 
(vii) The oxygen interference  E O2 shall be less than ±1.5 per cent for 
all required oxygen interference check gases.  
(viii) If the oxygen interference  E O2 is higher than ±1.5 per cent, 
corrective action may be taken by incrementally adjusting the 
air flow (above and below the manufacturer's specifications), 
the fuel flow and the sample flow.  
(ix) The oxygen interference check shall be repeated for each new 
setting.  
4.3.4.  Conversion efficiency of the non-methane cutter (NMC)  
If hydrocarbons are analysed, a NMC can be used to remove non- 
methane hydrocarbons from the gas sample by oxidizing all hydrocarbons 
except methane. Ideally, the conversion for methane is 0 per cent and for 
the other hydrocarbons represented by ethane is 100 per cent. For the 
accurate measurement of NMHC, the two efficiencies shall be determined 
and used for the calculation of the NMHC emissions (see point 9.2 of 
Appendix 4). It is not necessary to determine the methane conversion 
efficiency in case the NMC-FID is calibrated according to method (b) 
in point 9.2 of Appendix 4 by passing the methane/air calibration gas 
through the NMC.  
(a) Methane conversion efficiency  
Methane calibration gas shall be flown through the FID with and 
without bypassing the NMC; the two concentrations shall be 
recorded. The methane efficiency shall be determined as:  
E M ¼ 1 Ä c HCðw=NMCÞ 
c HCðw=oNMCÞ 
where:  
c HC(w/NMC)  is the HC concentration with CH  4 flowing through the 
NMC [ppmC  1 ] 
c HC(w/o NMC)  is the HC concentration with CH  4 bypassing the NMC 
[ppmC  1 ] 
(b) Ethane conversion efficiency  
Ethane calibration gas shall be flown through the FID with and 
without bypassing the NMC; the two concentrations shall be 
recorded. The ethane efficiency shall be determined as:  
E E ¼ 1 Ä c HCðw=NMCÞ 
c HCðw=oNMCÞ 
where:  
c HC(w/NMC)  is the HC concentration with C  2 H 6 flowing through 
the NMC [ppmC  1 ] ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 226  
c HC(w/o NMC)  is the HC concentration with C  2 H 6 bypassing the 
NMC [ppmC  1 ] 
4.3.5.  Interference effects  
(a) General  
Other gases than the ones being analysed can affect the analyser 
reading. A check for interference effects and the correct functionality 
of analysers shall be performed by the analyser manufacturer prior to 
market introduction at least once for each type of analyser or device 
addressed in points (b) to (f).  
(b) CO analyser interference check  
Water and CO  2 can interfere with the measurements of the CO 
analyser. Therefore, a CO  2 span gas having a concentration of 80 
to 100 per cent of full scale of the maximum operating range of the 
CO analyser used during the test shall be bubbled through water at 
room temperature and the analyser response recorded. The analyser 
response shall not be more than 2 per cent of the mean CO concen ­
tration expected during normal on-road testing or ± 50 ppm, 
whichever is larger. The interference check for H  2 O and CO  2 may 
be run as separate procedures. If the H  2 O and CO  2 levels used for the 
interference check are higher than the maximum levels expected 
during the test, each observed interference value shall be scaled 
down by multiplying the observed interference with the ratio of the 
maximum expected concentration value during the test and the actual 
concentration value used during this check. Separate interference 
checks with concentrations of H  2 O that are lower than the 
maximum concentration expected during the test may be run and 
the observed H  2 O interference shall be scaled up by multiplying 
the observed interference with the ratio of the maximum H  2 O concen ­
tration value expected during the test and the actual concentration 
value used during this check. The sum of the two scaled interference 
values shall meet the tolerance specified in this point.  
(c) NO  X analyser quench check  
The two gases of concern for CLD and HCLD analysers are CO  2 and 
water vapour. The quench response to these gases is proportional to 
the gas concentrations. A test shall determine the quench at the 
highest concentrations expected during the test. If the CLD and 
HCLD analysers use quench compensation algorithms that utilize 
H 2 O or CO  2 measurement analysers or both, quench shall be 
evaluated with these analysers active and with the compensation 
algorithms applied.  
(i) CO  2 quench check  
A CO  2 span gas having a concentration of 80 to 100 per cent of 
the maximum operating range shall be passed through the NDIR 
analyser; the CO  2 value shall be recorded as A. The CO  2 span 
gas shall then be diluted by approximately 50 per cent with NO 
span gas and passed through the NDIR and CLD or HCLD; the 
CO  2 and NO values shall be recorded as B and C, respectively. 
The CO  2 gas flow shall then be shut off and only the NO span 
gas shall be passed through the CLD or HCLD; the NO value 
shall be recorded as D. The per cent quench shall be calculated 
as: 
E CO2 ¼ Ï 
1 Ä Í C Ü A 
ðD Ü AÞ Ä ðD Ü BÞ Î B 
Ü 100 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 227  
where:  
A is the undiluted CO  2 concentration measured with the NDIR 
[%] 
B is the diluted CO  2 concentration measured with the NDIR 
[%] 
C is the diluted NO concentration measured with the CLD or 
HCLD [ppm]  
D is the undiluted NO concentration measured with the CLD or 
HCLD [ppm]  
Alternative methods of diluting and quantifying of CO  2 and NO 
span gas values such as dynamic mixing/blending are permitted 
upon approval of the approval authority.  
(ii) Water quench check  
This check applies to measurements of wet gas concentrations 
only. The calculation of water quench shall consider dilution of 
the NO span gas with water vapour and the scaling of the water 
vapour concentration in the gas mixture to concentration levels 
that are expected to occur during an emissions test. A NO span 
gas having a concentration of 80 per cent to 100 per cent of full 
scale of the normal operating range shall be passed through the 
CLD or HCLD; the NO value shall be recorded as  D. The NO 
span gas shall then be bubbled through water at room 
temperature and passed through the CLD or HCLD; the NO 
value shall be recorded as  C. The analyser's absolute operating 
pressure and the water temperature shall be determined and 
recorded as E and F, respectively. The mixture's saturation 
vapour pressure that corresponds to the water temperature of 
the bubbler  F shall be determined and recorded as  G. The 
water vapour concentration  H [%] of the gas mixture shall be 
calculated as:  
▼C2 
H ¼ G 
E Ü 100 
▼B 
The expected concentration of the diluted NO-water vapour span 
gas shall be recorded as  D e after being calculated as:  
D e ¼ D Ü Ê 
1 Ä H 
100 Ì 
For diesel exhaust, the maximum concentration of water vapour 
in the exhaust gas (in per cent) expected during the test shall be 
recorded as  H m after being estimated, under the assumption of a 
fuel H/C ratio of 1.8/1, from the maximum CO  2 concentration in 
the exhaust gas A as follows:  
H m ¼ 0,9 Ü A 
The per cent water quench shall be calculated as:  
E H2O ¼ Í Ê D e Ä C 
D e Ì 
Ü Ê H m 
H Ì Î 
Ü 100 
where:  
D e is the expected diluted NO concentration [ppm]  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 228  
C is the measured diluted NO concentration [ppm]  
H m is the maximum water vapour concentration [%]  
H is the actual water vapour concentration [%]  
(iii) Maximum allowable quench  
The combined CO  2 and water quench shall not exceed 2 per cent 
of full scale.  
(d) Quench check for NDUV analysers  
Hydrocarbons and water can positively interfere with NDUV 
analysers by causing a response similar to that of NO  X . The manu ­
facturer of the NDUV analyser shall use the following procedure to 
verify that quench effects are limited:  
(i) The analyser and chiller shall be set up by following the 
operating instructions of the manufacturer; adjustments 
should be made as to optimise the analyser and chiller 
performance.  
(ii) A zero calibration and span calibration at concentration values 
expected during emissions testing shall be performed for the 
analyser.  
(iii) A NO  2 calibration gas shall be selected that matches as far as 
possible the maximum NO  2 concentration expected during 
emissions testing.  
(iv) The NO  2 calibration gas shall overflow at the gas sampling 
system's probe until the NO  X response of the analyser has 
stabilised.  
(v) The mean concentration of the stabilized NO  X recordings over 
a period of 30 s shall be calculated and recorded as NO  X,ref . 
(vi) The flow of the NO  2 calibration gas shall be stopped and the 
sampling system saturated by overflowing with a dew point 
generator's output, set at a dew point of 50 °C. The dew point 
generator's output shall be sampled through the sampling 
system and chiller for at least 10 minutes until the chiller is 
expected to be removing a constant rate of water.  
(vii) Upon completion of (iv), the sampling system shall again be 
overflown by the NO  2 calibration gas used to establish NO  X,ref 
until the total NO  X response has stabilized.  
(viii) The mean concentration of the stabilized NO  X recordings over 
a period of 30 s shall be calculated and recorded as NO  X,m . 
(ix) NO  X,m shall be corrected to NO  X,dry based upon the residual 
water vapour that passed through the chiller at the chiller's 
outlet temperature and pressure.  
The calculated NO  X,dry shall at least amount to 95 % of NO  X,ref . ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 229  
(e) Sample dryer  
A sample dryer removes water, which can otherwise interfere with 
the NO  X measurement. For dry CLD analysers, it shall be demon ­
strated that at the highest expected water vapour concentration  H m 
the sample dryer maintains the CLD humidity at ≤ 5 g water/kg dry 
air (or about 0.8 per cent H  2 O), which is 100 per cent relative 
humidity at 3.9 °C and 101.3 kPa or about 25 per cent relative 
humidity at 25 °C and 101.3 kPa. Compliance may be demonstrated 
by measuring the temperature at the outlet of a thermal sample dryer 
or by measuring the humidity at a point just upstream of the CLD. 
The humidity of the CLD exhaust might also be measured as long as 
the only flow into the CLD is the flow from the sample dryer.  
(f) Sample dryer NO  2 penetration  
Liquid water remaining in an improperly designed sample dryer can 
remove NO  2 from the sample. If a sample dryer is used in 
combination with a NDUV analyser without an NO  2 /NO converter 
upstream, water could therefore remove NO  2 from the sample prior 
to the NO  X measurement. The sample dryer shall allow for 
measuring at least 95 per cent of the NO  2 contained in a gas that 
is saturated with water vapour and consists of the maximum NO  2 
concentration expected to occur during emission testing.  
4.4. Response time check of the analytical system  
For the response time check, the settings of the analytical system shall be 
exactly the same as during the emissions test (i.e. pressure, flow rates, 
filter settings in the analysers and all other parameters influencing the 
response time). The response time shall be determined with gas switching 
directly at the inlet of the sample probe. The gas switching shall be done 
in less than 0.1 second. The gases used for the test shall cause a concen ­
tration change of at least 60 per cent full scale of the analyser.  
The concentration trace of each single gas component shall be recorded. 
The delay time is defined as the time from the gas switching ( t 0 ) until the 
response is 10 per cent of the final reading ( t 10 ). The rise time is defined 
as the time between 10 per cent and 90 per cent response of the final 
reading ( t 90 – t 10 ). The system response time ( t 90 ) consists of the delay 
time to the measuring detector and the rise time of the detector.  
For time alignment of the analyser and exhaust flow signals, the trans ­
formation time is defined as the time from the change ( t 0 ) until the 
response is 50 per cent of the final reading ( t 50 ). 
The system response time shall be ≤ 12 s with a rise time of ≤ 3 seconds 
for all components and all ranges used. When using a NMC for the 
measurement of NMHC, the system response time may exceed 12 
seconds.  
5. GASES  
▼M3 
5.1. Calibration and span gases for RDE tests  
5.1.1.  General  
The shelf life of calibration and span gases shall be respected. Pure as 
well as mixed calibration and span gases shall fulfil the specifications of 
Sub-Annex 5 of Annex XXI to this Regulation.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 230  
5.1.2.  NO  2 calibration gas  
In addition, NO  2 calibration gas is permissible. The concentration of the 
NO  2 calibration gas shall be within two per cent of the declared concen ­
tration value. The amount of NO contained in the NO  2 calibration gas 
shall not exceed 5 per cent of the NO  2 content.  
5.1.3.  Multicomponent mixtures  
Only multicomponent mixtures which fulfil the requirements of point 
5.1.1. shall be used. These mixtures may contain two or more of the 
components. Multicomponent mixtures containing both NO and NO  2 
are exempted of the NO  2 impurity requirement set out in points 5.1.1 
and 5.1.2.  
▼B 
5.2. Gas dividers  
Gas dividers, i.e., precision blending devices that dilute with purified N  2 
or synthetic air, can be used to obtain calibration and span gases. The 
accuracy of the gas divider shall be such that the concentration of the 
blended calibration gases is accurate to within ± 2 per cent. The verifi ­
cation shall be performed at between 15 and 50 per cent of full scale for 
each calibration incorporating a gas divider. An additional verification 
may be performed using another calibration gas, if the first verification 
has failed.  
Optionally, the gas divider may be checked with an instrument which by 
nature is linear, e.g. using NO gas in combination with a CLD. The span 
value of the instrument shall be adjusted with the span gas directly 
connected to the instrument. The gas divider shall be checked at the 
settings typically used and the nominal value shall be compared with 
the concentration measured by the instrument. The difference shall in 
each point be within ±1 per cent of the nominal concentration value.  
5.3. Oxygen interference check gases  
Oxygen interference check gases consist of a blend of propane, oxygen 
and nitrogen and shall contain propane at a concentration of 350 ± 75 
ppmC  1 . The concentration shall be determined by gravimetric methods, 
dynamic blending or the chromatographic analysis of total hydrocarbons 
plus impurities. The oxygen concentrations of the oxygen interference 
check gases shall meet the requirements listed in Table 3; the 
remainder of the oxygen interference check gas shall consist of purified 
nitrogen.  
Table 3  
Oxygen interference check gases  
Engine type  
Compression ignition  Positive ignition  
O 2 concentration  21 ± 1 %  10 ± 1 %  
10 ± 1 %  5 ± 1 %  
5 ± 1 %  0,5 ± 0,5 %  
▼M1 
6. ANALYSERS FOR MEASURING (SOLID) PARTICLE EMISSIONS  
▼B 
This sections will define future requirement for analysers for measuring 
particle number emissions, once their measurement becomes mandatory.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 231  
6.1. General  
The PN analyser shall consist of a pre-conditioning unit and a particle 
detector that counts with 50 % efficiency from approximately 23 nm. It is 
permissible that the particle detector also pre-conditions the aerosol. The 
sensitivity of the analysers to shocks, vibration, aging, variability in 
temperature and air pressure as well as electromagnetic interferences 
and other impacts related to vehicle and analyser operation shall be 
limited as far as possible and shall be clearly stated by the equipment 
manufacturer in its support material. The PN analyser shall only be used 
within its manufacturer’s declared parameters of operation.  
Figure 1  
Example of a PN analyser setup: Dotted lines depict optional parts. 
EFM = Exhaust mass Flow Meter, d = inner diameter, PND = 
Particle Number Diluter.
  
The PN analyser shall be connected to the sampling point via a sampling 
probe which extracts a sample from the centreline of the tailpipe tube. As 
specified in point 3.5 of Appendix 1, if particles are not diluted at the 
tailpipe, the sampling line shall be heated to a minimum temperature of 
373 K (100 °C) until the point of first dilution of the PN analyser or the 
particle detector of the analyser. The residence time in the sampling line 
shall be less than 3 s.  
All parts in contact with the sampled exhaust gas shall be always kept at 
a temperature that avoids condensation of any compound in the device. 
This can be achieved, e.g. by heating at a higher temperature and diluting 
the sample or oxidizing the (semi)volatile species.  
The PN analyser shall include a heated section at wall temperature ≥ 573 
K. The unit shall control the heated stages to constant nominal operating 
temperatures, within a tolerance of ± 10 K and provide an indication of 
whether or not heated stages are at their correct operating temperatures. 
Lower temperatures are acceptable as long as the volatile particle removal 
efficiency fulfils the specifications of 6.4.  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 232  
Pressure, temperature and other sensors shall monitor the proper operation 
of the instrument during operation and trigger a warning or message in 
case of malfunction.  
The delay time of the PN analyser shall be ≤ 5 s. 
The PN analyser (and/or particle detector) shall have a rise time of ≤ 3,5 s.  
Particle concentration measurements shall be reported normalised to 273 K 
and 101,3 kPa. If necessary, the pressure and/or temperature at the inlet of 
the detector shall be measured and reported for the purposes of normalizing 
the particle concentration.  
PN systems that comply with the calibration requirements of the UNECE 
Regulations 83 or 49 or GTR 15 automatically comply with the cali ­
bration requirements of this Annex.  
6.2. Efficiency requirements  
The complete PN analyser system including the sampling line shall fulfil 
the efficiency requirements of Table 3a.  
Table 3a  
PN analyser (including the sampling line) system efficiency requirements  
d p [nm]  Sub-23  23  30  50  70  100  200  
E(d  p ) PN analyser  To be 
determined  0,2 – 0,6  0,3 – 1,2  0,6 – 1,3  0,7 – 1,3  0,7 – 1,3  0,5 – 2,0  
Efficiency E(d  p ) is defined as the ratio in the readings of the PN analyser 
system to a reference Condensation Particle Counter (CPC)’s (d  50 % = 
10 nm or lower, checked for linearity and calibrated with an electrometer) 
or an Electrometer’s number concentration measuring in parallel mono ­
disperse aerosol of mobility diameter d  p and normalized at the same 
temperature and pressure conditions.  
The efficiency requirements will need to be adapted, in order to make 
sure that the efficiency of the PN analysers remains consistent with the 
margin PN. The material should be thermally stable soot-like (e.g. spark 
discharged graphite or diffusion flame soot with thermal pre-treatment). If 
the efficiency curve is measured with a different aerosol (e.g. NaCl), the 
correlation to the soot-like curve must be provided as a chart, which 
compares the efficiencies obtained using both test aerosols. The 
differences in the counting efficiencies have to be taken into account 
by adjusting the measured efficiencies based on the provided chart to 
give soot-like aerosol efficiencies. The correction for multiply charged 
particles should be applied and documented but shall not exceed 10 %. 
These efficiencies refer to the PN analysers with the sampling line. The 
PN analyser can also be calibrated in parts (i.e. the pre-conditioning unit 
separately from the particle detector) as long as it is proven that PN 
analyser and the sampling line together fulfil the requirements of Table 
3a. The measured signal from the detector shall be > 2 times the limit of 
detection (here defined as the zero level plus 3 standard deviations).  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 233  
6.3. Linearity requirements  
The PN analyser including the sampling line shall fulfil the linearity 
requirements of point 3.2 in Appendix 2 using monodisperse or poly ­
disperse soot-like particles. The particle size (mobility diameter or count 
median diameter) should be larger than 45 nm. The reference instrument 
shall be an Electrometer or a Condensation Particle Counter (CPC) with 
d 50 = 10 nm or lower, verified for linearity. Alternatively, a particle 
number system compliant with UNECE Regulation 83.  
In addition the differences of the PN analyser from the reference 
instrument at all points checked (except the zero point) shall be within 
15 % of their mean value. At least 5 points equally distributed (plus the 
zero) shall be checked. The maximum checked concentration shall be the 
maximum allowed concentration of the PN analyser.  
If the PN analyser is calibrated in parts, then the linearity can be checked 
only for the PN detector, but the efficiencies of the rest parts and the 
sampling line have to be considered in the slope calculation.  
6.4. Volatile removal efficiency  
The system shall achieve > 99 % removal of ≥ 30 nm tetracontane 
(CH  3 (CH  2 ) 38 CH  3 ) particles with an inlet concentration of ≥ 10 000 
particles per cubic-centimetre at the minimum dilution.  
The system shall also achieve a > 99 % removal efficiency of poly ­
disperse alcane (decane or higher) or emery oil with count median 
diameter > 50 nm and mass > 1 mg/m  3 . 
The volatile removal efficiency with tetracontane and/or polydisperse 
alcane or oil have to be proven only once for the instrument family. 
The instrument manufacturer though has to provide the maintenance or 
replacement interval that ensures that the removal efficiency does not 
drop below the technical requirements. If such information is not 
provided, the volatile removal efficiency has to be checked yearly for 
each instrument.  
▼B 
7. INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW  
7.1. General  
Instruments, sensors or signals for measuring the exhaust mass flow rate 
shall have a measuring range and response time appropriate for the 
accuracy required to measure the exhaust mass flow rate under 
transient and steady state conditions. The sensitivity of instruments, 
sensors and signals to shocks, vibration, aging, variability in temperature, 
ambient air pressure, electromagnetic interferences and other impacts 
related to vehicle and instrument operation shall be on a level as to 
minimize additional errors.  
7.2. Instrument specifications  
The exhaust mass flow rate shall be determined by a direct measurement 
method applied in either of the following instruments:  
(a) Pitot-based flow devices;  
(b) Pressure differential devices like flow nozzle (details see ISO 5167);  
(c) Ultrasonic flow meter;  
(d) Vortex flow meter.  ▼M1
 02017R1151 — EN — 01.01.2019 — 002.006 — 234  
Each individual exhaust mass flow meter shall fulfil the linearity 
requirements set out in point 3. Furthermore, the instrument manufacturer 
shall demonstrate the compliance of each type of exhaust mass flow meter 
with the specifications in points 7.2.3 to 7.2.9.  
It is permissible to calculate the exhaust mass flow rate based on air flow 
and fuel flow measurements obtained from traceably calibrated sensors if 
these fulfil the linearity requirements of point 3, the accuracy 
requirements of point 8 and if the resulting exhaust mass flow rate is 
validated according to point 4 of Appendix 3.  
In addition, other methods that determine the exhaust mass flow rate 
based on not directly traceable instruments and signals, such as simplified 
exhaust mass flow meters or ECU signals are permissible if the resulting 
exhaust mass flow rate fulfils the linearity requirements of point 3 and is 
validated according to point 4 of Appendix 3.  
7.2.1.  Calibration and verification standards  
The measurement performance of exhaust mass flow meters shall be 
verified with air or exhaust gas against a traceable standard such as, 
e.g. a calibrated exhaust mass flow meter or a full flow dilution tunnel.  
7.2.2.  Frequency of verification  
The compliance of exhaust mass flow meters with points 7.2.3 and 7.2.9 
shall be verified no longer than one year before the actual test.  
▼M3 
7.2.3.  Accuracy  
The accuracy of the EFM, defined as the deviation of the EFM reading 
from the reference flow value, shall not exceed ± 3 percent of the reading, 
0,5 % of full scale or ± 1,0 per cent of the maximum flow at which the 
EFM has been calibrated, whichever is larger.  
▼B 
7.2.4.  Precision  
The precision, defined as 2,5 times the standard deviation of 10 repetitive 
responses to a given nominal flow, approximately in the middle of the 
calibration range, shall not exceed 1 per cent of the maximum flow at 
which the EFM has been calibrated.  
▼M3 
7.2.5.  Noise  
The noise shall not exceed 2 per cent of the maximum calibrated flow 
value. Each of the 10 measurement periods shall be interspersed with an 
interval of 30 seconds in which the EFM is exposed to the maximum 
calibrated flow.  
▼B 
7.2.6.  Zero response drift  
The zero response drift is defined as the mean response to zero flow 
during a time interval of at least 30 seconds. The zero response drift 
can be verified based on the reported primary signals, e.g., pressure. 
The drift of the primary signals over a period of 4 hours shall be less 
than ±2 per cent of the maximum value of the primary signal recorded at 
the flow at which the EFM was calibrated.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 235  
7.2.7.  Span response drift  
The span response drift is defined as the mean response to a span flow 
during a time interval of at least 30 seconds. The span response drift can 
be verified based on the reported primary signals, e.g., pressure. The drift 
of the primary signals over a period of 4 hours shall be less than ± 2 per 
cent of the maximum value of the primary signal recorded at the flow at 
which the EFM was calibrated.  
7.2.8.  Rise time  
The rise time of the exhaust flow instruments and methods should match 
as far as possible the rise time of the gas analysers as specified in 
point 4.2.7 but shall not exceed 1 second.  
7.2.9.  Response time check  
The response time of exhaust mass flow meters shall be determined by 
applying similar parameters as those applied for the emissions test (i.e., 
pressure, flow rates, filter settings and all other response time influences). 
The response time determination shall be done with gas switching directly 
at the inlet of the exhaust mass flow meter. The gas flow switching shall 
be done as fast as possible, but highly recommended in less than 0,1 
second. The gas flow rate used for the test shall cause a flow rate change 
of at least 60 per cent full scale of the exhaust mass flow meter. The gas 
flow shall be recorded. The delay time is defined as the time from the gas 
flow switching ( t 0 ) until the response is 10 per cent ( t 10 ) of the final 
reading. The rise time is defined as the time between 10 per cent and 
90 per cent response ( t 90 – t 10 ) of the final reading. The response time 
(t 90 ) is defined as the sum of the delay time and the rise time. The 
exhaust mass flow meter response time ( t 90 ) shall be ≤ 3 seconds with 
a rise time ( t 90 – t 10 ) of ≤ 1 second in accordance with point 7.2.8.  
8. SENSORS AND AUXILIARY EQUIPMENT  
Any sensor and auxiliary equipment used to determine, e.g., temperature, 
atmospheric pressure, ambient humidity, vehicle speed, fuel flow or 
intake air flow shall not alter or unduly affect the performance of the 
vehicle’s engine and exhaust after-treatment system. The accuracy of 
sensors and auxiliary equipment shall fulfil the requirements of Table 
4. Compliance with the requirements of Table 4 shall be demonstrated 
at intervals specified by the instrument manufacturer, as required by 
internal audit procedures or in accordance with ISO 9000.  
Table 4  
Accuracy requirements for measurement parameters  
Measurement parameter  Accuracy  
Fuel flow (  1 ) ± 1 % of reading (  3 ) 
Air flow (  1 ) ± 2 % of reading  
Vehicle speed (  2 ) ± 1,0 km/h absolute  
Temperatures ≤600 K  ± 2 K absolute  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 236  
Measurement parameter  Accuracy  
Temperatures >600 K  ± 0,4 % of reading in Kelvin  
Ambient pressure  ± 0,2 kPa absolute  
Relative humidity  ± 5 % absolute  
Absolute humidity  ± 10 % of reading or, 1 gH  2 O/kg dry 
air, whichever is larger  
( 1 ) optional to determine exhaust mass flow 
( 2 ) This requirement applies to the speed sensor only; if vehicle speed is used to 
determine parameters like acceleration, the product of speed and positive accel ­ 
eration, or RPA, the speed signal shall have an accuracy of 0,1 % above 3 km/h 
and a sampling frequency of 1 Hz. This accuracy requirement can be met by 
using the signal of a wheel rotational speed sensor. 
( 3 ) The accuracy shall be 0,02 per cent of reading if used to calculate the air and 
exhaust mass flow rate from the fuel flow according to point 10 of Appendix 4.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 237  
Appendix 3  
Validation of PEMS and non-traceable exhaust mass flow rate  
1. INTRODUCTION  
This appendix describes the requirements to validate under transient 
conditions the functionality of the installed PEMS as well as the 
correctness of the exhaust mass flow rate obtained from non-traceable 
exhaust mass flow meters or calculated from ECU signals.  
2. SYMBOLS, PARAMETERS AND UNITS  
% — per cent  
#/km — number per kilometre  
a 0 — y intercept of the regression line  
a 1 — slope of the regression line  
g/km — gramme per kilometre  
Hz — hertz  
km — kilometre  
m — metre  
mg/km — milligramme per kilometre  
r 2 — coefficient of determination  
x — actual value of the reference signal  
y — actual value of the signal under validation  
3. VALIDATION PROCEDURE FOR PEMS  
3.1. Frequency of PEMS validation  
It is recommended to validate the installed PEMS once for each 
PEMS-vehicle combination either before the RDE test or, alternatively, 
after the completion of the test.  
3.2. PEMS validation procedure  
3.2.1.  PEMS installation  
The PEMS shall be installed and prepared according to the requirements 
of Appendix 1. The PEMS installation shall be kept unchanged in the 
time period between the validation and the RDE test.  
▼M3 
3.2.2.  Test conditions  
The validation test shall be conducted on a chassis dynamometer, as far 
as possible, under type approval conditions by following the requirements 
of Annex XXI to this Regulation. It is recommended to feed the exhaust 
flow extracted by the PEMS during the validation test back to the CVS. If 
this is not feasible, the CVS results shall be corrected for the extracted 
exhaust mass. If the exhaust mass flow rate is validated with an exhaust 
mass flow meter, it is recommended to cross-check the mass flow rate 
measurements with data obtained from a sensor or the ECU.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 238  
3.2.3.  Data analysis  
The total distance-specific emissions [g/km] measured with laboratory 
equipment shall be calculated in accordance to Sub-Annex 7 of Annex 
XXI. The emissions as measured with the PEMS shall be calculated in 
accordance with point 9 of Appendix 4, summed to give the total mass of 
pollutant emissions [g] and then divided by the test distance [km] as 
obtained from the chassis dynamometer. The total distance-specific 
mass of pollutants [g/km], as determined by the PEMS and the 
reference laboratory system, shall be evaluated against the requirements 
specified in point 3.3. For the validation of NOX emission measurements, 
humidity correction shall be applied in accordance with Sub-Annex 7 of 
Annex XXI to this Regulation.  
▼B 
3.3. Permissible tolerances for PEMS validation  
The PEMS validation results shall fulfil the requirements given in Table 
1. If any permissible tolerance is not met, corrective action shall be taken 
and the PEMS validation shall be repeated.  
▼M1 
Table 1  
Permissible tolerances  
Parameter [Unit]  Permissible absolute tolerance  
Distance [km] (  1 ) 250 m of the laboratory reference  
THC (  2 ) [mg/km]  15 mg/km or 15 % of the laboratory 
reference, whichever is larger  
CH  4 ( 2 ) [mg/km]  15 mg/km or 15 % of the laboratory 
reference, whichever is larger  
NMHC (  2 ) [mg/km]  20 mg/km or 20 % of the laboratory 
reference, whichever is larger  
PN (  2 ) [#/km]  1•10  11 p/km or 50 % of the laboratory refer ­
ence (  3 ) whichever is larger  
CO (  2 ) [mg/km]  150 mg/km or 15 % of the laboratory 
reference, whichever is larger  
CO  2 [g/km]  10 g/km or 10 % of the laboratory reference, 
whichever is larger  
NO  x ( 2 ) [mg/km]  15 mg/km or 15 % of the laboratory 
reference, whichever is larger  
( 1 ) only applicable if vehicle speed is determined by the ECU; to meet the 
permissible tolerance it is permitted to adjust the ECU vehicle speed 
measurements based on the outcome of the validation test 
( 2 ) parameter only mandatory if measurement required by point 2.1 of this Annex. 
( 3 ) PMP system.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 239  
4. VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW 
RATE DETERMINED BY NON-TRACEABLE INSTRUMENTS AND 
SENSORS  
▼M3 
4.1. Frequency of validation  
In addition to fulfilling the linearity requirements of point 3 of Appendix 
2 under steady-state conditions, the linearity of non-traceable exhaust 
mass flow meters or the exhaust mass flow rate calculated from non- 
traceable sensors or ECU signals shall be validated under transient 
conditions for each test vehicle against a calibrated exhaust mass flow 
meter or the CVS.  
4.2. Validation procedure  
The validation shall be conducted on a chassis dynamometer under type 
approval conditions, as far as applicable. As reference, a traceably cali ­
brated flow meter shall be used. The ambient temperature can be any 
within the range specified in point 5.2. of this Annex. The installation of 
the exhaust mass flow meter and the execution of the test shall fulfil the 
requirement of point 3.4.3 of Appendix 1 to this Annex.  
▼B 
4.3. Requirements  
The linearity requirements given in Table 2 shall be fulfilled. If any 
permissible tolerance is not met, corrective action shall be taken and 
the validation shall be repeated.  
Table 2  
Linearity requirements of calculated and measured exhaust mass flow  
Measurement parameter/system  a  0 Slope a  1 Standard error 
SEE Coefficient 
of determination 
r 2 
Exhaust mass flow  0,0 ± 3,0 kg/h  1,00 ± 0,075  ≤10 % max  ≥ 0,90  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 240  
Appendix 4  
Determination of emissions  
▼M3 
1. INTRODUCTION  
This Appendix describes the procedure to determine the instantaneous 
mass and particle number emissions [g/s; #/s] that shall be used for the 
subsequent evaluation of an RDE trip and the calculation of the final 
emission result as described in Appendix 6.  
▼B 
2. SYMBOLS, PARAMETERS AND UNITS  
% — per cent  
< — smaller than  
#/s — number per second  
α — molar hydrogen ratio (H/C)  
β — molar carbon ratio (C/C)  
γ — molar sulphur ratio (S/C)  
δ — molar nitrogen ratio (N/C)  
Δt t,i — transformation time t of the analyser [s]  
Δt t,m — transformation time t of the exhaust mass flow meter [s]  
ε — molar oxygen ratio (O/C)  
ρ e — density of the exhaust  
ρ gas — density of the exhaust component ‘gas’  
λ — excess air ratio  
λ i — instantaneous excess air ratio  
A/F  st — stoichiometric air-to-fuel ratio [kg/kg]  
°C — degrees centigrade  
c CH4 — concentration of methane  
c CO — dry CO concentration [%]  
c CO2 — dry CO  2 concentration [%]  
c dry — dry concentration of a pollutant in ppm or per cent 
volume  
c gas,i — instantaneous concentration of the exhaust component 
‘gas’ [ppm]  
c HCw — wet HC concentration [ppm]  
c HC(w/NMC)  — HC concentration with CH  4 or C  2 H 6 flowing through 
the NMC [ppmC  1 ] ▼B
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c HC(w/oNMC)  — HC concentration with CH  4 or C  2 H 6 bypassing the 
NMC [ppmC  1 ] 
c i,c — time-corrected concentration of component  i [ppm]  
c i,r — concentration of component  i [ppm] in the exhaust  
c NMHC  — concentration of non-methane hydrocarbons  
c wet — wet concentration of a pollutant in ppm or per cent 
volume  
E E — ethane efficiency  
E M — methane efficiency  
g — gramme  
g/s — gramme per second  
H a — intake air humidity [g water per kg dry air]  
i — number of the measurement  
kg — kilogramme  
kg/h — kilogramme per hour  
kg/s — kilogramme per second  
k w — dry-wet correction factor  
m — metre  
m gas,i — mass of the exhaust component ‘gas’ [g/s]  
q maw,i — instantaneous intake air mass flow rate [kg/s]  
q m,c — time-corrected exhaust mass flow rate [kg/s]  
q mew,i — instantaneous exhaust mass flow rate [kg/s]  
q mf,i — instantaneous fuel mass flow rate [kg/s]  
q m,r — raw exhaust mass flow rate [kg/s]  
r — cross-correlation coefficient  
r 2 — coefficient of determination  
r h — hydrocarbon response factor  
rpm — revolutions per minute  
s — second  
u gas — u value of the exhaust component ‘gas’  ▼B
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3. TIME CORRECTION OF PARAMETERS  
For the correct calculation of distance-specific emissions, the recorded 
traces of component concentrations, exhaust mass flow rate, vehicle 
speed, and other vehicle data shall be time corrected. To facilitate the 
time correction, data which are subject to time alignment shall be 
recorded either in a single data recording device or with a synchronised 
timestamp following point 5.1 of Appendix 1. The time correction and 
alignment of parameters shall be carried out by following the sequence 
described in points 3.1 to 3.3.  
3.1. Time correction of component concentrations  
The recorded traces of all component concentrations shall be time 
corrected by reverse shifting according to the transformation times of 
the respective analysers. The transformation time of analysers shall be 
determined according to point 4.4 of Appendix 2:  
c i;c ðt Ä Δt t;i Þ ¼ c i;r ðtÞ 
where:  
c i,c is the time-corrected concentration of component i as function of 
time t 
c i,r is the raw concentration of component i as function of time  t 
Δt t,i is the transformation time t of the analyser measuring component i  
3.2. Time correction of exhaust mass flow rate  
▼M3 
The exhaust mass flow rate measured with an exhaust flow meter shall be 
time corrected by reverse shifting according to the transformation time of 
the exhaust mass flow meter. The transformation time of the mass flow 
meter shall be determined according to point 4.4. of Appendix 2:  
▼B 
q m;c ðt Ä Δt t;m Þ ¼ q m;r ðtÞ 
where:  
q m,c is the time-corrected exhaust mass flow rate as function of time  t 
q m,r is the raw exhaust mass flow rate as function of time  t 
Δt t,m is the transformation time t of the exhaust mass flow meter  
In case the exhaust mass flow rate is determined by ECU data or a sensor, 
an additional transformation time shall be considered and obtained by 
cross-correlation between the calculated exhaust mass flow rate and the 
exhaust mass flow rate measured following point 4 of Appendix 3.  
3.3. Time alignment of vehicle data  
Other data obtained from a sensor or the ECU shall be time-aligned by 
cross-correlation with suitable emission data (e.g., component concen ­
trations).  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 243  
3.3.1.  Vehicle speed from different sources  
To time align vehicle speed with the exhaust mass flow rate, it is first 
necessary to establish one valid speed trace. In case vehicle speed is 
obtained from multiple sources (e.g., the GPS, a sensor or the ECU), 
the speed values shall be time aligned by cross-correlation.  
3.3.2.  Vehicle speed with exhaust mass flow rate  
Vehicle speed shall be time aligned with the exhaust mass flow rate by 
cross-correlation between the exhaust mass flow rate and the product of 
vehicle speed and positive acceleration.  
3.3.3.  Further signals  
The time alignment of signals whose values change slowly and within a 
small value range, e.g. ambient temperature, can be omitted.  
▼M3 
4. COLD START  
Cold start for the purposes of RDE is the period from the test start until 
the point when the vehicle has run for 5 minutes. If the coolant 
temperature is determined, the cold start period ends once the coolant 
is at least 70 °C for the first time but no later than 5 minutes after test 
start. 
▼M1 
5. EMISSION MEASUREMENTS DURING STOP OF THE 
COMBUSTION ENGINE  
Any instantaneous emissions or exhaust flow measurements obtained 
while the combustion engine is deactivated shall be recorded. In a 
separate step, the recorded values shall afterward be set to zero by the 
data post processing. The combustion engine shall be considered as deac ­
tivated if two of the following criteria apply: the recorded engine speed is 
< 50 rpm; the exhaust mass flow rate is measured at < 3 kg/h; the 
measured exhaust mass flow rate drops to < 15 % of the typical 
steady-state exhaust mass flow rate at idling.  
▼B 
6. CONSISTENCY CHECK OF VEHICLE ALTITUDE  
In case well-reasoned doubts exist that a trip has been conducted above of 
the permissible altitude as specified in point 5.2 of this Annex and in case 
altitude has only been measured with a GPS, the GPS altitude data shall 
be checked for consistency and, if necessary, corrected. The consistency 
of data shall be checked by comparing the latitude, longitude and altitude 
data obtained from the GPS with the altitude indicated by a digital terrain 
model or a topographic map of suitable scale. Measurements that deviate 
by more than 40 m from the altitude depicted in the topographic map 
shall be manually corrected and marked.  
7. CONSISTENCY CHECK OF GPS VEHICLE SPEED  
The vehicle speed as determined by the GPS shall be checked for 
consistency by calculating and comparing the total trip distance with 
reference measurements obtained from either a sensor, the validated 
ECU or, alternatively, from a digital road network or topographic map. 
It is mandatory to correct GPS data for obvious errors, e.g., by applying a 
dead reckoning sensor, prior to the consistency check. The original and 
uncorrected data file shall be retained and any corrected data shall be 
marked. The corrected data shall not exceed an uninterrupted time period 
of 120 s or a total of 300 s. The total trip distance as calculated from the  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 244  
corrected GPS data shall deviate by no more than 4 % from the reference. 
If the GPS data do not meet these requirements and no other reliable 
speed source is available, the test results shall be voided.  
8. CORRECTION OF EMISSIONS  
8.1. Dry-wet correction  
If the emissions are measured on a dry basis, the measured concentrations 
shall be converted to a wet basis as:  
where:  
c wet ¼ k w Ü c dry 
c wet is the wet concentration of a pollutant in ppm or per cent volume  
c dry is the dry concentration of a pollutant in ppm or per cent volume  
k w is the dry-wet correction factor  
The following equation shall be used to calculate  k w : 
k w ¼ Í 1 
1 þ α Ü 0,005 Ü ðc co 2 þ c co Þ Ä k w1 Î 
Ü 1,008  
where:  
k w1 ¼ 1,608 Ü H a 
1 000 þ ð1,608 Ü H a Þ 
where:  
H a is the intake air humidity [g water per kg dry air]  
c CO2 is the dry CO  2 concentration [%]  
c CO is the dry CO concentration [%]  
α is the molar hydrogen ratio  
8.2. Correction of NO  x for ambient humidity and temperature  
NO  x emissions shall not be corrected for ambient temperature and 
humidity.  
▼M3 
8.3. Correction of negative emission results  
Negative intermediate results shall not be corrected. Negative final results 
shall be set to zero.  
8.4. Correction for extended conditions  
The second-by second emissions calculated in accordance with this 
Appendix may be divided by a value of 1,6 solely for the cases laid 
down in points 9.5 and 9.6.  
The corrective factor of 1,6 shall be applied only once. The corrective 
factor of 1,6 applies to pollutant emissions but not to CO  2 . 
▼B 
9. DETERMINATION OF THE INSTANTANEOUS GASEOUS 
EXHAUST COMPONENTS  
9.1. Introduction  
The components in the raw exhaust shall be measured with the 
measurement and sampling analysers described in Appendix 2. The raw 
concentrations of relevant components shall be measured in accordance 
with Appendix 1. The data shall be time corrected and aligned in 
accordance with point 3.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 245  
9.2. Calculating NMHC and CH  4 concentrations  
For methane measurement using a NMC-FID, the calculation of NMHC 
depends on the calibration gas/method used for the zero/span calibration 
adjustment. When a FID is used for THC measurement without a NMC, 
it shall be calibrated with propane/air or propane/N  2 in the normal 
manner. For the calibration of the FID in series with a NMC, the 
following methods are permitted:  
(a) the calibration gas consisting of propane/air bypasses the NMC;  
(b) the calibration gas consisting of methane/air passes through the NMC.  
It is strongly recommended to calibrate the methane FID with methane/air 
through the NMC.  
In method (a), the concentrations of CH  4 and NMHC shall be calculated 
as follows:  
c CH  4 ¼ c HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä c HCðw=NMCÞ 
ðE E Ä E M Þ 
c NMHC ¼ c HCðw=NMCÞ Ä c HCðw=oNMCÞ Ü ð1 Ä E E Þ 
r h Ü ðE E Ä E M Þ 
In method (b), the concentration of CH  4 and NMHC shall be calculated 
as follows:  
c CH  4 ¼ c HCðw=NMCÞ Ü r h Ü ð1 Ä E M Þ Ä c HCðw=oNMCÞ Ü ð1 Ä E E Þ 
r h ÜðE E Ä E M Þ 
c NMHC ¼ c HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä c HCðw=NMCÞ Ü r h Ü ð1 Ä E M Þ 
ðE E Ä E M Þ 
where:  
c HC(w/oNMC)  is the HC concentration with CH  4 or C  2 H 6 bypassing the 
NMC [ppmC  1 ] 
c HC(w/NMC)  is the HC concentration with CH  4 or C  2 H 6 flowing 
through the NMC [ppmC  1 ] 
r h is the hydrocarbon response factor as determined in point 
4.3.3.(b) of Appendix 2  
E M is the methane efficiency as determined in point 4.3.4.(a) 
of Appendix 2  
E E is the ethane efficiency as determined in point 4.3.4(b) of 
Appendix 2  
If the methane FID is calibrated through the cutter (method b), then the 
methane conversion efficiency as determined in point 4.3.4.(a) of 
Appendix 2 is zero. The density used for calculating the NMHC mass 
shall be equal to that of total hydrocarbons at 273,15 K and 101,325 kPa 
and is fuel-dependent.  
10. DETERMINATION OF EXHAUST MASS FLOW RATE  
10.1.  Introduction  
The calculation of instantaneous mass emissions according to points 11 
and 12 requires determining the exhaust mass flow rate. The exhaust mass  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 246  
flow rate shall be determined by one of the direct measurement methods 
specified in point 7.2 of Appendix 2. Alternatively, it is permissible to 
calculate the exhaust mass flow rate as described in points 10.2 to 10.4.  
10.2.  Calculation method using air mass flow rate and fuel mass flow rate  
The instantaneous exhaust mass flow rate can be calculated from the air 
mass flow rate and the fuel mass flow rate as follows:  
q mew ;i ¼ q maw ;i þ q mf;i 
where:  
q mew,i is the instantaneous exhaust mass flow rate [kg/s]  
q maw,i is the instantaneous intake air mass flow rate [kg/s]  
q mf,i is the instantaneous fuel mass flow rate [kg/s]  
If the air mass flow rate and the fuel mass flow rate or the exhaust mass 
flow rate are determined from ECU recording, the calculated instan ­
taneous exhaust mass flow rate shall meet the linearity requirements 
specified for the exhaust mass flow rate in point 3 of Appendix 2 and 
the validation requirements specified in point 4.3 of Appendix 3.  
10.3.  Calculation method using air mass flow and air-to-fuel ratio  
The instantaneous exhaust mass flow rate can be calculated from the air 
mass flow rate and the air-to-fuel ratio as follows:  
q mew ;i ¼ q maw ;i Ü Í 
1 þ 1 
A=F st · λ i Î 
where:  
A=F st ¼ 138,0 Ü Ê 
1 þ α 
4 Ä ε 
2 þ γ Ì 
12,011 þ 1,008 Ü α þ 15,9994 Ü ε þ 14,0067 Ü δ þ 32,0675 Ü γ 
λ i ¼ Ê 
100 Ä c CO Ü10 Ä4 
2 Ä c HCw Ü 10 Ä4 Ì 
þ A 
α 
4 Ü 1 Ä 2Üc CO Ü10 Ä4 
3,5Üc CO2 
1 þ c CO Ü10 Ä4 
3,5Üc CO2 Ä ε 
2 Ä δ 
2 ! 
Ü ðc CO2 þ c CO Ü 10 Ä4 Þ 
4,764 Ü Ê 
1 þ α 
4 Ä ε 
2 þ γ Ì 
Ü ðc CO2 þ c CO Ü 10 Ä4 þ c HCw Ü 10 Ä4 Þ 
where:  
q maw,i is the instantaneous intake air mass flow rate [kg/s]  
A/F  st is the stoichiometric air-to-fuel ratio [kg/kg]  
λ i is the instantaneous excess air ratio  
c CO2 is the dry CO  2 concentration [%]  
c CO is the dry CO concentration [ppm]  
c HCw is the wet HC concentration [ppm]  
α is the molar hydrogen ratio (H/C)  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 247  
β is the molar carbon ratio (C/C)  
γ is the molar sulphur ratio (S/C)  
δ is the molar nitrogen ratio (N/C)  
ε is the molar oxygen ratio (O/C)  
Coefficients refer to a fuel C  β H α O ε N δ S γ with β = 1 for carbon based 
fuels. The concentration of HC emissions is typically low and may be 
omitted when calculating  λ i . 
If the air mass flow rate and air-to-fuel ratio are determined from ECU 
recording, the calculated instantaneous exhaust mass flow rate shall meet 
the linearity requirements specified for the exhaust mass flow rate in point 3 
of Appendix 2 and the validation requirements specified in point 4.3 of 
Appendix 3.  
10.4.  Calculation method using fuel mass flow and air-to-fuel ratio  
The instantaneous exhaust mass flow rate can be calculated from the fuel 
flow and the air-to-fuel ratio (calculated with A/F  st and λ i according to 
point 10.3) as follows:  
q mew ;i ¼ q mf;i Ü ð1 þ A=F st Ü λ i Þ 
The calculated instantaneous exhaust mass flow rate shall meet the 
linearity requirements specified for the exhaust gas mass flow rate in 
point 3 of Appendix 2 and the validation requirements specified in 
point 4.3 of Appendix 3.  
11. CALCULATING THE INSTANTANEOUS MASS EMISSIONS OF 
GASEOUS COMPONENTS  
The instantaneous mass emissions [g/s] shall be determined by multi ­
plying the instantaneous concentration of the pollutant under consider ­
ation [ppm] with the instantaneous exhaust mass flow rate [kg/s], both 
corrected and aligned for the transformation time, and the respective  u 
value of Table 1. If measured on a dry basis, the dry-wet correction 
according to point 8.1 shall be applied to the instantaneous component 
concentrations before executing any further calculations. If occurring, 
negative instantaneous emission values shall enter all subsequent data 
evaluations. Parameter values shall enter the calculation of instantaneous 
emissions [g/s] as reported by the analyser, flow-measuring instrument, 
sensor or the ECU. The following equation shall be applied:  
where:  
m gas;i ¼ u gas · c gas;i · q mew ;i 
m gas,i is the mass of the exhaust component ‘gas’ [g/s]  
u gas is the ratio of the density of the exhaust component ‘gas’ and the 
overall density of the exhaust as listed in Table 1  
c gas,i is the measured concentration of the exhaust component ‘gas’ in 
the exhaust [ppm]  
q mew,i is the measured exhaust mass flow rate [kg/s]  
gas is the respective component  
i number of the measurement  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 248  
Table 1  
Raw exhaust gas  u values depicting the ratio between the densities of exhaust component or pollutant  i 
[kg/m  3 ] and the density of the exhaust gas [kg/m  3 ] ( 6 ) 
Fuel ρ e [kg/m  3 ] Component or pollutant i  
NO  x CO HC  CO  2 O 2 CH  4 
ρ gas [kg/m  3 ] 
2,053  1,250  (  1 ) 1,9636  1,4277  0,716  
u gas ( 2 ), ( 6 ) 
Diesel (B7)  1,2943  0,001586  0,000966  0,000482  0,001517  0,001103  0,000553  
Ethanol (ED95)  1,2768  0,001609  0,000980  0,000780  0,001539  0,001119  0,000561  
CNG (  3 ) 1,2661  0,001621  0,000987  0,000528 (  4 ) 0,001551  0,001128  0,000565  
Propane  1,2805  0,001603  0,000976  0,000512  0,001533  0,001115  0,000559  
Butane  1,2832  0,001600  0,000974  0,000505  0,001530  0,001113  0,000558  
LPG (  5 ) 1,2811  0,001602  0,000976  0,000510  0,001533  0,001115  0,000559  
Petrol (E10)  1,2931  0,001587  0,000966  0,000499  0,001518  0,001104  0,000553  
Ethanol (E85)  1,2797  0,001604  0,000977  0,000730  0,001534  0,001116  0,000559  
( 1 ) depending on fuel 
( 2 ) at  λ = 2, dry air, 273 K, 101.3 kPa 
( 3 ) u values accurate within 0,2 % for mass composition of: C=66-76 %; H=22-25 %; N=0-12 % 
( 4 ) NMHC on the basis of CH  2.93 (for THC the  u gas coefficient of CH  4 shall be used) 
( 5 ) u accurate within 0,2 % for mass composition of: C  3 =70-90 %; C  4 =10-30 % 
( 6 ) u  gas is a unitless parameter; the  u gas values include unit conversions to ensure that the instantaneous emissions are obtained 
in the specified physical unit, i.e., g/s  
▼M1 
12. CALCULATING THE INSTANTANEOUS PARTICLE NUMBER 
EMISSIONS  
The instantaneous particle number emissions [particles/s] shall be 
determined by multiplying the instantaneous concentration of the 
pollutant under consideration [particles/cm  3 ] with the instantaneous 
exhaust mass flow rate [kg/s], both corrected and aligned for the trans ­
formation time. If applicable, negative instantaneous emission values shall 
enter all subsequent data evaluations. All significant digits of intermediate 
results shall enter the calculation of the instantaneous emissions. The 
following equation shall apply:  
PN; i ¼ c PN;i q mew;i=ρ e 
where:  
PN,i is the particle number flux [particles/s]  
c PN,i is the measured particle number concentration [#/m  3 ] normalized 
at 0 °C  
q mew,i is the measured exhaust mass flow rate [kg/s]  
ρ e is the density of the exhaust gas [kg/m  3 ] at 0 °C (Table 1)  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 249  
13. DATA REPORTING AND EXCHANGE  
The data shall be exchanged between the measurement systems and the 
data evaluation software by a standardised reporting file as specified in 
point 2 of Appendix 8. Any pre-processing of data (e.g. time correction 
according to point 3 or the correction of the GPS vehicle speed signal 
according to point 7) shall be done with the control software of the 
measurement systems and shall be completed before the data reporting 
file is generated. If data are corrected or processed prior to entering the 
data reporting file, the original raw data shall be kept for quality 
assurance and control. Rounding of intermediate values is not permitted.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 250  
Appendix 5  
Verification of overall trip dynamics using the moving averaging window 
method  
1. Introduction  
The Moving Averaging Window method is used to verify the overall trip 
dynamics. The test is divided in sub-sections (windows) and the 
subsequent analysis aims at determining whether the trip is valid for 
RDE purposes. The ‘normality’ of the windows is conducted by 
comparing their CO  2 distance-specific emissions with a reference curve 
obtained from the vehicle CO  2 emissions measured in accordance with 
the WLTP procedure.  
2. Symbols, parameters and units  
Index (i) refers to the time step  
Index (j) refers to the window  
Index (k) refers to the category (t = total, u = urban, r = rural, m- = 
motorway) or to the CO  2 characteristic curve (cc)  
Δ — difference  
≥ — larger or equal  
# — number  
% — per cent  
≤ — smaller or equal  
a 1 , b 1 — coefficients of the CO  2 characteristic curve  
a 2 , b 2 — coefficients of the CO  2 characteristic curve  
M CO  2 — CO  2 mass, [g]  
M CO  2;j — CO  2 mass in window j, [g]  
t i — total time in step i, [s]  
t t — duration of a test, [s]  
v i — actual vehicle speed in time step i, [km/h]  
v j — average vehicle speed in window j, [km/h]  
tol 1H — upper tolerance for the vehicle CO  2 characteristic curve, 
[%] 
tol 1L — lower tolerance for the vehicle CO  2 characteristic curve, 
[%] 
3. Moving Averaging Windows  
3.1. Definition of averaging windows  
The instantaneous emissions calculated in accordance with Appendix 4 
shall be integrated using a moving averaging window method, based on 
the reference CO  2 mass.  ▼M3
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The principle of the calculation is as follows: The RDE distance-specific 
CO  2 mass emissions are not calculated for the complete data set, but for 
sub-sets of the complete data set, the length of these sub-sets being 
determined so as to match always the same fraction of the CO  2 mass 
emitted by the vehicle over the WLTP cycle. The moving window calcu ­
lations are conducted with a time increment Δt corresponding to the data 
sampling frequency. These sub-sets used to calculate the vehicle on-road 
CO  2 emissions and its average speed are referred to as ‘averaging 
windows’ in the following sections.  
The calculation described in the present point shall be run from the first 
data point (forward).  
The following data shall not be considered for the calculation of the CO  2 
mass, the distance and the vehicle average speed in the averaging 
windows:  
— The periodic verification of the instruments and/or after the zero drift 
verifications;  
— Vehicle ground speed is smaller than 1 km/h.  
The calculation shall start from when vehicle ground speed is higher than 
or equal to 1 km/h and include driving events during which no CO  2 is 
emitted and where the vehicle ground speed is higher than or equal to 
1 km/h.  
The mass emissions  M CO  2;j shall be determined by integrating the instan ­
taneous emissions in g/s as specified in Appendix 4 to this Annex.  
Figure 1  
Vehicle speed versus time - Vehicle averaged emissions versus time, 
starting from the first averaging window
  ▼M3
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Figure 2  
Definition of CO  2 mass based averaging windows
  
The duration ( t 2,j – t 1,j ) of the j  th averaging window is determined by:  
M CO  2 ðt 2;j Þ Ä M CO  2 ðt 1;j Þ ã M CO  2;ref 
Where:  
M CO  2 ðt i;j Þ is the CO  2 mass measured between the test start and time  t i,j , 
[g]; 
M CO  2;ref is the half of the CO  2 mass emitted by the vehicle over the 
WLTP test conducted in accordance with Sub-Annex 6 to Annex XXI of 
this Regulation.  
During type approval the CO  2 reference value shall be taken from the 
WLTP performed during type approval testing of the individual vehicle.  
For ISC testing purposes, the reference CO  2 mass shall be obtained from 
point 12 of the Transparency list 1 of Appendix 5 of Annex II with 
interpolation between vehicle H and vehicle L (if relevant) as defined 
in Sub-Annex 7 of Annex XXI, using Test mass and Road load coef ­
ficients (f0, f1 & f2) obtained from the Certificate of Conformity for the 
individual vehicle as defined in Annex IX. The value for OVC-HEV 
vehicles is to be obtained from the WLTP test conducted using the 
Charge Sustaining mode.  
t 2,j shall be selected such as:  
M CO  2 ðt 2;j Ä ΔtÞ Ä M CO  2 ðt 1;j Þ< M CO  2;ref Ï M CO  2 ðt 2;j Þ Ä M CO  2 ðt 1;j Þ 
Where Δt is the data sampling period.  
The CO  2 masses  M CO  2;j in the windows are calculated by integrating the 
instantaneous emissions calculated as specified in Appendix 4 to this 
Annex.  
3.2. Calculation of window parameters  
The following shall be calculated for each window determined in 
accordance with point 3.1.  ▼M3
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— The distance-specific CO  2 emissions  M CO  2;d;j ; 
— The average vehicle speed  v j . 
4. Evaluation of windows  
4.1. Introduction  
The reference dynamic conditions of the test vehicle are defined from the 
vehicle CO  2 emissions versus average speed measured at type approval 
on the Type 1 test and referred to as ‘vehicle CO  2 characteristic curve’. 
To obtain the distance specific CO  2 emissions, the vehicle shall be tested 
on the WLTP cycle in accordance with Annex XXI to this Regulation.  
4.2. CO  2 Characteristic curve reference points  
The distance-specific CO  2 emissions to be considered in this paragraph 
for the definition of the reference curve shall be obtained from point 12 of 
the Transparency list 1 of Appendix 5 of Annex II with interpolation 
between vehicle H and vehicle L (if relevant) as defined in Sub-Annex 
7 of Annex XXI, using Test mass and Road load coefficients (f0, f1 & f2) 
obtained from the Certificate of Conformity for the individual vehicle as 
defined in Annex IX. The value for OVC-HEV vehicles is to be that 
obtained from the WLTP test conducted using the Charge Sustaining 
mode.  
During type approval, the values shall be taken from the WLTP 
performed during type approval testing of the individual vehicle.  
The reference points  P 1 , P 2 and P 3 required to define the vehicle CO  2 
characteristic curve shall be established as follows:  
4.2.1.  Point  P 1 
v P1 = 18,882  km/h  (Average Speed of the Low Speed phase of the WLTP 
cycle)  
M CO  2;d;P 1 = Vehicle CO  2 emissions over the Low Speed phase of the 
WLTP cycle [g/km]  
4.2.2.  Point  P 2 
v P2 = 56,664  km/h  (Average Speed of the High Speed phase of the 
WLTP cycle)  
M CO  2;d;P 2 = Vehicle CO  2 emissions over the High Speed phase of the 
WLTP cycle [g/km]  
4.2.3.  Point  P 3 
v P3 = 91,997  km/h  (Average Speed of the Extra High Speed phase of the 
WLTP cycle)  
M CO  2;d;P 3 = Vehicle CO  2 emissions over the Extra High Speed phase of 
the WLTP cycle [g/km]  
4.3. CO  2 Characteristic curve definition  
Using the reference points defined in point 4.2, the characteristic curve 
CO  2 emissions are calculated as a function of the average speed using 
two linear sections ( P 1 , P 2 ) and ( P 2 , P 3 ). The section ( P 2 , P 3 ) is limited to 
145 km/h on the vehicle speed axis. The characteristic curve is defined by 
equations as follows:  ▼M3
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For the section ( P 1 , P 2 ): 
M CO  2;d;CC ðvÞ ¼ a 1 v þ b 1 
with: a 1 ¼ ðM CO  2;d;P 2 Ä M CO  2;d;P 1 Þ=ðv P2 Ä v P1 Þ 
and: b 1 ¼ M CO  2;d;P 1 Ä a 1 v P1 
For the section ( P 2 , P 3 ): 
M CO  2;d;CC ðvÞ ¼ a 2 v þ b 2 
with: a 2 ¼ ðM CO  2;d;P 3 Ä M CO  2;d;P 2 Þ=ðv P3 Ä v P2 Þ 
and: b 2 ¼ M CO  2;d;P 2 Ä a 2 v P2 
Figure 3  
Vehicle CO  2 characteristic curve and tolerances for ICE and NOVC-HEV vehicles
  
Figure 4  
Vehicle CO  2 characteristic curve and tolerances for OVC-HEV vehicles
  ▼M3
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4.4. Urban, rural and motorway windows  
4.4.1.  Urban windows  
Urban windows are characterized by average vehicle speeds  v j lower than 
45 km/h.  
4.4.2.  Rural windows  
Rural windows are characterized by average vehicle speeds  v j greater than 
or equal to 45 km/h and lower than 80 km/h.  
For N2 category vehicles that are equipped in accordance with Directive 
92/6/EEC with a device limiting vehicle speed to 90 km/h, rural windows 
are characterized by average vehicle speeds  v j lower than 70 km/h.  
4.4.3.  Motorway windows  
Motorway windows are characterized by average vehicle speeds  v j greater 
than or equal to 80 km/h and lower than 145 km/h  
For N2 category vehicles that are equipped in accordance with Directive 
92/6/EEC with a device limiting vehicle speed to 90 km/h, motorway 
windows are characterized by average vehicle speeds  v j greater than or 
equal to 70 km/h and lower than 90 km/h.  
Figure 5  
Vehicle CO  2 characteristic curve: urban, rural and motorway driving 
definitions (Illustrated for ICE and NOVC-HEV vehicles) except N2 
category vehicles that are equipped in accordance with Directive 
92/6/EEC with a device limiting vehicle speed to 90 km/h)
  ▼M3
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Figure 6  
Vehicle CO  2 characteristic curve: urban, rural and motorway driving 
definitions (Illustrated for OVC-HEV vehicles) except N2 category 
vehicles that are equipped in accordance with Directive 92/6/EEC 
with a device limiting vehicle speed to 90 km/h)
  
4.5. Verification of trip validity  
4.5.1.  Tolerances around the vehicle CO  2 characteristic curve  
The upper tolerance of the vehicle CO  2 characteristic curve is  
tol 1H = 45 % for urban driving and  tol  1H = 40 % for rural and 
motorway driving.  
The lower tolerance of the vehicle CO  2 characteristic curve is  
tol 1L = 25 % for ICE and NOVC-HEV vehicles and  tol  1L = 100 % for 
OVC-HEV vehicles.  
4.5.2.  Verification of test validity  
The test is valid when it comprises at least 50 % of the urban, rural and 
motorway windows that are within the tolerances defined for the CO  2 
characteristic curve.  
For NOVC-HEVs and OVC-HEVs, if the minimum requirement of 50 % 
between tol  1H and tol  1L is not met, the upper positive tolerance tol  1H may 
be increased by steps of 1 % until the 50 % target is reached. When using 
this mechanism, the value of tol  1H shall never exceed 50 %.  ▼M3
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Appendix 6  
CALCULATION OF THE FINAL RDE EMISSIONS RESULTS  
1. Symbols, Parameters and Units  
Index (k) refers to the category (t = total, u = urban, 1-2 = first two 
phases of the WLTP cycle)  
IC k is the distance share of usage of the internal combustion 
engine for an OVC-HEV over the RDE trip  
d ICE,k is the distance driven [km], with the internal combustion 
engine on for an OVC-HEV over the RDE trip  
d EV,k is the distance driven [km], with the internal combustion 
engine off for an OVC-HEV over the RDE trip  
M RDE,k  is the final RDE distance-specific mass of gaseous 
pollutants [mg/km] or particle number [#/km]  
m RDE,k  is the distance-specific mass of gaseous pollutant [mg/km] 
or particle number [#/km] emissions, emitted over the 
complete RDE trip and prior to any correction in 
accordance with this Appendix  
M CO  2 RDE ;k is the distance-specific mass of CO  2 [g/km], emitted over 
the RDE trip  
M CO  2 WLTC ;k is the distance-specific mass of CO  2 [g/km], emitted over 
the WLTC cycle  
M CO  2 WLTC  C S;k is the distance-specific mass of CO  2 [g/km], emitted over 
the WLTC cycle for an OVC-HEV vehicle tested on its 
charge sustaining mode  
r k ratio between the CO  2 emissions measured during the 
RDE test and the WLTP test  
RF k is the result evaluation factor calculated for the RDE trip  
RF L1 is the first parameter of the function used to calculate the 
result evaluation factor  
RF L2 is the second parameter of the function used to calculate 
the result evaluation factor  ▼M3
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2. Calculation of the Final RDE emissions results  
2.1. Introduction  
The trip validity shall be verified in accordance with point 9.2. of Annex 
IIIA. For the valid trips, the final RDE results are calculated as follows 
for vehicles with ICE, NOVC-HEV and OVC-HEV.  
For the complete RDE trip and for the urban part of the RDE trip 
(k = t = total, k = u = urban):  
M RDE,k  = m RDE,k  · RF  k 
The values of the parameter  RF  L1 and RF  L2 of the function used to 
calculate the result evaluation factor are as follows:  
— Upon the request of the manufacturer and only for type approvals 
granted before 1 January 2020,  
RF L1 = 1,20 and  RF  L2 = 1,25;  
in all other cases:  
RF L1 = 1,30 and  RF  L2 = 1,50;  
The RDE result evaluation factors  RF  k (k = t = total, k = u = urban) 
shall be obtained using the functions laid down in point 2.2. for 
vehicles with ICE and NOVC-HEV, and in point 2.3. for OVC- 
HEV. These evaluation factors shall be subject to review by the 
Commission and shall be revised as a result of technical progress. A 
graphical illustration of the method is provided in Figure App 6.1 
below, while the mathetical formulas are found in Table App 6.1:  
Figure App 6.1  
Function to calculate the result evaluation factor
  ▼M3
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Table App 6.1  
Result evaluation factors calculation  
When:  Then the Result evaluation factor  RFk  
is: Where:  
r k ≤ RF  L1 RF k = 1 
RF L1 < r k ≤ RF  L2 RF k = a 1 r k + b 1 a 1 ¼ RF L2 Ä 1 
½RF L2 ðRF L1 Ä RF  L2 Þâ 
b 1 = 1 –  a 1 RF L1 
r k > RF  L2 RF k ¼ 1 
r k 
2.2. RDE result evaluation factor for vehicles with ICE and NOVC-HEV  
The value of the RDE result evaluation factor depends on the ratio  r k 
between the distance specific CO  2 emissions measured during the RDE 
test and the distance-specific CO  2 emitted by the vehicle over the WLTP 
test conducted in accordance with Sub-Annex 6 to Annex XXI of this 
Regulation, obtained from point 12 of the Transparency list 1 of 
Appendix 5 of Annex II with interpolation between vehicle H and 
vehicle L (if relevant) as defined in Sub-Annex 7 of Annex XXI, using 
Test mass and Road load coefficients (F0, F1 & F2) obtained from the 
Certificate of Conformity for the individual vehicle as defined in Annex 
IX. For the urban emissions, the relevant phases of the WLTP driving 
cycle shall be:  
a) for ICE vehicles the first two WLTP phases, i.e. the Low and the 
Medium speed phases,  
b) for NOVC-HEVs the whole WLTP driving cycle.  
r k ¼ M CO  2;RDE ;k 
M CO  2;WLTP ;k 
2.3. RDE result evaluation factor for OVC-HEV  
The value of the RDE result evaluation factor depends on the ratio  r k 
between the distance-specific CO  2 emissions measured during the RDE 
test and the distance-specific CO  2 emitted by the vehicle over the WLTP 
test conducted using the Charge Sustaining mode in accordance with Sub- 
Annex 6 to Annex XXI of this Regulation, obtained from point 12 of the 
Transparency list 1 of Appendix 5 of Annex II with interpolation between 
vehicle H and vehicle L (if relevant) as defined in Sub-Annex 7 of Annex 
XXI, using Test mass and Road load coefficients (F0, F1 & F2) obtained 
from the Certificate of Conformity for the individual vehicle as defined in 
Annex IX. The ratio  r k is corrected by a ratio reflecting the respective 
usage of the internal combustion engine during the RDE trip and on the 
WLTP test, to be conducted using the charge sustaining mode. The 
formula below shall be subject to review by the Commission and shall 
be revised as a result of technical progress.  ▼M3
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For either the urban or the total driving:  
r k ¼ M CO  2;RDE ;k 
M CO  2;WLTP ;kÄCS;t · 0,85 
IC k 
where  IC  k is the ratio of the distance driven either in urban or total trip 
with the combustion engine on divided by the total urban or total trip 
distance:  
IC k ¼ d ICE;k 
d ICE;k þ d EV;k 
With determination of combustion engine operation in accordance with 
Appendix 4 Paragraph 5.  ▼M3
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Appendix 7  
Selection of vehicles for PEMS testing at initial type approval  
▼M3 
1. INTRODUCTION  
Due to their particular characteristics, PEMS tests shall not be required 
for each vehicle type with regard to emissions and vehicle repair and 
maintenance information as defined in Article 2(1), hereinafter ‘vehicle 
emission type’. Several vehicle emission types and several vehicles with 
different declared maximum RDE values in accordance with Part I of 
Annex IX to Directive 2007/46/EC may be put together by the vehicle 
manufacturer to form a PEMS test family in accordance with the 
requirements of point 3, which shall be validated in accordance with 
the requirements of point 4.  
▼B 
2. SYMBOLS, PARAMETERS AND UNITS  
N — Number of vehicle emission types  
NT — Minimum number of vehicle emission types  
PMR  H — highest power-to-mass-ratio of all vehicles in the 
PEMS test family  
PMR  L — lowest power-to-mass-ratio of all vehicles in the PEMS 
test family  
V_eng_max — maximum engine volume of all vehicles within the 
PEMS test family  
▼M1 
3. PEMS TEST FAMILY BUILDING  
A PEMS test family shall comprise finished vehicles with similar 
emission characteristics. Vehicle emission types may be included in a 
PEMS test family only as long as the completed vehicles within a PEMS 
test family are identical with respect to the characteristics in points 3.1 
and 3.2.  
3.1. Administrative criteria  
3.1.1. The approval authority issuing the emission type approval in accordance 
with Regulation (EC) No 715/2007 (‘authority’)  
3.1.2. The manufacturer having received the emission type approval in 
accordance with Regulation (EC) No 715/2007.  
▼B 
3.2. Technical criteria  
3.2.1. Propulsion type (e.g. ICE, HEV, PHEV)  
3.2.2. Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled 
vehicles may be grouped with other vehicles, with which they have one 
of the fuels in common.  
3.2.3. Combustion process (e.g. two stroke, four stroke)  ▼B
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3.2.4. Number of cylinders  
3.2.5. Configuration of the cylinder block (e.g. in-line, V, radial, horizontally 
opposed)  
3.2.6. Engine volume  
The vehicle manufacturer shall specify a value V_eng_max (= maximum 
engine volume of all vehicles within the PEMS test family). The engine 
volumes of vehicles in the PEMS test family shall not deviate more than 
– 22 % from V_eng_max if V_eng_max ≥ 1 500 ccm and – 32 % from 
V_eng_max if V_eng_max < 1 500 ccm.  
3.2.7. Method of engine fuelling (e.g. indirect or direct or combined injection)  
3.2.8. Type of cooling system (e.g. air, water, oil)  
3.2.9. Method of aspiration such as naturally aspirated, pressure charged, type 
of pressure charger (e.g. externally driven, single or multiple turbo, 
variable geometries …)  
3.2.10. Types and sequence of exhaust after-treatment components (e.g. three- 
way catalyst, oxidation catalyst, lean NOx trap, SCR, lean NOx catalyst, 
particulate trap).  
3.2.11. Exhaust gas recirculation (with or without, internal/external, cooled/non- 
cooled, low/high pressure)  
3.3. Extension of a PEMS test family  
An existing PEMS test family may be extended by adding new vehicle 
emission types to it. The extended PEMS test family and its validation 
must also fulfil the requirements of points 3 and 4. This may in 
particular require the PEMS testing of additional vehicles to validate 
the extended PEMS test family according to point 4.  
3.4. Alternative PEMS test family  
As an alternative to the provisions of points 3.1 to 3.2 the vehicle 
manufacturer may define a PEMS test family, which is identical to a 
single vehicle emission type. In this the requirement of point 4.1.2 for 
validating the PEMS test family shall not apply.  
4. VALIDATION OF A PEMS TEST FAMILY  
4.1. General requirements for validating a PEMS test family  
4.1.1. The vehicle manufacturer presents a representative vehicle of the PEMS 
test family to the authority. The vehicle shall be subject to a PEMS test 
carried out by a Technical Service to demonstrate compliance of the 
representative vehicle with the requirements of this Annex.  
4.1.2. The authority selects additional vehicles according to the requirements of 
point 4.2 of this Appendix for PEMS testing carried out by a Technical 
Service to demonstrate compliance of the selected vehicles with the 
requirements of this Annex. The technical criteria for selection of an 
additional vehicle according to point 4.2 of this Appendix. shall be 
recorded with the test results.  ▼B
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4.1.3. With agreement of the authority, a PEMS test can also be driven by a 
different operator witnessed by a Technical Service, provided that at 
least the tests of the vehicles required by points 4.2.2 and 4.2.6 of 
this Appendix and in total at least 50 % of the PEMS tests required 
by this Appendix for validating the PEMS test family are driven by a 
Technical Service. In such case the Technical Service remains 
responsible for the proper execution of all PEMS tests pursuant to the 
requirements of this Annex.  
4.1.4. A PEMS test results of a specific vehicle may be used for validating 
different PEMS test families according to the requirements of this 
Appendix under the following conditions:  
— the vehicles included in all PEMS test families to be validated are 
approved by a single authority according to the requirements of 
Regulation (EC) 715/2007 and this authority agrees to the use of 
the specific vehicle's PEMS test results for validating different PEMS 
test families;  
— each PEMS test family to be validated includes a vehicle emission 
type, which comprises the specific vehicle;  
For each validation the applicable responsibilities are considered to be 
borne by the manufacturer of the vehicles in the respective family, 
regardless of whether this manufacturer was involved in the PEMS 
test of the specific vehicle emission type.  
4.2. Selection of vehicles for PEMS testing when validating a PEMS test 
family  
By selecting vehicles from a PEMS test family it should be ensured that 
the following technical characteristics relevant for pollutant emissions 
are covered by a PEMS test. One vehicle selected for testing can be 
representative for different technical characteristics. For the validation of 
a PEMS test family vehicles shall be selected for PEMS testing as 
follows:  
4.2.1. For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), 
on which some vehicle of the PEMS test family can operate, at least one 
vehicle that can operate on this combination of fuels shall be selected for 
PEMS testing.  
4.2.2. The manufacturer shall specify a value PMR  H (= highest power-to-mass- 
ratio of all vehicles in the PEMS test family) and a value PMR  L (= 
lowest power-to-mass-ratio of all vehicles in the PEMS test family). 
Here the ‘power-to-mass-ratio’ corresponds to the ratio of the 
maximum net power of the internal combustion engine as indicated in 
point 3.2.1.8 of Appendix 3 to Annex I of this Regulation and of the 
reference mass as defined in Article 3(3) of Regulation (EC) No 
715/2007. At least one vehicle configuration representative for the 
specified PMR  H and one vehicle configuration representative for the 
specified PMR  L of a PEMS test family shall be selected for testing. If 
the power-to-mass ratio of a vehicle deviates by not more than 5 % from 
the specified value for PMR  H , or PMR  L , the vehicle should be 
considered as representative for this value.  
4.2.3. At least one vehicle for each transmission type (e.g., manual, automatic, 
DCT) installed in vehicles of the PEMS test family shall be selected for 
testing.  ▼B
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4.2.4. At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for 
testing if such vehicles are part of the PEMS test family.  
4.2.5. For each engine volume occurring on a vehicle in the PEMS family at 
least one representative vehicle shall be tested.  
▼M3 _______  
▼M1 
4.2.7. At least one vehicle in the PEMS family shall be tested in hot start 
testing.  
4.2.8. Notwithstanding the provisions in points 4.2.1 to 4.2.6, at least the 
following number of vehicle emission types of a given PEMS test 
family shall be selected for testing:  
Number N of vehicle emission 
types in a PEMS test family  Minimum number NT of vehicle emission types 
selected for PEMS cold start testing  Minimum number NT of vehicle 
emission types selected for PEMS 
hot start testing  
1 1  1 (  2 ) 
From 2 to 4  2  1  
from 5 to 7  3  1  
from 8 to 10  4  1  
from 11 to 49  NT = 3 + 0,1 x N (  1 ) 2  
more than 49  NT = 0,15 x N (  1 ) 3  
( 1 ) NT shall be rounded to the next higher integer number. 
( 2 ) ►M3 When there is only one vehicle emission type in a PEMS test family, the type approval authority shall decide 
whether the vehicle shall be tested in hot or cold start condition. ◄ 
▼B 
5. REPORTING  
5.1. The vehicle manufacturer provides a full description of the PEMS test 
family, which includes in particular the technical criteria described in 
point 3.2 and submits it to the authority.  
5.2. The manufacturer attributes a unique identification number of the format  
MS-OEM-X-Y  to the PEMS test family and communicates it to the auth ­
ority. Here  MS is the distinguishing number of the Member State issuing 
the EC type-approval (  1 ), OEM is the 3 character manufacturer,  X is a 
sequential number identifying the original PEMS test family and  Y is a 
counter for its extensions (starting with 0 for a PEMS test family not 
extended yet).  
▼M3 
5.3. The authority and the vehicle manufacturer shall maintain a list of 
vehicle emission types being part of a given PEMS test family on the 
basis of emission type approval numbers. For each emission type all 
corresponding combinations of vehicle type approval numbers, types, 
variants and versions as defined in section 0.2 of the vehicle's EC 
certificate of conformity shall be provided as well.  ▼B 
( 1 ) 1 for Germany; 2 for France; 3 for Italy; 4 for the Netherlands; 5 for Sweden; 6 for 
Belgium; 7 for Hungary; 8 for the Czech Republic; 9 for Spain; 11 for the United 
Kingdom; 12 for Austria; 13 for Luxembourg; 17 for Finland; 18 for Denmark; 19 
for Romania; 20 for Poland; 21 for Portugal; 23 for Greece; 24 for Ireland. 25 for 
Croatia; 26 for Slovenia; 27 for Slovakia; 29 for Estonia; 32 for Latvia; 34 for 
Bulgaria; 36 for Lithuania; 49 for Cyprus; 50 for Malta
 02017R1151 — EN — 01.01.2019 — 002.006 — 265  
5.4. The authority and the vehicle manufacturer shall maintain a list of 
vehicle emission types selected for PEMS testing in order validate a 
PEMS test family in accordance with point 4, which also provides the 
necessary information on how the selection criteria of point 4.2 are 
covered. This list shall also indicate whether the provisions of point 
4.1.3 were applied for a particular PEMS test.  ▼B
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Appendix 7a  
Verification of trip dynamics  
1. INTRODUCTION  
This Appendix describes the calculation procedures to verify the trip 
dynamics by determining the excess or absence of dynamics during 
urban, rural and motorway driving.  
▼B 
2. SYMBOLS, PARAMETERS AND UNITS  
RPA Relative Positive Acceleration  
Δ — difference  
> — larger  
≥ — larger or equal  
% — per cent  
< — smaller  
≤ — smaller or equal  
a — acceleration [m/s  2 ] 
a i — acceleration in time step i [m/s  2 ] 
a pos — positive acceleration greater than 0,1 m/s  2 [m/s  2 ] 
a pos,i,k  — positive acceleration greater than 0,1 m/s  2 in time 
step i considering the urban, rural and motorway 
shares [m/s  2 ] 
a res — acceleration resolution [m/s  2 ] 
d i — distance covered in time step i [m]  
d i,k — distance covered in time step i considering the 
urban, rural and motorway shares [m]  
Index (i) — discrete time step  
Index (j) — discrete time step of positive acceleration datasets  
Index (k) — refers to the respective category (t=total, u=urban, 
r=rural, m=motorway)  
M k — number of samples for urban, rural and motorway 
shares with positive acceleration greater than 
0,1 m/s  2 
N k — total number of samples for the urban, rural and 
motorway shares and the complete trip  ▼M3
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RPA  k — relative positive acceleration for urban, rural and 
motorway shares [m/s  2 or kWs/(kg*km)]  
t k — duration of the urban, rural and motorway shares 
and the complete trip [s]  
T4253H — compound data smoother  
ν — vehicle speed [km/h]  
ν i — actual vehicle speed in time step i [km/h]  
ν i,k — actual vehicle speed in time step i considering the 
urban, rural and motorway shares [km/h]  
ðν · aÞ i — actual vehicle speed per acceleration in time step i 
[m 2 /s 3 or W/kg] 
ðν · a pos Þ j;k — actual vehicle speed per positive acceleration 
greater than 0,1 m/s  2 in time step j considering 
the urban, rural and motorway shares [m  2 /s 3 or 
W/kg]. 
ðν · a pos Þ k Ä ½95â — 95  th percentile of the product of vehicle speed per 
positive acceleration greater than 0,1 m/s  2 for 
urban, rural and motorway shares [m  2 /s 3 or W/kg]  
ν k — average vehicle speed for urban, rural and 
motorway shares [km/h]  
3. TRIP INDICATORS  
3.1. Calculations  
▼M3 
3.1.1.  Data pre-processing  
Dynamic parameters like acceleration, ( v · a pos ) or RPA shall be 
determined with a speed signal of an accuracy of 0,1 % for all speed 
values above 3 km/h and a sampling frequency of 1 Hz. This accuracy 
requirement is generally fulfilled by distance calibrated signals obtained 
from a wheel (rotational) speed sensor. Otherwise, acceleration shall be 
determined with an accuracy of 0,01 m/s  2 and a sampling frequency of 
1 Hz. In this case the separate speed signal, in ( v · a pos ), shall have an 
accuracy of at least 0,1 km/h.  
The correct speed trace builds the basis for further calculations and 
binning as described in paragraph 3.1.2 and 3.1.3.  
▼B 
3.1.2.  Calculation of distance, acceleration and  ν · a 
The following calculations shall be performed over the whole time based 
speed trace (1 Hz resolution) from second 1 to second  t t (last second).  
The distance increment per data sample shall be calculated as follows:  
▼C2 
d i ¼ v i 
3,6; i ¼ 1 to N  t ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 268  
where:  
d i is the distance covered in time step i [m]  
ν i is the actual vehicle speed in time step i [km/h]  
N t is the total number of samples  
The acceleration shall be calculated as follows:  
a i ¼ ðv iþ1 Ä v iÄ1 Þ=ð2 · 3,6Þ; i ¼ 1 to N  t 
where:  
a i is the acceleration in time step i [m/s  2 ]. For  i = 1:  v iÄ1 ¼ 0, for  
i ¼ N t : v iþ1 ¼ 0. 
The product of vehicle speed per acceleration shall be calculated as 
follows: 
ðv · aÞ i ¼ v i · a i=3,6; i ¼ 1 to N  t 
where: 
ðν · aÞ i is the product of the actual vehicle speed per acceleration in time 
step i [m  2 /s 3 or W/kg].  
▼M3 
3.1.3.  Binning of the results  
After the calculation of a  i and (v · a) i , the values v  i , d i , a i and (v · a) i 
shall be ranked in ascending order of the vehicle speed.  
All datasets with v  i ≤ 60 km/h belong to the ‘urban’ speed bin, all 
datasets with 60 km/h < v  i ≤ 90 km/h belong to the ‘rural’ speed bin 
and all datasets with v  i > 90 km/h belong to the ‘motorway’ speed bin.  
For N2 category vehicles that are equipped with a device limiting 
vehicle speed to 90 km/h, all datasets with v  i ≤ 60 km/h belong to the 
‘urban’ speed bin, all datasets with 60 km/h < v  i ≤ 80 km/h belong to 
the ‘rural’ speed bin and all datasets with v  i > 80 km/h belong to the 
‘motorway’ speed bin.  
The number of datasets with acceleration values a  i > 0,1 m/s  2 shall be 
greater or equal to 100 in each speed bin.  
For each speed bin the average vehicle speed  v k shall be calculated as 
follows:  
v k ¼ ð P 
i v i;k Þ=N k , i = 1 to N  k , k= u, r, m  
Where:  
N k is the total number of samples of the urban, rural, and motorway 
shares.  
▼B 
3.1.4.  Calculation of  v · a posÄ ½95â per speed bin  
The 95  th percentile of the  v · a pos values shall be calculated as follows:  
The ðv · aÞ i;k values in each speed bin shall be ranked in ascending 
order for all datasets with  a i;k> 0,1m =s 2 a i;k ã 0,1m =s 2 and the total 
number of these samples  M k shall be determined.  ▼B
02017R1151 — EN — 01.01.2019 — 002.006 — 269  
Percentile values are then assigned to the  ðv · a pos Þ i;k values with  
a i;k ã 0,1m =s 2 as follows: 
The lowest  v · a pos value gets the percentile 1/ M k , the second lowest 
2/M k , the third lowest 3/M  k and the highest value  M k=M k ¼ 100% : 
ðv · a pos Þ k Ä ½95â is the ðv · a pos Þ j;k value, with  j=M k ¼ 95% : If 
j=M k ¼ 95% : cannot be met, ðv · a pos Þ k Ä ½95â shall be calculated by 
linear interpolation between consecutive samples j and j+1 with  
j=M k< 95%  and ðj þ 1Þ=M k> 95% . 
The relative positive acceleration per speed bin shall be calculated as 
follows: 
RPA  k ¼ X  
j ðΔt · ðv · a pos Þ j;k Þ= X  
i d i;k; j ¼ 1 to M  k; i ¼ 1 to N  k; k ¼ u; r; m 
where:  
RPA  k is the relative positive acceleration for urban, rural and motorway 
shares in [m/s  2 or kWs/(kg*km)] 
Δ t is a time difference equal to 1 second  
M k is the sample number for urban, rural and motorway shares with 
positive acceleration  
N k is the total sample number for urban, rural and motorway shares  
4. VERIFICATION OF TRIP VALIDITY  
4.1.1. Verification of v Ü a  posÄ ½95â per speed bin (with v in [km/h])  
If v k Ï 74,6 km =h 
and 
ðv · a pos Þ kÄ ½95â> ð0,136 · v k þ 14,44Þ 
is fulfilled, the trip is invalid.  
If v k> 74,6 km =h and ðv · a pos Þ k Ä ½95â> ð0,0742 · v k þ 18,966Þ is 
fulfilled, the trip is invalid.  
▼M3 
Upon the request of the manufacturer, and only for those N1 or N2 
vehicles where the vehicle power-to-mass ratio is less than or equal to 
44 W/kg then:  
If v k Ï 74,6 km =h 
and 
ðv · a pos Þ k _½95â> ð0,136 · v k þ 14,44Þ 
is fulfilled, the trip is invalid.  
If v k> 74,6 km =h ▼B
02017R1151 — EN — 01.01.2019 — 002.006 — 270  
and 
ðv · a pos Þ k _½95â> ðÄ 0,097 · v k þ 31,635Þ 
is fulfilled, the trip is invalid.  
To calculate the power-to-mass ratio, the following values shall be used:  
— the mass which corresponds to the actual test mass of the vehicle 
including the drivers and the PEMS equipment (kg);  
— the maximum rated engine power as declared by the manufacturer 
(W). 
4.1.2. Verification of RPA per speed bin  
If v  k Ï 94,05 km =h and  RPA  k< ðÄ 0,0016 · v k þ 0,1755Þ is 
fulfilled, the trip is invalid.  
If v k> 94,05 km =h and RPA  k < 0,025 is fulfilled, the trip is invalid.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 271  
Appendix 7b  
Procedure to determine the cumulative positive elevation gain of a PEMS 
trip 
1. INTRODUCTION  
This Appendix describes the procedure to determine the cumulative 
elevation gain of a PEMS trip.  
2. SYMBOLS, PARAMETERS AND UNITS  
d(0) — distance at the start of a trip [m]  
d — cumulative distance travelled at the discrete way 
point under consideration [m]  
d 0 — cumulative distance travelled until the measurement 
directly before the respective way point  d [m] 
d 1 — cumulative distance travelled until the measurement 
directly after the respective way point  d [m] 
d a — reference way point at  d(0)  [m] 
d e — cumulative distance travelled until the last discrete 
way point [m]  
d i — instantaneous distance [m]  
d tot — total test distance [m]  
h(0) — vehicle altitude after the screening and principle 
verification of data quality at the start of a trip [m 
above sea level]  
h(t) — vehicle altitude after the screening and principle 
verification of data quality at point t [m above sea 
level]  
h(d) — vehicle altitude at the way point  d [m above sea 
level]  
h(t-1)  — vehicle altitude after the screening and principle 
verification of data quality at point t-1 [m above 
sea level]  
h corr (0) — corrected altitude directly before the respective way 
point  d [m above sea level]  
h corr (1) — corrected altitude directly after the respective way 
point  d [m above sea level]  
h corr (t) — corrected instantaneous vehicle altitude at data point t 
[m above sea level]  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 272  
h corr (t-1) — corrected instantaneous vehicle altitude at data point 
t-1 [m above sea level]  
h GPS,i — instantaneous vehicle altitude measured with GPS [m 
above sea level]  
h GPS (t) — vehicle altitude measured with GPS at data point t [m 
above sea level]  
h int (d) — interpolated altitude at the discrete way point under 
consideration  d [m above sea level]  
h int,sm,1  (d) — smoothed and interpolated altitude, after the first 
smoothing run at the discrete way point under con ­
sideration  d [m above sea level]  
h map (t) — vehicle altitude based on topographic map at data 
point t [m above sea level]  
Hz — hertz  
km/h — kilometer per hour  
m — meter  
road  grade,1  (d) — smoothed road grade at the discrete way point under 
consideration  d after the first smoothing run [m/m]  
road  grade,2  (d) — smoothed road grade at the discrete way point under 
consideration  d after the second smoothing run [m/m]  
sin — trigonometric sine function  
t — time passed since test start [s]  
t 0 — time passed at the measurement directly located 
before the respective way point  d [s] 
v i — instantaneous vehicle speed [km/h]  
v(t) — vehicle speed at a data point t [km/h]  
3. GENERAL REQUIREMENTS  
The cumulative positive elevation gain of a RDE trip shall be determined 
based on three parameters: the instantaneous vehicle altitude  h GPS,i [m 
above sea level] as measured with the GPS, the instantaneous vehicle 
speed  v i [km/h] recorded at a frequency of 1 Hz and the corresponding 
time t [s] that has passed since test start.  
4. CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN  
4.1. General  
The cumulative positive elevation gain of a RDE trip shall be calculated 
as a three-step procedure, consisting of (i) the screening and principle 
verification of data quality, (ii) the correction of instantaneous vehicle 
altitude data, and (iii) the calculation of the cumulative positive 
elevation gain.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 273  
4.2. Screening and principle verification of data quality  
The instantaneous vehicle speed data shall be checked for completeness. 
Correcting for missing data is permitted if gaps remain within the 
requirements specified in Point 7 of Appendix 4; else, the test results 
shall be voided. The instantaneous altitude data shall be checked for 
completeness. Data gaps shall be completed by data interpolation. The 
correctness of interpolated data shall be verified by a topographic map. It 
is recommended to correct interpolated data if the following condition 
applies: 
jh GPS ðtÞ Ä h map ðtÞj> 40m 
The altitude correction shall be applied so that:  
hðtÞ ¼ h map ðtÞ 
where:  
h(t) —  vehicle altitude after the screening and principle verification 
of data quality at data point t [m above sea level]  
h GPS (t) —  vehicle altitude measured with GPS at data point t [m above 
sea level]  
h map (t) —  vehicle altitude based on topographic map at data point t [m 
above sea level]  
4.3. Correction of instantaneous vehicle altitude data  
The altitude  h(0)  at the start of a trip at  d(0)  shall be obtained by GPS 
and verified for correctness with information from a topographic map. 
The deviation shall not be larger than 40 m. Any instantaneous altitude 
data h(t) shall be corrected if the following condition applies:  
jhðtÞ Ä hðt Ä 1Þj> ðvðtÞ=3,6 Ü sin45°Þ 
The altitude correction shall be applied so that:  
h corr ðtÞ ¼ h corr ðt Ä 1Þ 
where:  
h(t) —  vehicle altitude after the screening and principle verifi ­
cation of data quality at data point t [m above sea level]  
h(t-1) —  vehicle altitude after the screening and principle verifi ­
cation of data quality at data point t-1 [m above sea level]  
v(t) —  vehicle speed of data point t [km/h]  
h corr (t) —  corrected instantaneous vehicle altitude at data point t [m 
above sea level]  
h corr (t-1) —  corrected instantaneous vehicle altitude at data point t-1 
[m above sea level]  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 274  
Upon the completion of the correction procedure, a valid set of altitude 
data is established. This data set shall be used for the calculation of the 
cumulative positive elevation gain as described in Point 13.4.  
4.4. Final calculation of the cumulative positive elevation gain  
4.4.1.  Establishment of a uniform spatial resolution  
The total distance  d tot [m] covered by a trip shall be determined as sum of 
the instantaneous distances  d i . The instantaneous distance  d i shall be 
determined as:  
d i ¼ v i 
3,6 
Where:  
d i — instantaneous distance [m]  
v i — instantaneous vehicle speed [km/h]  
The cumulative elevation gain shall be calculated from data of a constant 
spatial resolution of 1 m starting with the first measurement at the start of 
a trip  d(0) . The discrete data points at a resolution of 1 m are referred to 
as way points, characterized by a specific distance value d (e.g., 0, 1, 2, 
3 m…) and their corresponding altitude  h(d)  [m above sea level].  
The altitude of each discrete way point  d shall be calculated through 
interpolation of the instantaneous altitude  h corr (t) as: 
h int ðdÞ ¼ h corr ð0Þ þ h corr ð1Þ Ä h corr ð0Þ 
d 1 Ä d 0 Ü ðd Ä d 0 Þ 
Where:  
h int (d) —  interpolated altitude at the discrete way point under con ­
sideration  d [m above sea level]  
h corr (0) —  corrected altitude directly before the respective way point  d 
[m above sea level]  
h corr (1) —  corrected altitude directly after the respective way point  d 
[m above sea level]  
d — cumulative distance traveled until the discrete way point 
under consideration  d [m] 
d 0 — cumulative distance travelled until the measurement located 
directly before the respective way point  d [m] 
d 1 — cumulative distance travelled until the measurement located 
directly after the respective way point  d [m] 
4.4.2.  Additional data smoothing  
The altitude data obtained for each discrete way point shall be smoothed 
by applying a two-step procedure;  d a and d e denote the first and last data 
point respectively (Figure 1). The first smoothing run shall be applied as 
follows:  
road  grade ;1 ðdÞ ¼ h int ðd þ 200mÞ Ä h int ðd a Þ 
ðd þ 200mÞ for d Ï 200m ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 275  
road  grade ;1 ðdÞ ¼ h int ðd þ 200mÞ Ä h int ðd Ä 200mÞ 
ðd þ 200mÞ Ä ðd Ä 200mÞ for 200m < d< ðd e Ä 200mÞ 
road  grade ;1 ðdÞ ¼ h int ðd e Þ Ä h int ðd Ä 200mÞ 
d e Ä ðd Ä 200mÞ for d ã ðd e Ä 200mÞ 
h int;sm;1 ðdÞ ¼ h int;sm;1 ðd Ä 1mÞ þ road  grade ;1 ðdÞ; d ¼ d a þ 1 to d  e 
h int;sm;1 ðd a Þ ¼ h int ðd a Þ þ road  grade ;1 ðd a Þ 
Where:  
road  grade,1  (d) —  smoothed road grade at the discrete way point under 
consideration after the first smoothing run [m/m]  
h int (d) —  interpolated altitude at the discrete way point under 
consideration  d [m above sea level]  
h int,sm,1  (d) —  smoothed interpolated altitude, after the first 
smoothing run at the discrete way point under con ­
sideration  d [m above sea level]  
d — cumulative distance travelled at the discrete way point 
under consideration [m]  
d a — reference way point at a distance of zero meters [m]  
d e — cumulative distance travelled until the last discrete 
way point [m]  
The second smoothing run shall be applied as follows:  
road  grade ;2 ðdÞ ¼ h int;sm;1 ðd þ 200mÞ Ä h int;sm;1 ðd a Þ 
ðd þ 200mÞ for d Ï 200m 
road  grade ;2 ðdÞ ¼ h int;sm;1 ðd þ 200mÞ Ä h int;sm;1 ðd Ä 200mÞ 
ðd þ 200mÞ Ä ðd Ä 200mÞ for 200m < d< ðd e Ä 200mÞ 
road  grade ;2 ðdÞ ¼ h int;sm;1 ðd e Þ Ä h int;sm;1 ðd Ä 200mÞ 
d e Ä ðd Ä 200mÞ for d ã ðd e Ä 200mÞ 
Where:  
road  grade,2  (d) —  smoothed road grade at the discrete way point under 
consideration after the second smoothing run [m/m]  
h int,sm,1  (d) —  smoothed interpolated altitude, after the first 
smoothing run at the discrete way point under con ­
sideration  d [m above sea level]  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 276  
d —  cumulative distance travelled at the discrete way point 
under consideration [m]  
d a — reference way point at a distance of zero meters [m]  
d e — cumulative distance travelled until the last discrete 
way point [m]  
Figure 1  
Illustration of the procedure to smooth the interpolated altitude 
signals
  
▼M3 
4.4.3.  Calculation of the final result  
The positive cumulative elevation gain of a total trip shall be calculated 
by integrating all positive interpolated and smoothed road grades, i.e. road  
grade,2  (d). The result should be normalized by the total test distance dtot 
and expressed in metres of cumulative elevation gain per one hundred 
kilometres of distance.  
The positive cumulative elevation gain of the urban part of a trip shall 
then be calculated based on the vehicle speed over each discrete way 
point:  
v w = 1 / (t  w,i – t w,i – 1  ) · 60  2 / 1 000  
Where:  
v w - waypoint vehicle speed [km/h]  
All datasets with v  w =< 60 km/h belong to the urban part of the trip.  
Integrate all of the positive interpolated and smoothed road grades that 
correspond to urban datasets.  
Integrate the number of 1m waypoints which correspond to urban datasets 
and divide by 1 000 to calculate urban test distance d  urban [km].  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 277  
The positive cumulative elevation gain of the urban part of trip shall then 
be calculated by dividing the urban elevation gain by the urban test 
distance, and expressed in metres of cumulative elevation gain per one 
hundred kilometres of distance.  
▼B 
5. NUMERICAL EXAMPLE  
Tables 1 and 2 show how to calculate the positive elevation gain on the 
basis of data recorded during an on-road test performed with PEMS. For 
the sake of brevity an extract of 800m and 160s is presented here.  
5.1. Screening and principle verification of data quality  
The screening and principle verification of data quality consists of two 
steps. First, the completeness of vehicle speed data is checked. No data 
gaps related to vehicle speed are detected in the present data sample (see 
Table 1). Second, the altitude data are checked for completeness; in the 
data sample, altitude data related to seconds 2 and 3 are missing. The 
gaps are filled by interpolating the GPS signal. In addition, the GPS 
altitude is verified by a topographic map; this verification includes the 
altitude  h(0)  at the start of the trip. Altitude data related to seconds 112 
-114 are corrected on the basis of the topographic map to satisfy the 
following condition:  
h GPS ðtÞ Ä h map ðtÞ< Ä40m 
As result of the applied data verification, the data in the fifth column  h(t) 
are obtained.  
5.2. Correction of instantaneous vehicle altitude data  
As a next step, the altitude data  h(t) of seconds 1 to 4, 111 to 112 and 
159 to 160 are corrected assuming the altitude values of seconds 0, 110 
and 158 respectively since for the altitude data in these time periods the 
following condition applies:  
jhðtÞ Ä hðt Ä 1Þj> ðvðtÞ=3,6 Ü sin45°Þ 
As result of the applied data correction, the data in the sixth column  
h corr (t) are obtained. The effect of the applied verification and correction 
steps on the altitude data is depicted in Figure 2.  
5.3. Calculation of the cumulative positive elevation gain  
5.3.1.  Establishment of a uniform spatial resolution  
The instantaneous distance  d i is calculated by dividing the instantaneous 
vehicle speed measured in km/h by 3.6 (Column 7 in Table 1). Recalcu ­
lating the altitude data to obtain a uniform spatial resolution of 1 m yields 
the discrete way points d (Column 1 in Table 2) and their corresponding 
altitude values  h int (d) (Column 7 in Table 2). The altitude of each discrete 
way point d is calculated through interpolation of the measured instan ­
taneous altitude  h corr as: 
h int ð0Þ ¼ 120,3 þ 120,3 Ä 120,3 
0,1 Ä 0,0 Ü ð0 Ä 0Þ ¼ 120,3000  
h int ð520Þ ¼ 132,5 þ 132,6 Ä 132,5 
523,6 Ä 519,9 Ü ð520 Ä 519,9Þ ¼ 132,5027  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 278  
5.3.2.  Additional data smoothing  
In Table 2, the first and last discrete way points are:  d a =0m and  d e =799m, 
respectively. The altitude data of each discrete way point is smoothed by 
applying a two steps procedure. The first smoothing run consists of:  
road  grade ;1 ð0Þ ¼ h int ð200mÞ Ä h int ð0Þ 
ð0 þ 200mÞ ¼ 120,9682 Ä 120,3000 
200 ¼ 0,0033  
chosen to demonstrate the smoothing for d ≤ 200m 
road  grade ;1 ð320Þ ¼ h int ð520Þ Ä h int ð120Þ 
ð520Þ Ä ð120Þ ¼ 132,5027 Ä 121,0 
400 ¼ 0,0288  
chosen to demonstrate the smoothing for 200m < d < (599m) 
road  grade ;1 ð720Þ ¼ h int ð799Þ Ä h int ð520Þ 
799 Ä ð520Þ ¼ 121,2000 Ä 132,5027 
279 ¼ Ä0,0405  
chosen to demonstrate the smoothing for d ≥ (599m)  
The smoothed and interpolated altitude is calculated as:  
h int;sm;1 ð0Þ ¼ h int ð0Þ þ road  grade ;1 ð0Þ ¼ 120,3 þ 0,0033 Ô 120,3033 m 
h int;sm;1 ð799Þ ¼ h int;sm;1 ð798Þ þ road  grade ;1 ð799Þ ¼ 121,2550 Ä 0,0220 ¼ 121,2330 m 
Second smoothing run:  
road  grade ;2 ð0Þ ¼ h int;sm;1 ð200Þ Ä h int;sm;1 ð0Þ 
ð200Þ ¼ 119,9618 Ä 120,3033 
ð200Þ ¼ Ä0,0017  
chosen to demonstrate the smoothing for d ≤ 200m 
road  grade ;2 ð320Þ ¼ h int;sm;1 ð520Þ Ä h int;sm;1 ð120Þ 
ð520Þ Ä ð120Þ ¼ 123,6809 Ä 120,1843 
400 ¼ 0,0087  
chosen to demonstrate the smoothing for 200m < d < (599) 
road  grade ;2 ð720Þ ¼ h int;sm;1 ð799Þ Ä h int;sm;1 ð520Þ 
799 Ä ð520Þ ¼ 121,2330 Ä 123,6809 
279 ¼ Ä0,0088  
chosen to demonstrate the smoothing for d ≥ (599m)  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 279  
5.3.3.  Calculation of the final result  
The positive cumulative elevation gain of a trip is calculated by inte ­
grating all positive interpolated and smoothed road grades, i.e. values 
in the column  road  grade,2  (d) in Table 2. For the entire data set the total 
covered distance was  d tot ¼ 139,7km  and all positive interpolated and 
smoothed road grades were of 516m. Therefore the positive cumulative 
elevation gain reached 516*100/139,7=370m/100km.  
Table 1  
Correction of instantaneous vehicle altitude data  
Time 
t [s] v(t) 
[km/h]  h GPS (t) 
[m] h map (t) 
[m] h(t) 
[m] h corr (t) 
[m] d i 
[m] Cum. d 
[m] 
0 0,00  122,7  129,0  122,7  122,7  0,0  0,0  
1 0,00  122,8  129,0  122,8  122,7  0,0  0,0  
2 0,00  —  129,1  123,6  122,7  0,0  0,0  
3 0,00  —  129,2  124,3  122,7  0,0  0,0  
4 0,00  125,1  129,0  125,1  122,7  0,0  0,0  
… …  …  …  …  …  …  …  
18 0,00  120,2  129,4  120,2  120,2  0,0  0,0  
19 0,32  120,2  129,4  120,2  120,2  0,1  0,1  
… …  …  …  …  …  …  …  
37 24,31  120,9  132,7  120,9  120,9  6,8  117,9  
38 28,18  121,2  133,0  121,2  121,2  7,8  125,7  
… …  …  …  …  …  …  …  
46 13,52  121,4  131,9  121,4  121,4  3,8  193,4  
47 38,48  120,7  131,5  120,7  120,7  10,7  204,1  
… …  …  …  …  …  …  …  
56 42,67  119,8  125,2  119,8  119,8  11,9  308,4  
57 41,70  119,7  124,8  119,7  119,7  11,6  320,0  
… …  …  …  …  …  …  …  
110 10,95  125,2  132,2  125,2  125,2  3,0  509,0  
111 11,75  100,8  132,3  100,8  125,2  3,3  512,2  
112 13,52  0,0  132,4  132,4  125,2  3,8  516,0  
113 14,01  0,0  132,5  132,5  132,5  3,9  519,9  
114 13,36  24,30  132,6  132,6  132,6  3,7  523,6  
… …  …  …  …  …  …  
149 39,93  123,6  129,6  123,6  123,6  11,1  719,2  
150 39,61  123,4  129,5  123,4  123,4  11,0  730,2  
… …  …  …  …  …  …  
157 14,81  121,3  126,1  121,3  121,3  4,1  792,1  
158 14,19  121,2  126,2  121,2  121,2  3,9  796,1  
159 10,00  128,5  126,1  128,5  121,2  2,8  798,8  
160 4,10  130,6  126,0  130,6  121,2  1,2  800,0  
— denotes data gaps  ▼B
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Table 2  
Calculation of road grade  
d 
[m] t 0 
[s] d 0 
[m] d 1 
[m] h 0 
[m] h 1 
[m] h int (d) 
[m] road  grade,1  (d) 
[m/m]  h int,sm,1  (d) 
[m] road  grade,2  (d) 
[m/m]  
0 18  0,0  0,1  120,3  120,4  120,3  0,0035  120,3  – 0,0015  
… …  …  …  …  …  …  …  …  …  
120 37  117,9  125,7  120,9  121,2  121,0  – 0,0019  120,2  0,0035  
… …  …  …  …  …  …  …  …  …  
200 46  193,4  204,1  121,4  120,7  121,0  – 0,0040  120,0  0,0051  
… …  …  …  …  …  …  …  …  …  
320 56  308,4  320,0  119,8  119,7  119,7  0,0288  121,4  0,0088  
… …  …  …  …  …  …  …  …  …  
520 113  519,9  523,6  132,5  132,6  132,5  0,0097  123,7  0,0037  
… …  …  …  …  …  …  …  …  …  
720 149  719,2  730,2  123,6  123,4  123,6  – 0,0405  122,9  – 0,0086  
… …  …  …  …  …  …  …  …  …  
798 158  796,1  798,8  121,2  121,2  121,2  – 0,0219  121,3  – 0,0151  
799 159  798,8  800,0  121,2  121,2  121,2  – 0,0220  121,3  – 0,0152  
Figure 2  
The effect of data verification and correction - The altitude profile measured by GPS  
h GPS (t), the altitude profile provided by the topographic map  h map (t), the altitude 
profile obtained after the screening and principle verification of data quality  h(t)  
and the correction  h corr (t) of data listed in Table 1
  ▼B
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Figure 3  
Comparison between the corrected altitude profile  h corr (t) and the smoothed and 
interpolated altitude  h int,sm,1
  
Table 3  
Calculation of the positive elevation gain  
d 
[m] t 0 
[s] d 0 
[m] d 1 
[m] h 0 
[m] h 1 
[m] h int (d) 
[m] road  grade,1  (d) 
[m/m]  h int,sm,1  (d) 
[m] road  grade,2  (d) 
[m/m]  
0 18  0,0  0,1  120,3  120,4  120,3  0,0035  120,3  – 0,0015  
… …  …  …  …  …  …  …  …  …  
120 37  117,9  125,7  120,9  121,2  121,0  – 0,0019  120,2  0,0035  
… …  …  …  …  …  …  …  …  …  
200 46  193,4  204,1  121,4  120,7  121,0  – 0,0040  120,0  0,0051  
… …  …  …  …  …  …  …  …  …  
320 56  308,4  320,0  119,8  119,7  119,7  0,0288  121,4  0,0088  
… …  …  …  …  …  …  …  …  …  
520 113  519,9  523,6  132,5  132,6  132,5  0,0097  123,7  0,0037  
… …  …  …  …  …  …  …  …  …  
720 149  719,2  730,2  123,6  123,4  123,6  – 0,0405  122,9  – 0,0086  
… …  …  …  …  …  …  …  …  …  
798 158  796,1  798,8  121,2  121,2  121,2  – 0,0219  121,3  – 0,0151  
799 159  798,8  800,0  121,2  121,2  121,2  – 0,0220  121,3  – 0,0152  ▼B
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_______  
▼B 
Appendix 8  
Data exchange and reporting requirements  
▼M3 
1. INTRODUCTION  
This Appendix describes the requirements for the data exchange between 
the measurement systems and the data evaluation software and for the 
reporting and exchange of intermediate and final RDE results after the 
completion of the data evaluation.  
The exchange and reporting of mandatory and optional parameters shall 
follow the requirements of point 3.2 of Appendix 1. The technical report 
is composed of 5 items:  
(i) the Data Exchange file as described in point 4.1;  
(ii) the Reporting file #1 as described in point 4.2.1;  
(iii) the Reporting file #2 as described in point 4.2.2;  
(iv) the Vehicle and engine description as described in point 4.3;  
(v) the visual supporting material of the PEMS installation as described 
in point 4.4.  
2. SYMBOLS, PARAMETERS AND UNITS  
a 1 coefficient of the CO  2 characteristic curve  
b 1 coefficient of the CO  2 characteristic curve  
a 2 coefficient of the CO  2 characteristic curve  
b 2 coefficient of the CO  2 characteristic curve  
tol 1– primary lower tolerance  
tol 1+ primary upper tolerance  
(v · a pos )95  k 95th percentile of the product of vehicle speed and 
positive acceleration greater than 0,1 m/s  2 for urban, 
rural and motorway driving [m  2 /s 3 or W/kg]  
RPA  k relative positive acceleration for urban, rural and 
motorway driving [m/s  2 or kWs/(kg*km)]  
IC k is the distance share of usage of the internal 
combustion engine for an OVC-HEV over the 
RDE trip  
d ICE,k is the distance driven [km], with the internal 
combustion engine on for an OVC-HEV over the 
RDE trip  
d EV,k is the distance driven [km], with the internal 
combustion engine off for an OVC-HEV over the 
RDE trip  ▼M3
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M CO  2;RDE ;k is the distance-specific mass of CO  2 [g/km], emitted 
over the RDE trip  
M CO  2;WLTP ;k is the distance-specific mass of CO  2 [g/km], emitted 
over the WLTP  
M CO  2;WLTP  C S;k is the distance-specific mass of CO  2 [g/km], emitted 
over the WLTP for an OVC-HEV vehicle tested on 
its charge sustaining mode  
r k ratio between the CO  2 emissions measured during 
the RDE test and the WLTP test  
RF k is the result evaluation factor calculated for the RDE 
trip 
RF L1 is the first parameter of the function used to 
calculate the result evaluation factor  
RF L2 is the second parameter of the function used to 
calculate the result evaluation factor  
▼B 
3. DATA EXCHANGE AND REPORTING FORMAT  
▼M3 
3.1. General  
Emission values as well as any other relevant parameters shall be reported 
and exchanged as csv-formatted data file. Parameter values shall be 
separated by a comma, ASCII-Code #h2C. Sub-parameter values shall 
be separated by a colon, ASCII-Code #h3B. The decimal marker of 
numerical values shall be a point, ASCII-Code #h2E. Lines shall be 
terminated by carriage return-linefeed, ASCII-Code #h0D #h0A. No 
thousands separators shall be used.  
▼B 
3.2. Data exchange  
Data shall be exchanged between the measurement systems and the data 
evaluation software by means of a standardised reporting file that contains 
a minimum set of mandatory and optional parameters. The data exchange 
file shall be structured as follows: The first 195 lines shall be reserved for 
a header that provides specific information about, e.g., the test conditions, 
the identity and calibration of the PEMS equipment (Table 1). Lines 198- 
200 shall contain the labels and units of parameters. Lines 201 and all 
consecutive data lines shall comprise the body of the data exchange file 
and report parameter values (Table 2). The body of the data exchange file 
shall contain at least as many data lines as the test duration in seconds 
multiplied by the recording frequency in hertz.  
▼M3 
3.3. Intermediate and final results  
Summary parameters of intermediate results shall be recorded and 
structured as indicated in Table 3. The information in Table 3 shall be 
obtained prior to the application of the data evaluation and emission 
calculation methods laid down in Appendices 5 and 6.  ▼M3
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The vehicle manufacturer shall record the available results of the data 
evaluation methods in separate files. The results of the data evaluation 
with the method described in Appendix 5 and emissions calculation 
described in Appendix 6 shall be reported in accordance with Tables 4, 
5 and 6. The header of the data reporting file shall be composed of three 
parts. The first 95 lines shall be reserved for specific information about 
the settings of the data evaluation method. Lines 101-195 shall report the 
results of the data evaluation method. Lines 201-490 shall be reserved for 
reporting the final emission results. Line 501 and all consecutive data 
lines comprise the body of the data reporting file and shall contain the 
detailed results of the data evaluation.  
▼B 
4. TECHNICAL REPORTING TABLES  
▼M3 
4.1. Data exchange  
Left column in Table 1 is the parameter to be reported (fixed format and 
content). Central column in Table 1 is the description and or unit (fixed 
format and content). If a parameter can be described with an element of a 
pre-defined list from the central column, then the parameter shall be 
described using the predefined nomenclature (e.g. In the Data Exchange 
file line 19, a manual transmission vehicle should be described as manual 
and not MT or Man, or any other nomenclature). Right column in Table 1 
is where the actual data should be inserted. In the tables, dummy data has 
been inserted to show the proper way to fill in the reported content. The 
order of the columns and lines (including blanks) must be respected.  
Table 1  
Header of the data exchange file  
TEST ID  [code]  TEST_01_Veh01  
Test date  [dd.mm.yyyy]  13.10.2016  
Organisation supervising the test  [name of the organization]  Dummy  
Test location  [City (Country)]  Ispra (Italy)  
Organisation commissioning the 
test [name of the organization]  Dummy  
Vehicle driver  [TS/Lab/OEM]  VELA lab  
Vehicle type  [vehicle commercial name]  Commercial name  
Vehicle manufacturer  [name]  Dummy  
Vehicle model year  [year]  2017  
Vehicle ID  [VIN code as defined in ISO 3779:2009]  ZA1JRC2U912345678  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
Odometer value at test start  [km]  5 252  
Odometer value at test end  [km]  5 341  
Vehicle category  [category as defined in Annex II to Directive 
70/156/EEC]  M1 
Type approval emissions limit  [Euro X]  Euro 6c  
Ignition type  [PI/CI]  PI  
Engine rated power  [kW]  85  
Peak torque  [Nm]  190  
Engine displacement  [ccm]  1 197  
Transmission  [manual/automatic/CVT]  CVT  
Number of forward gears  [#]  6  
Fuel type. If flexifuel indicate 
fuel used in the test  [gasoline/diesel/LPG/NG/biomethane/ 
ethanol/biodiesel]  Diesel  
Lubricant  [product label]  5W30  
Front and rear tyre size  [width.height.rim diameter/ width.height.rim 
diameter]  195.55.20/195.55.20  
Front and rear axle tyre pressure  [bar/bar]  2,5/2,6  
Road load parameters  [F  0 /F 1 /F 2 ] 60,1/0,704/0,03122  
Type-approval test cycle  [NEDC/WLTC]  WLTC  
Type-approval CO  2 emissions  [g/km]  139,1  
CO  2 emissions in WLTC mode 
Low [g/km]  155,1  
CO  2 emissions in WLTC mode 
Mid [g/km]  124,5  
CO  2 emissions in WLTC mode 
High  [g/km]  133,8  
CO  2 emissions in WLTC mode 
Extra High  [g/km]  146,2  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
Vehicle test mass (  1 ) [kg]  1 743,1  
PEMS manufacturer  [name]  MANUF 01  
PEMS type  [PEMS commercial name]  PEMS X56  
PEMS serial number  [number]  C9658  
PEMS power supply  [battery type Li-ion/Ni-Fe/Mg-ion]  Li-ion  
Gas analyser manufacturer  [name]  MANUF 22  
Gas analyser type  [type]  IR  
Gas analyser serial number  [number]  556  
Propulsion type  [ICE/NOVC-HEV/ OVC-HEV]  ICE  
Electric motor power  [kW. 0 if vehicle with ICE only]  0  
Engine condition at test start  [cold/warm]  Cold  
Wheel drive mode  [2WD/4WD]  2WD  
Artificial payload  [% deviation from the payload]  28  
Fuel used  [reference/market/EN228]  market  
Tyre tread depth  [mm]  5  
Vehicle age  [months]  26  
Fuel supply system  [Direct injection/Indirect injection/Direct and 
indirect injection]  Direct injection  
Type of bodywork  [saloon/hatchback/station wagon/coupé/ 
convertible/lorry/van]  saloon  
CO  2 emission on charge 
sustaining (OVC-HEVs)  [g/km]  —  
EFM manufacturer (  3 ) [name]  EFMman 2  
EFM sensor type (  3 ) [functional principle]  Pitot  
EFM serial number (  3 ) [number]  556  
Source of exhaust mass flow 
rate [EFM/ECU/sensor]  EFM  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
Air pressure sensor  [type/ manufacturer]  Piezoresistor/AAA  
Test date  [dd.mm.yyyy]  13.10.2016  
Start time of pre-test procedure  [h:min]  15:25  
Start time of trip  [h:min]  15:42  
Start time of post-test procedure  [h:min]  17:28  
End time of pre-test procedure  [h:min]  15:32  
End time of trip  [h:min]  17:25  
End time of post-test procedure  [h:min]  17:38  
Soaking maximum temperature  [K]  291,2  
Soaking minimum temperature  [K]  290,7  
Soaking done totally or partially 
in ambient temperature extended 
conditions  [yes/no]  No  
Drive mode for ICE if any  [normal/sport/eco]  Eco  
Drive mode for PHEV  [charge sustaining/charge depleting/battery 
charge/mild operation]  
Any active safety system 
disabled during the test?  [No/ESP/ABS/AEB]  No  
Start-stop system active  [yes/no/no SS]  no SS  
Air conditioning  [off/on]  off  
Time correction: Shift THC  [s]  
Time correction: Shift CH4  [s]  
Time correction: Shift NMHC  [s]  
Time correction: Shift O  2 [s] – 2  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
Time correction: Shift PN  [s]  3,1  
Time correction: Shift CO  [s]  2,1  
Time correction: Shift CO  2 [s] 2,1  
Time correction: Shift NO  [s]  – 1,1  
Time correction: Shift NO  2 [s] – 1,1  
Time correction: Shift exhaust 
mass flow rate  [s] 3,2  
Span reference value THC  [ppm]  
Span reference value CH4  [ppm]  
Span reference value NMHC  [ppm]  
Span reference value O  2 [%] 
Span reference value PN  [#]  
Span reference value CO  [ppm]  18 000  
Span reference value CO  2 [%] 15  
Span reference value NO  [ppm]  4 000  
Span Reference Value NO  2 [ppm]  550  
( 4 ) 
( 4 ) 
( 4 ) 
( 4 ) 
( 4 ) 
( 4 ) 
Pre-test zero response THC  [ppm]  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
Pre-test zero response CH  4 [ppm]  
Pre-test zero response NMHC  [ppm]  
Pre-test zero response O  2 [%] 
Pre-test zero response PN  [#]  
Pre-test zero response CO  [ppm]  0  
Pre-test zero response CO  2 [%] 0  
Pre-test zero response NO  [ppm]  0,03  
Pre-test zero response NO  2 [ppm]  – 0,06  
Pre-test span response THC  [ppm]  
Pre-test span response CH  4 [ppm]  
Pre-test span response NMHC  [ppm]  
Pre-test span response O  2 [%] 
Pre-test span response PN  [#]  
Pre-test span response CO  [ppm]  18 008  
Pre-test span response CO  2 [%] 14,8  
Pre-test span response NO  [ppm]  4 000  
Pre-test span response NO  2 [ppm]  549  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
Post-test zero response THC  [ppm]  
Post-test zero response CH  4 [ppm]  
Post-test zero response NMHC  [ppm]  
Post-test zero response O  2 [%] 
Post-test zero response PN  [#]  
Post-test zero response CO  [ppm]  0  
Post-test zero response CO  2 [%] 0  
Post-test zero response NO  [ppm]  0,11  
Post-test zero response NO  2 [ppm]  0,12  
Post-test span response THC  [ppm]  
Post-test span response CH  4 [ppm]  
Post-test span response NMHC  [ppm]  
Post-test span response O  2 [%] 
Post-test span response PN  [#]  
Post-test span response CO  [ppm]  18 010  
Post-test span response CO  2 [%] 14,55  
Post-test span response NO  [ppm]  4 505  
Post-test span response NO  2 [ppm]  544  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
PEMS validation - results THC  [mg/km]  
PEMS validation - results CH  4 [mg/km]  
PEMS validation - results 
NMHC  [mg/km]  
PEMS validation - results PN  [#/km]  
PEMS validation - results CO  [mg/km]  56,0  
PEMS validation - results CO  2 [g/km]  2,2  
PEMS validation - results NO  X [mg/km]  11,5  
PEMS validation - results THC  [% of the laboratory reference]  
PEMS validation - results CH  4 [% of the laboratory reference]  
PEMS validation - results 
NMHC  [% of the laboratory reference]  
PEMS validation - results PN  [% of the PMP system]  
PEMS validation - results CO  [% of the laboratory reference]  2,0  
PEMS validation - results CO  2 [% of the laboratory reference]  3,5  
PEMS validation - results NO  X [% of the laboratory reference]  4,2  
PEMS validation - results NO  [mg/km]  
PEMS validation - results NO  2 [mg/km]  
PEMS validation - results NO  [% of the laboratory reference]  
PEMS validation - results NO  2 [% of the laboratory reference]  
NOx margin  [value]  0,43  
PN margin  [value]  0,5  ▼M3
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TEST ID  [code]  TEST_01_Veh01  
CO margin  [value]  
K i used [none/additive/multiplicative]  none  
K i factor/ K  i offset  [value]  
( 5 ) 
( 1 ) Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components including any artificial 
payload. 
( 2 ) Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used. 
( 3 ) Mandatory if the exhaust mass flow rate is determined by an EFM. 
( 4 ) If required, additional information may be added here. 
( 5 ) Additional parameters may be added to characterise and label the test.  
The body of the data exchange file is composed of a 3-line header 
corresponding to lines 198, 199, and 200 (Table 2, transposed) and the 
actual values recorded during the trip, to be included from line 201 
onward until the end of data. Left column of Table 2 corresponds to 
line 198 of the data exchange file (fixed format). Central column of 
Table 2 corresponds to line 199 of the data exchange file (fixed 
format). Right column of Table 2 corresponds to line 200 of the data 
exchange file (fixed format).  
Table 2  
Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the 
data exchange file  
Time  trip  [s]  
Vehicle speed (  1 ) Sensor  [km/h]  
Vehicle speed (  1 ) GPS  [km/h]  
Vehicle speed (  1 ) ECU  [km/h]  
Latitude  GPS  [deg:min:s]  
Longitude  GPS  [deg:min:s]  
Altitude (  1 ) GPS  [m]  
Altitude (  1 ) Sensor  [m]  
Ambient pressure  Sensor  [kPa]  
Ambient temperature  Sensor  [K]  
Ambient humidity  Sensor  [g/kg]  
THC concentration  Analyser  [ppm]  
CH  4 concentration  Analyser  [ppm]  
NMHC concentration  Analyser  [ppm]  
CO concentration  Analyser  [ppm]  ▼M3
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CO  2 concentration  Analyser  [ppm]  
NO  X concentration  Analyser  [ppm]  
NO concentration  Analyser  [ppm]  
NO  2 concentration  Analyser  [ppm]  
O 2 concentration  Analyser  [ppm]  
PN concentration  Analyser  [#/m  3 ] 
Exhaust mass flow rate  EFM  [kg/s]  
Exhaust temperature in the EFM  EFM  [K]  
Exhaust mass flow rate  Sensor  [kg/s]  
Exhaust mass flow rate  ECU  [kg/s]  
THC mass  Analyser  [g/s]  
CH  4 mass  Analyser  [g/s]  
NMHC mass  Analyser  [g/s]  
CO mass  Analyser  [g/s]  
CO  2 mass  Analyser  [g/s]  
NO  X mass  Analyser  [g/s]  
NO mass  Analyser  [g/s]  
NO  2 mass  Analyser  [g/s]  
O 2 mass  Analyser  [g/s]  
PN Analyser  [#/s]  
Gas measurement active  PEMS  [active (1); inactive (0); error (> 1)]  
Engine speed  ECU  [rpm]  
Engine torque  ECU  [Nm]  
Torque at driven axle  Sensor  [Nm]  
Wheel rotational speed  Sensor  [rad/s]  
Fuel rate  ECU  [g/s]  
Engine fuel flow  ECU  [g/s]  
Engine intake air flow  ECU  [g/s]  
Engine Coolant temperature  ECU  [K]  
Engine Oil temperature  ECU  [K]  ▼M3
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Regeneration status  ECU  —  
Pedal position  ECU  [%]  
Vehicle status  ECU  [error (1); normal (0)]  
Percent torque  ECU  [%]  
Per cent friction torque  ECU  [%]  
State of charge  ECU  [%]  
Relative ambient humidity  Sensor  [%]  
( 2 ) 
( 1 ) To be determined by at least one method 
( 2 ) Additional parameters may be added to characterise vehicle and test conditions.  
Left column in Table 3 is the parameter to be reported (fixed format). 
Central column in Table 3 is the description and or unit (fixed format). If 
a parameter can be described with an element of a pre-defined list from 
the central column, then the parameter shall be described using the 
predefined nomenclature. Right column in Table 3 is where the actual 
data should be inserted. In the table, dummy data has been inserted to 
show the proper way to fill in the reported content. The order of the 
columns and lines must be respected.  
4.2. Intermediate and final results  
4.2.1.  Intermediate results  
Table 3  
Reporting file #1 - Summary parameters of intermediate results  
Total trip distance  [km]  90,9  
Total trip duration  [h:min:s]  01:37:03  
Total stop time  [min:s]  09:02  
Trip average speed  [km/h]  56,2  
Trip maximum speed  [km/h]  142,8  
Average THC emissions  [ppm]  
Average CH4 emissions  [ppm]  
Average NMHC emissions  [ppm]  
Average CO emissions  [ppm]  15,6  
Average CO  2 emissions  [ppm]  119 969,1  
Average NO  X emissions  [ppm]  6,3  ▼M3
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Average PN emissions  [#/m  3 ] 
Average exhaust mass flow rate  [kg/s]  0,010  
Average exhaust temperature  [K]  368,6  
Maximum exhaust temperature  [K]  486,7  
Cumulated THC mass  [g]  
Cumulated CH  4 mass  [g]  
Cumulated NMHC mass  [g]  
Cumulated CO mass  [g]  0,69  
Cumulated CO  2 mass  [g]  12 029,53  
Cumulated NO  X mass  [g]  0,71  
Cumulated PN  [#]  
Total trip THC emissions  [mg/km]  
Total trip CH  4 emissions  [mg/km]  
Total trip NMHC emissions  [mg/km]  
Total trip CO emissions  [mg/km]  7,68  
Total trip CO  2 emissions  [g/km]  132,39  
Total trip NO  X emissions  [mg/km]  7,98  
Total trip PN emissions  [#/km]  
Distance urban part  [km]  34,7  
Duration urban part  [h:min:s]  01:01:42  
Stop time urban part  [min:s]  09:02  
Average speed urban part  [km/h]  33,8  
Maximum speed urban part  [km/h]  59,9  
Average urban THC concentration  [ppm]  
Average urban CH  4 concentration  [ppm]  ▼M3
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Average urban NMHC concentration  [ppm]  
Average urban CO concentration  [ppm]  23,8  
Average urban CO  2 concentration  [ppm]  115 968,4  
Average urban NO  X concentration  [ppm]  7,5  
Average urban PN concentration  [#/m  3 ] 
Average urban exhaust mass flow rate  [kg/s]  0,007  
Average urban exhaust temperature  [K]  348,6  
Maximum urban exhaust temperature  [K]  435,4  
Cumulated urban THC mass  [g]  
Cumulated urban CH  4 mass  [g]  
Cumulated urban NMHC mass  [g]  
Cumulated urban CO mass  [g]  0,64  
Cumulated urban CO  2 mass  [g]  5 241,29  
Cumulated urban NO  X mass  [g]  0,45  
Cumulated urban PN  [#]  
Urban THC emissions  [mg/km]  
Urban CH  4 emissions  [mg/km]  
Urban NMHC emissions  [mg/km]  
Urban CO emissions  [mg/km]  18,54  
Urban CO  2 emissions  [g/km]  150,64  
Urban NO  X emissions  [mg/km]  13,18  
Urban PN emissions  [#/km]  
Distance rural part  [km]  30,0  ▼M3
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Duration rural part  [h:min:s]  00:22:28  
Stop time rural part  [min:s]  00:00  
Average speed rural part  [km/h]  80,2  
Maximum speed rural part  [km/h]  89,8  
Average rural THC concentration  [ppm]  
Average rural CH  4 concentration  [ppm]  
Average rural NMHC concentration  [ppm]  
Average rural CO concentration  [ppm]  0,8  
Average rural CO  2 concentration  [ppm]  126 868,9  
Average rural NO  X concentration  [ppm]  4,8  
Average rural PN concentration  [#/m  3 ] 
Average rural exhaust mass flow rate  [kg/s]  0,013  
Average rural exhaust temperature  [K]  383,8  
Maximum rural exhaust temperature  [K]  450,2  
Cumulated rural THC mass  [g]  
Cumulated rural CH  4 mass  [g]  
Cumulated rural NMHC mass  [g]  
Cumulated rural CO mass  [g]  0,01  
Cumulated rural CO  2 mass  [g]  3 500,77  
Cumulated rural NO  X mass  [g]  0,17  ▼M3
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Cumulated rural PN  [#]  
Rural THC emissions  [mg/km]  
Rural CH  4 emissions  [mg/km]  
Rural NMHC emissions  [mg/km]  
Rural CO emissions  [mg/km]  0,25  
Rural CO  2 emissions  [g/km]  116,44  
Rural NO  X emissions  [mg/km]  5,78  
Rural PN emissions  [#/km]  
Distance motorway part  [km]  26,1  
Duration motorway part  [h:min:s]  00:12:53  
Stop time motorway part  [min:s]  00:00  
Average speed motorway part  [km/h]  121,3  
Maximum speed motorway part  [km/h]  142,8  
Average motorway THC concentration  [ppm]  
Average motorway CH  4 concentration  [ppm]  
Average motorway NMHC concentration  [ppm]  
Average motorway CO concentration  [ppm]  2,45  
Average motorway CO  2 concentration  [ppm]  127 096,5  
Average motorway NO  X concentration  [ppm]  2,48  
Average motorway PN concentration  [#/m  3 ] 
Average motorway exhaust mass flow rate  [kg/s]  0,022  
Average motorway exhaust temperature  [K]  437,9  
Maximum motorway exhaust temperature  [K]  486,7  ▼M3
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Cumulated motorway THC mass  [g]  
Cumulated motorway CH  4 mass  [g]  
Cumulated motorway NMHC mass  [g]  
Cumulated motorway CO mass  [g]  0,04  
Cumulated motorway CO  2 mass  [g]  3 287,47  
Cumulated motorway NO  X mass  [g]  0,09  
Cumulated motorway PN  [#]  
Motorway THC emissions  [mg/km]  
Motorway CH  4 emissions  [mg/km]  
Motorway NMHC emissions  [mg/km]  
Motorway CO emissions  [mg/km]  1,76  
Motorway CO  2 emissions  [g/km]  126,20  
Motorway NO  X emissions  [mg/km]  3,29  
Motorway PN emissions  [#/km]  
Altitude at start point of the trip  [m above sea level]  123,0  
Altitude at end point of the trip  [m above sea level]  154,1  
Cumulative elevation gain during the trip  [m/100 km]  834,1  
Cumulative urban elevation gain  [m/100 km]  760,9  
Urban datasets with acceleration values > 0,1 m/s  2 [number]  845  
(v · a pos )95 urban  [m  2 /s 3 ] 9,03  
RPAurban  [m/s  2 ] 0,18  
Rural datasets with acceleration values > 0,1 m/s  2 [number]  543  ▼M3
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(v · a pos )95 rural  [m  2 /s 3 ] 9,60  
RPArural  [m/s  2 ] 0,07  
Motorway datasets with acceleration values > 0,1 m/s  2 [number]  268  
(v · a pos )95 motorway  [m  2 /s 3 ] 5,32  
RPAmotorway  [m/s  2 ] 0,03  
Cold start distance  [km]  2,3  
Cold start duration  [h:min:s]  00:05:00  
Cold start stop time  [min:s]  60  
Cold start average speed  [km/h]  28,5  
Cold start maximum speed  [km/h]  55,0  
Urban distance driven with ICE on  [km]  34,8  
Speed signal used  [GPS/ECU/sensor]  GPS  
T4253H-Filter used  [yes/no]  no  
Duration of longest stop period  [s]  54  
urban stops > 10 seconds  [number]  12  
Idling time after 1st ignition  [s]  7  
Motorway speed share > 145 km/h  [%]  0,1  
Maximum altitude during the trip  [m]  215  
Maximum ambient temperature  [K]  293,2  
Minimum ambient temperature  [K]  285,7  
Trip done totally or partially in altitude extended conditions  [yes/no]  no  
Trip done totally or partially in ambient temperature extended 
conditions  [yes/no]  no  
Average NO emissions  [ppm]  3,2  
Average NO  2 emissions  [ppm]  2,1  
Cumulated NO mass  [g]  0,23  
Cumulated NO  2 mass  [g]  0,09  
Total trip NO emissions  [mg/km]  5,90  
Total trip NO  2 emissions  [mg/km]  2,01  
Average urban NO concentration  [ppm]  7,6  ▼M3
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Average urban NO  2 concentration  [ppm]  1,2  
Cumulated urban NO mass  [g]  0,33  
Cumulated urban NO  2 mass  [g]  0,12  
Urban NO emissions  [mg/km]  11,12  
Urban NO  2 emissions  [mg/km]  2,12  
Average rural NO concentration  [ppm]  3,8  
Average rural NO  2 concentration  [ppm]  1,8  
Cumulated rural NO mass  [g]  0,33  
Cumulated rural NO  2 mass  [g]  0,12  
Rural NO emissions  [mg/km]  11,12  
Rural NO  2 emissions  [mg/km]  2,12  
Average motorway NO concentration  [ppm]  2,2  
Average motorway NO  2 concentration  [ppm]  0,4  
Cumulated motorway NO mass  [g]  0,33  
Cumulated motorway NO  2 mass  [g]  0,12  
Motorway NO emissions  [mg/km]  11,12  
Motorway NO  2 emissions  [mg/km]  2,21  
TEST ID  [code]  TEST_01_Veh01  
Test date  [dd.mm.yyyy]  13.10.2016  
Organisation supervising the test  [name of the organiz ­
ation]  Dummy  
( 1 ) 
( 1 ) Parameters may be added to characterize additional elements of the trip.  
4.2.2.  Results of the data evaluation  
In Table 4, from lines 1 to 497, the left column is the parameter to be 
reported (fixed format), the central column is the description and or unit 
(fixed format), and the right column is where the actual data should be 
inserted. In the table, dummy data has been inserted to show the proper 
way to fill in the reported content. The order of the columns and lines 
must be respected.  ▼M3
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Table 4  
Header of reporting file #2 - Calculation settings of the data evaluation method in accordance with 
Appendix 5 and Appendix 6  
Reference CO  2 mass  [g]  1 529,48  
Coefficient a  1 of the CO  2 
characteristic curve  — – 1,99  
Coefficient b  1 of the CO  2 
characteristic curve  — 238,07  
Coefficient a  2 of the CO  2 
characteristic curve  — 0,49  
Coefficient b  2 of the CO  2 
characteristic curve  — 97,02  
[reserved]  —  
[reserved]  —  
[reserved]  —  
[reserved]  —  
[reserved]  —  
Calculation software and 
version  — EMROAD V.5.90 
B5 
Primary upper tolerance 
tol 1+ [%][% URB/ % RUR/ % MOT]  45/40/40  
Primary lower tolerance 
tol 1– [%] 25  
IC(t)  [ICE ratio on total trip]  1  
dICE(t)  [km on ICE on total trip]  88  
dEV(t)  [km on electric on total trip]  0  
mCO  2 _WLTP_CS(t)  [kg of CO  2 emitted over the WLTP for an OVC-HEV 
tested on its charge sustaining mode]  
MCO2_WLTP(t)  [distance-specific CO  2 emitted over the WLTP g/km]  154  
MCO2_WLTP_CS(t)  [distance-specific CO  2 for an OVC-HEV emitted over the 
WLTP tested on its charge sustaining mode g/km]  
MCO2_RDE(t)  [distance-specific mass of CO  2 [g/km], emitted over the 
total RDE trip]  122,4  ▼M3
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MCO2_RDE(u)  [distance-specific mass of CO  2 [g/km], emitted over the 
urban RDE trip]  135,8  
r(t) [ratio between the CO  2 emissions measured during the 
RDE test and the WLTP test]  1,15 
r OVC-HEV  (t) [ratio between the CO  2 emissions measured during the 
total RDE test and the total WLTP for an OVC-HEV]  
RF(t)  [result evaluation factor calculated for the total RDE trip]  1 
RFL1  [first parameter of the function used to calculate the result 
evaluation factor]  1,2 
RFL2  [second parameter of the function used to calculate the 
result evaluation factor]  1,25 
IC(u)  [ICE ratio on urban trip]  1  
dICE(u)  [km on ICE on urban trip]  25  
dEV(u)  [km on electric on urban trip]  0  
r(u) [ratio between the CO  2 emissions measured during the 
urban part of the RDE test and the WLTP test phases 1 
+ 2] 1,26 
r OVC-HEV  (u) [ratio between the CO  2 emissions measured during the 
urban part of the RDE test and the total WLTP for an 
OVC-HEV]  
RF(u)  [result evaluation factor calculated for the urban RDE trip]  0,793651  
TEST ID  [code]  TEST_01_Veh01  
Test date  [dd.mm.yyyy]  13.10.2016  
Organisation supervising the 
test [name of the organization]  Dummy  
( 1 ) 
( 1 ) Parameters may be added until line 95 to characterize additional calculation settings.  
Table 5a starts from lines 101 of the data reporting file #2. The left 
column is the parameter to be reported (fixed format), the central 
column is the description and or unit (fixed format), and the right 
column is where the actual data should be inserted. In the table, 
dummy data has been inserted to show the proper way to fill in the 
reported content. The order of the columns and lines must be respected.  ▼M3
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Table 5a  
Header of reporting file #2 – Results of the data evaluation method in accordance with Appendix 5  
Number of windows  —  4 265  
Number of urban windows  —  1 551  
Number of rural windows  —  1 803  
Number of motorway windows  —  910  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
Number of windows within tol  1 — 4 219  
Number of urban windows within tol  1 — 1 535  
Number of rural windows within tol  1 — 1 774  
Number of motorway windows within tol  1 — 910  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
Share of urban windows within tol  1 [%] 99,0  
Share of rural windows within tol  1 [%] 98,4  
Share of motorway windows within tol  1 [%] 100,0  
Share of urban windows within tol  1 greater than 50 %  [1 = Yes; 0 = No]  1  
Share of rural windows within tol  1 greater than 50 %  [1 = Yes; 0 = No]  1  
Share of motorway windows within tol  1 greater than 50 %  [1 = Yes; 0 = No]  1  ▼M3
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[reserved]  —  —  
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[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
( 1 ) 
( 1 ) Additional parameters may be added until line 195.  
Table 5b starts from lines 201 of the data reporting file #2. The left 
column is the parameter to be reported (fixed format), the central 
column is the description and or unit (fixed format), and the right 
column is where the actual data should be inserted. In the table, 
dummy data has been inserted to show the proper way to fill in the 
reported content. The order of the columns and lines must be respected.  ▼M3
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Table 5b  
Header of reporting file #2 – Final emission results in accordance with Appendix 6  
Total trip - THC emissions  [mg/km]  
Total trip - CH  4 emissions  [mg/km]  
Total trip - NMHC emissions  [mg/km]  
Total trip - CO emissions  [mg/km]  
Total trip - NO  X emissions  [mg/km]  6,73  
Total trip - PN emissions  [#/km]  1,15 × 10  11 
Total trip - CO  2 emissions  [g/km]  
Total trip - NO emissions  [mg/km]  4,73  
Total trip - NO  2 emissions  [mg/km]  2  
Urban trip - THC emissions  [mg/km]  
Urban trip - CH  4 emissions  [mg/km]  
Urban trip - NMHC emissions  [mg/km]  
Urban trip - CO emissions  [mg/km]  
Urban trip - NO  X emissions  [mg/km]  8,13  
Urban trip - PN emissions  [#/km]  0,85 × 10  11 
Urban trip - CO  2 emissions  [g/km]  
Urban trip - NO emissions  [mg/km]  6,41  
Urban trip - NO  2 emissions  [mg/km]  2,5  
( 1 ) 
( 1 ) Additional parameters may be added.  
The body of the reporting file #2 is composed by a 3-line header 
corresponding to lines 498, 499, and 500 (Table 6, transposed) and the 
actual values describing the Moving Average Windows as calculated in 
accordance with Appendix 5 shall be included from line 501 onward until 
the end of data. Left column of Table 6 corresponds to line 498 of the 
reporting file #2 (fixed format). Central column of Table 6 corresponds to 
line 499 of the reporting file #2 (fixed format). Right column of Table 6 
corresponds to line 500 of the reporting file #2 (fixed format).  
Table 6  
Body of reporting file #2 - Detailed results of the data evaluation method in accordance with Appendix 5; 
the rows and columns of this table shall be transposed in the body of the data reporting file  
Window Start Time  [s]  
Window End Time  [s]  
Window Duration  [s]  
Window Distance  Source (1 = GPS; 2 = 
ECU; 3 = Sensor)  [km]  
[reserved]  —  —  
[reserved]  —  —  ▼M3
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[reserved]  —  —  
[reserved]  —  —  
Window CO  2 emissions  [g]  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
Window CO  2 emissions  [g/km]  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
[reserved]  —  —  
Window distance to CO  2 characteristic curve h_j  [%]  
[reserved]  [-] 
Window Average Vehicle Speed  Source (1 = GPS; 2 = 
ECU; 3 = Sensor)  [km/h]  
( 1 ) 
( 1 ) Additional parameters may be added to characterise window characteristics.  
▼B 
4.3. Vehicle and engine description  
The manufacturer shall provide the vehicle and engine description in 
accordance with Appendix 4 of Annex I.  
▼M3 
4.4. Visual supporting material of the PEMS installation  
It is necessary to document with visual material (photographs and/or 
videos) the installation of the PEMS on every tested vehicle. The 
pictures should be in quantity and quality enough to identify the 
vehicle and to assess if the installation of the PEMS main unit, the 
EFM, the GPS antenna, and the weather station follow the instrument 
manufacturers recommendations and the general good practices of PEMS 
testing.  ▼M3
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Appendix 9  
Manufacturer's certificate of compliance  
Manufacturer's certificate of compliance with the Real Driving Emissions 
requirements  
(Manufacturer):  
(Address of the Manufacturer):  
Certifies that  
The vehicle types listed in the attachment to this Certificate comply with the 
requirements laid down in point 2.1 of Annex IIIA to Regulation (EU) 
2017/1151 relating to real driving emissions for all possible RDE tests, which 
are in accordance to the requirements of this Annex.  
Done at [ ......................... (Place)]  
On [ ........................ (Date)]  
..........................................................  
(Stamp and signature of the manufacturer's representative)  
Annex:  
— List of vehicle types to which this certificate applies  
— List of the declared maximum RDE values for each vehicle type expressed as 
mg/km or particle numbers/km as appropriate, without the inclusion of the 
margin specified in point 2.1.1 of Annex IIIA.  ▼M3
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ANNEX IV  
EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR 
ROADWORTHINESS PURPOSES  ▼B
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Appendix 1  
MEASURING CARBON MONOXIDE EMISSION AT ENGINE IDLING 
SPEEDS  
(TYPE 2 TEST)  
1. INTRODUCTION  
1.1. This appendix describes the procedure for the type 2 test, measuring carbon 
monoxide emissions at engine idling speeds (normal and high).  
2. GENERAL REQUIREMENTS  
2.1. The general requirements shall be those specified in section 5.3.2 and para ­
graphs 5.3.7.1 to 5.3.7.6 of UN/ECE Regulation No 83, with the exception 
set out in section 2.2.  
2.2. The table referred to in paragraph 5.3.7.5. of UN/ECE Regulation No 83 
shall be understood as the table for the Type 2 test in section 2.1 the 
Addendum to Appendix 4 to Annex I to this Regulation.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements shall be those set out in Annex 5 to UN/ECE 
Regulation No 83, with the exceptions set out in sections 3.2. and 3.3.  
3.2. The reference fuel specifications referred to in paragraph 2.1 of Annex 5 to 
UN/ECE Regulation No 83 shall be understood as referring to the appro ­
priate reference fuel specifications in Annex IX to this Regulation.  
3.3. Reference to the Type I test in paragraph 2.2.1. of Annex 5 to UN/ECE 
Regulation No 83 shall be understood as referring to the Type 1 test in 
Annex XXI to this Regulation.  ▼B
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Appendix 2  
MEASUREMENT OF SMOKE OPACITY  
1. INTRODUCTION  
1.1. This Appendix describes the requirements for measuring the opacity of 
exhaust emissions.  
2. SYMBOL OF THE CORRECTED ABSORPTION COEFFICIENT  
2.1. A symbol of the corrected absorption coefficient shall be affixed to every 
vehicle conforming to a vehicle type to which this test applies. The 
symbol shall be a rectangle surrounding a figure expressing in m–1 the 
corrected absorption coefficient obtained, at the time of approval, from 
the test under free acceleration. The test method is described in section 4.  
2.2. The symbol shall be clearly legible and indelible. It shall be fixed in a 
conspicuous and readily accessible place, the location of which shall be 
specified in the Addendum to the type-approval certificate shown in 
Appendix 4 to Annex I.  
2.3. Figure IV.2.1 gives an example of the symbol.  
Figure IV.2.1
  
The above symbol shows that the corrected absorption coefficient is 
1,30 m  –1 . 
3. SPECIFICATIONS AND TESTS  
3.1. The specifications and tests shall be those set out in Part III, section 24, 
of UN/ECE Regulation No 24 (  1 ), with the exception to these procedures 
set out in section 3.2.  
3.2. The reference to Annex 2 in paragraph 24.1 of UN/ECE Regulation No 
24 shall be understood as a reference to Appendix 4 to Annex I to this 
Regulation.  
4. TECHNICAL REQUIREMENTS  
4.1. The technical requirements shall be those set out in Annexes 4, 5, 7, 8, 9 
and 10 to UN/ECE Regulation No 24, with the exceptions set out in 
sections 4.2., 4.3 and 4.4.  
4.2. Test at steady engine speeds over the full load curve  
4.2.1. The references to Annex 1 in paragraph 3.1. of Annex 4 of UN/ECE 
Regulation No 24 shall be understood as references to Appendix 3 to 
Annex I to this Regulation.  
4.2.2. The reference fuel specified in paragraph 3.2 of Annex 4 of UN/ECE 
Regulation No 24 shall be understood as reference to the reference fuel in 
Annex IX to this Regulation appropriate to the emission limits against 
which the vehicle is being type approved.  ▼B 
( 1 ) OJ L 326, 24.11.2006
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4.3. Test under free acceleration  
4.3.1. The references to Table 2, Annex 2 in paragraph 2.2 of Annex 5 to 
UN/ECE Regulation No 24 shall be understood as references to the 
table under point 2.4.2.1 of Appendix 4 to Annex I to this Regulation.  
4.3.2. The references to paragraph 7.3 of Annex 1 in paragraph 2.3 of Annex 5 
to UN/ECE Regulation No 24 shall be understood as references to 
Appendix 3 to Annex I to this Regulation.  
4.4. ‘ECE’ method of measuring the net power of C.I. engines  
4.4.1. The references in paragraph 7 of Annex 10 to UN/ECE Regulation No 24 
to the ‘Appendix to this Annex’ and in paragraphs 7 and 8 of Annex 10 
to UN/ECE Regulation No 24 to ‘Annex 1’ shall be understood as 
references to Appendix 3 to Annex I to this Regulation.  ▼B
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ANNEX V  
VERIFYING EMISSIONS OF CRANKCASE GASES  
(TYPE 3 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the procedure for the type 3 test verifying emissions 
of crankcase gases as described in section 5.3.3. of UN/ECE Regulation 
No 83.  
2. GENERAL REQUIREMENTS  
2.1. The general requirements for conducting the type 3 test shall be those set 
out in sections 1 and 2 of Annex 6 to UN/ECE Regulation No 83, with the 
exceptions set out in points 2.2 and 2.3 below.  
2.2. Reference to the Type I test in paragraph 2.1. of Annex 6 to UN/ECE 
Regulation No 83 shall be understood as referring to the Type 1 test in 
Annex XXI to this Regulation.  
▼M3 
2.3. The road load coefficients to be used shall be those for vehicle low (VL). If 
VL does not exist, then the VH road load shall be used. VL and VH are 
defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. Alternatively, the 
manufacturer may choose to use road loads that have been determined in 
accordance with the provisions of Appendix 7 to Annex 4a of UN/ECE 
Regulation No 83 for a vehicle included in the interpolation family.  
▼B 
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements shall be those set out in section 3 to 6 of 
Annex 6 to UN/ECE Regulation No 83, with the exception set out in 
point 3.2 below.  
3.2. References to the Type I test in paragraph 3.2. of Annex 6 to UN/ECE 
Regulation No 83 shall be understood as referring to the Type 1 test in 
Annex XXI to this Regulation.  ▼B
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ANNEX VI  
DETERMINATION OF EVAPORATIVE EMISSIONS  
(TYPE 4 TEST)  
1. Introduction  
This Annex provides the method to determine the levels of evaporative 
emission from light-duty vehicles in a repeatable and reproducible 
manner designed to be representative of real world vehicle operation.  
2. Reserved  
3. Definitions  
For the purposes of this Annex, the following definitions shall apply:  
3.1. Test equipment  
3.1.1. ‘ Accuracy ’ means the difference between a measured value and a 
reference value, traceable to a national standard and describes the 
correctness of a result.  
3.1.2. ‘ Calibration ’ means the process of setting a measurement system's 
response so that its output agrees with a range of reference signals.  
3.2. Hybrid electric vehicles  
3.2.1. ‘ Charge-depleting operating condition ’ means an operating condition in 
which the energy stored in the Rechargeable Electric Energy Storage 
System (REESS) may fluctuate but decreases on average while the 
vehicle is driven until transition to charge-sustaining operation.  
3.2.2. ‘ Charge-sustaining operating condition ’ means an operating condition in 
which the energy stored in the REESS may fluctuate but, on average, is 
maintained at a neutral charging balance level while the vehicle is driven.  
3.2.3. ‘ Not off-vehicle charging hybrid electric vehicle ’ (NOVC-HEV) means a 
hybrid electric vehicle that cannot be charged from an external source.  
3.2.4. ‘ Off-vehicle charging hybrid electric vehicle ’ (OVC-HEV) means a 
hybrid electric vehicle that can be charged from an external source.  
3.2.5. ‘ Hybrid electric vehicle ’ (HEV) means a hybrid vehicle where one of the 
propulsion energy converters is an electric machine.  
3.2.6. ‘ Hybrid vehicle ’ (HV) means a vehicle equipped with a powertrain 
containing at least two different categories of propulsion energy 
converters and at least two different categories of propulsion energy 
storage systems.  ▼M3
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3.3. Evaporative emission  
3.3.1. ‘ Fuel tank system ’ means the devices which allow storing the fuel, 
comprising the fuel tank, the fuel filler, the filler cap and the fuel 
pump when it is fitted in or on the fuel tank.  
3.3.2. ‘ Fuel system ’ means the components which store or transport fuel on 
board the vehicle and comprise the fuel tank system, all fuel and vapour 
lines, any non-tank mounted fuel pumps and the activated carbon 
canister.  
3.3.3. ‘ Butane working capacity ’ (BWC) means the mass of butane which a 
canister can adsorb.  
3.3.4. ‘ BWC300 ’ means the butane working capacity after 300 cycles of fuel 
ageing cycles experienced.  
3.3.5. ‘ Permeability Factor ’ (PF) means the factor determined from hydro ­
carbon losses over a period of time and used to determine the final 
evaporative emissions.  
3.3.6. ‘ Monolayer non-metal tank ’ means a fuel tank constructed with a single 
layer of non-metal material including fluorinated/sulfonated materials.  
3.3.7. ‘ Multilayer tank ’ means a fuel tank constructed with at least two different 
layered materials, one of which is a hydrocarbon barrier material.  
3.3.8. ‘ Sealed fuel tank system ’ means a fuel tank system where the fuel 
vapours do not vent during parking over the 24-hour diurnal cycle 
defined in Appendix 2 to Annex 7 of UN/ECE Regulation No 83 
when performed with a reference fuel defined in Section A.1 of Annex 
IX to this Regulation.  
3.3.9. ‘ Evaporative emissions ’ means in the context of this Regulation the 
hydrocarbon vapours lost from the fuel system of a motor vehicle 
during parking and immediately before refuelling of a sealed fuel tank.  
3.3.10. ‘ Mono-fuel gas vehicle ’ means a mono-fuel vehicle that runs primarily on 
liquefied petroleum gas, natural gas/biomethane, or hydrogen but may 
also have a petrol system for emergency purposes or starting only, where 
the petrol tank does not contain more than 15 litres of petrol.  
3.3.11. ‘ Depressurisation puff loss ’ means hydrocarbons venting from a sealed 
fuel tank system pressure relief exclusively through the vapour storage 
unit allowed by the system.  
3.3.12. ‘ Depressurisation puff loss overflow ’ are the depressurisation puff loss 
hydrocarbons that pass through the vapour storage unit during depress ­
urisation.  ▼M3
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3.3.13. ‘ Fuel tank relief pressure ’ is the minimum pressure value at which the 
sealed fuel tank system starts venting in response only to pressure inside 
the tank.  
3.3.14. ‘ Auxiliary canister ’ is the canister used to measure depressurisation puff 
loss overflow.  
3.3.15. ‘ 2 gram breakthrough ’ shall be considered accomplished when the 
cumulative quantity of hydrocarbons emitted from the activated carbon 
canister equals 2 grams.  
4. Abbreviations  
General abbreviations 
BWC  Butane working capacity  
PF Permeability factor  
APF Assigned permeability factor  
OVC-HEV  Off-vehicle charging hybrid electric vehicle  
NOVC-HEV  Not off-vehicle charging hybrid electric vehicle  
WLTC  Worldwide light-duty test cycle  
REESS  Rechargeable electric energy storage system  
5. General requirements  
5.1. The vehicle and its components liable to affect the evaporative emissions 
shall be designed, constructed and assembled so as to enable the vehicle 
in normal use and under normal conditions of use such as humidity, rain, 
snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the 
provisions of this Regulation during its useful life.  
5.1.1. This shall include the security of all hoses, joints and connections used 
within the evaporative emission control systems.  
5.1.2. For vehicles with a sealed fuel tank system, this shall also include having 
a system which, just before refuelling, releases the tank pressure 
exclusively through a vapour storage unit which has the sole function 
of storing fuel vapour. This ventilation route shall also be the only one 
used when the tank pressure exceeds its safe working pressure.  
5.2. The test vehicle shall be selected in accordance with paragraph 5.5.2.  
5.3. Vehicle testing condition  
5.3.1. The types and amounts of lubricants and coolant for emissions testing 
shall be as specified for normal vehicle operation by the manufacturer.  
5.3.2. The type of fuel for testing shall be as specified in Section A.1 of Annex 
IX. ▼M3
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5.3.3. All evaporative emissions controlling systems shall be in working order.  
5.3.4. The use of any defeat device is prohibited in accordance with the 
provisions of Article 5(2) of Regulation (EC) No 715/2007.  
5.4. Provisions for electronic system security  
5.4.1. The provisions for electronic system security shall be those specified in 
paragraph 2.3. of Annex I.  
5.5. Evaporative emission family  
5.5.1. Only vehicles that are identical with respect to the characteristics listed in 
(a), (c) and (d), technically equivalent with respect to the characteristics 
listed in (b) and similar or, where applicable, within the stated tolerance 
regarding the characteristics listed in (e) and (f) may be part of the same 
evaporative emission family:  
(a) Fuel tank system material and construction;  
(b) Vapour hose material, fuel line material and connection technique;  
(c) Sealed tank or non-sealed tank system;  
(d) Fuel tank relief valve setting (air ingestion and relief);  
(e) Canister butane working capacity (BWC300) within a 10 per cent 
range of the highest value (for canisters with the same type of 
charcoal, the volume of charcoal shall be within 10 per cent of 
that for which the BWC300 was determined);  
(f) Purge control system (for example, type of valve, purge control 
strategy).  
5.5.2. The vehicle shall be considered to produce worst-case evaporative 
emissions and shall be used for testing if it has the largest ratio of 
fuel tank capacity to canister butane working capacity within the 
family. The vehicle selection shall be agreed in advance with the 
approval authority.  
5.5.3. The use of any innovative system calibration, configuration, or hardware 
related to the evaporative control system shall place the vehicle model in 
a different family.  
5.5.4. Evaporative Emissions Family Identifier  
Each of the evaporative emission families defined in paragraph 5.5.1. 
shall be attributed a unique identifier of the following format:  
EV-nnnnnnnnnnnnnnn-WMI-x  
Where:  
nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, 
restricted to using the characters 0-9, A-Z and the underscore character 
‘_’. ▼M3
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WMI (world manufacturer identifier) is a code that identifies the manu ­
facturer in a unique manner defined in ISO 3780:2009.  
x shall be set to ‘1’ or ‘0’ in accordance with the following provisions:  
(a) With the agreement of the approval authority and the owner of the 
WMI, the number shall be set to ‘1’ where a vehicle family is 
defined for the purpose of covering vehicles of:  
(i) a single manufacturer with one single WMI code;  
(ii) a manufacturer with several WMI codes, but only in cases when 
one WMI code is to be used;  
(iii) more than one manufacturer, but only in cases when one WMI 
code is to be used.  
In the cases (i), (ii) and (iii), the family identifier code shall consist 
of one unique string of n-characters and one unique WMI code 
followed by ‘1’.  
(b) With the agreement of the approval authority, the number shall be set 
to ‘0’ in the case that a vehicle family is defined based on the same 
criteria as the corresponding vehicle family defined in accordance 
with point (a), but the manufacturer chooses to use a different 
WMI. In this case the family identifier code shall consist of the 
same string of n-characters as the one determined for the vehicle 
family defined in accordance with point (a) and a unique WMI 
code which shall be different from any of the WMI codes used 
under case (a), followed by ‘0’.  
5.6. The approval authority shall not grant type approval if the information 
provided is insufficient to demonstrate that the evaporative emissions are 
effectively limited during the normal use of the vehicle.  
6. Performance requirements  
6.1. Limit values  
The limit value shall be that specified in Table 3 of Annex I to Regu ­
lation (EC) No 715/2007.  ▼M3
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Appendix 1  
Type 4 test procedures and test conditions  
1. Introduction  
This Annex describes the procedure for the Type 4 test which 
determines the evaporative emission of vehicles.  
2. Technical requirements  
2.1. The procedure includes the evaporative emissions test and two ad ­
ditional tests, one for the ageing of carbon canisters, as described in 
paragraph 5.1. of this Appendix, and one for the permeability of the 
fuel tank system, as described in paragraph 5.2. of this Appendix. 
The evaporative emissions test (Figure VI.4) determines hydrocarbon 
evaporative emissions as a consequence of diurnal temperature fluc ­
tuations and hot soaks during parking.  
2.2. In the case that the fuel system contains more than one carbon 
canister, all references to the term ‘canister’ in this Annex shall 
apply to each canister.  
3. Vehicle  
The vehicle shall be in good mechanical condition and have been 
run-in and driven at least 3 000 km before the test. For the purpose 
of the determination of evaporative emissions, the mileage and the 
age of the vehicle used for certification shall be included in all 
relevant test reports. The evaporative emission control system shall 
be connected and functioning correctly during the run-in period. A 
carbon canister aged in accordance with the procedure described in 
paragraph 5.1. of this Appendix shall be used.  
4. Test equipment  
4.1. Chassis dynamometer  
The chassis dynamometer shall meet the requirements of paragraph 
2. of Sub-Annex 5 of Annex XXI.  
4.2. Evaporative emission measurement enclosure  
The evaporative emission measurement enclosure shall meet the 
requirements of paragraph 4.2. of Annex 7 of UN/ECE Regulation 
No 83.  
4.3. Analytical systems  
The analytical systems shall meet the requirements of paragraph 4.3. 
of Annex 7 of UN/ECE Regulation No 83. Continuous measuring of 
hydrocarbons is not mandatory unless the fixed volume type 
enclosure is used.  
4.4. Temperature recording system  
The temperature recording shall meet the requirements of paragraph 
4.5. of Annex 7 of UN/ECE Regulation No 83.  ▼M3
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4.5. Pressure recording system  
The pressure recording shall meet the requirements of paragraph 4.6. 
of Annex 7 of UN/ECE Regulation No 83, except that the accuracy 
and resolution of the pressure recording system defined in paragraph 
4.6.2. of Annex 7 of UN/ECE Regulation No 83 shall be:  
(a) Accuracy: ± 0,3 kPa  
(b) Resolution: 0,025 kPa  
4.6. Fans  
The fans shall meet the requirements of paragraph 4.7. of Annex 7 
of UN/ECE Regulation No 83, except that the capacity of the 
blowers shall be 0,1 to 0,5 m  3 /sec instead of 0,1 to 0,5 m  3 /min.  
4.7. Calibration gases  
The gases shall meet the requirements of paragraph 4.8. of Annex 7 
of UN/ECE Regulation No 83.  
4.8. Additional Equipment  
The additional equipment shall meet the requirements of paragraph 
4.9. of Annex 7 of UN/ECE Regulation No 83.  
4.9. Auxiliary canister  
The auxiliary canister should be identical to the main canister but not 
necessarily aged. The connection tube to the vehicle canister shall be 
as short as possible. The auxiliary canister shall be fully-purged with 
dry air prior to loading.  
4.10. Canister weighing scale  
The canister weighing scale shall have an accuracy of ±0,02 g.  
5. Procedure for canister bench ageing and PF determination  
5.1. Canister bench ageing  
Before performing the hot soak and diurnal losses sequences, the 
canister shall be aged in accordance with the procedure described in 
Figure VI.1.  ▼M3
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Figure VI.1  
Canister bench ageing procedure
  
5.1.1. Ageing through exposure to temperature cycling  
The canister shall be cycled between temperatures from – 15 °C to 
60 °C in a dedicated temperature enclosure with 30 minutes of 
stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 
minutes (see Figure VI.2).  
The temperature gradient shall be as close as possible to 1 °C/min. 
No forced air flow should pass through the canister.  
The cycle shall be repeated 50 times consecutively. In total, this 
procedure lasts 175 hours.  
Figure VI.2  
Temperature conditioning cycle
  ▼M3
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5.1.2. Ageing through exposure to vibration  
Following the temperature ageing procedure, the canister shall be 
shaken vertically with the canister mounted as per its orientation 
in the vehicle with an overall Grms > 1,5 m/sec  2 with a frequency 
of 30 ± 10 Hz. The test shall last 12 hours.  
5.1.3. Ageing through exposure to fuel vapour and determining BWC300  
5.1.3.1. Ageing shall consist of repeatedly loading with fuel vapour and 
purging with laboratory air.  
5.1.3.1.1. After temperature and vibration ageing, the canister shall be further 
aged with a mixture of market fuel as specified in paragraph 
5.1.3.1.1.1. of this Appendix and nitrogen or air with a 50 ± 15 
per cent fuel vapour volume. The fuel vapour fill rate shall be 
60 ± 20 g/h.  
The canister shall be loaded to 2 gram breakthrough. As an alter ­
native, loading shall be deemed to be completed when the hydro ­
carbon concentration level at the vent outlet reaches 3 000 ppm.  
5.1.3.1.1.1. The market fuel used for this test shall fulfil the same requirements 
as a reference fuel with respect to:  
(a) Density at 15 °C;  
(b) Vapour pressure;  
(c) Distillation (70 °C, 100 °C, 150 °C);  
(d) Hydrocarbon analysis (olefins, aromatics, benzene only);  
(e) Oxygen content;  
(f) Ethanol content.  
5.1.3.1.2. The canister shall be purged between 5 and 60 minutes after loading 
with 25 ± 5 litres per minute of emission laboratory air until 300 bed 
volume exchanges are reached.  
5.1.3.1.3. The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this 
Appendix shall be repeated 300 times after which the canister shall 
be considered to be stabilised.  
5.1.3.1.4. The procedure to measure the butane working capacity (BWC) with 
respect to the evaporative emission family in paragraph 5.5. shall 
consist of the following.  
(a) The stabilised canister shall be loaded to 2 gram breakthrough 
and subsequently purged a minimum of 5 times. Loading shall 
be performed with a mixture composed of 50 per cent butane 
and 50 per cent nitrogen by volume at a rate of 40 grams butane 
per hour.  
(b) Purging shall be performed in accordance with paragraph 
5.1.3.1.2. of this Appendix.  
(c) The BWC shall be included in all relevant test reports after each 
loading.  ▼M3
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(d) BWC300 shall be calculated as the average of the last 5 BWCs.  
5.1.3.2. If an aged canister is provided by a supplier, the manufacturer shall 
inform the approval authority in advance of the ageing process to 
enable the witnessing of any part of that process in the supplier's 
facilities.  
5.1.3.3. The manufacturer shall provide the approval authority a test report 
including at least the following elements:  
(a) Type of activated carbon;  
(b) Loading rate;  
(c) Fuel specifications.  
5.2. Determination of the PF of the fuel tank system (see Figure VI.3)  
Figure VI.3  
Determination of the PF
  ▼M3
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5.2.1. The fuel tank system representative of a family shall be selected and 
mounted on a rig in a similar orientation as in the vehicle. The tank 
shall be filled to 40 ± 2 per cent of its nominal capacity with 
reference fuel at a temperature of 18 °C ± 2 °C. The rig with the 
fuel tank system shall be placed in a room with a controlled 
temperature of 40 °C ± 2 °C for 3 weeks.  
5.2.2. At the end of the third week, the tank shall be drained and refilled 
with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per 
cent of its nominal tank capacity.  
Within 6 to 36 hours, the rig with the fuel tank system shall be 
placed in an enclosure. The last 6 hours of this period shall be at an 
ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal 
procedure shall be performed over the first 24-hour period of the 
procedure described in paragraph 6.5.9. of this Appendix. The fuel 
vapour in the tank shall be vented to the outside of the enclosure to 
eliminate the possibility of the tank venting emissions being counted 
as permeation. The HC emissions shall be measured and the value 
shall be included in all relevant test reports as HC  3W . 
5.2.3. The rig with the fuel tank system shall be placed again in a room 
with a controlled temperature of 40 °C ± 2 °C for the remaining 17 
weeks.  
5.2.4. At the end of the seventeenth week, the tank shall be drained and 
refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 
2 per cent of its nominal tank capacity.  
Within 6 to 36 hours, the rig with the fuel tank system shall be 
placed in an enclosure. The last 6 hours of this period shall be at an 
ambient temperature of 20 °C ± 2 °C. In the enclosure, a diurnal 
procedure shall be performed over a first period of 24 hours of 
the procedure described in accordance with paragraph 6.5.9. of this 
Appendix. The fuel tank system shall be vented to the outside of the 
enclosure to eliminate the possibility of the tank venting emissions 
being counted as permeation. The HC emissions shall be measured 
and the value shall be included in all relevant test reports in this case 
as HC  20W . 
5.2.5. The PF is the difference between HC  20W and HC  3W in g/24h 
calculated to 3 significant digits using the following equation:  
PF = HC  20w – HC  3W 
5.2.6. If the PF is determined by a supplier, the vehicle manufacturer shall 
inform the approval authority in advance of the determination to 
allow witness check in the supplier's facility.  
5.2.7. The manufacturer shall provide the approval authority with a test 
report containing at least the following:  
(a) A full description of the fuel tank system tested, including 
information on the type of tank tested, whether the tank is 
metal, monolayer non-metal or multilayer, and which types of 
materials are used for the tank and other parts of the fuel tank 
system;  ▼M3
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(b) The weekly mean temperatures at which the ageing was 
performed;  
(c) The HC measured at week 3 (HC  3W ); 
(d) The HC measured at week 20 (HC  20W ); 
(e) The resulting permeability factor (PF).  
5.2.8. As an alternative to paragraphs 5.2.1. to 5.2.7. of this Appendix, a 
manufacturer using multilayer tanks or metal tanks may choose to 
use an Assigned Permeability Factor (APF) instead of performing the 
complete measurement procedure mentioned above:  
APF multilayer/metal tank = 120 mg /24 h  
Where the manufacturer chooses to use an APF, the manufacturer 
shall provide the approval authority with a declaration in which the 
type of tank is clearly specified as well as a declaration of the type 
of materials used.  
6. Test procedure for the measurement of hot soak and diurnal 
losses  
6.1. Vehicle preparation  
The vehicle shall be prepared in accordance to paragraphs 5.1.1. and 
5.1.2. of Annex 7 of UN/ECE Regulation No 83. At the request of 
the manufacturer and with approval of the approval authority, non- 
fuel background emission sources (e.g. paint, adhesives, plastics, 
fuel/vapour lines, tyres, and other rubber or polymer components) 
may be reduced to typical vehicle background levels before testing 
(e.g. baking of tyres at temperatures of 50 °C or higher for appro ­
priate periods, baking of the vehicle, draining washer fluid).  
For a sealed fuel tank system, the vehicle canisters shall be installed 
so that access to canisters and connection/disconnection of canisters 
can be done easily.  
6.2. Mode selections and gear shift prescriptions  
6.2.1. For vehicles with manual shift transmissions, the gear shift 
prescriptions specified in Sub-Annex 2 of Annex XXI shall apply.  
6.2.2. In the case of pure ICE vehicles, the mode shall be selected in 
accordance with Sub-Annex 6 of Annex XXI.  
6.2.3. In the case of NOVC-HEVs and OVC-HEVs, the mode shall be 
selected in accordance with Appendix 6 to Sub-Annex 8 of Annex 
XXI.  
6.2.4. Upon request of the approval authority, the selected mode may be 
different from that described in paragraphs 6.2.2. and 6.2.3. of this 
Appendix.  ▼M3
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6.3. Test conditions  
The tests included in this Annex shall be performed using the test 
conditions specific to interpolation family vehicle H with the highest 
cycle energy demand of all the interpolation families included in the 
evaporative emission family being considered.  
Alternatively, at the request of the approval authority, any cycle 
energy representative of a vehicle in the family may be used for 
the test.  
6.4. Flow of the test procedure  
The test procedure for non-sealed and sealed tank systems shall be 
followed in accordance with the flow chart described in Figure VI.4.  
The sealed fuel tank systems shall be tested with one of 2 
options. One option is to test the vehicle with one continuous 
procedure. Another option, called the stand-alone procedure, is to 
test the vehicle with two separate procedures which will allow 
repeating the dynamometer test and the diurnal tests without 
repeating the tank depressurisation puff loss overflow test and the 
depressurisation puff loss measurement.  ▼M3
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Figure VI.4  
Test procedure flow charts
  ▼M3
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6.5. Continuous test procedure for non-sealed fuel tank systems  
6.5.1. Fuel drain and refill  
The fuel tank of the vehicle shall be emptied. This shall be done so 
as not to abnormally purge or abnormally load the evaporative 
control devices fitted to the vehicle. Removal of the fuel cap is 
normally sufficient to achieve this. The fuel tank shall be refilled 
with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per 
cent of its nominal capacity.  
6.5.2. Soak  
Within 5 minutes after completing fuel drain and refill, the vehicle 
shall be soaked for a minimum of 6 hours and a maximum of 36 
hours at 23 °C ± 3 °C.  
6.5.3. Preconditioning drive  
The vehicle shall be placed on a chassis dynamometer and driven 
over the following phases of the cycle described in Sub-Annex 1 of 
Annex XXI:  
(a) For Class 1 vehicles: low, medium, low, low, medium, low  
(b) For Class 2 and 3 vehicles: low, medium, high, medium.  
For OVC-HEVs, the preconditioning drive shall be performed under 
the charge-sustaining operating condition as defined in paragraph 
3.3.6. of Annex XXI. Upon the request of approval authority, any 
other mode may be used.  
6.5.4. Fuel drain and refill  
Within one hour after the preconditioning drive, the fuel tank of the 
vehicle shall be emptied. This shall be done so as not to abnormally 
purge or abnormally load the evaporative control devices fitted to the 
vehicle. Removal of the fuel cap is normally sufficient to achieve 
this. The fuel tank shall be refilled with test fuel at a temperature of 
18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity.  
6.5.5. Soak  
Within five minutes of completing fuel drain and refill, the vehicle 
shall be parked for a minimum of 12 hours and a maximum of 36 
hours at 23 °C ± 3 °C.  
During soaking, the procedures described in paragraphs 6.5.5.1. and 
6.5.5.2. may be performed either in the order of first paragraph 
6.5.5.1. followed by paragraph 6.5.5.2. or in the order paragraph 
6.5.5.2. followed by paragraph 6.5.5.1. The procedures described 
in paragraphs 6.5.5.1. and 6.5.5.2. may also be performed simulta ­
neously.  
6.5.5.1. REESS charge  
For OVC-HEVs, the REESS shall be fully charged in accordance 
with the charging requirements described in paragraph 2.2.3. of 
Appendix 4 to Sub-Annex 8 of Annex XXI.  ▼M3
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6.5.5.2. Canister loading  
The canister aged in accordance with the sequence described in 
paragraph 5.1. of this Appendix shall be loaded to 2 gram break ­
through in accordance with the procedure described in paragraph 
5.1.4. of Annex 7 of UN/ECE Regulation No 83.  
6.5.6. Dynamometer test  
The test vehicle shall be pushed onto a dynamometer and shall be 
driven over the cycles described in paragraph 6.5.3.(a) or paragraph 
6.5.3.(b) of this Appendix. OVC-HEVs shall be operated in charge- 
depleting operating condition. The engine shall be subsequently shut 
off. Exhaust emissions may be sampled during this operation and the 
results may be used for the purpose of exhaust emission and fuel 
consumption type approval if this operation meets the requirement 
described in Sub-Annex 6 or Sub-Annex 8 of Annex XXI.  
6.5.7. Hot soak evaporative emissions test  
Within 7 minutes after the dynamometer test and within 2 minutes of 
the engine being switched off, the hot soak evaporative emissions 
test shall be performed in accordance with paragraph 5.5. of Annex 7 
of UN/ECE Regulation No 83. The hot soak losses shall be 
calculated in accordance with paragraph 7.1. of this Appendix and 
included in all relevant test reports as M  HS . 
6.5.8. Soak  
After the hot soak evaporative emissions test, the test vehicle shall 
be soaked for not less than 6 hours and not more than 36 hours 
between the end of the hot soak test and the start of the diurnal 
emission test. For at least the last 6 hours of this period the vehicle 
shall be soaked at 20 °C ± 2 °C.  
6.5.9. Diurnal testing  
6.5.9.1. The test vehicle shall be exposed to two cycles of ambient 
temperature pursuant to the profile specified for the diurnal 
emission test in Appendix 2 to Annex 7 of UN/ECE Regulation 
No 83 with a maximum deviation of ± 2 °C at any time. The 
average temperature deviation from the profile, calculated using 
the absolute value of each measured deviation, shall not 
exceed ± 1 °C. Ambient temperature shall be measured at least 
every minute and included in all relevant test sheets. Temperature 
cycling shall begin at time T  start = 0, as specified in 
paragraph 6.5.9.6. of this Appendix.  
6.5.9.2. The enclosure shall be purged for several minutes immediately 
before the test until a stable background is obtained. The chamber 
mixing fan(s) shall also be switched on at this time.  
6.5.9.3. The test vehicle, with the powertrain shut off and the test vehicle 
windows and luggage compartment(s) opened, shall be moved into 
the measuring chamber. The mixing fan(s) shall be adjusted in such 
a way as to maintain a minimum air circulation speed of 8 km/h 
under the fuel tank of the test vehicle.  ▼M3
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6.5.9.4. The hydrocarbon analyser shall be zeroed and spanned immediately 
before the test.  
6.5.9.5. The enclosure doors shall be closed and sealed gas-tight.  
6.5.9.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon 
concentration, temperature and barometric pressure shall be 
measured to give initial readings of hydrocarbon concentration in 
the enclosure C  HCi , barometric pressure P  i and ambient chamber 
temperature T  i for the diurnal testing. T  start = 0 starts at this time.  
6.5.9.7. The hydrocarbon analyser shall be zeroed and spanned immediately 
before the end of each emission sampling period.  
6.5.9.8. The end of the first and second emission sampling period shall occur 
at 24 hours ±6 minutes and 48 hours ± 6 minutes, respectively, after 
the beginning of the initial sampling, as specified in 
paragraph 6.5.9.6. of this Appendix. The elapsed time shall be 
included in all relevant test reports.  
At the end of each emission sampling period, the hydrocarbon 
concentration, temperature and barometric pressure shall be 
measured and used to calculate the diurnal test results using the 
equation in paragraph 7.1. of this Appendix. The result obtained 
from the first 24 hours shall be included in all relevant test reports 
as M  D1 . The result obtained from the second 24 hours shall be 
included in all relevant test reports as M  D2 . 
6.6. Continuous test procedure for sealed fuel tank systems  
6.6.1. In the case that the fuel tank relief pressure is greater than or equal 
to 30 kPa.  
6.6.1.1. The test shall be performed as described in paragraphs 6.5.1. to 
6.5.3. of this Appendix.  
6.6.1.2. Fuel drain and refill  
Within one hour after the preconditioning drive, the fuel tank of the 
vehicle shall be emptied. This shall be done so as not to abnormally 
purge or abnormally load the evaporative control devices fitted to the 
vehicle. Removal of the fuel cap is normally sufficient to achieve 
this, otherwise the canister shall be disconnected. The fuel tank shall 
be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 
15 ± 2 per cent of the tank's nominal capacity.  
6.6.1.3. Soak  
Within 5 minutes after completing fuel drain and refill, the vehicle 
shall be soaked for stabilization for 6 to 36 hours at an ambient 
temperature of 20 °C ± 2 °C.  
6.6.1.4. Fuel tank depressurisation  
The tank pressure shall be subsequently released so as not to 
abnormally raise the inside pressure of the fuel tank. This may be 
done by opening the fuel cap of the vehicle. Regardless of the 
method of depressurisation, the vehicle shall be returned to its 
original condition within 1 minute.  ▼M3
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6.6.1.5. Canister loading and purge  
The canister aged in accordance with the sequence described in 
paragraph 5.1. of this Appendix shall be loaded to 2 gram break ­
through in accordance with the procedure described in paragraph 
5.1.6. of Annex 7 of UN/ECE Regulation No 83, and shall be 
subsequently purged with 25 ± 5 litres per minute with emission 
laboratory air. The volume of purge air shall not exceed the 
volume determined in paragraph 6.6.1.5.1. This loading and 
purging can be done either (a) using an on-board canister at a 
temperature of 20 °C or optionally 23 °C, or (b) by disconnecting 
the canister. In both cases, no further relief of the tank pressure is 
allowed.  
6.6.1.5.1. Determination of maximum purge volume  
The maximum purge amount Vol  max shall be determined by the 
following equation. In the case of OVC-HEVs, the vehicle shall 
be operated in charge-sustaining operating condition. This deter ­
mination can also be done at a separate test or during the precon ­
ditioning drive. 
Vol max ¼ Vol Pcycle Ü Vol tank Ü 0,85 Ü 100 
FC Pcycle 
Dist Pcycle  
where:  
Vol  Pcycle  is the cumulative purge volume rounded to the nearest 0,1 
litres measured using a suitable device (e.g. flowmeter 
connected to the vent of the carbon canister or equivalent) 
over the cold start preconditioning drive described in the 
paragraph 6.5.3. of this Appendix, l;  
Vol  tank is the manufacturer's nominal fuel tank capacity, l;  
FC Pcycle  is the fuel consumption over the single purge cycle 
described in paragraph 6.5.3. of this Appendix which 
may be measured in either warm or cold start condition, 
l/100 km. For OVC-HEVs and NOVC-HEVs, fuel 
consumption shall be calculated in accordance with 
paragraph 4.2.1. of Sub-Annex 8 of Annex XXI;  
Dist  Pcycle  is the theoretical distance to the nearest 0,1 km of a single 
purge cycle described in paragraph 6.5.3. of this 
Appendix, km.  
6.6.1.6. Preparation of canister depressurisation puff loss loading  
After completing canister loading and purging, the test vehicle shall 
be moved into an enclosure, either a SHED or an appropriate climatic 
chamber. It shall be demonstrated that the system is leak-free and the 
pressurisation is performed in a normal way during the test or by 
separate test (e.g. by means of pressure sensor on the vehicle). The 
test vehicle shall be subsequently exposed to the first 11 hours of the 
ambient temperature profile specified for the diurnal emission test in  ▼M3
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Appendix 2 to Annex 7 of UN/ECE Regulation No 83 with a 
maximum deviation of ± 2 °C at any time. The average temperature 
deviation from the profile, calculated using the absolute value of each 
measured deviation, shall not exceed ± 1 °C. The ambient temperature 
shall be measured at least every 10 minutes and included in all 
relevant test sheets.  
6.6.1.7. Canister puff loss loading  
6.6.1.7.1. Fuel tank depressurisation before refuelling  
The manufacturer shall ensure that the refuelling operation cannot be 
initiated before the sealed fuel tank system is fully depressurised to a 
pressure less than 2,5 kPa above ambient pressure in normal vehicle 
operation and use. At the request of the approval authority, the 
manufacturer shall provide detailed information or demonstrate 
proof of operation (e.g. by means of pressure sensor on the 
vehicle). Any other technical solution may be allowed provided 
that a safe refuelling operation is ensured and that no excessive 
emissions are released to the atmosphere before the refuelling 
device is connected to the vehicle.  
6.6.1.7.2. Within 15 minutes after the ambient temperature has reached 35 °C, 
the tank relief valve shall be opened to load the canister. This 
loading procedure may be executed either inside or outside an 
enclosure. The canister loaded in accordance with this paragraph 
shall be disconnected and shall be kept in the soak area. A 
dummy canister shall be installed to the vehicle when undertaking 
the procedure specified in paragraphs 6.6.1.9. to 6.6.1.12. of this 
Appendix.  
6.6.1.8. Measurement of depressurisation puff loss overflow  
6.6.1.8.1. Any depressurisation puff loss overflow from the vehicle canister 
shall be measured by using an auxiliary carbon canister connected 
directly at the outlet of the vehicle vapour storage unit. It shall be 
weighed before and after the procedure described in paragraph 
6.6.1.7. of this Appendix.  
6.6.1.8.2. Alternatively, the depressurisation puff loss overflow from the 
vehicle canister during its depressurisation may be measured using 
a SHED.  
Within 15 minutes after the ambient temperature has reached 35 °C 
as described in paragraph 6.6.1.6. of this Appendix, the chamber 
shall be sealed and the measurement procedure shall be started.  
The hydrocarbon analyser shall be zeroed and spanned, after which 
the hydrocarbon concentration, temperature and barometric pressure 
shall be measured to give the initial readings C  HCi , P i and T  i for the 
sealed tank depressurisation puff loss overflow determination.  
The ambient temperature T of the enclosure shall not be less than 
25 °C during the measurement procedure.  ▼M3
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At the end of the procedure described in paragraph 6.6.1.7.2. of this 
Appendix, the hydrocarbon concentration in the chamber shall be 
measured after 60 ± 5 seconds. The temperature and the barometric 
pressure shall also be measured. These are the final readings C  HCf , P f 
and T  f for the sealed tank depressurisation puff loss overflow.  
The sealed tank puff loss overflow result shall be calculated in 
accordance with paragraph 7.1. of this Appendix and included in 
all relevant test reports.  
6.6.1.8.3. There shall be no change in weight of the auxiliary canister or the 
result of the SHED measurement, within the tolerance of ± 0,5 gram.  
6.6.1.9. Soak  
After completing puff loss loading, the vehicle shall be soaked at 
23 ± 2 °C for 6 to 36 hours to stabilise the vehicle temperature.  
6.6.1.9.1. REESS charge  
For OVC-HEVs, the REESS shall be fully charged in accordance 
with the charging requirements described in paragraph 2.2.3. of 
Appendix 4 to Annex 8 of Annex XXI during the soaking 
described in paragraph 6.6.1.9. of this Appendix.  
6.6.1.10. Fuel drain and refill  
The fuel tank of the vehicle shall be drained and filled up to 40 ± 2 
per cent of the tank's nominal capacity with reference fuel at a 
temperature of 18 °C ± 2 °C.  
6.6.1.11. Soak  
The vehicle shall be subsequently parked for a minimum of 6 hours 
to a maximum of 36 hours in the soak area at 20 °C ± 2 °C to 
stabilise the fuel temperature.  
6.6.1.12. Fuel tank depressurisation  
The tank pressure shall be subsequently released so as not to 
abnormally raise the inside pressure of the fuel tank. This may be 
done by opening the fuel cap of the vehicle. Regardless of the 
method of depressurisation, the vehicle shall be returned to its 
original condition within 1 minute. After this action, the vapour 
storage unit shall be connected again.  
6.6.1.13. The procedures in paragraphs 6.5.6. to 6.5.9.8. of this Appendix 
shall be followed.  
6.6.2. In the case that the fuel tank relief pressure is lower than 30 kPa  
The test shall be performed as described in paragraphs 6.6.1.1. to 
6.6.1.13. of this Appendix. However, in this case, the ambient 
temperature described in paragraph 6.5.9.1. of this Appendix shall 
be replaced by the profile specified in Table VI.1 of this Appendix 
for the diurnal emission test.  ▼M3
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Table VI.1  
Ambient temperature profile of the alternative sequence for 
sealed fuel tank system  
Time (hours)  Temperature (°C)  
0/24 20,0  
1 20,4  
2 20,8  
3 21,7  
4 23,9  
5 26,1  
6 28,5  
7 31,4  
8 33,8  
9 35,6  
10 37,1  
11 38,0  
12 37,7  
13 36,4  
14 34,2  
15 31,9  
16 29,9  
17 28,2  
18 26,2  
19 24,7  
20 23,5  
21 22,3  
22 21,0  
23 20,2  
6.7. Stand-alone test procedure for sealed fuel tank systems  
6.7.1 Measurement of depressurisation puff loss loading mass  
6.7.1.1. The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. of this Appendix 
shall be performed. The depressurisation puff loss loading mass is 
defined as the difference in weight of the vehicle canister before 
paragraph 6.6.1.6. of this Appendix is applied and after paragraph 
6.6.1.7.2. of this Appendix is applied.  
6.7.1.2. The depressurisation puff loss overflow from the vehicle canister 
shall be measured in accordance with paragraphs 6.6.1.8.1. and 
6.6.1.8.2. of this Appendix and fulfil the requirements of 
paragraph 6.6.1.8.3. in this Appendix.  ▼M3
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6.7.2. Hot soak and diurnal breathing evaporative emissions test  
6.7.2.1. In the case that the fuel tank relief pressure is greater than or equal 
to 30 kPa  
6.7.2.1.1. The test shall be performed as described in paragraphs 6.5.1. to 
6.5.3. and paragraphs 6.6.1.9. to 6.6.1.9.1. of this Appendix.  
6.7.2.1.2. The canister shall be aged in accordance with the sequence described 
in paragraph 5.1. of this Appendix and shall be loaded and purged in 
accordance with paragraph 6.6.1.5. of this Appendix.  
6.7.2.1.3. The aged canister shall subsequently be loaded in accordance with 
the procedure described in paragraph 5.1.6. of Annex 7 of UN/ECE 
Regulation No 83 with the exemption of loading mass. Total loading 
mass shall be determined in accordance with paragraph 6.7.1.1. of 
this Appendix. At the request of the manufacturer, the reference fuel 
may alternatively be used instead of butane. The canister shall be 
disconnected.  
6.7.2.1.4. The procedures in paragraphs 6.6.1.10. to 6.6.1.13. of this Appendix 
shall be followed.  
6.7.2.2. In the case that the fuel tank relief pressure is lower than 30 kPa  
The test shall be performed as described in paragraphs 6.7.2.1.1. to 
6.7.2.1.4. of this Appendix. However, in this case, the ambient 
temperature described in 6.5.9.1. of this Appendix shall be 
modified pursuant to the profile specified in Table VI.1 of this 
Appendix for the diurnal emission test.  
7. Calculation of evaporative test results  
7.1. The evaporative emission tests described in this Annex allow the 
hydrocarbon emissions from the puff loss overflow, diurnal and 
hot soak tests to be calculated. Evaporative losses from each of 
these tests shall be calculated using the initial and final hydrocarbon 
concentrations, temperatures and pressures in the enclosure, together 
with the net enclosure volume.  
The following equation shall be used: 
M HC ¼ k Ü V Ü A 
C HCf Ü P f 
T f Ä C HCi Ü P i 
T i ! 
þ M HC;out Ä M HC;in 
where:  
M HC is the mass of hydrocarbons, grams;  
M HC,out  is the mass of hydrocarbons exiting the enclosure in the 
case of fixed volume enclosures for diurnal emission 
testing, grams;  
M HC,in is the mass of hydrocarbon entering the enclosure in the 
case of fixed volume enclosures for diurnal emission 
testing, grams;  ▼M3
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C HC is the measured hydrocarbon concentration in the 
enclosure, ppm volume in C  1 equivalent;  
V is the net enclosure volume corrected for the volume of 
the vehicle with the windows and the luggage 
compartment open, m  3 . If the volume of the vehicle is 
not known, a volume of 1,42 m  3 shall be subtracted;  
T is the ambient chamber temperature, K;  
P is the barometric pressure, kPa;  
H/C is the hydrogen to carbon ratio  
where:  
H/C is taken to be 2,33 for puff loss overflow 
measurement in SHED and diurnal test losses;  
H/C is taken to be 2,20 for hot soak losses;  
k is 1,2 × 10  – 4 × (12 + H/C), in (g × K/(m  3 × kPa));  
i is the initial reading;  
f is the final reading;  
7.2. The result of (M  HS + M  D1 + M  D2 + (2 × PF)) shall be below the 
limit defined in paragraph 6.1.  
8. Test report  
The test report shall contain at least the following:  
(a) Description of the soak periods, including time and mean 
temperatures;  
(b) Description of aged canister used and reference to exact ageing 
report;  
(c) Mean temperature during the hot soak test;  
(d) Measurement during hot soak test, HSL;  
(e) Measurement of first diurnal, DL1st day;  
(f) Measurement of second diurnal, DL2nd day;  
(g) Final evaporative test result, calculated in accordance with 
paragraph 7. of this Appendix;  
(h) Declared fuel tank relief pressure of the system (for sealed tank 
systems);  
(i) Puff loss loading value (in the case of using the stand-alone test 
described in paragraph 6.7. of this Appendix).  ▼M3
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ANNEX VII  
VERIFYING THE DURABILITY OF POLLUTION CONTROL DEVICES  
(TYPE 5 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the tests for verifying the durability of pollution 
control devices.  
2. GENERAL REQUIREMENTS  
2.1. The general requirements for conducting the type 5 test shall be those set 
out in Section 5.3.6. of UN/ECE Regulation No 83 with exceptions 
provided in sections 2.2. and 2.3 below.  
2.2. The table in paragraph 5.3.6.2. and the text in paragraph 5.3.6.4. of 
UN/ECE Regulation No 83 shall be understood to be as follows:  
Engine Category  Assigned deterioration factors  
CO THC  NMHC  NO  x HC + NO  x PM ►M3 PN ◄ 
Positive-ignition  1,5  1,3  1,3  1,6  —  1,0  1,0  
Compression-ignition  As there are no assigned deterioration factors for compression ignition vehicles, 
manufacturers shall use the whole vehicle or bench ageing durability test 
procedures to establish deterioration factors.  
2.3. The reference to the requirements of paragraphs 5.3.1 and 8.2 in paragraph 
5.3.6.5 of UN/ECE Regulation No 83 shall be understood as reference to 
the requirements of Annex XXI and Section 4.2 of Annex I to this Regu ­
lation during the useful life of the vehicle.  
2.4. Before emission limits set out in Table 2 of Annex I to Regulation (EC) 
No 715/2007 are used for assessing compliance with the requirements 
referred to in paragraph 5.3.6.5 of UN/ECE Regulation No 83 the deterio ­
ration factors shall be calculated and applied, as described in Table A7/1 
of Sub-Annex 7 and Table A8/5 of Sub-Annex 8 to Annex XXI.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements and specifications shall be those set out in 
sections 1 to 7 and Appendices 1, 2 and 3 of Annex 9 to UN/ECE 
Regulation No 83, with the exceptions set out in sections 3.2. to 3.10.  
3.2. Reference to Annex 2 in paragraph 1.5. of Annex 9 to UN/ECE Regu ­
lation No 83 shall be understood as referring to Appendix 4 to Annex I to 
this Regulation.  
3.3. Reference to the emissions limits set out in Table 1 in paragraph 1.6. of 
Annex 9 to UN/ECE Regulation No 83 shall be understood as referring to 
the emissions limits set out in Table 2 of Annex I to Regulation (EC) No 
715/2007.  
3.4. The references to the Type I test in paragraph 2.3.1.7 of Annex 9 of 
UN/ECE Regulation No 83 shall be understood as reference to the 
Type 1 test in Annex XXI to this Regulation.  ▼B
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3.5. The references to the Type I test in paragraph 2.3.2.6 of Annex 9 of 
UN/ECE Regulation No 83 shall be understood as reference to the 
Type 1 test in Annex XXI to this Regulation.  
3.6. The references to the Type I test in paragraph 3.1 of Annex 9 of UN/ECE 
Regulation No 83 shall be understood as reference to the Type 1 test in 
Annex XXI to this Regulation.  
3.7. The reference to paragraph 5.3.1.4. in the first section of paragraph 7 of 
Annex 9 of UN/ECE Regulation No 83 shall be understood as reference to 
Table 2 of Annex I of the Regulation (EC) No 715/2007.  
3.8. The reference in paragraph 6.3.1.2 of Annex 9 to UN/ECE Regulation No 
83 to the methods in Appendix 7 to Annex 4a shall be understood as 
being a reference to Sub-Annex 4 to Annex XXI to this Regulation.  
3.9. The reference in paragraph 6.3.1.4 of Annex 9 to UN/ECE Regulation No 
83 to Annex 4a shall be understood as being a reference to Sub-Annex 4 
to Annex XXI to this Regulation.  
▼M3 
3.10. The road load coefficients to be used shall be those for vehicle low (VL). 
If VL does not exist or the total load of vehicle (VH) at 80 km/h is higher 
than the total load of VL at 80 km/h + 5 %, then the VH road load shall 
be used. VL and VH are defined in point 4.2.1.1.2 of Sub-Annex 4 to 
Annex XXI.  ▼B
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ANNEX VIII  
VERIFYING THE AVERAGE EMISSIONS AT LOW AMBIENT 
TEMPERATURES  
(TYPE 6 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the equipment required and the procedure for the 
Type 6 test in order to verify the emissions at cold temperatures.  
2. GENERAL REQUIREMENTS  
2.1. The general requirements for the Type 6 test are those set out in section 
5.3.5 of UN/ECE Regulation No 83 with the exception specified in section 
2.2 below.  
2.2. The limit values referred to in paragraph 5.3.5.2 of UN/ECE Regulation No 
83 relate to the limit values set out in Annex 1, Table 4, to Regulation (EC) 
No 715/2007.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements and specifications are those set out in section 2 
to 6 of Annex 8 to UN/ECE Regulation No 83 with the exception specified 
in section 3.2 below.  
3.2. The reference to paragraph 2 of Annex 10 in paragraph 3.4.1 of Annex 8 to 
UN/ECE Regulation No 83 shall be understood as reference to Section B of 
Annex IX to this Regulation.  
▼M3 
3.3. The road load coefficients to be used shall be those for vehicle low (VL). If 
VL does not exist then the VH road load shall be used. VL and VH are 
defined in point 4.2.1.1.2 of Sub-Annex 4 to Annex XXI. Alternatively the 
manufacturer may choose to use road loads that have been determined in 
accordance with the provisions of Appendix 7 of Annex 4a of UN/ECE 
Regulation No 83 for a vehicle included in the interpolation family. In both 
cases, the dynamometer shall be adjusted to simulate the operation of a 
vehicle on the road at – 7 °C. Such adjustment may be based on a deter ­
mination of the road load force profile at – 7 °C. Alternatively, the driving 
resistance determined may be adjusted for a 10 % decrease of the coast- 
down time. The technical service may approve the use of other methods for 
determining the driving resistance.  ▼B
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ANNEX IX  
SPECIFICATIONS OF REFERENCE FUELS  
A. REFERENCE FUELS  
1. Technical data on fuels for testing vehicles with positive-ignition engines  
Type: Petrol (E10):  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Research octane number, RON (  2 ) 95,0  98,0  EN ISO 5164  
Motor octane number, MON (  3 ) 85,0  89,0  EN ISO 5163  
Density at 15 C  kg/m  3 743,0  756,0  EN ISO 12185  
Vapour pressure (DVPE)  kPa  56,0  60,0  EN 13016-1  
Water content  % v/v  0,05  EN 12937  
Appearance at – 7 C  Clear and bright  
Distillation:  
— evaporated at 70 C  % v/v  34,0  46,0  EN ISO 3405  
— evaporated at 100 C  % v/v  54,0  62,0  EN ISO 3405  
— evaporated at 150 C  % v/v  86,0  94,0  EN ISO 3405  
— final boiling point  °C  170  195  EN ISO 3405  
Residue  % v/v  —  2,0  EN ISO 3405  
Hydrocarbon analysis:  
— olefins  % v/v  6,0  13,0  EN 22854  
— aromatics  % v/v  25,0  32,0  EN 22854  
— benzene  % v/v  —  1,00  EN 22854 
EN 238  
— saturates  % v/v  report  EN 22854  
Carbon/hydrogen ratio  report  
Carbon/oxygen ratio  report  
Induction Period (  4 ) minutes  480  —  EN ISO 7536  
Oxygen content (  5 ) % m/m  3,3  3,7  EN 22854  
Solvent washed gum 
(Existent gum content)  mg/100 ml  —  4  EN ISO 6246  ▼B
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Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Sulphur content (  6 ) mg/kg  —  10  EN ISO 20846 
EN ISO 20884  
Copper corrosion 3 hrs, 50 C  —  class 1  EN ISO 2160  
Lead content  mg/l  —  5  EN 237  
Phosphorus content (  7 ) mg/l  —  1,3  ASTM D 3231  
Ethanol (  8 ) % v/v  9,0  10,0  EN 22854  
( 1 ) The values quoted in the specifications are ‘true values’.  In establishment of their limit values the terms of ISO 4259 Petro leum 
products - Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 
228:2008. 
( 3 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 
228:2008. 
( 4 ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but 
detergent/dispersive additives and solvent oils shall not be added. 
( 5 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 
15376. 
( 6 ) The actual sulphur content of the fuel used for the Type 1 test shall be reported. 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. 
( 8 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 
15376.  
( 2 ) Equivalent EN/ISO methods will be adopted when issued for properties 
listed above.  
Type: Ethanol (E85)  
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Research octane number, RON  95  —  EN ISO 5164  
Motor octane number, MON  85  —  EN ISO 5163  
Density at 15 C  kg/m  3 Report  ISO 3675  
Vapour pressure  kPa  40  60  EN ISO 13016-1 
(DVPE)  
Sulphur content (  3 ) ( 4 ) mg/kg  —  10  EN ISO 20846 EN 
ISO 20884  
Oxidation stability  minutes  360  EN ISO 7536  
Existent gum content (solvent washed)  mg/100ml  —  5  EN-ISO 6246  
Appearance This shall be determined at 
ambient temperature or 15 C whichever 
is higher.  Clear and bright, visibly free of 
suspended or precipitated 
contaminants  Visual inspection  
Ethanol and higher alcohols (  5 ) % (V/V)  83  85  EN 1601 
EN 13132 
EN 14517  ▼B
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Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Higher alcohols (C  3 -C 8 ) % (V/V)  —  2  
Methanol  % (V/V)  0,5  
Petrol (  6 ) % (V/V)  Balance  EN 228  
Phosphorus  mg/l  0,3 (  7 ) ASTM D 3231  
Water content  % (V/V)  0,3  ASTM E 1064  
Inorganic chloride content  mg/l  1  ISO 6227  
pHe 6,5  9  ASTM D 6423  
Copper strip corrosion (3h at 50 C)  Rating  Class 1  EN ISO 2160  
Acidity, (as acetic acid CH  3 COOH)  % (m/m)  —  0,005  ASTM D 1613  
(mg/l)  —  40  
Carbon/hydrogen ratio  report  
Carbon/oxygen ration  report  
( 1 ) The values quoted in the specifications are ‘true values’.  In establishment of their limit values the terms of ISO 4259 Petro leum 
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precisio n, 
described in EN ISO 4259 shall be used. 
( 3 ) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to th e 
reference in the national annex of EN 228. 
( 4 ) The actual sulphur content of the fuel used for the Type 1 test shall be reported. 
( 5 ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. 
( 6 ) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.  
Type: LPG  
Parameter  Unit  Fuel A  Fuel B  Test method  
Composition:  ISO 7941  
C 3 -content  % vol  30 ± 2  85 ± 2  
C 4 -content  % vol  Balance  Balance  
< C  3 , > C  4 % vol  Maximum 2  Maximum 2  
Olefins  % vol  Maximum 12  Maximum 15  
Evaporation residue  mg/kg  Maximum 50  Maximum 50  prEN 15470  
Water at 0 C  Free  Free  prEN 15469  
Total sulphur content  mg/kg  Maximum 10  Maximum 10  ASTM 6667  ▼B
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Parameter  Unit  Fuel A  Fuel B  Test method  
Hydrogen sulphide  None  None  ISO 8819  
Copper strip corrosion  Rating  Class 1  Class 1  ISO 6251 (  1 ) 
Odour  Characteristic  Characteristic  
Motor octane number  Minimum 89  Minimum 89  EN 589 Annex B  
( 1 ) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or o ther 
chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the 
sole purpose of biasing the test method is prohibited.  
Type: NG/Biomethane  
Characteristics  Units  Basis  Limits  
Test method  
minimum  maximum  
Reference fuel G20  
Composition:  
Methane  % mole  100  99  100  ISO 6974  
Balance (  1 ) % mole  —  —  1  ISO 6974  
N 2 % mole  ISO 6974  
Sulphur content  mg/m  3 ( 2 ) —  —  10  ISO 6326-5  
Wobbe Index (net)  MJ/m  3 ( 3 ) 48,2  47,2  49,2  
Reference fuel G25  
Composition:  
Methane  % mole  86  84  88  ISO 6974  
Balance (  4 ) % mole  —  —  1  ISO 6974  
N 2 % mole  14  12  16  ISO 6974  
Sulphur content  mg/m  3 ( 5 ) —  —  10  ISO 6326-5  
Wobbe Index (net)  MJ/m  3 ( 6 ) 39,4  38,2  40,6  
( 1 ) Inerts (different from N  2 ) + C  2 + C  2+ . 
( 2 ) Value to be determined at 293,2 K (20 C) and 101,3 kPa. 
( 3 ) Value to be determined at 273,2 K (0 C) and 101,3 kPa. 
( 4 ) Inerts (different from N  2 ) + C  2 ; + C  2+ . 
( 5 ) Value to be determined at 293,2 K (20 C) and 101,3 kPa. 
( 6 ) Value to be determined at 273,2 K (0 C) and 101,3 kPa.  
Type: Hydrogen for internal combustion engines  
Characteristics  Units  Limits  
Test method  
minimum  maximum  
Hydrogen purity  % mole  98  100  ISO 14687-1  
Total hydrocarbon  μmol/mol  0  100  ISO 14687-1  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 344  
Characteristics  Units  Limits  
Test method  
minimum  maximum  
Water (  1 ) μmol/mol  0  (  2 ) ISO 14687-1  
Oxygen  μmol/mol  0  (  3 ) ISO 14687-1  
Argon  μmol/mol  0  (  4 ) ISO 14687-1  
Nitrogen  μmol/mol  0  (  5 ) ISO 14687-1  
CO μmol/mol  0  1  ISO 14687-1  
Sulphur  μmol/mol  0  2  ISO 14687-1  
Permanent particulates (  6 ) ISO 14687-1  
( 1 ) Not to be condensed. 
( 2 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 3 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 4 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 5 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 6 ) The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelli ng 
station equipment or the vehicle (engine) being fuelled.  
2. Technical data on fuels for testing vehicles with compression ignition 
engines  
Type: Diesel (B7):  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Cetane Index  46,0  EN ISO 4264  
Cetane number (  2 ) 52,0  56,0  EN ISO 5165  
Density at 15 C  kg/m  3 833,0  837,0  EN ISO 12185  
Distillation:  
— 50 % point  °C  245,0  —  EN ISO 3405  
— 95 % point  °C  345,0  360,0  EN ISO 3405  
— final boiling point  °C  —  370,0  EN ISO 3405  
Flash point  °C  55  —  EN ISO 2719  
Cloud point  °C  —  – 10  EN 23015  
Viscosity at 40 C  mm  2 /s 2,30  3,30  EN ISO 3104  
Polycyclic aromatic hydrocarbons  % m/m  2,0  4,0  EN 12916  
Sulphur content  mg/kg  —  10,0  EN ISO 20846 
EN ISO 20884  
Copper corrosion 3 hrs, 50 C  —  Class 1  EN ISO 2160  
Conradson carbon residue (10 % DR)  % m/m  —  0,20  EN ISO 10370  
Ash content  % m/m  —  0,010  EN ISO 6245  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 345  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Total contamination  mg/kg  —  24  EN 12662  
Water content  mg/kg  —  200  EN ISO 12937  
Acid number  mg KOH/g  —  0,10  EN ISO 6618  
Lubricity (HFRR wear scan diameter at 
60 C)  μm —  400  EN ISO 12156  
Oxidation stability at 110 C (  3 ) h  20,0  EN 15751  
FAME (  4 ) % v/v  6,0  7,0  EN 14078  
( 1 ) The values quoted in the specifications are ‘true values’.  In establishment of their limit values the terms of ISO 4259 Petro leum 
products – Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) The range for cetane number is not in accordance with the requirem ents of a minimum range of 4R. However, in the case of a 
dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate 
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. 
( 3 ) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier 
as to storage conditions and life. 
( 4 ) FAME content to meet the specification of EN 14214.  
▼M3 
3. Technical data on fuels for testing fuel cell vehicles  
Type: Hydrogen for fuel cell vehicles  
Characteristics  Units  Limits  
Test Method  
minimum  maximum  
Hydrogen fuel index (  а ) % mole  99,97  
Total non-hydrogen gases  μmol/mol  300  
Maximum concentration of individual contaminants  
Water (H  2 O) μmol/mol  5  (  e ) 
Total hydrocarbons (  b ) (Methane basis)  μmol/mol  2  (  e ) 
Oxygen (O  2 ) μmol/mol  5  (  e ) 
Helium (He)  μmol/mol  300  (  e ) 
Total Nitrogen (N  2 ) and Argon (Ar) (  b ) μmol/mol  100  (  e ) 
Carbon dioxide (CO  2 ) μmol/mol  2  (  e ) 
Carbon monoxide (CO)  μmol/mol  0,2  (  e ) 
Total sulfur compounds (  c ) (H  2 S basis)  μmol/mol  0,004  (  e ) 
Formaldehyde (HCHO)  μmol/mol  0,01  (  e ) 
Formic acid (HCOOH)  μmol/mol  0,2  (  e ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 346  
Characteristics  Units  Limits  
Test Method  
minimum  maximum  
Ammonia (NH  3 ) μmol/mol  0,1  (  d ) 
Total halogenated compounds (  d ) 
(Halogenate ion basis)  μmol/mol  0,05  (  d ) 
For the constituents that are additive, such as total hydrocarbons and total sulfur compounds, the sum of the constituents are to be 
less than or equal to the acceptable limit. 
( а ) The hydrogen fuel index is determined by subtracting the ‘total non-hydrogen gases’ in this table, expressed in mole per cent , 
from 100 mole per cent. 
( b ) Total hydrocarbons include oxygenated organic species. Total hydrocarbons shall be measured on a carbon basis ( μmolC/mol). 
Total hydrocarbons may exceed 2 μmol/mol due only to the presence of methane, in which case the summation of methane, 
nitrogen and argon shall not exceed 100 μmol/mol. 
( c ) As a minimum, total sulphur compounds include H  2 S, COS, CS  2 and mercaptans, which are typically found in natural gas. 
( d ) Total halogenated compounds include, for example, hydrogen bromide (HBr), hydrogen chloride (HCl), chlorine (Cl  2 ), and 
organic halides (R-X). 
( e ) Test method shall be documented.  
▼B 
B. REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT 
TEMPERATURES — TYPE 6 TEST  
Type: Petrol (E10):  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Research octane number, RON (  2 ) 95,0  98,0  EN ISO 5164  
Motor octane number, MON (  3 ) 85,0  89,0  EN ISO 5163  
Density at 15 C  kg/m  3 743,0  756,0  EN ISO 12185  
Vapour pressure (DVPE)  kPa  56,0  95,0  EN 13016-1  
Water content  max 0,05 % v/v 
Appearance at – 7 C: clear and 
bright  EN 12937  
Distillation:  
— evaporated at 70 C  % v/v  34,0  46,0  EN ISO 3405  
— evaporated at 100 C  % v/v  54,0  62,0  EN ISO 3405  
— evaporated at 150 C  % v/v  86,0  94,0  EN ISO 3405  
— final boiling point  °C  170  195  EN ISO 3405  
Residue  % v/v  —  2,0  EN ISO 3405  
Hydrocarbon analysis:  
— olefins  % v/v  6,0  13,0  EN 22854  
— aromatics  % v/v  25,0  32,0  EN 22854  
— benzene  % v/v  —  1,00  EN 22854 
EN 238  
— saturates  % v/v  report  EN 22854  
Carbon/hydrogen ratio  report  
Carbon/oxygen ratio  report  
Induction Period (  4 ) minutes  480  —  EN ISO 7536  
Oxygen content (  5 ) % m/m  3,3  3,7  EN 22854  ▼M3
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Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Solvent washed gum 
(Existent gum content)  mg/100 ml  —  4  EN ISO 6246  
Sulphur content (  6 ) mg/kg  —  10  EN ISO 20846 
EN ISO 20884  
Copper corrosion 3 hrs, 50 C  —  class 1  EN ISO 2160  
Lead content  mg/l  —  5  EN 237  
Phosphorus content (  7 ) mg/l  —  1,3  ASTM D 3231  
Ethanol (  8 ) % v/v  9,0  10,0  EN 22854  
( 1 ) The values quoted in the specifications are ‘true values’.  In establishment of their limit values the terms of ISO 4259 Petro leum 
products - Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 
228:2008. 
( 3 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 
228:2008. 
( 4 ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but 
detergent/dispersive additives and solvent oils shall not be added. 
( 5 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 
15376. 
( 6 ) The actual sulphur content of the fuel used for the Type 6 test shall be reported. 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. 
( 8 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 
15376.  
( 2 ) Equivalent EN/ISO methods will be adopted when issued for properties 
listed above.  
Type: Ethanol (E75)  
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Research octane number, RON  95  —  EN ISO 5164  
Motor octane number, MON  85  —  EN ISO 5163  
Density at 15 C  kg/m  3 report  EN ISO 12185  
Vapour pressure  kPa  50  60  EN ISO 13016-1 
(DVPE)  
Sulphur content (  3 ) ( 4 ) mg/kg  —  10  EN ISO 20846 
EN ISO 20884  
Oxidation stability  minutes  360  —  EN ISO 7536  
Existent gum content (solvent washed)  mg/100ml  —  4  EN ISO 6246  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 348  
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Appearance shall be determined at 
ambient temperature or 15 C whichever 
is higher  Clear and bright, visibly free of 
suspended or precipitated 
contaminants  Visual inspection  
Ethanol and higher alcohols (  5 ) % (V/V)  70  80  EN 1601 
EN 13132 
EN 14517  
Higher alcohols (C  3 – C  8 ) % (V/V)  —  2  
Methanol  —  0,5  
Petrol (  6 ) % (V/V)  Balance  EN 228  
Phosphorus  mg/l  0,30 (  7 ) EN 15487 
ASTM D 3231  
Water content  % (V/V)  —  0,3  ASTM E 1064 
EN 15489  
Inorganic chloride content  mg/l  —  1  ISO 6227 — EN 
15492  
pHe 6,50  9  ASTM D 6423 
EN 15490  
Copper strip corrosion (3h at 50 C)  Rating  Class 1  EN ISO 2160  
Acidity (as acetic acid CH  3 COOH)  % (m/m)  0,005  ASTM D1613 
EN 15491  
mg/l 40  
Carbon/hydrogen ration  report  
Carbon/oxygen ration  report  
( 1 ) The values referred to in the specifications are ‘true values’. When establishing the value limits, the terms of ISO 4259 
Petroleum products — Determination and application of precision data in relation to methods of test were applied. When 
fixing a minimum value, a minimum difference of 2R above zero was taken into account. When fixing a maximum and 
minimum value, the minimum difference used was 4R (R = reproducibility). Notwithstanding this procedure, which is 
necessary for technical reasons, fuel manufacturers shall aim for a zero value where the stipulated maximum value is 2R and 
for the mean value for quotations of maximum and minimum limits. Where it is necessary to clarify whether fuel meets the 
requirements of the specifications, the ISO 4259 terms shall be applied. 
( 2 ) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precisio n, 
described in EN ISO 4259 shall be used. 
( 3 ) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to th e 
reference in the national annex of EN 228. 
( 4 ) The actual sulphur content of the fuel used for the Type 6 test shall be reported. 
( 5 ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. 
( 6 ) The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols. 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 349  
ANNEX X  
Reserved  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 350  
ANNEX XI  
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES  
1. INTRODUCTION  
1.1. This Annex sets out the functional aspects of on-board diagnostic (OBD) 
systems for the control of emissions from motor vehicles.  
2. DEFINITIONS, REQUIREMENTS AND TESTS  
2.1. The definitions, requirements and tests for OBD systems set out in 
Sections 2 and 3 of Annex 11 to UN/ECE Regulation No 83 shall 
apply for the purposes of this Annex, with the exceptions set out in 
this Annex.  
2.1.1. The introductory text to paragraph 2. of Annex 11 to UN/ECE Regu ­
lation No 83 shall be understood as follows:  
‘For the purposes of this Annex only:’  
2.1.2. Paragraph 2.10. of Annex 11 to UN/ECE Regulation No 83 shall be 
understood as follows:  
‘A ‘driving cycle ’ consists of engine key on, a driving mode where a 
malfunction would be detected if present, and engine key-off’.  
2.1.3. In addition to the requirements of paragraph 3.2.2. of Annex 11 of 
UN/ECE Regulation No 83, identification of deterioration or 
malfunctions may be also be done outside a driving cycle (e.g. after 
engine shutdown).  
2.1.4. Paragraph 3.3.3.1. of Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows:  
‘3.3.3.1. The reduction in the efficiency of the catalytic converter with 
respect to emissions of NMHC and NO  x . Manufacturers may 
monitor the front catalyst alone or in combination with the next 
catalyst(s) downstream. Each monitored catalyst or catalyst 
combination shall be considered malfunctioning when the 
emissions exceed the NMHC or NO  x threshold limits 
provided for by paragraph 3.3.2. of this Annex.’  
2.1.5. The reference to ‘the threshold limits’ in Section 3.3.3.1 of Annex 11 to 
UNECE Regulation No 83 shall be understood as reference to the 
threshold limits in Section 2.3 of this Annex.  
2.1.6. Reserved.  
2.1.7. Paragraphs 3.3.4.9. and 3.3.4.10. of Annex 11 of UN/ECE Regulation 
No 83 shall not apply.  
2.1.8. Paragraphs 3.3.5. to 3.3.5.2. of Annex 11 of UN/ECE Regulation No 83 
shall be understood as follows:  
‘3.3.5. Manufacturers may demonstrate to the Type Approval Authority 
that certain components or systems need not be monitored if, in 
the event of their total failure or removal, emissions do not 
exceed the OBD threshold limits given in paragraph 3.3.2. of 
this Annex.  
3.3.5.1. The following devices should however be monitored for total 
failure or removal (if removal would cause the applicable 
emission limits in paragraph 5.3.1.4. of this Regulation to be 
exceeded):  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 351  
(a) A particulate trap fitted to compression ignition engines as a 
separate unit or integrated into a combined emission control 
device;  
(b) A NO  x after treatment system fitted to compression ignition 
engines as a separate unit or integrated into a combined 
emission control device;  
(c) A Diesel Oxidation Catalyst (DOC) fitted to compression 
ignition engines as a separate unit or integrated into a 
combined emission control device.  
3.3.5.2. The devices referred to in paragraph 3.3.5.1. of this Annex shall 
also be monitored for any failure that would result in exceeding 
the applicable OBD threshold limits.’  
2.1.9. Paragraph 3.8.1. of Annex 11 to UN/ECE Regulation No 83 shall be 
understood as follows:  
‘The OBD system may erase a fault code and the distance travelled and 
freeze-frame information if the same fault is not re-registered in at least 
40 engine warm-up cycles or 40 driving cycles with vehicle operation in 
which the criteria specified in sections 7.5.1.(a)–(c) of Annex 11, 
Appendix 1 are met.’  
2.1.10. The reference to ‘ISO DIS 15031 5’ in paragraph 3.9.3.1. of Annex 11 to 
UN/ECE Regulation No 83 shall be understood as follows:  
‘… the standard listed in paragraph 6.5.3.2.(a) of Annex 11, Appendix 1 
of this Regulation.’  
2.1.11. In addition to the requirements of paragraph 3. of Annex 11 of UN/ECE 
Regulation No 83 the following shall apply:  
‘Additional provisions for vehicles employing engine shut - off strategies  
Driving cycle  
Autonomous engine restarts commanded by the engine control system 
following an engine stall may be considered a new driving cycle or a 
continuation of the existing driving cycle.’  
2.2. The ‘Type V durability distance’ and ‘Type V durability test’ mentioned 
in section 3.1 and 3.3.1 of Annex 11 to UN/ECE Regulation No 83 
respectively shall be understood as reference to the requirements of 
Annex VII to this Regulation.  
2.3. The ‘OBD threshold limits’ specified in section 3.3.2 of Annex 11 to 
UN/ECE Regulation 83 shall be understood as reference to the 
requirements specified in points 2.3.1. and 2.3.2. below:  
2.3.1. The OBD thresholds limits for vehicles that are type approved in 
accordance with the Euro 6 emission limits set out in Table 2 of 
Annex I to Regulation (EC) No 715/2007 from three years after the 
dates given in Article 10(4) and 10(5) of that Regulation are given in 
the following table:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 352  
Final Euro 6 OBD threshold limits  
Reference mass 
(RM) (kg)  Mass of carbon 
monoxide  Mass of non- 
methane hydro ­
carbons  Mass of oxides 
of nitrogen  Mass of 
particulate 
matter (  1 ) Number of 
particles (  2 ) 
Category  Class  (CO) 
(mg/km)  (NMHC) 
(mg/km)  (NO  x ) 
(mg/km)  (PM) 
(mg/km)  (PN) 
(#/km)  
PI CI  PI  CI  PI  CI  CI  PI  CI  PI  
M —  All  1 900  1 750  170  290  90  140  12  12  
N 1 I RM ≤ 1 305  1 900  1 750  170  290  90  140  12  12  
II 1 305 < RM 
≤ 1 760  3 400  2 200  225  320  110  180  12  12  
III 1 760 < RM  4 300  2 500  270  350  120  220  12  12  
N 2 — All  4 300  2 500  270  350  120  220  12  12  
Key:  PI = Positive Ignition, CI = Compression Ignition. 
( 1 ) Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines. 
( 2 ) Particle number limits may be introduced at a later date.  
2.3.2. Until three years after the dates specified in Article 10(4) and (5) of 
Regulation (EC) No 715/2007 for new type approvals and new 
vehicles respectively, the following OBD threshold limits shall be 
applied to vehicles that are type approved in accordance with the Euro 
6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 
715/2007, upon the choice of the manufacturer:  
Preliminary Euro 6 OBD threshold limits  
Reference mass 
(RM) (kg)  Mass of carbon 
monoxide  Mass of non- 
methane hydro ­
carbons  Mass of oxides 
of nitrogen  Mass of 
particulate 
matter (  1 ) 
Category  Class  (CO) 
(mg/km)  (NMHC) 
(mg/km)  (NO  x ) 
(mg/km)  (PM) 
(mg/km)  
PI CI  PI  CI  PI  CI  CI  PI  
M —  All  1 900  1 750  170  290  150  180  25  25  
N 1 I RM ≤ 1 305  1 900  1 750  170  290  150  180  25  25  
II 1 305 < RM 
≤ 1 760  3 400  2 200  225  320  190  220  25  25  
III 1 760 < RM  4 300  2 500  270  350  210  280  30  30  
N 2 — All  4 300  2 500  270  350  210  280  30  30  
Key:  PI = Positive Ignition, CI = Compression Ignition 
( 1 ) Positive ignition particulate mass limits apply only to vehicles with direct injection engines.  
2.4. 
2.5. Reserved.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 353  
2.6. The ‘Type I test cycle’ referred to in paragraph 3.3.3.2. of Annex 11 to 
UN/ECE Regulation No 83 shall be understood as being the same as the 
Type 1 cycle that was used for at least two consecutive cycles after 
introduction of the misfire faults in accordance with paragraph 6.3.1.2. 
of Appendix 1 to Annex 11 to UN/ECE Regulation No 83.  
2.7. The reference to ‘the particulate threshold limits provided for by 
paragraph 3.3.2.’ in paragraph 3.3.3.7. of Annex 11 to UN/ECE Regu ­
lation No 83 shall be understood as being reference to the particulate 
threshold limits provided in Section 2.3 of this Annex.  
2.8. Paragraph 3.3.3.4. of Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows:  
‘3.3.3.4. If active on the selected fuel, other emission control system 
components or systems, or emission related power train 
components or systems which are connected to a computer, 
the failure of which may result in tailpipe emissions 
exceeding the OBD threshold limits given in paragraph 3.3.2. 
of this Annex.’  
2.9. Paragraph 3.3.4.4. of Annex 11 of UN/ECE Regulation No 83 shall be 
understood as follows:  
‘3.3.4.4. Other emission control system components or systems, or 
emission-related power-train components or systems, which 
are connected to a computer, the failure of which may result 
in exhaust emissions exceeding the OBD threshold limits given 
in paragraph 3.3.2. of this Annex. Examples of such systems or 
components are those for monitoring and control of air mass- 
flow, air volumetric flow (and temperature), boost pressure and 
inlet manifold pressure (and relevant sensors to enable these 
functions to be carried out).’  
3. ADMINISTRATIVE PROVISIONS FOR DEFICIENCIES OF OBD 
SYSTEMS  
3.1. The administrative provisions for deficiencies of OBD systems as set out 
in Article 6(2) shall be those specified in Section 4 of Annex 11 of 
UN/ECE Regulation No 83 with the following exceptions.  
3.2. Reference to ‘OBD threshold limits’ in paragraph 4.2.2. of Annex 11 to 
UN/ECE Regulation No 83 shall be understood as being reference to the 
OBD threshold limits in Section 2.3 of this Annex.  
3.3. Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be 
understood as being as follows:  
‘The approval authority shall notify its decision in granting a deficiency 
request in accordance with Article 6(2).’  
4. ACCESS TO OBD INFORMATION  
4.1. Requirements for access to OBD information are specified in section 5 of 
Annex 11 to UN/ECE Regulation 83. The exceptions to these 
requirements are described in the following sections.  
4.2. References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 
shall be understood as references to Appendix 5 to Annex I to this 
Regulation.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 354  
4.3. References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation 
No 83 shall be understood as references to 3.2.12.2.7.6 of Appendix 3 to 
Annex I to this Regulation.  
4.4. References to ‘contracting parties’ shall be understood as references to 
‘member states’.  
4.5. References to ‘approval granted under Regulation 83’ shall be 
understood as references to type-approval granted under this Regulation 
and Regulation (EC) No 715/2007.  
4.6. UN/ECE type-approval shall be understood as EC type-approval.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 355  
Appendix 1  
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) 
SYSTEMS  
1. INTRODUCTION  
1.1. This Appendix describes the procedure of the test in accordance with 
section 2 of this Annex.  
2. TECHNICAL REQUIREMENTS  
2.1. The technical requirements and specifications shall be those set out in 
Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the 
exceptions and additional requirements as described in the following 
sections.  
2.2. The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 
to the OBD threshold limits set out in paragraph 3.3.2. to Annex 11 of 
UN/ECE Regulation No 83 shall be understood as references to the 
OBD threshold limits set out in section 2.3 of this Annex.  
2.3. The reference to ‘the Type I test cycle’ in section 2.1.3 of Appendix 1 to 
Annex 11 of UN/ECE Regulation No 83 shall be understood as a 
reference to the Type 1 test in accordance with Regulation (EC) No 
692/2008 or Annex XXI of this Regulation, upon the choice of the 
manufacturer for each individual malfunction to be demonstrated.  
2.4. The reference fuels specified in paragraph 3.2. of Appendix 1 of Annex 
11 of UN/ECE Regulation No 83 shall be understood as reference to the 
appropriate reference fuel specifications in Annex IX to this Regulation.  
2.5. Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation 
No 83 shall be understood as follows:  
‘6.4.1.1. After vehicle preconditioning in accordance with paragraph 6.2. 
of this Appendix, the test vehicle is driven over a Type I test 
(Parts One and Two).  
The MI shall be activated at the latest before the end of this 
test under any of the conditions given in paragraphs 6.4.1.2. to 
6.4.1.5. of this Appendix. The MI may also be activated during 
preconditioning. The Technical Service may substitute those 
conditions with others in accordance with paragraph 6.4.1.6. 
of this Appendix. However, the total number of failures 
simulated shall not exceed four (4) for the purpose of type 
approval.  
In the case of testing a bi-fuel gas vehicle, both fuel types shall 
be used within the maximum of four (4) simulated failures at 
the discretion of the Type Approval Authority.’  
2.6. The reference to ‘Annex 11’ in paragraph 6.5.1.4. of Appendix 1 of 
Annex 11 of UN/ECE Regulation No 83 shall be understood as 
reference to Annex XI to this Regulation.  
2.7. In addition to the requirements of the second paragraph of Section 1 of 
Appendix 1 to Annex 11 of UN/ECE Regulation No 83 the following 
shall apply:  
‘For electrical failures (short/open circuit), the emissions may exceed the 
limits of paragraph 3.3.2. by more than twenty per cent.’  
2.8. Paragraph 6.5.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 
83 shall be understood as follows:  ▼M3
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‘6.5.3. The emission control diagnostic system shall provide for stan ­
dardised and unrestricted access and conform with the 
following ISO standards and/or SAE specification. Later 
versions may be used if any of the following standards have 
been withdrawn and replaced by the relevant standardisation 
organisation.  
6.5.3.1. The following standard shall be used as the on board to off- 
board communications link:  
(a) ISO 15765-4:2011 ‘Road vehicles – Diagnostics on 
Controller Area Network (CAN) – Part 4: Requirements 
for emissions-related systems’, dated April 2016;  
6.5.3.2. Standards used for the transmission of OBD relevant 
information:  
(a) ISO 15031-5 ‘Road vehicles - communication between 
vehicles and external test equipment for emissions-related 
diagnostics – Part 5: Emissions-related diagnostic services’, 
dated August 2015 or SAE J1979 dated February 2017;  
(b) ISO 15031-4 ‘Road vehicles – Communication between 
vehicle and external test equipment for emissions related 
diagnostics – Part 4: External test equipment’, dated 
February 2014 or SAE J1978 dated 30 April 2002;  
(c) ISO 15031-3 ‘Road vehicles – Communication between 
vehicle and external test equipment for emissions related 
diagnostics Part 3: Diagnostic connector and related elec ­
trical circuits: specification and use’, dated April 2016 or 
SAE J1962 dated 26 July 2012;  
(d) ISO 15031-6 ‘Road vehicles – Communication between 
vehicle and external test equipment for emissions related 
diagnostics – Part 6: Diagnostic trouble code definitions’, 
dated August 2015 or SAE J2012 dated 7 March 2013;  
(e) ISO 27145 ‘Road vehicles – Implementation of World- 
Wide Harmonized On-Board Diagnostics (WWH-OBD)’ 
dated 2012-08-15 with the restriction, that only paragraph 
6.5.3.1.(a) may be used as a data link;  
(f) ISO 14229:2013 ‘Road vehicles – Unified diagnostic 
services (UDS) with the restriction, that only 6.5.3.1.(a) 
may be used as a data link’.  
The standards (e) and (f) may be used as an option instead of 
(a) not earlier than 1 January 2019.  ▼M3
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6.5.3.3. Test equipment and diagnostic tools needed to communicate 
with OBD systems shall meet or exceed the functional specifi ­
cation given in the standard listed in paragraph 6.5.3.2.(b) of 
this Appendix.  
6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi- 
directional control information shall be provided using the 
format and units described in the standard listed in paragraph 
6.5.3.2.(a) of this Appendix, and must be available using a 
diagnostic tool meeting the requirements of the standard 
listed in paragraph 6.5.3.2.(b) of this Appendix.  
The vehicle manufacturer shall provide to a national standard ­
isation body the details of any emission-related diagnostic data, 
e.g. PID's, OBD monitor Id's, Test Id's not specified in the 
standard listed in paragraph 6.5.3.2.(a) of this Regulation but 
related to this Regulation.  
6.5.3.5. When a fault is registered, the manufacturer shall identify the 
fault using an appropriate ISO/SAE controlled fault code 
specified in one of the standards listed in paragraph 6.5.3.2.(d) 
of this Appendix, relating to ‘emission related system diag ­
nostic trouble codes’. If such identification is not possible, 
the manufacturer may use manufacturer controlled diagnostic 
trouble codes in accordance with the same standard. The fault 
codes shall be fully accessible by standardised diagnostic 
equipment complying with the provisions of paragraph 
6.5.3.3. of this Appendix.  
The vehicle manufacturer shall provide to a national standard ­
isation body the details of any emission-related diagnostic data, 
e.g. PID's, OBD monitor Id's, Test Id's not specified in the 
standards listed in paragraph 6.5.3.2.(a) of this Appendix but 
related to this Regulation.  
6.5.3.6. The connection interface between the vehicle and the diag ­
nostic tester shall be standardised and shall meet all the 
requirements of the standard listed in paragraph 6.5.3.2.(c) of 
this Appendix. The installation position shall be subject to 
agreement of the administrative department such that it is 
readily accessible by service personnel but protected from 
tampering by non-qualified personnel.  
6.5.3.7. The manufacturer shall also make accessible, where appropriate 
on payment, the technical information required for the repair or 
maintenance of motor vehicles unless that information is 
covered by an intellectual property right or constitutes 
essential, secret know-how which is identified in an appropriate 
form; in such case, the necessary technical information shall 
not be withheld improperly.  
Entitled to such information is any person engaged in commer ­
cially servicing or repairing, road-side rescuing, inspecting or 
testing of vehicles or in the manufacturing or selling replace ­
ment or retro-fit components, diagnostic tools and test equip ­
ment.’  
2.9. In addition to the requirements of paragraph 6.1. of Appendix 1 to 
Annex 11 of UN/ECE Regulation No 83 the following shall apply:  ▼M3
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‘The Type I Test need not be performed for the demonstration of elec ­
trical failures (short/open circuit). The manufacturer may demonstrate 
these failure modes using driving conditions in which the component 
is used and the monitoring conditions are encountered. These conditions 
shall be documented in the type approval documentation.’  
2.10 Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 
83 shall be understood as follows:  
‘At the request of the manufacturer, alternative and/or additional precon ­
ditioning methods may be used.’  
2.11 In addition to the requirements of paragraph 6.2. of Appendix 1 to 
Annex 11 of UN/ECE Regulation No 83 the following shall apply:  
‘The use of additional preconditioning cycles or alternative precon ­
ditioning methods shall be documented in the type approval documen ­
tation.’  
2.12. Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation 
No 83 shall be understood as follows:  
‘Electrical disconnection of the electronic evaporative purge control 
device (if equipped and if active on the selected fuel type).’  
2.13. Reserved.  
2.14. Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation 
No 83 shall be understood as follows:  
‘After vehicle preconditioning in accordance with paragraph 6.2. of this 
Appendix, the test vehicle is driven over a Type I test (Parts One and 
Two).  
The MI shall be activated at the latest before the end of this test under 
any of the conditions given in paragraphs 6.4.2.2. to 6.4.2.5. The MI may 
also be activated during preconditioning. The Technical Service may 
substitute those conditions by others in accordance with paragraph 
6.4.2.5. of this appendix. However, the total number of failures 
simulated shall not exceed four (4) for the purposes of type approval.’  
2.15. The information listed in point 3 of Annex XXII shall be made available 
as signals through the serial port connector referred to in paragraph 
6.5.3.2 (c) of Appendix 1 to Annex 11 to UN/ECE Regulation No 83, 
understood as set out in point 2.8 of Appendix 1 to this Annex.  
3. IN-USE PERFORMANCE  
3.1. General Requirements  
The technical requirements and specifications shall be those set out in 
Appendix 1 to Annex 11 to UN/ECE Regulation No 83 with the 
exceptions and additional requirements as described in the following 
sections.  
3.1.1. The requirements of paragraph 7.1.5. of Appendix 1 to Annex 11 to 
UN/ECE Regulation No 83 shall be understood as being as follows.  
For new type approvals and new vehicles the monitor required by 
paragraph 3.3.4.7. of Annex 11 to UN/ECE Regulation No 83 shall 
have an IUPR greater or equal to 0,1 until three years after the dates 
specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 
respectively.  
3.1.2. The requirements of paragraph 7.1.7. of Appendix 1 to Annex 11 to 
UN/ECE Regulation No 83 shall be understood as being as follows.  ▼M3
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The manufacturer shall demonstrate to the approval authority and, upon 
request, to the Commission that these statistical conditions are satisfied 
for all monitors required to be reported by the OBD system in 
accordance with paragraph 7.6. of Appendix 1 to Annex 11 to Regu ­
lation No 83 not later than 18 months after the entry onto the market of 
the first vehicle type with IUPR in an OBD family and every 18 months 
thereafter. For this purpose, for OBD families consisting of more than 
1 000 registrations in the Union, that are subject to sampling within the 
sampling period, the process described in Annex II shall be used without 
prejudice to the provisions of paragraph 7.1.9. of Appendix 1 to Annex 
11 to Regulation No 83.  
In addition to the requirements set out in Annex II and regardless of the 
result of the audit described in Section 2 of Annex II, the authority 
granting the approval shall apply the in-service conformity check for 
IUPR described in Appendix 1 to Annex II in an appropriate number 
of randomly determined cases. ‘In an appropriate number of randomly 
determined cases’ means, that this measure has a dissuasive effect on 
non-compliance with the requirements of Section 3 of this Annex or the 
provision of manipulated, false or non-representative data for the audit. If 
no special circumstances apply and can be demonstrated by the type- 
approval authorities, random application of the in-service conformity 
check to 5 % of the type approved OBD families shall be considered 
as sufficient for compliance with this requirement. For this purpose, type- 
approval authorities may find arrangements with the manufacturer for the 
reduction of double testing of a given OBD family as long as these 
arrangements do not harm the dissuasive effect of the type-approval 
authority's own in-service conformity check on non-compliance with 
the requirements of Section 3 of this Annex. Data collected by 
Member States during surveillance testing programmes may be used 
for in-service conformity checks. Upon request, type-approval authorities 
shall provide data on the audits and random in-service conformity checks 
performed, including the methodology used for identifying those cases, 
which are made subject to the random in-service conformity check, to the 
Commission and other type-approval authorities.  
3.1.3. Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 
to Annex 11 to Regulation No 83 established by tests described in point 
3.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to 
Regulation No 83 shall be considered as an infringement subject to the 
penalties set out in Article 13 of Regulation (EC) No 715/2007. This 
reference does not limit the application of such penalties to other 
infringements of other provisions of Regulation (EC) No 715/2007 or 
this Regulation, which do not explicitly refer to Article 13 of Regulation 
(EC) No 715/2007.  
3.1.4. Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 
83 shall be replaced with the following:  
‘7.6.1. The OBD system shall report, in accordance with the standard 
listed in paragraph 6.5.3.2.(a) of this Appendix, the ignition 
cycle counter and general denominator as well as separate 
numerators and denominators for the following monitors, if 
their presence on the vehicle is required by this Annex:  
(a) Catalysts (each bank to be reported separately);  
(b) Oxygen/exhaust gas sensors, including secondary oxygen 
sensors  
(each sensor to be reported separately);  ▼M3
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(c) Evaporative system;  
(d) EGR system;  
(e) VVT system;  
(f) Secondary air system;  
(g) Particulate trap/filter;  
(h) NO  x after-treatment system (e.g. NO  x absorber, NO  x 
reagent/catalyst system);  
(i) Boost pressure control system.’  
3.1.5. Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 
83 shall be understood as follows:  
‘7.6.2. For specific components or systems that have multiple 
monitors, which are required to be reported by this point 
(e.g. oxygen sensor bank 1 may have multiple monitors for 
sensor response or other sensor characteristics), the OBD 
system shall separately track numerators and denominators 
for each of the specific monitors and report only the 
corresponding numerator and denominator for the specific 
monitor that has the lowest numerical ratio. If two or more 
specific monitors have identical ratios, the corresponding 
numerator and denominator for the specific monitor that has 
the highest denominator shall be reported for the specific 
component.’  
3.1.6. In addition to the requirements of paragraph 7.6.2. of Appendix 1 to 
Annex 11 of UN/ECE Regulation No 83 the following shall apply:  
‘Numerators and denominators for specific monitors of components or 
systems, that are monitoring continuously for short circuit or open circuit 
failures are exempted from reporting.  
‘Continuously,’ if used in this context means monitoring is always 
enabled and sampling of the signal used for monitoring occurs at a 
rate no less than two samples per second and the presence or the 
absence of the failure relevant to that monitor has to be concluded 
within 15 seconds.  
If for control purposes, a computer input component is sampled less 
frequently, the signal of the component may instead be evaluated each 
time sampling occurs.  
It is not required to activate an output component/system for the sole 
purpose of monitoring that output component/system.’  ▼M3
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Appendix 2  
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY  
The essential characteristics of the vehicle family shall be those specified in 
Appendix 2 to Annex 11 to UN/ECE Regulation No 83.  ▼M3
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ANNEX XII  
▼M3 
TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS 
AND DETERMINATION OF CO  2 EMISSIONS AND FUEL 
CONSUMPTION FROM VEHICLES SUBMITTED TO MULTI-STAGE 
TYPE-APPROVAL OR INDIVIDUAL VEHICLE APPROVAL  
▼B 
1. TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS  
1.1. According to Article 11(1) of Regulation (EU) No 725/2011 for M1 
vehicles and Article 11(1) of Regulation (EU) No 427/2014 for N1 
vehicles, a manufacturer wishing to benefit from a reduction of its 
average specific CO  2 emissions, as result of the savings achieved by one 
or more eco-innovations fitted in a vehicle, shall apply to an approval 
authority for an EC type-approval certificate of the vehicle fitted with the 
eco-innovation.  
1.2. The CO  2 emissions savings from the vehicle fitted with an eco-innovation 
shall, for the purpose of type approval, be determined using the procedure 
and testing methodology specified in the Commission Decision approving 
the eco-innovation, in accordance with Article 10 of Regulation (EU) No 
725/2011 for M1 vehicles, or Article 10 of Regulation (EU) No 427/2014 
for N1 vehicles.  
1.3. The performance of the necessary tests for the determination of the CO  2 
emissions savings achieved by the eco-innovations shall be considered 
without prejudice to the demonstration of compliance of the eco-inno ­
vations with the technical prescriptions laid down in Directive 2007/46/EC, 
if applicable.  
▼M3 _______  
2. DETERMINATION OF CO  2 EMISSIONS AND FUEL CONSUMPTION 
FROM VEHICLES SUBMITTED TO MULTI-STAGE TYPE- 
APPROVAL OR INDIVIDUAL VEHICLE APPROVAL  
2.1. For the purpose of determining the CO  2 emissions and fuel consumption of 
a vehicle submitted to multi-stage type-approval, as defined in Article 3(7) 
of Directive 2007/46/EC, the procedures of Annex XXI apply. However, at 
the choice of the manufacturer and irrespective of the technically 
permissible maximum laden mass, the alternative described in paragraphs 
2.2. to 2.6. may be used where the base vehicle is incomplete.  
2.2. A road load matrix family, as defined in paragraph 5.8. of Annex XXI, 
shall be established based on the parameters of a representative multi-stage 
vehicle in accordance with paragraph 4.2.1.4. of Sub-Annex 4 to Annex 
XXI.  
2.3. The manufacturer of the base vehicle shall calculate the road load coef ­
ficients of vehicle H  M and L  M of a road load matrix family as set out in 
paragraph 5. of Sub-Annex 4 to Annex XXI and shall determine the CO  2 
emission and fuel consumption in a Type 1 test of both vehicles. The 
manufacturer of the base vehicle shall make available a calculation tool 
to establish, on the basis of the parameters of completed vehicles, the final 
fuel consumption and CO  2 values as specified in Sub-Annex 7 to Annex 
XXI. ▼B
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2.4. The calculation of road load and running resistance for an individual multi 
stage vehicle shall be performed in accordance with paragraph 5.1. of Sub- 
Annex 4 of Annex XXI.  
2.5. The final fuel consumption and CO  2 values shall be calculated by the final- 
stage manufacturer on the basis of the parameters of the completed vehicle 
as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using 
the tool supplied by the manufacturer of the base vehicle.  
2.6. The manufacturer of the completed vehicle shall include, in the certificate 
of conformity, the information of the completed vehicles and add the 
information of the base vehicles in accordance with Annex IX to 
Directive 2007/46/EC.  
2.7. In the case of multi stage vehicles submitted to individual vehicle approval, 
the individual approval certificate shall include the following information:  
(a) the CO  2 emissions measured in accordance with the methodology set 
out in points 2.1 to 2.6.;  
(b) the mass of the completed vehicle in running order;  
(c) the identification code corresponding to the type, variant and version of 
the base vehicle;  
(d) the type-approval number of the base vehicle, including the extension 
number;  
(e) the name and address of the manufacturer of the base vehicle;  
(f) the mass of the base vehicle in running order.  
2.8. In the case of multi stage type approvals or individual vehicle approval 
where the base vehicle is a complete vehicle with a valid certificate of 
conformity, the final stage manufacturer shall consult the base vehicle 
manufacturer to set the new CO  2 value in accordance with the CO  2 inter­
polation using the appropriate data from the completed vehicle or calculate 
the new CO  2 value on the basis of the parameters of the completed vehicle 
as specified in paragraph 3.2.4. of Sub-Annex 7 of Annex XXI and using 
the tool supplied by the manufacturer of the base vehicle as mentioned in 
paragraph 2.3. above. If the tool is not available or the CO  2 interpolation is 
not possible, the CO  2 value of Vehicle High from the base vehicle shall be 
used with the agreement of the approval authority.  ▼M3
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ANNEX XIII  
EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL 
DEVICES AS SEPARATE TECHNICAL UNIT  
1. INTRODUCTION  
1.1. This Annex contains additional requirement for the type-approval as 
separate technical units of pollution control devices.  
2. GENERAL REQUIREMENTS  
2.1. Marking  
Original replacement pollution control devices shall bear at least the 
following identifications:  
(a) the vehicle manufacturer’s name or trade mark;  
(b) the make and identifying part number of the original replacement 
pollution control device as recorded in the information mentioned 
in point 2.3.  
2.2. Documentation  
Original replacement pollution control devices shall be accompanied 
by the following information:  
(a) the vehicle manufacturer’s name or trade mark;  
(b) the make and identifying part number of the original replacement 
pollution control device as recorded in the information mentioned 
in point 2.3;  
(c) the vehicles for which the original replacement pollution control 
device is of a type covered by point 2.3 of the Addendum to 
Appendix 4 to Annex I, including, where applicable, a marking 
to identify if the original replacement pollution control device is 
suitable for fitting to a vehicle that is equipped with an on-board 
diagnostic (OBD) system;  
(d) installation instructions, where necessary.  
This information shall be available in the product catalogue 
distributed to points of sale by the vehicle manufacturer.  
2.3. The vehicle manufacturer shall provide to the technical service and/or 
approval authority the necessary information in electronic format 
which makes the link between the relevant part numbers and the 
type-approval documentation.  
This information shall contain the following:  
(a) make(s) and type(s) of vehicle,  
(b) make(s) and type(s) of original replacement pollution control 
device,  
(c) part number(s) of original replacement pollution control device,  ▼B
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(d) type-approval number of the relevant vehicle type(s).  
3. EC SEPARATE TECHNICAL UNIT TYPE-APPROVAL MARK  
3.1. Every replacement pollution control device conforming to the type 
approved under this Regulation as a separate technical unit shall 
bear an EC type-approval mark.  
3.2. This mark shall consist of a rectangle surrounding the lower-case 
letter ‘e’ followed by the distinguishing number of the Member 
State which has granted the EC type-approval in accordance with 
the numbering system set out in Annex VII to Directive 2007/46/EC.  
The EC type- approval mark shall also include in the vicinity of the 
rectangle the ‘base approval number’ contained in section 4 of the 
type-approval number referred to in Annex VII to Directive 
2007/46/EC, preceded by the two figures indicating the sequence 
number assigned to the latest major technical amendment to Regu ­
lation (EC) No 715/2007 or this Regulation on the date EC 
type-approval for a separate technical unit was granted. For this Regu ­
lation, the sequence number is 00.  
3.3. The EC type-approval mark shall be affixed to the replacement 
pollution control device in such a way as to be clearly legible and 
indelible. It shall, wherever possible, be visible when the replacement 
pollution control device is installed on the vehicle.  
3.4. Appendix 3 to this Annex gives example of the EC type- approval 
mark.  
4. TECHNICAL REQUIREMENTS  
4.1. The requirements for the type-approval of replacement pollution 
control devices shall be those of Section 5 of UN/ECE Regulation 
No 103 with the exceptions set out in sections 4.1.1 to 4.1.5.  
4.1.1. Reference to the ‘test cycle’ in Section 5 of UN/ECE Regulation No 
103 shall be understood as being the same Type I / Type 1 test and 
Type I / Type 1 test cycle as used for the original type approval of the 
vehicle.  
4.1.2. The terms ‘catalytic converter’ and ‘converter’ used in section 5 of 
UN/ECE Regulation No 103 shall be understood to mean ‘pollution 
control device’  
4.1.3. The regulated pollutants referred to throughout section 5.2.3 of 
UN/ECE Regulation No 103 shall be replaced by all the pollutants 
specified in Annex 1, Table 2 of Regulation (EC) No 715/2007 for 
replacement pollution control devices intended to be fitted to vehicles 
type approved to Regulation (EC) No 715/2007.  
4.1.4. For replacement pollution control devices standards intended to be 
fitted to vehicles type approved to Regulation (EC) No 715/2007, 
the durability requirements and associated deterioration factors 
specified in section 5 of UN/ECE Regulation No 103, shall refer to 
those specified in Annex VII of this Regulation.  ▼B
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4.1.5. Reference to Appendix 1 of the type-approval communication in 
section 5.5.3 of UN/ECE Regulation No 103 shall be understood as 
reference to the addendum to the EC type-approval certificate on 
vehicle OBD information (Appendix 5 to Annex I).  
4.2. For vehicles with positive-ignition engines, if the NMHC emissions 
measured during the demonstration test of a new original equipment 
catalytic converter, under paragraph 5.2.1 of UN/ECE Regulation No 
103, are higher than the values measured during the type-approval of 
the vehicle, the difference shall be added to the OBD threshold limits. 
The OBD threshold limits are specified in point 2.3 of Annex XI of 
this Regulation.  
4.3. The revised OBD threshold limits will apply during the tests of OBD 
compatibility set out in paragraphs 5.5 to 5.5.5 of UN/ECE Regu ­
lation No 103. In particular, when the exceedance allowed in 
paragraph 1 of Appendix 1 to Annex 11 to UN/ECE Regulation 
No 83 is applied.  
4.4. Requirements for replacement periodically regenerating systems  
4.4.1.  Requirements regarding emissions  
4.4.1.1. The vehicle(s) indicated in Article 11(3), equipped with a replacement 
periodically regenerating system of the type for which approval is 
requested, shall be subject to the tests described in paragraph 3 of 
Annex 13 of UN/ECE Regulation No 83, in order to compare its 
performance with the same vehicle equipped with the original period ­
ically regenerating system.  
4.4.1.2. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. 
of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in 
Section 5 of UN/ECE Regulation No 103 shall be understood as being 
the same Type I / Type 1 test and Type I / Type 1 test cycle as used 
for the original type approval of the vehicle.  
4.4.2.  Determination of the basis for comparison  
4.4.2.1. The vehicle shall be fitted with a new original periodically regen ­
erating system. The emissions performance of this system shall be 
determined following the test procedure set out in paragraph 3 of 
Annex 13 of UN/ECE Regulation No 83.  
4.4.2.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. 
of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in 
Section 5 of UN/ECE Regulation No 103 shall be understood as being 
the same Type I / Type 1 test and Type I / Type 1 test cycle as used 
for the original type approval of the vehicle.  
4.4.2.2. Upon request of the applicant for the approval of the replacement 
component, the approval authority shall make available on a non- 
discriminatory basis, the information referred to in points 
3.2.12.2.1.11.1 and 3.2.12.2.6.4.1 of the information document 
contained in Appendix 3 to Annex I to this Regulation for each 
vehicle tested.  
4.4.3.  Exhaust gas test with a replacement periodically regeneration system  
4.4.3.1. The original equipment periodically regenerating system of the test 
vehicle(s) shall be replaced by the replacement periodically regen ­
erating system. The emissions performance of this system shall be 
determined following the test procedure set out in paragraph 3 
Annex 13 of UN/ECE Regulation No 83.  ▼B
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4.4.3.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. 
of Annex 13 of UN/ECE Regulation No 83 and the ‘test cycle’ in 
Section 5 of UN/ECE Regulation No 103 shall be understood as being 
the same Type I / Type 1 test and Type I / Type 1 test cycle as used 
for the original type approval of the vehicle.  
4.4.3.2. To determine the D-factor of the replacement periodically regenerating 
system, any of the engine test bench methods referred to in paragraph 
3 of Annex 13 of UN/ECE Regulation No 83 may be used.  
4.4.4.  Other requirements  
The requirements of paragraphs 5.2.3, 5.3, 5.4 and 5.5 of UN/ECE 
Regulation No 103 shall apply to replacement periodically regen ­
erating systems. In these paragraphs the words ‘catalytic converter’ 
shall be understood to mean ‘periodically regenerating system’. In 
addition the exceptions made to these paragraphs in section 4.1 of 
this annex shall also apply to periodically regenerating systems.  
5. DOCUMENTATION  
5.1. Each replacement pollution control device shall be clearly and 
indelibly marked with the manufacturer’s name or trade mark and 
accompanied by the following information:  
(a) the vehicles (including year of manufacture) for which the re ­
placement pollution control device is approved, including, where 
applicable, a marking to identify if the replacement pollution 
control device is suitable for fitting to a vehicle that is 
equipped with an on-board diagnostic (OBD) system;  
(b) installation instructions, where necessary.  
The information shall be available in the product catalogue distributed 
to points of sale by the manufacturer of replacement pollution control 
devices.  
6. CONFORMITY OF PRODUCTION  
6.1. Measures to ensure the conformity of production shall be taken in 
accordance with the provisions laid down in Article 12 of Directive 
2007/46/EC.  
6.2. Special provisions  
6.2.1. The checks referred to in point 2.2 of Annex X to Directive 
2007/46/EC shall include compliance with the characteristics as 
defined under point 8 of Article 2 of this Regulation.  
6.2.2. For the application of Article 12(2) of Directive 2007/46/EC, the tests 
described in section 4.4.1 of this Annex and section 5.2 of UN/ECE 
Regulation No 103 (requirements regarding emissions) may be carried 
out. In this case, the holder of the approval may request, as an alter ­
native, to use as a basis for comparison not the original equipment 
pollution control device, but the replacement pollution control device 
which was used during the type-approval tests (or another sample that 
has been proven to conform to the approved type). Emissions values 
measured with the sample under verification shall then on average not 
exceed by more than 15 % the mean values measured with the sample 
used for reference.  ▼B
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Appendix 1  
MODEL  
Information document No …  
relating to the EC type-approval of replacement pollution control devices  
The following information, if applicable, must be supplied in triplicate and 
include a list of contents. Any drawings must be supplied in appropriate scale 
and sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, 
must show sufficient detail.  
If the systems, components or separate technical units have electronic controls, 
information concerning their performance must be supplied.  
0. GENERAL  
0.1. Make (trade name of manufacturer): …  
0.2. Type: …  
0.2.1. Commercial name(s), if available: …  
0.5. Name and address of manufacturer: …  
Name and address of authorised representative, if any: …  
0.7. In the case of components and separate technical units, location and 
method of affixing of the EC approval mark: …  
0.8. Address(es) of assembly plant(s): …  
1. DESCRIPTION OF THE DEVICE  
1.1. Make and type of the replacement pollution control device: …  
1.2. Drawings of the replacement pollution control device, identifying in 
particular all the characteristics referred to under point 8 of Article 2 of 
this Regulation: …  
1.3. Description of the vehicle type or types for which the replacement 
pollution control device is intended: …  
1.3.1. Number(s) and/or symbol(s) characterising the engine and vehicle 
type(s): …  
1.3.2. Is the replacement pollution control device intended to be compatible with 
OBD requirements (Yes/No) (  1 ) 
1.4. Description and drawings showing the position of the replacement 
pollution control device relative to the engine exhaust manifold(s): …  ▼B 
( 1 ) Delete where not applicable.
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Appendix 2  
MODEL EC TYPE-APPROVAL CERTIFICATE  
(Maximum format: A4 (210 mm × 297 mm))  
EC TYPE-APPROVAL CERTIFICATE  
Stamp of administration  
Communication concerning the:  
— EC type-approval (  1 ), …,  
— extension of EC type-approval (  2 ), …,  
— refusal of EC type-approval (  3 ), …,  
— withdrawal of EC type-approval (  4 ), …,  
of a type of component/separate technical unit (  5 ) 
with regard to Regulation (EC) No 715/2007, as implemented by Regulation 
(EU) 2017/1151.  
Regulation (EC) No 715/2007 or Regulation (EU) 2017/1151 as last amended 
by …  
EC type-approval number: …  
Reason for extension: …  
SECTION I  
0.1. Make (trade name of manufacturer): …  
0.2. Type: …  
0.3. Means of identification of type if marked on the component/separate 
technical unit (  6 ): …  
0.3.1. Location of that marking: …  
0.5. Name and address of manufacturer: …  
0.7. In the case of components and separate technical units, location and 
method of affixing of the EC approval mark: …  
0.8. Name and address(es) of assembly plant(s): …  
0.9. Name and address of manufacturer’s representative (if any): …  ▼B 
( 1 ) Delete where not applicable 
( 2 ) Delete where not applicable 
( 3 ) Delete where not applicable 
( 4 ) Delete where not applicable 
( 5 ) Delete where not applicable 
( 6 ) If the means of identification of type contains characters not relevant to describe the 
vehicle, component or separate technical unit types covered by this type-approval cer ­
tificate such characters shall be represented in the document by the symbol:‘?’ (e.g. 
ABC??123??).
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SECTION II  
1. Additional information  
1.1. Make and type of the replacement pollution control device: …  
1.2. Vehicle type(s) for which the pollution control device type qualifies as 
replacement part: …  
1.3. Type(s) of vehicles) on which the replacement pollution control device 
has been tested: …  
1.3.1. Has the replacement pollution control device demonstrated compatibility 
with OBD requirements (yes/no) (  1 ): …  
2. Technical service responsible for carrying out the tests: …  
3. Date of test report: …  
4. Number of test report: …  
5. Remarks: …  
6. Place: …  
7. Date: …  
8. Signature: …  
Attachments:  Information package.  ▼B 
( 1 ) Delete where not applicable
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Appendix 3  
Example of the EC type-approval marks  
(see point 3.2 of this Annex)
  
The above approval mark affixed to a component of a replacement pollution 
control device shows that the type concerned has been approved in France (e 
2), pursuant to this Regulation. The first two digits of the approval number (00) 
indicate that this part was approved according to this Regulation. The following 
four digits (1234) are those allocated by the approval authority to the replacement 
pollution control device as the base approval number.  ▼B
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ANNEX XIV  
Access to vehicle OBD and vehicle repair and maintenance information  
1. INTRODUCTION  
1.1. This Annex lays down technical requirements for the accessibility of 
vehicle OBD and vehicle repair and maintenance information.  
2. REQUIREMENTS  
2.1. Vehicle OBD and vehicle repair and maintenance information available 
through websites shall follow the technical specifications of OASIS 
Document SC2-D5, Format of Automotive Repair Information, version 
1.0, 28 May 2003 (  1 ) and of Sections 3.2, 3.5, (excluding 3.5.2), 3.6, 3.7 
and 3.8 of OASIS Document SC1-D2, Autorepair Requirements Specifi ­
cation, version 6.1, dated 10.1.2003 (  2 ), using only open text and graphic 
formats or formats which can be viewed and printed using only standard 
software plug-ins that are freely available, easy to install, and which run 
under computer operating systems commonly in use. Where possible, 
keywords in the meta data shall conform to ISO 15031-2. Such information 
shall be always available, except as required for web-site maintenance 
purposes. Those requiring the right to duplicate or re-publish the 
information should negotiate directly with the manufacturer concerned. 
Information for training material shall also be available, but may be 
presented through other media than web-sites.  
Information on all parts of the vehicle, with which the vehicle, as identified 
by the vehicle identification number (VIN) and any additional criteria such 
as wheelbase, engine output, trim level or options, is equipped by the 
vehicle manufacturer and which can be replaced by spare parts offered 
by the vehicle manufacturer to its authorised repairers or dealers or third 
parties by means of reference to original equipment (OE) parts number, 
shall be made available in a database easily accessible to independent 
operators.  
This database shall comprise the VIN, OE parts numbers, OE naming of the 
parts, validity attributes (valid-from and valid-to dates), fitting attributes and 
where applicable structuring characteristics.  
The information on the database shall be regularly updated. The updates 
shall include in particular all modifications to individual vehicles after their 
production if this information is available to authorised dealers.  
2.2. Access to vehicle security features used by authorised dealers and repair 
shops shall be made available to independent operators under protection of 
security technology according to the following requirements:  
(i) data shall be exchanged ensuring confidentiality, integrity and 
protection against replay;  
(ii) the standard https//ssl-tls (RFC4346) shall be used;  ▼B 
( 1 ) Available at: http://www.oasis-open.org/committees/download.php/2412/ 
Draft%20Committee%20Specification.pdf 
( 2 ) Available at: http://lists.oasis-open.org/archives/autorepair/200302/pdf00005.pdf
 02017R1151 — EN — 01.01.2019 — 002.006 — 373  
(iii) security certificates in accordance with ISO 20828 shall be used for 
mutual authentication of independent operators and manufacturers;  
(iv) the independent operator’s private key shall be protected by secure 
hardware.  
The Forum on Access to Vehicle Information provided for by paragraph 9 
of Article 13 will specify the parameters for fulfilling these requirements 
according to the state-of-the-art.  
The independent operator shall be approved and authorised for this purpose 
on the basis of documents demonstrating that they pursue a legitimate 
business activity and have not been convicted of relevant criminal activity.  
2.3. Reprogramming of control units shall be conducted in accordance with 
either ISO 22900 or SAE J2534, regardless of the date of type approval. 
For the validation of the compatibility of the manufacturer-specific appli ­
cation and the vehicle communication interfaces (VCI) complying to ISO 
22900 or SAE J2534, the manufacturer shall offer either a validation of 
independently developed VCIs or the information, and loan of any special 
hardware, required for a VCI manufacturer to conduct such validation 
himself. The conditions of Article 7(1) of Regulation (EC) No 715/2007 
apply to fees for such validation or information and hardware.  
2.4. All emission-related fault codes shall be consistent with Appendix 1 to 
Annex XI.  
2.5. For access to any vehicle OBD and vehicle repair and maintenance 
information other than that relating to secure areas of the vehicle, regis ­
tration requirements for use of the manufacturer’s web site by an inde ­
pendent operator shall require only such information as is necessary to 
confirm how payment for the information is to be made. For information 
concerning access to secure areas of the vehicle, the independent operator 
shall present a certificate in accordance with ISO 20828 to identify himself 
and the organisation to which he belongs and the manufacturer shall 
respond with his own certificate in accordance with ISO 20828 to 
confirm to the independent operator that he is accessing a legitimate site 
of the intended manufacturer. Both parties shall keep a log of any such 
transactions indicating the vehicles and changes made to them under this 
provision.  
2.6. In the event that vehicle OBD and vehicle repair and maintenance 
information available on a manufacturer’s website does not contain 
specific relevant information to permit the proper design and manufacture 
of alternative fuels retrofit systems, then any interested alternative fuels 
retrofit system manufacturer shall be able to access the information 
required in paragraphs 0, 2, and 3 of Appendix 3 to Annex Iby contacting 
the manufacturer directly with such a request. Contact details for that 
purpose shall be clearly indicated on the manufacturer’s website and the 
information shall be provided within 30 days. Such information need only 
be provided for alternative fuels retrofit systems that are subject to UN/ECE 
Regulation No 115 (  1 ) or for alternative fuels retrofit components that form 
part of systems subject to UN/ECE Regulation No 115, and need only be 
provided in response to a request that clearly specifies the exact specifi ­
cation of the vehicle model for which the information is required and that  ▼B 
( 1 ) OJ L 323, 7.11.2014, p. 91.
 02017R1151 — EN — 01.01.2019 — 002.006 — 374  
specifically confirms that the information is required for the development of 
alternative fuels retrofit systems or components subject to UN/ECE Regu ­
lation No 115.  
2.7. Manufacturers shall indicate in their repair information websites the type- 
approval number by model.  
2.8. Manufacturers shall establish fees for hourly, daily, monthly, annual and 
per-transaction access to their repair and maintenance information websites, 
which are reasonable and proportionate.  ▼B
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Appendix 1
  
► (1) M3 ▼B
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▼B
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ANNEX XV  
Reserved  ▼B
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ANNEX XVI  
REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE 
EXHAUST AFTER-TREATMENT SYSTEM  
1. Introduction  
This Annex sets out the requirements for vehicles that rely on the use of 
a reagent for the after-treatment system in order to reduce 
emissions. Every reference in this Annex to ‘reagent tank’ shall be 
understood as also applying to other containers in which a reagent is 
stored.  
1.1. The capacity of the reagent tank shall be such that a full reagent tank 
does not need to be replenished over an average driving range of 5 full 
fuel tanks providing the reagent tank can be easily replenished (e.g. 
without the use of tools and without removing vehicle interior trim. 
The opening of an interior flap, in order to gain access for the 
purpose of reagent replenishment, shall not be understood as the 
removal of interior trim). If the reagent tank is not considered to be 
easy to replenish as described above, the minimum reagent tank capacity 
shall be at least equivalent to an average driving distance of 15 full fuel 
tanks. However, in the case of the option in paragraph 3.5., where the 
manufacturer chooses to start the warning system at a distance which 
may not be less than 2 400 km before the reagent tank becomes empty, 
the above restrictions on a minimum reagent tank capacity shall not 
apply.  
1.2. In the context of this Annex, the term ‘average driving distance’ shall be 
taken to be derived from the fuel or reagent consumption during a Type 
1 test for the driving distance of a fuel tank and the driving distance of a 
reagent tank respectively.  
2. Reagent indication  
2.1. The vehicle shall include a specific indicator on the dashboard that 
informs the driver when reagent levels are below the threshold values 
specified in paragraph 3.5.  
3. Driver warning system  
3.1. The vehicle shall include a warning system consisting of visual alarms 
that informs the driver when an abnormality is detected in the reagent 
dosing, e.g. when emissions are too high, the reagent level is low, 
reagent dosing is interrupted, or the reagent is not of a quality 
specified by the manufacturer. The warning system may also include 
an audible component to alert the driver.  
3.2. The warning system shall escalate in intensity as the reagent approaches 
empty. It shall culminate in a driver notification that cannot be easily 
defeated or ignored. It shall not be possible to turn off the system until 
the reagent has been replenished.  
3.3. The visual warning shall display a message indicating a low level of 
reagent. The warning shall not be the same as the warning used for the 
purposes of OBD or other engine maintenance. The warning shall be 
sufficiently clear for the driver to understand that the reagent level is low 
(e.g. ‘urea level low’, ‘AdBlue level low’, or ‘reagent low’).  
3.4. The warning system does not initially need to be continuously activated, 
however the warning shall escalate so that it becomes continuous as the 
level of the reagent approaches the point where the driver inducement 
system in paragraph 8. comes into effect. An explicit warning shall be  ▼M3
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displayed (e.g. ‘fill up urea’, ‘fill up AdBlue’, or ‘fill up reagent’). The 
continuous warning system may be temporarily interrupted by other 
warning signals providing that they are important safety related 
messages.  
3.5. The warning system shall activate at a distance equivalent to a driving 
range of at least 2 400 km in advance of the reagent tank becoming 
empty, or at the choice of the manufacturer at the latest when the 
level of reagent in the tank reaches one of the following levels:  
(a) a level expected to be sufficient for driving 150 % of an average 
driving range with a complete tank of fuel; or  
(b) 10 % of the capacity of the reagent tank,  
whichever occurs earlier.  
4. Identification of incorrect reagent  
4.1. The vehicle shall include a means of determining that a reagent 
corresponding to the characteristics declared by the manufacturer and 
recorded in Appendix 3 to Annex I is present on the vehicle.  
4.2. If the reagent in the storage tank does not correspond to the minimum 
requirements declared by the manufacturer the driver warning system in 
paragraph 3. shall be activated and shall display a message indicating an 
appropriate warning (e.g. ‘incorrect urea detected’, ‘incorrect AdBlue 
detected’, or ‘incorrect reagent detected’). If the reagent quality is not 
rectified within 50 km of the activation of the warning system then the 
driver inducement requirements of paragraph 8. shall apply.  
5. Reagent consumption monitoring  
5.1. The vehicle shall include a means of determining reagent consumption 
and providing off-board access to consumption information.  
5.2. Average reagent consumption and average demanded reagent 
consumption by the engine system shall be available via the serial 
port of the standard diagnostic connector. Data shall be available over 
the previous complete 2 400 km period of vehicle operation.  
5.3. In order to monitor reagent consumption, at least the following 
parameters within the vehicle shall be monitored:  
(a) The level of reagent in the on-vehicle storage tank; and  
(b) The flow of reagent or injection of reagent as close as technically 
possible to the point of injection into an exhaust after-treatment 
system.  
5.4. A deviation of more than 50 % between the average reagent 
consumption and the average demanded reagent consumption by the 
engine system over a period of 30 minutes of vehicle operation, shall 
result in the activation of the driver warning system in paragraph 3., 
which shall display a message indicating an appropriate warning (e.g. 
‘urea dosing malfunction’, ‘AdBlue dosing malfunction’, or ‘reagent 
dosing malfunction’). If the reagent consumption is not rectified 
within 50 km of the activation of the warning system then the driver 
inducement requirements of paragraph 8. shall apply.  ▼M3
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5.5. In the case of interruption in reagent dosing activity the driver warning 
system as referred to in paragraph 3. shall be activated, which shall 
display a message indicating an appropriate warning. Where the 
reagent dosing interruption is initiated by the engine system because 
the vehicle operating conditions are such that the vehicle's emission 
performance does not require reagent dosing, the activation of the 
driver warning system as referred to in paragraph 3. may be omitted, 
provided that the manufacturer has clearly informed the approval 
authority when such operating conditions apply. If the reagent dosing 
is not rectified within 50 km of the activation of the warning system 
then the driver inducement requirements of paragraph 8. shall apply.  
6. Monitoring NO  x emissions  
6.1. As an alternative to the monitoring requirements referred to in para ­
graphs 4. and 5., manufacturers may use exhaust gas sensors directly 
to sense excess NO  x levels in the exhaust.  
6.2. The manufacturer shall demonstrate that use of the sensors referred to in 
paragraph 6.1. above and any other sensors on the vehicle, results in the 
activation of the driver warning system as referred to in paragraph 3. 
above, the display of a message indicating an appropriate warning (e.g. 
‘emissions too high — check urea’, ‘emissions too high — check 
AdBlue’, ‘emissions too high — check reagent’), and the activation of 
the driver inducement system as referred to in paragraph 8.3., when the 
situations referred to in paragraphs 4.2., 5.4., or 5.5. occur.  
For the purposes of this paragraph these situations are presumed to occur 
if the applicable NO  x OBD threshold limit of the tables set out in 
paragraph 2.3. of Annex XI is exceeded.  
NO  x emissions during the test to demonstrate compliance with these 
requirements shall be no more than 20 % higher than the OBD 
threshold limits.  
7. Storage of failure information  
7.1. Where reference is made to this paragraph, non-erasable Parameter 
Identifiers (PID) shall be stored identifying the reason for and the 
distance travelled by the vehicle during the inducement system 
activation. The vehicle shall retain a record of the PID for at least 
800 days or 30 000 km of vehicle operation. The PID shall be made 
available via the serial port of a standard diagnostic connector upon 
request of a generic scan tool in accordance with the provisions of 
paragraph 2.3. of Appendix 1 to Annex XI. The information stored in 
the PID shall be linked to the period of cumulated vehicle operation, 
during which it has occurred, with an accuracy of not less than 300 days 
or 10 000 km.  
7.2. Malfunctions in the reagent dosing system attributed to technical failures 
(e.g. mechanical or electrical faults) shall also be subject to the OBD 
requirements in Annex XI.  
8. Driver inducement system  
8.1. The vehicle shall include a driver inducement system to ensure that the 
vehicle operates with a functioning emissions control system at all 
times. The inducement system shall be designed so as to ensure that 
the vehicle cannot operate with an empty reagent tank.  
8.2. The inducement system shall activate at the latest when the level of 
reagent in the tank reaches:  
(a) In the case that the warning system was activated at least 2 400 km 
before the reagent tank was expected to become empty, a level 
expected to be sufficient for driving the average driving range of 
the vehicle with a complete tank of fuel.  ▼M3
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(b) In the case that the warning system was activated at the level 
described in paragraph 3.5.(a), a level expected to be sufficient for 
driving 75 % of the average driving range of the vehicle with a 
complete tank of fuel; or  
(c) In the case that the warning system was activated at the level 
described in paragraph 3.5.(b), 5 % of the capacity of the reagent 
tank.  
(d) In the case that the warning system was activated ahead of the levels 
described in both paragraph 3.5.(a) and 3.5.(b) but less than 
2 400 km in advance of the reagent tank becoming empty, 
whichever level described in (b) or (c) of this paragraph occurs 
earlier.  
Where the alternative described in paragraph 6.1. is utilised, the system 
shall activate when the irregularities described in paragraphs 4. or 5. or 
the NO  x levels described in paragraph 6.2. have occurred.  
The detection of an empty reagent tank and the irregularities mentioned 
in paragraphs 4., 5., or 6. shall result in the failure information storage 
requirements of paragraph 7. taking effect.  
8.3. The manufacturer shall select which type of inducement system to 
install. The options for a system are described in paragraphs 8.3.1., 
8.3.2., 8.3.3. and 8.3.4.  
8.3.1. A ‘no engine restart after countdown’ approach allows a countdown of 
restarts or distance remaining once the inducement system 
activates. Engine starts initiated by the vehicle control system, such as 
start-stop systems, are not included in this countdown.  
8.3.1.1. In the case that the warning system was activated at least 2 400 km 
before the reagent tank was expected to become empty, or the irregu ­
larities described in paragraphs 4. or 5. or the NO  x levels described in 
paragraph 6.2. have occurred, engine restarts shall be prevented immedi ­
ately after the vehicle has travelled a distance expected to be sufficient 
for driving the average driving range of the vehicle with a complete tank 
of fuel since the activation of the inducement system.  
8.3.1.2. In the case that the inducement system was activated at the level 
described in paragraph 8.2.(b), engine restarts shall be prevented im ­
mediately after the vehicle has travelled a distance expected to be 
sufficient for driving 75 % of the average driving range of the vehicle 
with a complete tank of fuel since the activation of the inducement 
system.  
8.3.1.3. In the case that the inducement system was activated at the level 
described in paragraph 8.2.(c), engine restarts shall be prevented im ­
mediately after the vehicle has travelled a distance expected to be 
sufficient for driving the average driving range of the vehicle with 
5 % of the capacity of the reagent tank, since the activation of the 
inducement system.  
8.3.1.4. In addition, engine restarts shall be prevented immediately after the 
reagent tank becomes empty, should this situation occur earlier than 
the situations specified in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3.  
8.3.2. A ‘no start after refuelling’ system results in a vehicle being unable to 
start after re-fuelling if the inducement system has activated.  ▼M3
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8.3.3. A ‘fuel-lockout’ approach prevents the vehicle from being refuelled by 
locking the fuel filler system after the inducement system activates. The 
lockout system shall be robust to prevent it being tampered with.  
8.3.4. A ‘performance restriction’ approach restricts the speed of the vehicle 
after the inducement system activates. The level of speed limitation shall 
be noticeable to the driver and significantly reduce the maximum speed 
of the vehicle. Such limitation shall enter into operation gradually or 
after an engine start. Shortly before engine restarts are prevented, the 
speed of the vehicle shall not exceed 50 km/h.  
8.3.4.1. In the case that the warning system was activated at least 2 400 km 
before the reagent tank was expected to become empty, or the irregu ­
larities described in paragraphs 4. or 5. or the NO  x levels described in 
paragraph 6.2. have occurred, engine restarts shall be prevented immedi ­
ately after the vehicle has travelled a distance expected to be sufficient 
for driving the average driving range of the vehicle with a complete tank 
of fuel since the activation of the inducement system.  
8.3.4.2. In the case that the inducement system was activated at the level 
described in paragraph 8.2.(b), engine restarts shall be prevented im ­
mediately after the vehicle has travelled a distance expected to be 
sufficient for driving 75 % of the average driving range of the vehicle 
with a complete tank of fuel since the activation of the inducement 
system.  
8.3.4.3. In the case that the inducement system was activated at the level 
described in paragraph 8.2.(c), engine restarts shall be prevented im ­
mediately after the vehicle has travelled a distance expected to be 
sufficient for driving the average driving range of the vehicle with 
5 % of the capacity of the reagent tank, since the activation of the 
inducement system.  
8.3.4.4. In addition, engine restarts shall be prevented immediately after the 
reagent tank becomes empty, should this situation occur earlier than 
the situations specified in paragraphs 8.3.4.1, 8.3.4.2. or 8.3.4.3.  
8.4. Once the inducement system has prevented engine restarts, the 
inducement system shall only be deactivated if the irregularities 
specified in paragraphs 4., 5., or 6. have been rectified or if the 
quantity of reagent added to the vehicle meets at least one of the 
following criteria:  
(a) expected to be sufficient for driving 150 % of an average driving 
range with a complete tank of fuel; or  
(b) at least 10 % of the capacity of the reagent tank.  
After a repair has been carried out to correct a fault where the OBD 
system has been triggered under paragraph 7.2., the inducement system 
may be reinitialised via the OBD serial port (e.g. by a generic scan tool) 
to enable the vehicle to be restarted for self-diagnosis purposes. The 
vehicle shall operate for a maximum of 50 km to enable the success 
of the repair to be validated. The inducement system shall be fully 
reactivated if the fault persists after this validation.  
8.5. The driver warning system referred to in paragraph 3. shall display a 
message indicating clearly:  
(a) The number of remaining restarts and/or the remaining distance; and  ▼M3
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(b) The conditions under which the vehicle can be restarted.  
8.6. The driver inducement system shall be deactivated when the conditions 
for its activation have ceased to exist. The driver inducement system 
shall not be automatically deactivated without the reason for its 
activation having been remedied.  
8.7. Detailed written information fully describing the functional operation 
characteristics of the driver inducement system shall be provided to 
the Type Approval Authority at the time of approval.  
8.8. As part of the application for type approval under this Regulation, the 
manufacturer shall demonstrate the operation of the driver warning and 
inducement systems.  
9. Information requirements  
9.1. The manufacturer shall provide all owners of new vehicles with clear 
written information about the emission control system. This information 
shall state that if the vehicle emission control system is not functioning 
correctly, the driver shall be informed of a problem by the driver 
warning system and that the driver inducement system shall consequen ­
tially result in the vehicle being unable to start.  
9.2. The instructions shall indicate requirements for the proper use and main ­
tenance of vehicles, including the proper use of consumable reagents.  
9.3. The instructions shall specify if consumable reagents have to be 
replenished by the vehicle driver between normal maintenance 
intervals. They shall indicate how the vehicle driver should replenish 
the reagent tank. The information shall also indicate a likely rate of 
reagent consumption for that type of vehicle and how often it should 
be replenished.  
9.4. The instructions shall specify that use of, and replenishing of, a required 
reagent of the correct specifications is mandatory for the vehicle to 
comply with the certificate of conformity issued for that vehicle type.  
9.5. The instructions shall state that it may be a criminal offence to use a 
vehicle that does not consume any reagent if it is required for the 
reduction of emissions.  
9.6. The instructions shall explain how the warning system and driver 
inducement systems work. In addition, the consequences of ignoring 
the warning system and not replenishing the reagent shall be explained.  
10. Operating conditions of the after-treatment system  
Manufacturers shall ensure that the emission control system retains its 
emission control function during all ambient conditions, especially at 
low ambient temperatures. This includes taking measures to prevent 
the complete freezing of the reagent during parking times of up to 
7 days at 258 K (– 15 °C) with the reagent tank 50 % full. If the 
reagent is frozen, the manufacturer shall ensure that the reagent shall 
be liquefied and ready for use within 20 minutes of the vehicle being 
started at 258 K (– 15 °C) measured inside the reagent tank.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 384  
ANNEX XVII  
AMENDMENTS TO REGULATION (EC) No 692/2008  
1. Appendix 3 to Annex I of Regulation (EC) No 692/2008 is hereby amended 
as follows:  
(a) Points 3. to 3.1.1. shall be amended to read: 
‘3. PROPULSION ENERGY CONVERTER (k)  
3.1. Manufacturer of the propulsion energy converter(s):  
3.1.1. Manufacturer's code (as marked on the propulsion energy 
converter or other means of identification):  ’  
(b) Point 3.2.1.8. shall be amended to read:  
‘3.2.1.8. Rated engine power (n): ....... kW at  min  –1 (manu- 
facturer's declared value)’  
(c) Point 3.2.2.2. shall be renumbered 3.2.2.1.1. and shall read as follows:  
‘3.2.2.1.1. RON, unleaded:  ’  
(d) Point 3.2.4.2.1. shall be amended to read:  
‘3.2.4.2.1. System description (common rail/unit injectors/distribution 
pump etc.):  ’  
(e) Point 3.2.4.2.3. shall be amended to read:  
‘3.2.4.2.3. Injection/Delivery pump’  
(f) Point 3.2.4.2.4. shall be amended to read:  
‘3.2.4.2.4. Engine speed limitation control’  
(g) Point 3.2.4.2.9.3. shall be amended to read:  
‘3.2.4.2.9.3. Description of the system’  
(h) Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:  
‘3.2.4.2.9.3.6. Make and type or working principle of water 
temperature sensor:  
3.2.4.2.9.3.7. Make and type or working principle of air temperature 
sensor:  
3.2.4.2.9.3.8. Make and type or working principle of air pressure 
sensor:  ’  
(i) Point 3.2.4.3.4.3. shall be amended to read:  
‘3.2.4.3.4.3. Make and type or working principle of air-flow 
sensor:  ’  
(j) Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:  
‘3.2.4.3.4.9. Make and type or working principle of water temperature 
sensor:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 385  
3.2.4.3.4.10. Make and type or working principle of air temperature 
sensor:  
3.2.4.3.4.11. Make and type or working principle of air pressure 
sensor:  ’  
(k) Point 3.2.4.3.5. shall be amended to read:  
‘3.2.4.3.5. Injectors’  
(l) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:  
‘3.2.12.2. Pollution control devices (if not covered by another heading)  
3.2.12.2.1. Catalytic converter’  
(m) Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted  
(n) Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the 
following:  
‘3.2.12.2.2. Sensors  
3.2.12.2.2.1. Oxygen sensor: yes/no (  1 ) 
3.2.12.2.2.1.1. Make:  
3.2.12.2.2.1.2. Location:  
3.2.12.2.2.1.3. Control range:  
3.2.12.2.2.1.4. Type or working principle:  
3.2.12.2.2.1.5. Identifying part number:  ’  
(o) Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:  
‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low 
pressure / combined pressure, etc.):  
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR 
system e.g. low pressure / high pressure / combined 
pressure: yes/no (  1 )’ 
(p) Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:  
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol 
engines only): yes/no (  1 ) 
3.2.12.2.5.1. Detailed description of the devices:  
3.2.12.2.5.2. Drawing of the evaporative emissions control system:  
3.2.12.2.5.3. Drawing of the carbon canister:  
3.2.12.2.5.4. Mass of dry charcoal:  g  
3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of 
capacity and material (petrol and ethanol engines 
only):  
3.2.12.2.5.6. Description and schematic of the heat shield between 
tank and exhaust system:  ’  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 386  
(q) Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted  
(r) Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:  
‘3.2.12.2.6.4. Make of particulate trap:  
3.2.12.2.6.5. Identifying part number:  ’  
(s) Points 3.2.12.2.8. shall be amended to read:  
‘3.2.12.2.8. Other system:  ’  
(t) New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:  
‘3.2.12.2.10. Periodically regenerating system: (provide the 
information below for each separate unit)  
3.2.12.2.10.1. Method or system of regeneration, description and/or 
drawing:  
3.2.12.2.10.2. The number of Type 1 operating cycles, or 
equivalent engine test bench cycles, between two 
cycles where regenerative phases occur under the 
conditions equivalent to Type 1 test (Distance “D” 
in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 
of Annex XXI to Regulation (EU) 2017/1151 or 
figure A13/1 in Annex 13 to UN/ECE Regulation 
83 (as applicable)):  
3.2.12.2.10.2.1. Applicable Type 1 cycle: (indicate the applicable 
procedure: Annex XXI, Sub-Annex 4 or UN/ECE 
Regulation 83): …  
3.2.12.2.10.3. Description of method employed to determine the 
number of cycles between two cycles where regen ­
erative phases occur:  
3.2.12.2.10.4. Parameters to determine the level of loading required 
before regeneration occurs (i.e. temperature, pressure 
etc.):  
3.2.12.2.10.5. Description of method used to load system in the test 
procedure described in paragraph 3.1., Annex 13 to 
UN/ECE Regulation 83:  
3.2.12.2.11. Catalytic converter systems using consumable 
reagents (provide the information below for each 
separate unit) yes/no (  1 ) 
3.2.12.2.11.1. Type and concentration of reagent needed:  
3.2.12.2.11.2. Normal operational temperature range of reagent:  
3.2.12.2.11.3. International standard:  
3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance 
(where appropriate):  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 387  
3.2.12.2.11.5. Reagent indicator: (description and location)  
3.2.12.2.11.6. Reagent tank  
3.2.12.2.11.6.1. Capacity: …  
3.2.12.2.11.6.2. Heating system: yes/no (  1 ) 
3.2.12.2.11.6.2.1. Description or drawing  
3.2.12.2.11.7. Reagent control unit: yes/no (  1 ) 
3.2.12.2.11.7.1. Make: …  
3.2.12.2.11.7.2. Type: …  
3.2.12.2.11.8. Reagent injector (make, type and location): …’  
(u) Point 3.2.15.1. shall be amended to read:  
‘3.2.15.1. Type-approval number according to Regulation (EC) No 
661/2009 (OJ L 200, 31.7.2009, p. 1)’  
(v) Point 3.2.16.1. shall be amended to read:  
‘3.2.16.1. Type-approval number according to Regulation (EC) No 
661/2009 (OJ L 200, 31.7.2009, p. 1)’  
(w) Point 3.3. shall be amended to read:  
‘3.3. Electric machine’  
(x) Point 3.3.2. shall be amended to read:  
‘3.3.2. REESS’  
(y) Point 3.4. shall be amended to read:  
‘3.4. Combinations of propulsion energy converters’  
(z) Point 3.4.4. shall be amended to read:  
‘3.4.4. Description of the energy storage device: (REESS, capacitor, 
flywheel/generator)’  
(aa) Point 3.4.4.5. shall be amended to read:  
‘3.4.4.5. Energy: .............................. (for REESS: voltage and capacity 
Ah in 2 h, for capacitor: J, .............................. )’  
(bb) Point 3.4.5. shall be amended to read:  
‘3.4.5. Electric machine (describe each type of electric machine separ ­
ately)’  
(cc) Point 3.5. shall be amended to read:  
‘3.5. Manufacturer’s declared values for determination of CO  2 
emissions/fuel consumption/electric consumption/electric range 
and details of eco-innovations (where applicable)(  o )’ 
(dd) Point 4.4. shall be amended to read:  
‘4.4. Clutch(es)’  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 388  
(ee) Point 4.6. shall be amended to read:  
‘4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to gearbox 
output shaft revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT’  
(ff) Point 6.6. to 6.6.3. shall be replaced as follows:  
‘6.6. Tyres and wheels  
6.6.1. Tyre/wheel combination(s)  
6.6.1.1. Axles  
6.6.1.1.1. Axle 1:  
6.6.1.1.1.1. Tyre size designation  
6.6.1.1.2. Axle 2:  
6.6.1.1.2.1. Tyre size designation  
etc. 
6.6.2. Upper and lower limits of rolling radii  
6.6.2.1. Axle 1:  
6.6.2.2. Axle 2:  
etc. 
6.6.3. Tyre pressure(s) as recommended by the vehicle manufac ­
turer:  kPa’  
(gg) Point 9.1. shall be amended to read:  
‘9.1. Type of bodywork using the codes defined in Part C of Annex II 
of Directive 2007/46/EC:  ’  
2. In table 1 of Appendix 6 to Annex I of Regulation (EC) No 692/2008 the 
rows ZD to ZL and ZX, ZY are amended as follows: 
‘ZD Euro 6c  Euro 6-2  M, N1 class I  PI, CI  31.8.2018  
ZE Euro 6c  Euro 6-2  N1 class II  PI, CI  31.8.2019  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 389  
ZF Euro 6c  Euro 6-2  N1 class III, 
N2 PI, CI  31.8.2019  
ZG Euro 6d-TEMP  Euro 6-2  M, N1 class I  PI, CI  31.8.2018  
ZH Euro 6d-TEMP  Euro 6-2  N1 class II  PI, CI  31.8.2019  
ZI Euro 6d-TEMP  Euro 6-2  N1 class III, 
N2 PI, CI  31.8.2019  
ZJ Euro 6d  Euro 6-2  M, N1 class I  PI, CI  31.8.2018  
ZK Euro 6d  Euro 6-2  N1 class II  PI, CI  31.8.2019  
ZL Euro 6d  Euro 6-2  N1 class III, 
N2 PI, CI  31.8.2019  
ZX n.a.  n.a.  All vehicles  Battery 
full 
electric  1.9.2009  1.1.2011  31.8.2019  
ZY n.a.  n.a.  All vehicles  Battery 
full 
electric  1.9.2009  1.1.2011  31.8.2019  
ZZ n.a.  n.a.  All vehicles 
using 
certificates 
according to 
point 2.1.1 of 
Annex I  PI, CI  1.9.2009  1.1.2011  31.8.2019’  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 390  
ANNEX XVIII  
SPECIAL PROVISIONS REGARDING ANNEXES I, II, III, VIII AND IX 
TO DIRECTIVE 2007/46/EC  
Amendments to Annex I of Directive 2007/46/EC  
(1) Annex I of Directive 2007/46/EC is hereby amended as follows:  
(a) Point 2.6.1. shall be amended to read:  
‘2.6.1. Distribution of this mass among the axles and, in the case of a 
semi-trailer, a rigid drawbar trailer or a centre-axle trailer, the 
mass on the coupling:  
(a) minimum and maximum for each variant:  
(b) mass of each version (a matrix must be provided):  ’  
(b) Points 3. to 3.1.1. shall be amended to read: 
‘3. PROPULSION ENERGY CONVERTER (k)  
3.1. Manufacturer of the propulsion energy converter(s):  
3.1.1. Manufacturer's code (as marked on the propulsion energy 
converter or other means of identification):  ’  
(c) Point 3.2.1.8. shall be amended to read:  
‘3.2.1.8. Rated engine power (n):  kW at  min  –1 
(manufacturer's declared value)’  
(d) A new point 3.2.2.1.1. shall be added as follows:  
‘3.2.2.1.1. RON, unleaded:  ’  
(e) Point 3.2.4.2.1. shall be amended to read:  
‘3.2.4.2.1. System description (common rail/unit injectors/distribution 
pump etc.):  ’  
(f) Point 3.2.4.2.3. shall be amended to read:  
‘3.2.4.2.3. Injection/Delivery pump’  
(g) Point 3.2.4.2.4. shall be amended to read:  
‘3.2.4.2.4. Engine speed limitation control’  
(h) Point 3.2.4.2.9.3. shall be amended to read:  
‘3.2.4.2.9.3. Description of the system’  
(i) A new point 3.2.4.2.9.3.1.1. shall be added as follows:  
‘3.2.4.2.9.3.1.1. Software version of the ECU:  ’  
(j) Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 391  
‘3.2.4.2.9.3.6. Make and type or working principle of water 
temperature sensor:  
3.2.4.2.9.3.7. Make and type or working principle of air temperature 
sensor:  
3.2.4.2.9.3.8. Make and type or working principle of air pressure 
sensor:  ’  
(k) A new point 3.2.4.3.4.1.1. shall be added as follows:  
‘3.2.4.3.4.1.1. Software version of the ECU:  ’  
(l) Point 3.2.4.3.4.3. shall be amended to read:  
‘3.2.4.3.4.3. Make and type or working principle of air-flow 
sensor:  ’  
(m) Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:  
‘3.2.4.3.4.9. Make and type or working principle of water 
temperature sensor:  
3.2.4.3.4.10. Make and type or working principle of air temperature 
sensor:  
3.2.4.3.4.11. Make and type or working principle of air pressure 
sensor:  ’  
(n) Point 3.2.4.3.5. shall be amended to read:  
‘3.2.4.3.5. Injectors’  
(o) New points 3.2.4.4.2. and 3.2.4.4.3. shall be added as follows:  
‘3.2.4.4.2. Make(s):  .  
3.2.4.4.3. Type(s):  ’  
(p) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:  
‘3.2.12.2. Pollution control devices (if not covered by another 
heading)  
3.2.12.2.1. Catalytic converter’  
(q) Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted and replaced 
with the following new point:  
‘3.2.12.2.1.11. Normal operating temperature range:  °C’  
(r) Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with 
the following:  
‘3.2.12.2.2. Sensors  
3.2.12.2.2.1. Oxygen sensor: yes/no (  1 ) 
3.2.12.2.2.1.1. Make:  
3.2.12.2.2.1.2. Location:  
3.2.12.2.2.1.3. Control range:  .  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 392  
3.2.12.2.2.1.4. Type or working principle:  
3.2.12.2.2.1.5. Identifying part number:  
3.2.12.2.2.2. NOx sensor: yes/no (  1 ) 
3.2.12.2.2.2.1. Make:  
3.2.12.2.2.2.2. Type:  
3.2.12.2.2.2.3. Location:  
3.2.12.2.2.3. Particulate sensor: yes/no (  1 ) 
3.2.12.2.2.3.1. Make:  
3.2.12.2.2.3.2. Type:  
3.2.12.2.2.3.3. Location:  ’  
(s) Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:  
‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low 
pressure / combined pressure, etc.):  
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR 
system e.g. low pressure / high pressure / combined 
pressure: yes/no (  1 )’ 
(t) Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:  
‘3.2.12.2.5. Evaporative emissions control system (petrol and 
ethanol engines only): yes/no (  1 ) 
3.2.12.2.5.1. Detailed description of the devices:  .  
3.2.12.2.5.2. Drawing of the evaporative control system:  
3.2.12.2.5.3. Drawing of the carbon canister:  
3.2.12.2.5.4. Mass of dry charcoal:  g  
3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of 
capacity and material (petrol and ethanol engines only):  
3.2.12.2.5.6. Description and schematic of the heat shield between 
tank and exhaust system:  ’  
(u) Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted  
(v) Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:  
‘3.2.12.2.6.4. Make of particulate trap:  
3.2.12.2.6.5. Identifying part number:  ’  
(w) Points 3.2.12.2.7. to 3.2.12.2.7.0.6. shall be amended to read:  
‘3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no (  1 ): 
3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families 
within the engine family  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 393  
3.2.12.2.7.0.2. (Euro VI only) List of the OBD engine families (when 
applicable)  
3.2.12.2.7.0.3. (Euro VI only) Number of the OBD engine family the 
parent engine / the engine member belongs to:  
3.2.12.2.7.0.4. (Euro VI only) Manufacturer references of the OBD- 
Documentation required by Article 5(4)(c) and 
Article 9(4) of Regulation (EU) No 582/2011 and 
specified in Annex X to that Regulation for the 
purpose of approving the OBD system  
3.2.12.2.7.0.5. (Euro VI only) When appropriate, manufacturer 
reference of the Documentation for installing in a 
vehicle an OBD equipped engine system  
3.2.12.2.7.0.6. (Euro VI only) When appropriate, manufacturer 
reference of the documentation package related to 
the installation on the vehicle of the OBD system of 
an approved engine’  
(x) In point 3.2.12.2.7.6.4.1. the heading ‘Low-duty vehicles’ shall be 
replaced with ‘Light-duty vehicles’  
(y) Points 3.2.12.2.8. shall be amended to read:  
‘3.2.12.2.8. Other system:  ’  
(z) New points 3.2.12.2.8.2.3. to 3.2.12.2.8.2.5. are added as follows:  
‘3.2.12.2.8.2.3. Type of inducement system: no engine restart after 
countdown/no start after refuelling/fuel-lockout/per ­
formance restriction  
3.2.12.2.8.2.4. Description of the inducement system  
3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle 
with a complete tank of fuel:  km’  
(aa) A new point 3.2.12.2.8.4. shall be added as follows:  
‘3.2.12.2.8.4. (Euro VI only) List of the OBD engine families (when 
applicable): …’  
(bb) New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:  
‘3.2.12.2.10. Periodically regenerating system: (provide the 
information below for each separate unit)  
3.2.12.2.10.1. Method or system of regeneration, description 
and/or drawing: … .  
3.2.12.2.10.2. The number of Type 1 operating cycles, or 
equivalent engine test bench cycles, between two 
cycles where regenerative phases occur under the 
conditions equivalent to Type 1 test (Distance “D” 
in Figure A6.App1/1 in Appendix 1 to Sub-Annex 
6 of Annex XXI to Regulation (EU) 2017/1151 or 
figure A13/1 in Annex 13 to UN/ECE Regulation 
83 (as applicable)): …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 394  
3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable 
procedure: Annex XXI, Sub-Annex 4 or UN/ECE 
Regulation 83):  
3.2.12.2.10.3. Description of method employed to determine the 
number of cycles between two cycles where 
regenerative phases occur:  
3.2.12.2.10.4. Parameters to determine the level of loading 
required before regeneration occurs (i.e. 
temperature, pressure etc.):  
3.2.12.2.10.5. Description of method used to load system in the 
test procedure described in paragraph 3.1., Annex 
13 to UN/ECE Regulation 83:  .  
3.2.12.2.11. Catalytic converter systems using consumable 
reagents (provide the information below for each 
separate unit) yes/no (  1 ) 
3.2.12.2.11.1. Type and concentration of reagent needed: …  
3.2.12.2.11.2. Normal operational temperature range of 
reagent: …  
3.2.12.2.11.3. International standard: …  
3.2.12.2.11.4. Frequency of reagent refill: continuous/main ­
tenance (where appropriate):  
3.2.12.2.11.5. Reagent indicator (description and location): …  
3.2.12.2.11.6. Reagent tank  
3.2.12.2.11.6.1. Capacity: …  
3.2.12.2.11.6.2. Heating system: yes/no  
3.2.12.2.11.6.2.1. Description or drawing: …  
3.2.12.2.11.7. Reagent control unit: yes/no (  1 ) 
3.2.12.2.11.7.1. Make: …  
3.2.12.2.11.7.2. Type: …  
3.2.12.2.11.8. Reagent injector (make type and location): …’  
(cc) Point 3.2.15.1. shall be amended to read:  
‘3.2.15.1. Type-approval number according to Regulation (EC) No 
661/2009 (OJ L 200, 31.7.2009, p. 1):  ’  
(dd) Point 3.2.16.1. shall be amended to read:  
‘3.2.16.1. Type-approval number according to Regulation (EC) No 
661/2009 (OJ L 200, 31.7.2009, p. 1):  ’  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 395  
(ee) New points 3.2.20. to 3.2.20.2.4. shall be added as follows:  
‘3.2.20. Heat storage information  
3.2.20.1. Active heat storage device: yes/no  
3.2.20.1.1. Enthalpy: … (J)  
3.2.20.2. Insulation materials  
3.2.20.2.1. Insulation material: …  
3.2.20.2.2. Insulation volume: …  
3.2.20.2.3. Insulation weight: …  
3.2.20.2.4. Insulation location: …’  
(ff) Point 3.3. shall be amended to read:  
‘3.3. Electric machine’  
(gg) Point 3.3.2. shall be amended to read:  
‘3.3.2. REESS’  
(hh) Point 3.4. shall be amended to read:  
‘3.4. Combinations of propulsion energy converters’  
(ii) Point 3.4.4. shall be amended to read:  
‘3.4.4. Description of the energy storage device: (REESS, capacitor, 
flywheel/generator)’  
(jj) Point 3.4.4.5. shall be amended to read:  
‘3.4.4.5. Energy: ............................. (for REESS: voltage and 
capacity Ah in 2 h, for capacitor: J,  )’  
(kk) Point 3.4.5. shall be amended to read:  
‘3.4.5. Electric machine (describe each type of electric machine 
separately)’  
(ll) Point 3.5. shall be amended to read:  
‘3.5. Manufacturer's declared values for determination of CO  2 
emissions/fuel consumption/electric consumption/electric range 
and details of eco-innovations (where applicable)(°)’  
(mm) New points 3.5.7. to 3.5.8.3. are added as follows:  
‘3.5.7. Manufacturer's declared values  
3.5.7.1. Test vehicle parameters  
3.5.7.1.1 Vehicle high  
3.5.7.1.1.1. Cycle Energy Demand: … J  ▼B
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3.5.7.1.1.2. Road load coefficients  
3.5.7.1.1.2.1. f0: ............. N  
3.5.7.1.1.2.2. f1: ............. N/(km/h)  
3.5.7.1.1.2.3. f2: ............. N/(km/h)  2 
3.5.7.1.2. Vehicle Low (if applicable)  
3.5.7.1.2.1. Cycle Energy Demand: … J  
3.5.7.1.2.2. Road load coefficients  
3.5.7.1.2.2.1. f0: ............. N  
3.5.7.1.2.2.2. f1: ............. N/(km/h)  
3.5.7.1.2.2.3. f2: ............. N/(km/h)  2 
3.5.7.1.3. Vehicle M (if applicable)  
3.5.7.1.3.1. Cycle Energy Demand: … J  
3.5.7.1.3.2. Road load coefficients  
3.5.7.1.3.2.1. f0: ............. N  
3.5.7.1.3.2.2. f1: ............. N/(km/h)  
3.5.7.1.3.2.3. f2: ............. N/(km/h)  2 
3.5.7.2. Combined CO  2 mass emissions  
3.5.7.2.1. CO  2 mass emission for ICE  
3.5.7.2.1.1. Vehicle High: .............................. g/km  
3.5.7.2.1.2. Vehicle low (if applicable): ............................... g/km  
3.5.7.2.2. Charge Sustaining CO  2 mass emission for OVC-HEVs 
and NOVC-HEVs  
3.5.7.2.2.1. Vehicle high: .............................. g/km  
3.5.7.2.2.2. Vehicle low (if applicable): ............................... g/km  
3.5.7.2.2.3. Vehicle M (if applicable): .............................. g/km  
3.5.7.2.3. Charge Depleting CO  2 mass emission for OVC-HEVs  
3.5.7.2.3.1. Vehicle high: .............................. g/km  
3.5.7.2.3.2. Vehicle low (if applicable): ............................... g/km  
3.5.7.2.3.3. Vehicle M (if applicable): .............................. g/km  
3.5.7.3. Electric range for electrified vehicles  ▼B
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3.5.7.3.1. Pure Electric Range (PER) for PEVs  
3.5.7.3.1.1. Vehicle high: .............................. km  
3.5.7.3.1.2. Vehicle low (if applicable): ............................... km  
3.5.7.3.2. All Electric Range AER for OVC-HEVs  
3.5.7.3.2.1. Vehicle high: .............................. km  
3.5.7.3.2.2. Vehicle low (if applicable): ............................... km  
3.5.7.3.2.3. Vehicle M (if applicable): .............................. km  
3.5.7.4. Charge Sustaining fuel consumption (FCCS) for 
FCHVs  
3.5.7.4.1. Vehicle high: .................... kg/100 km  
3.5.7.4.2. Vehicle low (if applicable): ....................... kg/100 km  
3.5.7.4.3. Vehicle M (if applicable): ......................... kg/100 km  
3.5.7.5. Electric energy consumption for electrified vehicles  
3.5.7.5.1. Combined electric energy consumption (ECWLTC) for 
Pure electric vehicles  
3.5.7.5.1.1. Vehicle high: .......................... Wh/km  
3.5.7.5.1.2. Vehicle low (if applicable): ............................ Wh/km  
3.5.7.5.2. Utility factor weighted charge-depleting electric 
consumption ECAC,CD (combined)  
3.5.7.5.2.1. Vehicle high: .......................... Wh/km  
3.5.7.5.2.2. Vehicle low (if applicable): ....................... Wh/km  
3.5.7.5.2.3. Vehicle M (if applicable): .............................. Wh/km  
3.5.8. Vehicle fitted with an eco-innovation within the 
meaning of Article 12 of Regulation (EC) No 
443/2009 for M1 vehicles or Article 12 of Regulation 
(EU) No 510/2011 for N1 vehicles: yes/no (  1 ) 
3.5.8.1. Type/Variant/Version of the baseline vehicle as 
referred to in Article 5 of Regulation (EU) No 
725/2011 for M1 vehicles or Article 5 of Regulation 
(EU) No 427/2014 for N1 vehicles (if appli- 
cable): ..............................  
3.5.8.2. Existence of interactions between different eco-inno ­
vations: yes/no (  1 ) ▼B
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3.5.8.3. Emissions data related to the use of eco-innovations 
(repeat the table for each reference fuel tested) (w1)  
Decision 
approving the 
eco-inno­
vation (  w2 ) Code of 
the eco- 
innovation 
( w3 ) 1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions 
of the 
baseline 
vehicle 
under type 
1 test-cycle 
( w4 ) 4. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
under type 
1 test-cycle  5. Usage 
factor (UF), 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4))*5  
xxxx/201x  
Total CO  2 emissions saving (g/km)(  w5 )’ 
(nn) Point 4.4. shall be amended to read:  
‘4.4. Clutch(es):  ’  
(oo) New points 4.5.1.1. to 4.5.1.5. shall be added as follows:  
‘4.5.1.1. Predominant mode: yes/no (  1 ) 
4.5.1.2. Best mode (if no predominant mode): …  
4.5.1.3. Worst mode (if no predominant mode): …  
4.5.1.4. Torque rating: .............  
4.5.1.5. Number of clutches: ............ ’  
(pp) Point 4.6. shall be amended to read:  
‘4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to 
gearbox output shaft 
revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT 
Reverse’  ▼B
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(qq) Point 6.6. to 6.6.5. shall be replaced as follows:  
‘6.6. Tyres and wheels  
6.6.1. Tyre/wheel combination(s)  
6.6.1.1. Axles  
6.6.1.1.1. Axle 1: ............................  
6.6.1.1.1.1. Tyre size designation: .............  
6.6.1.1.1.2. Load-capacity index: .............  
6.6.1.1.1.3. Speed category symbol (  r ) 
6.6.1.1.1.4. Wheel rim size(s): .............  
6.6.1.1.1.5. Wheel off-set(s): .............  
6.6.1.1.2. Axle 2: ............................  
6.6.1.1.2.1. Tyre size designation: .............  
6.6.1.1.2.2. Load-capacity index: .............  
6.6.1.1.2.3. Speed category symbol: .............  
6.6.1.1.2.4. Wheel rim size(s): .............  
6.6.1.1.2.5. Wheel off-set(s): .............  
etc. 
6.6.1.2. Spare wheel, if any: .............  
6.6.2. Upper and lower limits of rolling radii  
6.6.2.1. Axle 1: ..................................... mm  
6.6.2.2. Axle 2: ..................................... mm  
6.6.2.3. Axle 3: ..................................... mm  
6.6.2.4. Axle 4: ..................................... mm  
etc. 
6.6.3. Tyre pressure(s) as recommended by the vehicle manu ­
facturer: .............................. kPa  
6.6.4. Chain/tyre/wheel combination on the front and/or rear 
axle that is suitable for the type of vehicle, as recom ­
mended by the manufacturer:  
6.6.5. Brief description of temporary use spare unit 
(if any): …’  
(rr) Point 9.1. shall be amended to read:  
‘9.1. Type of bodywork using the codes defined in Part C of Annex II 
of Directive 2007/46/EC:  ’  
(ss) Point 9.9.2.1. shall be amended to read:  
‘9.9.2.1. Type and description of the device: …’  ▼B
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Amendments to Annex II of Directive 2007/46/EC  
(2) Annex II is hereby amended as follows:  
(a) At the end of the two points 1.3.1 and 3.3.1 of part B of Annex II 
defining the criteria for ‘vehicle versions’ for M1 and N1 vehicles each, 
the following text should be added:  
‘As an alternative to the criteria (h), (i) and (j), the vehicles grouped 
into a version shall have all tests performed for the calculation of their 
CO  2 emissions, electric energy consumption and fuel consumptions 
according to the provisions of sub-Annex 6 to Annex XXI of Regulation 
(EU) 2017/1151 in common. ’ 
(b) The following text shall be added at the end of point 3.3.1 of part B of 
Annex II  
‘(k) the existence of a unique set of innovative technologies, as 
specified in Article 12 of Regulation (EU) No 510/2011 (*).  
___________  
(*) OJ L 145 31.5.2011, p. 1.’  
Amendments to Annex III of Directive 2007/46/EC  
(3) Annex III of Directive 2007/46/EC is hereby amended as follows:  
(a) Points 3. to 3.1.1. shall be amended to read: 
‘3. PROPULSION ENERGY CONVERTER (k)  
3.1. Manufacturer of the propulsion energy converter(s):  
3.1.1. Manufacturer's code (as marked on the propulsion energy 
converter or other means of identification):  ’  
(b) Point 3.2.1.8. shall be amended to read:  
‘3.2.1.8. Rated engine power (n): ............ kW at ..................... min  –1 
(manufacturer's declared value)’  
(c) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:  
‘3.2.12.2. Pollution control devices (if not covered by another 
heading)  
3.2.12.2.1. Catalytic converter’  
(d) Point 3.2.12.2.1.11. shall be deleted  
(e) Points 3.2.12.2.1.11.6. and 3.2.12.2.1.11.7. shall be deleted  
(f) Point 3.2.12.2.2. shall be deleted and replaced with the following new 
point:  
‘3.2.12.2.2.1. Oxygen sensor: yes/no (  1 )’ 
(g) Point 3.2.12.2.5. shall be amended to read:  
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol 
engines only): yes/no (  1 )’ ▼B
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(h) Point 3.2.12.2.8. shall be amended to read:  
‘3.2.12.2.8. Other system’  
(i) New points 3.2.12.2.10. to 3.2.12.2.10.1. shall be added as follows:  
‘3.2.12.2.10. Periodically regenerating system: (provide the 
information below for each separate unit)  
3.2.12.2.10.1. Method or system of regeneration, description and/or 
drawing:  .’  
(j) A new point 3.2.12.2.11.1. shall be added as follows:  
‘3.2.12.2.11.1. Type and concentration of reagent needed:  ’  
(k) Point 3.3. shall be amended to read:  
‘3.3. Electric machine’  
(l) Point 3.3.2. shall be amended to read:  
‘3.3.2. REESS’  
(m) Point 3.4. shall be amended to read:  
‘3.4. Combinations of propulsion energy converters’  
(n) Points 3.5.4 to 3.5.5.6. shall be deleted.  
(o) Point 4.6. shall be amended to read:  
‘4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to gearbox 
output shaft revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT 
Reverse’  
(p) Point 6.6.1.shall be amended to read:  
‘6.6.1. Tyre/wheel combination(s)’  
(q) Point 9.1. shall be amended to read:  
‘9.1. Type of bodywork using the codes defined in Part C of Annex II 
of Directive 2007/46/EC:  ’  ▼B
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Amendments to Annex VIII of Directive 2007/46/EC  
(4) Annex VIII of Directive 2007/46/EC is hereby amended as follows:  
‘ANNEX VIII  
TEST RESULTS  
(To be completed by the type-approval authority and attached to the vehicle 
EC type-approval certificate)  
In each case, the information must make clear to which variant and version 
it is applicable. One version may not have more than one result. However, a 
combination of several results per version indicating the worst case is 
permissible. In the latter case, a note shall state that for items marked (*) 
only worst case results are given.  
1. Results of the sound level tests  
Number of the base regulatory act and latest amending regulatory act 
applicable to the approval. In case of a regulatory act with two or 
more implementation stages, indicate also the implementation 
stage:  . 
Variant/Version:  …  …  …  
Moving (dB(A)/E):  …  …  …  
Stationary (dB(A)/E):  …  …  …  
at (min  –1 ): …  …  …  
2. Results of the exhaust emission tests  
2.1. Emissions from motor vehicles tested under the test procedure for 
light-duty vehicles  
Indicate the latest amending regulatory act applicable to the approval. 
In case the regulatory act has two or more implementation stages, 
indicate also the implementation stage: ......................  
Fuel(s) (  1 ) … (diesel, petrol, LPG, NG, Bi-fuel: petrol/NG, LPG, 
NG/biomethane, Flex-fuel: petrol/ethanol…)  
2.1.1. Type 1 test (  2 ), ( 3 ) (vehicle emissions in the test cycle after a cold 
start)  
NEDC average values, WLTP highest values  
Variant/Version:  …  …  …  
CO (mg/km)  …  …  …  
THC (mg/km)  …  …  …  ▼B 
( 1 ) When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural 
gas the L range or the H range). 
( 2 ) For bi fuel vehicles, the table shall be repeated for both fuels. 
( 3 ) For flex fuel vehicles, when the test is to be performed on both fuels, according to Figure 
I.2.4 of Annex I to Regulation (EU) 2017/1151, and for vehicles running on LPG or 
NG/Biomethane, either bi-fuel or mono-fuel, the table shall be repeated for the different 
reference gases used in the test, and an additional table shall display the worst results 
obtained. When applicable, in accordance with paragraph 3.1.4. of Annex 12 to UN/ECE 
Regulation No 83, it shall be shown if the results are measured or calculated.
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NMHC (mg/km)  …  …  …  
NO  x (mg/km)  …  …  …  
THC + NO  x (mg/km)  …  …  …  
Mass of particulate 
matter (PM) (mg/km)  … …  …  
Number of particles 
(PN) (#/km) (  1 ) … …  …  
Ambient Temperature Correction Test (ATCT)  
ATCT Family  Interpolation family  Road Load Matrix family  
… …  …  
… …  …  
Family correction factors  
ATCT Family  FCF  
… …  
… …  
2.1.2. Type 2 test (  1 ), ( 2 ) (emissions data required at type-approval for road ­
worthiness purposes)  
Type 2, low idle test: 
Variant/Version:  …  …  …  
CO (% vol.)  …  …  …  
Engine speed (min  –1 ) …  …  …  
Engine oil temperature 
(°C) … …  …  
Type 2, high idle test: 
Variant/Version:  …  …  …  
CO (% vol.)  …  …  …  
Lambda Value  …  …  …  
Engine speed (min  –1 ) …  …  …  
Engine oil temperature 
(°C) … …  …  ▼B 
( 1 ) For bi fuel vehicles, the table shall be repeated for both fuels. 
( 2 ) For flex fuel vehicles, when the test is to be performed on both fuels, according to Figure 
I.2.4 of Annex I to Regulation (EU) 2017/1151, and for vehicles running on LPG or 
NG/Biomethane, either bi-fuel or mono-fuel, the table shall be repeated for the different 
reference gases used in the test, and an additional table shall display the worst results 
obtained. When applicable, in accordance with paragraph 3.1.4. of Annex 12 to UN/ECE 
Regulation No 83, it shall be shown if the results are measured or calculated.
 02017R1151 — EN — 01.01.2019 — 002.006 — 404  
2.1.3. Type 3 test (emissions of crankcase gases): …  
2.1.4. Type 4 test (evaporative emissions): … g/test  
2.1.5. Type 5 test (durability of anti-pollution control devices):  
— Ageing distance covered (km)(e.g. 160 000 km): …  
— Deterioration factor DF: calculated/fixed (  1 ) 
— Values: 
Variant/Version:  …  …  …  
CO …  …  …  
THC  …  …  …  
NMHC  …  …  …  
NO  x … …  …  
THC + NO  x … …  …  
Mass of particulate matter 
(PM)  … …  …  
Number of particles (PN) (  1 ) …  …  …  
2.1.6. Type 6 test (average emissions at low ambient temperatures): 
Variant/Version:  …  …  …  
CO (g/km)  …  …  …  
THC (g/km)  …  …  …  
2.1.7. OBD: yes/no (  2 ) 
2.2. Emissions from engines tested under the test procedure for heavy- 
duty vehicles.  
Indicate the latest amending regulatory act applicable to the approval. 
In case the regulatory act has two or more implementation stages, 
indicate also the implementation stage: …  
Fuel(s) (  3 ) … (diesel, petrol, LPG, NG, ethanol …)  
2.2.1. Results of the ESC test (  4 ), ( 5 ), ( 6 ) 
Variant/Version:  …  …  …  
CO (mg/kWh)  …  …  …  
THC (mg/kWh)  …  …  …  
NO  x (mg/kWh)  …  …  …  
NH  3 (ppm) (  1 ) …  …  …  ▼B 
( 1 ) Delete where not applicable. 
( 2 ) Delete where not applicable. 
( 3 ) When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural 
gas the L range or the H range). 
( 4 ) If applicable. 
( 5 ) For Euro VI, ESC shall be understood as WHSC and ETC as WHTC. 
( 6 ) For Euro VI, if CNG and LPG fuelled engines are tested on different reference fuels, the 
table shall be reproduced for each reference fuel tested.
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PM mass (mg/kWh)  …  …  …  
PM number (#/kWh) (  1 ) …  …  …  
2.2.2. Result of the ELR test (  1 ) 
Variant/Version:  …  …  …  
Smoke value: … m  –1 … …  …  
2.2.3. Result of the ETC test (  2 ), ( 3 ) 
Variant/Version:  …  …  …  
CO (mg/kWh)  …  …  …  
THC (mg/kWh)  …  …  …  
NMHC (mg/kWh) (  1 ) …  …  …  
CH  4 (mg/kWh) (  1 ) …  …  …  
NO  x (mg/kWh)  …  …  …  
NH  3 (ppm) (  1 ) …  …  …  
PM mass (mg/kWh)  …  …  …  
PM number (#/kWh) (  1 ) …  …  …  
2.2.4. Idle test (  4 ) 
Variant/Version:  …  …  …  
CO (% vol.)  …  …  …  
Lambda Value (  1 ) …  …  …  
Engine speed (min  –1 ) …  …  …  
Engine oil temperature 
(K) … …  …  
2.3. Diesel smoke  
Indicate the latest amending regulatory act applicable to the approval. 
In case the regulatory act has two or more implementation stages, 
indicate also the implementation stage:  
2.3.1. Results of the test under free acceleration 
Variant/Version:  …  …  …  
Corrected value of the 
absorption coefficient 
(m –1 ) … …  …  
Normal engine idling 
speed  … …  …  
Maximum engine speed  …  …  …  
Oil temperature 
(min./max.)  … …  …  ▼B 
( 1 ) If applicable. 
( 2 ) For Euro VI, ESC shall be understood as WHSC and ETC as WHTC. 
( 3 ) For Euro VI, if CNG and LPG fuelled engines are tested on different reference fuels, the 
table shall be reproduced for each reference fuel tested. 
( 4 ) If applicable.
 02017R1151 — EN — 01.01.2019 — 002.006 — 406  
3. Results of the CO  2 emission, fuel/electric energy consumption, 
and electric range tests  
Number of the base regulatory act and the latest amending regulatory 
act applicable to the approval:  
3.1. Internal combustion engines, including not externally chargeable 
hybrid electric vehicles (NOVC)  ( 1 ) ( 2 ) 
Variant/Version:  …  …  …  
CO  2 mass emission (urban conditions) (g/km)  …  …  …  
CO  2 mass emission (extra-urban conditions) (g/km)  …  …  …  
CO  2 mass emission (combined) (g/km)  …  …  …  
Fuel consumption (urban conditions) (l/100 km) (  1 ) …  …  …  
Fuel consumption (extra-urban conditions) (l/100 km) (  2 ) …  …  …  
Fuel consumption (combined) (l/100 km) (  3 ) …  …  …  
( 1 ) The unit “l/100 km” is replaced by “m  3 /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for 
vehicles fuelled with hydrogen. 
( 2 ) The unit “l/100 km” is replaced by “m  3 /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for 
vehicles fuelled with hydrogen. 
( 3 ) The unit “l/100 km” is replaced by “m  3 /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for 
vehicles fuelled with hydrogen. 
Interpolation family identifier (  1 ) Variant/versions  
… …  
… …  
… …  
( 1 ) The format for the Interpolation Family Identifier is provided in paragraph 5.0 of Annex XXI to Commission 
Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament 
and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial 
vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/ 
46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission 
Regulation (EU) No 1230/2012 and repealing Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1). 
Road Load Matrix family identifier (  1 ) Variant/versions  
… …  
… …  
… …  
( 1 ) The format for the Road Load Matrix Family Identifier is provided in paragraph 5.0 of Annex XXI to Regulation (EU) 
2017/1151.  ▼B 
( 1 ) If applicable. 
( 2 ) Repeat the table for each reference fuel tested.
 02017R1151 — EN — 01.01.2019 — 002.006 — 407  
Results:  Interpolation family identifier  Road Load 
Matrix 
family 
identifier  
VH VM (if 
applicable)  VL (if appli ­
cable)  V represen ­
tative  
CO  2 mass emission LOW phase (g/km)  …  …  …  
CO  2 mass emission MID phase (g/km)  …  …  …  
CO  2 mass emission HIGH phase (g/km)  …  …  …  
CO  2 mass emission EXTRA-HIGH phase (g/km)  …  …  …  
CO  2 mass emission (combined) (g/km)  …  …  …  
Fuel consumption LOW phase (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
Fuel consumption MID phase (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
Fuel consumption HIGH phase (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
Fuel consumption EXTRA-HIGH phase (l/100 km m  3 / 
100 km kg/100 km)  … …  …  
Fuel consumption (combined) (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
f0 …  …  …  
f1 …  …  …  
f2 …  …  …  
RR …  …  …  
Delta Cd*A (for VL if applicable compared to VH)  …  …  …  
Test Mass  …  …  …  
Repeat for each interpolation or road load matrix family.  
3.2. Externally chargeable hybrid electric vehicles (OVC)  ( 1 ) 
Variant/Version:  …  …  …  
CO  2 mass emission (Condition A, combined) (g/km)  …  …  …  
CO  2 mass emission (Condition B, combined) (g/km)  …  …  …  ▼B 
( 1 ) If applicable.
 02017R1151 — EN — 01.01.2019 — 002.006 — 408  
CO  2 mass emission (weighted, combined) (g/km)  …  …  …  
Fuel consumption (Condition A, combined) (l/100 km) (  g ) …  …  …  
Fuel consumption (Condition B, combined) (l/100 km) (  g ) …  …  …  
Fuel consumption (weighted, combined) (l/100 km) (  g ) …  …  …  
Electric energy consumption (Condition A, combined) 
(Wh/km)  … …  …  
Electric energy consumption (Condition B, combined) 
(Wh/km)  … …  …  
Electric energy consumption (weighted and combined) 
(Wh/km)  … …  …  
Pure electric range (km)  …  …  …  
Interpolation family number  Variant/versions  
… …  
… …  
… …  
Road Load Matrix family identifier  Variant/versions  
… …  
… …  
… …  
Results:  Interpolation family identifier  Road Load 
Matrix 
family 
identifier  
VH VM (if 
applicable)  VL (if appli ­
cable)  V represen ­
tative  
CS CO  2 mass emission LOW phase (g/km)  …  …  
CS CO  2 mass emission MID phase (g/km)  …  …  
CS CO  2 mass emission HIGH phase (g/km)  …  …  
CS CO  2 mass emission EXTRA-HIGH phase (g/km)  …  …  
CS CO  2 mass emission (combined) (g/km)  …  …  ▼B
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Results:  Interpolation family identifier  Road Load 
Matrix 
family 
identifier  
VH VM (if 
applicable)  VL (if appli ­
cable)  V represen ­
tative  
CD CO  2 mass emission (combined) (g/km)  
CO  2 mass emission (weighted, combined) (g/km)  
CS Fuel consumption LOW phase (l/100 km)  …  …  
CS Fuel consumption MID phase (l/100 km)  …  …  
CS Fuel consumption HIGH phase (l/100 km)  …  …  
CS Fuel consumption EXTRA-HIGH phase (l/100 km)  …  …  
CS Fuel consumption (combined) (l/100 km)  …  …  
CD Fuel consumption (combined) (l/100 km)  …  …  
Fuel consumption (weighted, combined) (l/100 km)  …  …  
EC AC,weighted  … …  
EAER (combined)  …  …  
EAER  city … …  
f0 …  …  
f1 …  …  
f2 …  …  
RR …  …  
Delta Cd*A (for VL or VM compared to VH)  …  …  
Test Mass  …  …  
Frontal area of the representative vehicle (m  2 ) 
Repeat for each interpolation family.  
3.3. Pure electric vehicles  ( 1 ) 
Variant/Version:  …  …  …  
Electric energy consumption (Wh/km)  …  …  …  
Range (km)  …  …  …  ▼B 
( 1 ) If applicable.
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Interpolation family number  Variant/versions  
… …  
… …  
… …  
Road Load Matrix family identifier  Variant/versions  
… …  
… …  
… …  
Results:  Interpolation family identifier  Matrix family 
identifier  
VH VL  V represen ­
tative  
Electric Consumption (Combined) (Wh/km)  …  …  
Pure Electric Range (Combined) (km)  …  …  
Pure Electric Range (City) (km)  …  …  
f0 …  …  
f1 …  …  
f2 …  …  
RR …  …  
Delta Cd*A (for VL compared to VH)  …  …  
Test Mass  …  …  
Frontal area of the representative vehicle (m  2 ) 
3.4. Hydrogen fuel cell vehicles  ( 1 ) 
Variant/Version:  …  …  …  
Fuel consumption (kg/100 km)  …  …  …  
Variant/Version:  Variant/Version:  
Fuel Consumption (Combined) (kg/100 km)  …  …  
f0 …  …  
f1 …  …  
f2 …  …  
RR …  …  
Test Mass  …  ▼B 
( 1 ) If applicable.
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3.5. Output report(s) from the correlation tool in accordance with Im ­
plementing Regulation (EU) 2017/1152  
Repeat for each interpolation or road load matrix family:  
Interpolation family identifier or road load matrix family [Footnote: 
“Type Approval Number + Interpolation Family Sequence number”]: 
… 
VH report: …  
VL report (if applicable): …  
V representative: …  
4. Results of the tests for vehicles fitted with eco-inno ­
vation(s)  ( 1 ) ( 2 ) ( 3 ) 
According to Regulation 83 (if applicable)  
Variant/Version …  
Decision 
approving 
the eco- 
inno­
vation (  1 ) Code of the 
eco-inno­
vation (  2 ) Type 1/I 
cycle 
(NEDC/ 
WLTP)  1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions 
of the 
baseline 
vehicle 
under Type 
1 test- 
cycle (  3 ) 4. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
under Type 1 
test-cycle 
(= 3.5.1.3 of 
Annex I)  5. Usage 
factor (UF) 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4)) * 5  
xxx/201x  …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
Total CO  2 emissions savings on NEDC(g/km) (  4 ) …  
( 1 ) (  h4 ) Number of the Commission Decision approving the eco-innovation. 
( 2 ) (  h5 ) Assigned in the Commission Decision approving the eco-innovation. 
( 3 ) (  h6 ) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the 
modelling methodology. 
( 4 ) (  h7 ) Sum of the CO  2 emissions savings of each individual eco-innovation on Type I according UN/ECE Regulation 
No 83.  
According to Annex XXI of Regulation (EU) 2017/1151 (if appli ­
cable)  
Variant/Version …  
Decision 
approving 
the eco- 
inno­
vation (  1 ) Code of the 
eco-inno­
vation (  2 ) Type 1/I 
cycle 
(NEDC/ 
WLTP)  1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions 
of the 
baseline 
vehicle 
under Type 
1 test- 
cycle (  3 ) 4. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
under Type 1 
test-cycle  5. Usage 
factor (UF) 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4)) * 5  
xxx/201x  …  …  …  …  …  …  …  …  ▼B 
( 1 ) ( h1 ) Repeat the table for each variant/version. 
( 2 ) ( h2 ) Repeat the table for each reference fuel tested 
( 3 ) ( h3 ) Expand the table if necessary, using one extra row per eco-innovation.
 02017R1151 — EN — 01.01.2019 — 002.006 — 412  
Variant/Version …  
Decision 
approving 
the eco- 
inno­
vation (  1 ) Code of the 
eco-inno­
vation (  2 ) Type 1/I 
cycle 
(NEDC/ 
WLTP)  1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions 
of the 
baseline 
vehicle 
under Type 
1 test- 
cycle (  3 ) 4. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
under Type 1 
test-cycle  5. Usage 
factor (UF) 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4)) * 5  
… …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
Total CO  2 emissions savings on WLTP(g/km) (  4 ) 
( 1 ) (  h4 ) Number of the Commission Decision approving the eco-innovation. 
( 2 ) (  h5 ) Assigned in the Commission Decision approving the eco-innovation. 
( 3 ) (  h6 ) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the 
modelling methodology. 
( 4 ) (  h7 ) Sum of the CO  2 emissions savings of each individual eco-innovation on Type 1 according to Annex XXI, Sub- 
Annex 4 of Regulation (EU) 2017/1151.  
4.1. General code of the eco-innovation(s)  ( 1 ): 
Explanatory notes  
( h ) Eco-innovations.  
___________  
( 1 ) ( h8 ) The general code of the eco-innovation(s) shall consist of the 
following elements each separated by a blank space: 
— Code of the approval authority as set out in Annex VII; 
— Individual code of each eco-innovation fitted in the vehicle, 
indicated in chronological order of the Commission approval 
decisions. 
(E.g. the general code of three eco-innovations approved chro ­
nologically as 10, 15 and 16 and fitted to a vehicle certified by 
the German type-approval authority should be: “e1 10 15 16”.)’.  
Amendments to Annex IX of Directive 2007/46/EC  
(5) Annex IX of Directive 2007/46/EC is hereby replaced by the following text:  
‘ANNEX IX  
EC CERTIFICATE OF CONFORMITY  
0. OBJECTIVES  
The certificate of conformity is a statement delivered by the vehicle 
manufacturer to the buyer in order to assure him that the vehicle he has 
acquired complies with the legislation in force in the European Union 
at the time it was produced.  
The certificate of conformity also serves the purpose to enable the 
competent authorities of the Member States to register vehicles 
without having to require the applicant to supply additional technical 
documentation.  
For these purposes, the certificate of conformity has to include:  
(a) the Vehicle Identification Number;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 413  
(b) the exact technical characteristics of the vehicle (i.e. it is not 
permitted to mention any range of value in the various entries).  
1. GENERAL DESCRIPTION  
1.1. The certificate of conformity shall consist of two parts.  
(a) SIDE 1, which consists of a statement of compliance by the manu ­
facturer. The same template is common to all vehicle categories.  
(b) SIDE 2, which is a technical description of the main characteristics 
of the vehicle. The template of side 2 is adapted to each specific 
vehicle category.  
1.2. The certificate of conformity shall be established in a maximum format 
A4 (210 × 297 mm) or a folder of maximum format A4.  
1.3. Without prejudice to the provisions in Section O(b), the values and 
units indicated in the second part shall be those given in the type- 
approval documentation of the relevant regulatory acts. In case of 
conformity of production checks the values shall be verified 
according to the methods laid down in the relevant regulatory acts. 
The tolerances allowed in those regulatory acts shall be taken into 
account.  
2. SPECIAL PROVISIONS  
2.1. Model A of the certificate of conformity (complete vehicle) shall cover 
vehicles which can be used on the road without requiring any further 
stage for their approval.  
2.2. Model B of the certificate of conformity (completed vehicles) shall 
cover vehicles which have undergone a further stage for their approval.  
This is the normal result of the multi-stage approval process (e.g. a bus 
built by a second stage manufacturer on a chassis built by a vehicle 
manufacturer).  
The additional features added during the multi-stage process shall be 
described briefly.  
2.3. Model C of the certificate of conformity (incomplete vehicles) shall 
cover vehicles which need a further stage for their approval (e.g. truck 
chassis).  
Except for tractors for semi-trailers, certificates of conformity covering 
chassis-cab vehicles belonging to category N shall be of Model C.  
PART I  
COMPLETE AND COMPLETED VEHICLES  
MODEL A1 — SIDE 1  
COMPLETE VEHICLES  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the 
vehicle:  
0.1. Make (Trade name of manufacturer): …  ▼B
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0.2. Type: …  
— Variant (  a ): …  
— Version (  a ): …  
0.2.1. Commercial name: …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval 
number including extension number ) issued on (…  date of issue ) and  
can be permanently registered in Member States having right/left (  b ) hand 
traffic and using metric/imperial (  c ) units for the speedometer and metric/ 
imperial (  c ) units for the odometer (if applicable) (  d ). 
(Place) (Date): …  (Signature): …  
MODEL A2 — SIDE 1  
COMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES  
[Year]  [Sequential number]  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the 
vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
— Variant (  a ): …  
— Version (  a ): …  
0.2.1. Commercial name: …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 415  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval 
number including extension number ) issued on (…  date of issue ) and  
can be permanently registered in Member States having right/left (b) hand 
traffic and using metric/imperial (  c ) units for the speedometer and metric/ 
imperial (  c ) units for the odometer (if applicable) (  d ). 
(Place) (Date): …  (Signature): …  
MODEL B — SIDE 1  
COMPLETED VEHICLES  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the 
vehicle:  
0.1. Make (Trade name of the manufacturer): …  
0.2. Type: …  
— Variant (  a ): …  
— Version (  a ): …  
0.2.1. Commercial name: …  
0.2.2. For multi-stage approved vehicles, type-approval information of the 
base/previous stages vehicle (list the information for each stage):  
— Type: …  
— Variant (  a ): …  
— Version (  a ): …  
Type-approval number, extension number …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.5.1. For multi-stage approved vehicles, company name and address of the 
manufacturer of the base/previous stage(s) vehicle…  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  ▼B
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0.10. Vehicle identification number: …  
(a) has been completed and altered (  1 ) as follows: … and  
(b) conforms in all respects to the type described in approval (…  type- 
approval number including extension number ) issued on (…  date of 
issue ) and  
(c) can be permanently registered in Member States having right/left (  b ) 
hand traffic and using metric/imperial (  c ) units for the speedometer 
and metric/imperial (  c ) units for the odometer (if applicable) (  d ). 
(Place) (Date): …  (Signature): …  
Attachments: Certificate of conformity delivered at each previous stage.  
SIDE 2  
VEHICLE CATEGORY M1  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
Masses  
13. Mass in running order: … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 417  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static vertical mass at the coupling 
point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC- 
FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) ▼B
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Bodywork  
38. Code for bodywork (  i ): …  
40. Colour of vehicle (  j ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
42.1. Seat(s) designated for use only when the vehicle is stationary: …  
42.3. Number of wheelchair user accessible position: …  
Environmental performances  
46. Sound level  
— Stationary: … dB(A) at engine speed: … min  -1 
— Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m  2 : … 
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type I or ESC (  1 ) 
CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: 
….. 
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): …  
Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  ▼B
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2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): …Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consump ­
tion (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if appli ­
cable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if applicable)  
Verification factor (if appli ­
cable)  “1” or “0”  
2. pure electric vehicles and OVC hybrid electric vehicles (if 
applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions savings due to the eco-inno ­
vation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings: …g/km (if applicable)  
3.2.2. WLTP savings: …g/km (if applicable)  
4. all power trains, except pure electric vehicle, under Regu ­
lation (EU) 2017/1151 (if applicable)  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) ▼B
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WLTP values  CO  2 emissions  Fuel consumption  
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
5. Pure electric vehicles and OVC hybrid electric vehicles, 
under Regulation (EU) 2017/1151 (if applicable)  
5.1. Pure electric vehicles 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER 
city) … km  
Miscellaneous  
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): …  
Additional tyre/wheel combinations: technical parameters (no reference to 
RR) 
SIDE 2  
VEHICLE CATEGORY M2  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  ▼B
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5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
9. Distance between the front end of the vehicle and the centre of the 
coupling device: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg etc.  ▼B
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17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling 
point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC- 
FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 423  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm etc.  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
39. Class of vehicle: class I/Class II/Class III/Class A/Class B (  1 ) 
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
42.1. Seat(s) designated for use only when the vehicle is stationary: …  
42.3. Number of wheelchair user accessible position: …  
43. Number of standing places: …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 424  
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type I or ESC (  1 ) 
CO: …. HC: ….. NO x: …. HC + NO x: …. Particu- 
lates: …..  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … 
NH  3 : … Particulates (mass): …  
Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consump ­
tion (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if appli ­
cable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
under NEDC according to Regulation (EC) No 
692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Combined (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if appli ­
cable)  
Verification factor (if appli ­
cable)  “1” or “0”  
2. pure electric vehicles and OVC hybrid electric vehicles (if 
applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 425  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions savings due to the eco-inno ­
vation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings: …g/km (if applicable)  
3.2.2. WLTP savings: …g/km (if applicable)  
4. all power trains, except pure electric vehicle, under Regu ­
lation (EU) 2017/1151 (if applicable)  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
5. Pure electric vehicles and OVC hybrid electric vehicles, 
under Regulation (EU) 2017/1151 (if applicable)  
5.1. Pure electric vehicles 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER 
city) … km  
Miscellaneous  
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): … ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 426  
SIDE 2  
VEHICLE CATEGORY M3  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
9. Distance between the front end of the vehicle and the centre of the 
coupling device: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 427  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 428  
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
39. Class of vehicle: class I/Class II/Class III/Class A/Class B (  1 ) 
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
42.1. Seat(s) designated for use only when the vehicle is stationary: …  
42.2. Number of passenger seating positions: … (lower deck) … (upper 
deck) (including the driver)  
42.3. Number of wheelchair user accessible position: …  
43. Number of standing places: …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 429  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … 
NH  3 : … Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): … ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 430  
SIDE 2  
VEHICLE CATEGORY N1  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm.  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and 
minimum): … mm  
9. Distance between the front end of the vehicle and the centre of the 
coupling device: … mm  
11. Length of the loading area: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
14. Mass of the base vehicle in running order: … kg (  1 ) ( q ) 
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 431  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC- 
FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 432  
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
40. Colour of vehicle (  j ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): … Particles (number): …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 433  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consump ­
tion (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if appli ­
cable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined (  1 ): … g/km  … l l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if appli ­
cable)  
2. pure electric vehicles and OVC hybrid electric vehicles (if 
applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions saving due to the eco-inno ­
vation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings:…g/km (if applicable)  
3.2.2. WLTP savings:…g/km (if applicable)  
4. all power trains except pure electric vehicles under Regu ­
lation (EU) 2017/1151  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 434  
WLTP values  CO  2 emissions  Fuel consumption  
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
5. Pure electric vehicles and OVC hybrid electric vehicles, 
under Regulation (EU) 2017/1151 (if applicable)  
5.1. Pure electric vehicles (  1 ) or (if applicable) 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles (  1 ) or (if applicable) 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER 
city) … km  
Miscellaneous  
50. Type-approved according to the design requirements for transporting 
dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): …  
List of tyres: technical parameters (no reference to RR)  
SIDE 2  
VEHICLE CATEGORY N2  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 435  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and 
minimum): … mm  
9. Distance between the front end of the vehicle and the centre of the 
coupling device: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 436  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC- 
FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hy ­
drogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 437  
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 438  
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consump ­
tion (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if appli ­
cable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined (  1 ): … g/km  … l l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if applicable)  
2. pure electric vehicles and OVC hybrid electric vehicles (if 
applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): … ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 439  
3.2. Total CO  2 emissions saving due to the eco-inno ­
vation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings:…g/km (if applicable)  
3.2.2. WLTP savings:…g/km (if applicable)  
4. all power trains except pure electric vehicles under Regu ­
lation (EU) 2017/1151  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
5. Pure electric vehicles and OVC hybrid electric vehicles, 
under Regulation (EU) 2017/1151 (if applicable)  
5.1. Pure electric vehicles (  1 ) or (if applicable) 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles (  1 ) or (if applicable) 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER 
city) … km  
Miscellaneous  
50. Type-approved according to the design requirements for transporting 
dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): … ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 440  
SIDE 2  
VEHICLE CATEGORY N3  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and 
minimum): … mm  
9. Distance between the front end of the vehicle and the centre of the 
coupling device: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 441  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 442  
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 443  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … 
NH  3 : … Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
50. Type-approved according to the design requirements for transporting 
dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O1 AND O2  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 444  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
10. Distance between the centre of the coupling device and the rear end of 
the vehicle: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
19. Technically permissible maximum static mass on the coupling point 
of a semi-trailer or centre-axle trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 445  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
Bodywork  
38. Code for bodywork (  i ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Miscellaneous  
50. Type-approved according to the design requirements for transporting 
dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O3 AND O4  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 446  
7. Height: … mm  
10. Distance between the centre of the coupling device and the rear end of 
the vehicle: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle:  kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 447  
19. Technically permissible maximum static mass on the coupling point of 
a semi-trailer or centre-axle trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
Bodywork  
38. Code for bodywork (  i ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …å  
Miscellaneous  
50. Type-approved according to the design requirements for transporting 
dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II 
Section 5: …  
52. Remarks (  n ): …  
PART II  
INCOMPLETE VEHICLES  
MODEL C1 — SIDE 1  
INCOMPLETE VEHICLES  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the 
vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
Variant (  a ): …  
Version (  a ): …  
0.2.1. Commercial name: …  
0.2.2. For multi-stage approved vehicles, type-approval information of the 
base/previous stages vehicle  
(list the information for each stage):  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 448  
Type:  
Variant (  a ): 
Version (  a ): 
Type-approval number, extension number  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.5.1. For multi-stage approved vehicles, company name and address of the 
manufacturer of the base/previous stage(s) vehicle  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any):  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval 
number including extension number ) issued on (…  date of issue ) and  
cannot be permanently registered without further approvals. 
(Place) (Date): …  (Signature): …  
MODEL C2 — SIDE 1  
INCOMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES  
[Year]  [Sequential number]  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the 
vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
Variant (  a ): …  
Version (  a ): …  
0.2.1. Commercial name: …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 449  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval 
number including extension number ) issued on (…  date of issue ) and  
cannot be permanently registered without further approvals. 
(Place) (Date): …  (Signature): …  
SIDE 2  
VEHICLE CATEGORY M1  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 450  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static vertical mass at the coupling 
point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
Maximum speed  
29. Maximum speed: … km/h  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 451  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
Bodywork  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values)or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 452  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ): 
1. All power trains except pure electric vehicles under Regu- 
lation (EU) 2017/1151  
CO  2 emissions  Fuel consumption  
Urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Extra-urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Combined:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Weighted, combined  … g/km  … l/100 km  
2. pure electric vehicles and OVC hybrid electric vehicles 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY M2  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 453  
7.1. Maximum permissible height: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 454  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 455  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Type or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values)or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 456  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY M3  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 457  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 458  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 459  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m  2 : … 
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … 
NH  3 : … Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N1  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 460  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and 
minimum): … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 461  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 462  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates:  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number):  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 463  
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ): 
1. all power trains except pure electric vehicles under Regu ­
lation (EU) 2017/1151  
CO  2 emissions  Fuel consumption  
Urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Extra-urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Combined:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Weighted, combined  … g/km  … l/100 km  
2. pure electric vehicles and OVC hybrid electric vehicles 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions saving due to the eco-innovation(s) (  p2 ) 
(repeat for each reference fuel tested): …  
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N2  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 464  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and 
minimum): … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 465  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 466  
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 467  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP 
highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : 
… Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates:  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N3  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 468  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and 
minimum): … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 469  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the 
combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: 
… kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/ 
Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion 
engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 470  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m  2 : … 
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory 
act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 471  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … 
NH  3 : … Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particu- 
lates:  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … 
Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O1 AND O2  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
10. Distance between the centre of the coupling device and the rear end 
of the vehicle: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 472  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
19.1. Technically permissible maximum static mass on the coupling point 
of a semi-trailer or centre-axle trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 473  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O3 AND O4  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axle (number, position): …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: …mm  
6.1. Maximum permissible width: …mm  
7.1. Maximum permissible height: …mm  
10. Distance between the centre of the coupling device and the rear end 
of the vehicle: …mm  
12.1. Maximum permissible rear overhang: …mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 474  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
17. Intended registration/in service maximum permissible masses in 
national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: 
… kg  
17.2. Intended registration/in service maximum permissible laden mass on 
each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on 
each axle group:  
1. … kg  
2. … kg  
3. … kg  
19.1. Technically permissible maximum static mass on the coupling point 
of a semi-trailer or centre-axle trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 475  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Miscellaneous  
52. Remarks (  n ): …  
Explanatory notes relating to Annex IX  
( 1 ) Delete where not applicable  
( a ) Indicate the identification code —  
( b ) Indicate whether the vehicle is suitable for use in either right or left-hand traffic or 
both right and left-hand traffic.  
( c ) Indicate whether the speedometer and/or odometer fitted has metric or both metric and 
imperial units.  
( d ) This statement shall not restrict the right of the Member States to require technical 
adaptations in order to allow the registration of a vehicle in a Member State other than 
the one for which it was intended when the direction of the traffic is on the opposite 
side of the road.  
( e ) Entries 4 and 4.1 shall be completed in accordance with definitions 25 (Wheelbase) 
and 26 (Axle spacing) of Regulation (EU) No 1230/2012 respectively  
— —  
( g ) For hybrid electric vehicles, indicate both power outputs.  
( h ) Optional equipment under this letter can be added under entry “Remarks”.  
( i ) The codes described in Annex II Letter C shall be used.  
( j ) Indicate only the basic colour(s) as follows: white, yellow, orange, red, violet, blue, 
green, grey, brown or black.  
( k ) Excluding seats designated for use only when the vehicle is stationary and the number 
of wheelchair positions. 
For coaches belonging to the vehicle category M  3 the number of crew members shall 
be included in the passenger number.  
( l ) Add the number of the Euro level and the character corresponding to the provisions 
used for type-approval.  
( m ) Repeat for the various fuels that can be used. Vehicles that can be fuelled with both 
petrol and gaseous fuel but in which the petrol system is fitted for emergency purposes 
or for starting only and the petrol tank of which cannot contain more than 15 litres of 
petrol will be regarded as vehicles that can only run on a gaseous fuel.  
( m1 ) In case of EURO VI dual-fuel engines and vehicles, repeat as appropriate.  
( m2 ) Solely emissions assessed in accordance with the applicable regulatory act or acts shall 
be stated.  
( n ) If the vehicle is equipped with 24 GHz short-range radar equipment in accordance with 
Commission Decision 2005/50/EC (OJ L 21, 25.1.2005, p. 15), the manufacturer shall 
indicate here: “Vehicle equipped with 24 GHz short-range radar equipment”.  
( o ) The manufacturer may complete these entries either for international traffic or national 
traffic or both. 
For national traffic, the code of the country where the vehicle is intended to be 
registered shall be mentioned. The code shall be in accordance with standard ISO 
3166-1:2006. 
For international traffic, the directive number shall be referred to (e.g. “96/53/EC” for 
Council Directive 96/53/EC).  
( p ) Eco-innovations.  
( p1 ) The general code of the eco-innovation(s) shall consist of the following elements, each 
separated by a blank space: 
— Code of the approval authority as set out in Annex VII; 
— Individual code of each eco-innovation fitted in the vehicle, indicated in chro ­
nological order of the Commission approval decisions. 
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 
and 16 and fitted to a vehicle certified by the German type-approval authority 
should be: “e1 10 15 16”.)  
( p2 ) Sum of the CO  2 emissions savings of each individual eco-innovation.  
( q ) In the case of completed vehicles of category N  1 within the scope of Regulation (EC) 
No 715/2007.  
( r ) Only applicable if the vehicle is approved to Regulation (EC) 715/2007  
( s ) In the case of more than one electric motor indicate the consolidated effect of all the 
engines.’  ▼B
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ANNEX XIX  
AMENDMENTS TO REGULATION (EU) No 1230/2012  
Regulation (EU) No 1230/2012 is amended as follows:  
1. Article 2(5) is replaced by the following:  
‘“Mass of the optional equipment” means maximum mass of the combinations 
of optional equipment which may be fitted to the vehicle in addition to the 
standard equipment in accordance with the manufacturer's specifications;’  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 477  
ANNEX XX  
MEASUREMENT OF NET POWER AND THE MAXIMUM 30 MINUTES 
POWER OF ELECTRIC DRIVE TRAINS  
1. INTRODUCTION  
This Annex sets out requirements for measuring net engine power, net 
power and the maximum 30 minutes power of electric drive trains.  
2. GENERAL SPECIFICATIONS  
2.1. The general specifications for conducting the tests and interpreting the 
results are those set out in paragraph 5 of UN/ECE Regulation No 85 (  1 ), 
with the exceptions specified in this Annex.  
2.2. Test fuel  
Paragraphs 5.2.3.1., 5.2.3.2.1., 5.2.3.3.1., and 5.2.3.4. of UN/ECE Regu ­
lation No 85 shall be understood as follows:  
The fuel used shall be the one available on the market. In any case of dispute, 
the fuel shall be the appropriate reference fuel specified in Annex IX to this 
Regulation.  
2.3. Power correction factors  
By way of derogation from paragraph 5.1 of Annex 5 to UN/ECE Regu ­
lation No 85, when a turbo-charged engine is fitted with a system which 
allows compensating the ambient conditions temperature and altitude, at the 
request of the manufacturer, the correction factors α a or α d shall be set to the 
value of 1.  ▼B 
( 1 ) OJ L 326, 24.11.2006, p. 55.
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ANNEX XXI  
TYPE 1 EMISSIONS TEST PROCEDURES  
1. INTRODUCTION  
This Annex describes the procedure for determining the levels of 
emissions of gaseous compounds, particulate matter, particle number, 
CO  2 emissions, fuel consumption, electric energy consumption and 
electric range from light-duty vehicles.  
2. RESERVED  
3. DEFINITIONS  
3.1. Test equipment  
3.1.1. ‘ Accuracy ’ means the difference between a measured value and a 
reference value, traceable to a national standard and describes the 
correctness of a result. See Figure 1.  
3.1.2. ‘ Calibration ’ means the process of setting a measurement system's 
response so that its output agrees with a range of reference signals.  
3.1.3. ‘ Calibration gas ’ means a gas mixture used to calibrate gas analysers.  
3.1.4. ‘ Double dilution method ’ means the process of separating a part of the 
diluted exhaust flow and mixing it with an appropriate amount of 
dilution air prior to the particulate sampling filter.  
3.1.5. ‘ Full flow exhaust dilution system ’ means the continuous dilution of 
the total vehicle exhaust with ambient air in a controlled manner using 
a constant volume sampler (CVS).  
3.1.6. ‘ Linearisation ’ means the application of a range of concentrations or 
materials to establish a mathematical relationship between concen ­
tration and system response.  
3.1.7. ‘ Major maintenance ’ means the adjustment, repair or replacement of a 
component or module that could affect the accuracy of a measurement.  
3.1.8. ‘ Non-methane hydrocarbons ’ (NMHC) are the total hydrocarbons 
(THC) minus the methane (CH  4 ) contribution.  
3.1.9. ‘ Precision ’ means the degree to which repeated measurements under 
unchanged conditions show the same results (Figure 1) and, in this 
Annex, always refers to one standard deviation.  
3.1.10. ‘ Reference value ’ means a value traceable to a national standard. See 
Figure 1.  
3.1.11. ‘ Set point ’ means the target value a control system aims to reach.  
3.1.12. ‘ Span ’ means to adjust an instrument so that it gives a proper response 
to a calibration standard that represents between 75 per cent and 100 
per cent of the maximum value in the instrument range or expected 
range of use.  ▼B
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3.1.13. ‘ Total hydrocarbons ’ (THC) means all volatile compounds measurable 
by a flame ionization detector (FID).  
3.1.14. ‘ Verification ’ means to evaluate whether or not a measurement 
system's outputs agrees with applied reference signals within one or 
more predetermined thresholds for acceptance.  
3.1.15. ‘ Zero gas ’ means a gas containing no analyte, which is used to set a 
zero response on an analyser.  
▼M3 
3.1.16. ‘ Response time ’ means the difference in time between the change of 
the component to be measured at the reference point and a system 
response of 90 per cent of the final reading (t90) with the sampling 
probe being defined as the reference point, whereby the change of the 
measured component is at least 60 per cent full scale (FS) and takes 
place in less than 0,1 second. The system response time consists of the 
delay time to the system and of the rise time of the system.  
3.1.17. ‘ Delay time ’ means the difference in time between the change of the 
component to be measured at the reference point and a system 
response of 10 per cent of the final reading (t10) with the sampling 
probe being defined as the reference point. For gaseous components, 
this is the transport time of the measured component from the 
sampling probe to the detector.  
3.1.18. ‘ Rise time ’ means the difference in time between the 10 per cent and 
90 per cent response of the final reading (t90 – t10).  
▼B 
Figure 1  
Definition of accuracy, precision and reference value
  
3.2. Road load and dynamometer setting  
3.2.1. ‘ Aerodynamic drag ’ means the force opposing a vehicle’s forward 
motion through air.  
3.2.2. ‘ Aerodynamic stagnation point ’ means the point on the surface of a 
vehicle where wind velocity is equal to zero.  
3.2.3. ‘ Anemometer blockage ’ means the effect on the anemometer 
measurement due to the presence of the vehicle where the apparent 
air speed is different than the vehicle speed combined with wind speed 
relative to the ground.  ▼B
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3.2.4. ‘ Constrained analysis ’ means the vehicle’s frontal area and 
aerodynamic drag coefficient have been independently determined 
and those values shall be used in the equation of motion.  
3.2.5. ‘ Mass in running order ’ means the mass of the vehicle, with its fuel 
tank(s) filled to at least 90 per cent of its or their capacity/capacities, 
including the mass of the driver, fuel and liquids, fitted with the 
standard equipment in accordance with the manufacturer’s specifi ­
cations and, when they are fitted, the mass of the bodywork, the 
cabin, the coupling and the spare wheel(s) as well as the tools.  
3.2.6. ‘ Mass of the driver ’ means a mass rated at 75 kg located at the driver’s 
seating reference point.  
3.2.7. ‘ Maximum vehicle load ’ means the technically permissible maximum 
laden mass minus the mass in running order, 25 kg and the mass of the 
optional equipment as defined in paragraph 3.2.8.  
3.2.8. ‘ Mass of the optional equipment ’ means maximum mass of the 
combinations of optional equipment which may be fitted to the 
vehicle in addition to the standard equipment in accordance with the 
manufacturer's specifications.  
3.2.9. ‘ Optional equipment ’ means all the features not included in the 
standard equipment which are fitted to a vehicle under the responsi ­
bility of the manufacturer, and that can be ordered by the customer.  
3.2.10. ‘ Reference atmospheric conditions (regarding road load measure ­
ments) ’ means the atmospheric conditions to which these measurement 
results are corrected:  
(a) Atmospheric pressure: p  0 = 100 kPa;  
(b) Atmospheric temperature: T  0 = 20 °C;  
(c) Dry air density: ρ 0 = 1,189 kg/m  3 ; 
(d) Wind speed: 0 m/s.  
3.2.11. ‘ Reference speed ’ means the vehicle speed at which road load is 
determined or chassis dynamometer load is verified.  
3.2.12. ‘ Road load ’ means the force resisting the forward motion of a vehicle 
as measured with the coastdown method or methods that are 
equivalent regarding the inclusion of frictional losses of the drivetrain.  
3.2.13. ‘ Rolling resistance ’ means the forces of the tyres opposing the motion 
of a vehicle.  
3.2.14. ‘ Running resistance ’ means the torque resisting the forward motion of 
a vehicle measured by torque meters installed at the driven wheels of a 
vehicle.  
3.2.15. ‘ Simulated road load ’ means the road load experienced by the vehicle 
on the chassis dynamometer which is intended to reproduce the road 
load measured on the road, and consists of the force applied by the 
chassis dynamometer and the forces resisting the vehicle while driving 
on the chassis dynamometer and is approximated by the three coef ­
ficients of a second order polynomial.  ▼B
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3.2.16. ‘ Simulated running resistance ’ means the running resistance 
experienced by the vehicle on the chassis dynamometer which is 
intended to reproduce the running resistance measured on the road, 
and consists of the torque applied by the chassis dynamometer and the 
torque resisting the vehicle while driving on the chassis dynamometer 
and is approximated by the three coefficients of a second order poly ­
nomial.  
3.2.17. ‘ Stationary anemometry ’ means measurement of wind speed and 
direction with an anemometer at a location and height above road 
level alongside the test road where the most representative wind 
conditions will be experienced.  
3.2.18. ‘ Standard equipment ’ means the basic configuration of a vehicle 
which is equipped with all the features that are required under the 
regulatory acts referred to in Annex IV and Annex XI of Directive 
2007/46/EC including all features that are fitted without giving rise to 
any further specifications on configuration or equipment level.  
▼M2 
3.2.19. ‘ Target road load ’ means the road load to be reproduced on the 
chassis dynamometer.  
▼B 
3.2.20. ‘ Target running resistance ’ means the running resistance to be 
reproduced on the chassis dynamometer.  
▼M3 
3.2.21. ‘ Vehicle coastdown mode ’ means a system of operation enabling an 
accurate and repeatable determination of road load and an accurate 
dynamometer setting.  
▼B 
3.2.22. ‘ Wind correction ’ means correction of the effect of wind on road load 
based on input of the stationary or on-board anemometry.  
3.2.23. ‘ Technically permissible maximum laden mass ’ means the maximum 
mass allocated to a vehicle on the basis of its construction features and 
its design performances.  
3.2.24. ‘ Actual mass of the vehicle ’ means the mass in running order plus the 
mass of the fitted optional equipment to an individual vehicle.  
3.2.25. ‘ Test mass of the vehicle ’ means the sum of the actual mass of the 
vehicle, 25 kg and the mass representative of the vehicle load.  
3.2.26. ‘ Mass representative of the vehicle load ’ means x per cent of the 
maximum vehicle load where x is 15 per cent for category M 
vehicles and 28 per cent for category N vehicles.  
3.2.27. ‘ Technically permissible maximum laden mass of the combination ’ 
(MC) means the maximum mass allocated to the combination of a 
motor vehicle and one or more trailers on the basis of its construction 
features and its design performances or the maximum mass allocated 
to the combination of a tractor unit and a semi-trailer.  
▼M3 
3.2.28. ‘ n/v ratio ’ means the engine rotational speed divided by vehicle speed 
in a specific gear.  
3.2.29. ‘ Single roller dynamometer ’ means a dynamometer where each wheel 
on a vehicle's axle is in contact with one roller.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 482  
3.2.30. ‘ Twin-roller dynamometer ’ means a dynamometer where each wheel 
on a vehicle's axle is in contact with two rollers.  
3.2.31. ‘ Powered axle ’ means an axle of a vehicle which is able to deliver 
propulsion energy and/or recuperate energy, independent of whether 
that is only temporarily or permanently possible and/or selectable by 
the driver.  
3.2.32. ‘ 2WD dynamometer ’ means a dynamometer where only the wheels on 
one vehicle axle are in contact with the roller(s).  
3.2.33. ‘ 4WD dynamometer ’ means a dynamometer where all wheels on both 
vehicle axles are in contact with the rollers.  
3.2.34. ‘ Dynamometer in 2WD operation ’ means a 2WD dynamometer, or a 
4WD dynamometer which only simulates inertia and road load on the 
powered axle of the test vehicle while the wheels on the non-powered 
axle do not influence the measurement result, independent of whether 
they are rotating or not.  
3.2.35. ‘ Dynamometer in 4WD operation ’ means a 4WD dynamometer which 
simulates inertia and road load on both axles of the test vehicle.  
3.3. Pure electric, hybrid electric, fuel cell and bi-fuel vehicles  
▼B 
3.3.1. ‘ All-electric range ’ (AER) means the total distance travelled by an 
OVC-HEV from the beginning of the charge-depleting test to the 
point in time during the test when the combustion engine starts to 
consume fuel.  
3.3.2. ‘ Pure Electric range ’ (PER) means the total distance travelled by a 
PEV from the beginning of the charge-depleting test until the break-off 
criterion is reached.  
3.3.3. ‘ Charge-depleting actual range ’ (R  CDA ) means the distance travelled 
in a series of WLTCs in charge-depleting operating condition until the 
rechargeable electric energy storage system (REESS) is depleted.  
3.3.4. ‘ Charge-depleting cycle range ’ (R  CDC ) means the distance from the 
beginning of the charge-depleting test to the end of the last cycle prior 
to the cycle or cycles satisfying the break-off criterion, including the 
transition cycle where the vehicle may have operated in both depleting 
and sustaining conditions.  
3.3.5. ‘ Charge-depleting operating condition ’ means an operating condition 
in which the energy stored in the REESS may fluctuate but decreases 
on average while the vehicle is driven until transition to charge- 
sustaining operation.  
3.3.6. ‘ Charge-sustaining operating condition ’ means an operating condition 
in which the energy stored in the REESS may fluctuate but, on 
average, is maintained at a neutral charging balance level while the 
vehicle is driven.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 483  
3.3.7. ‘ Utility Factors ’ are ratios based on driving statistics depending on the 
range achieved in charge-depleting condition and are used to weigh the 
charge-depleting and charge-sustaining exhaust emission compounds, 
CO  2 emissions and fuel consumption for OVC-HEVs.  
3.3.8. ‘ Electric machine ’ (EM) means an energy converter transforming 
between electrical and mechanical energy.  
3.3.9. ‘ Energy converter ’ means a system where the form of energy output is 
different from the form of energy input.  
3.3.9.1. ‘ Propulsion energy converter ’ means an energy converter of the 
powertrain which is not a peripheral device whose output energy is 
used directly or indirectly for the purpose of vehicle propulsion  
3.3.9.2. ‘ Category of propulsion energy converter ’ means (i) an internal 
combustion engine, or (ii) an electric machine, or (iii) a fuel cell.  
3.3.10. ‘ Energy storage system ’ means a system which stores energy and 
releases it in the same form as was input.  
3.3.10.1. ‘ Propulsion energy storage system ’ means an energy storage system of 
the powertrain which is not a peripheral device and whose output 
energy is used directly or indirectly for the purpose of vehicle 
propulsion.  
3.3.10.2. ‘ Category of propulsion energy storage system ’ means (i) a fuel 
storage system, or (ii) a rechargeable electric energy storage system, 
or (iii) a rechargeable mechanical energy storage system.  
3.3.10.3. ‘ Form of energy ’ means (i) electrical energy, or (ii) mechanical 
energy, or (iii) chemical energy (including fuels).  
3.3.10.4. ‘ Fuel storage system ’ means a propulsion energy storage system that 
stores chemical energy as liquid or gaseous fuel.  
3.3.11. ‘ Equivalent all-electric range ’ (EAER) means that portion of the total 
charge-depleting actual range (R  CDA ) attributable to the use of elec ­
tricity from the REESS over the charge-depleting range test.  
3.3.12. ‘ Hybrid electric vehicle ’ (HEV) means a hybrid vehicle where one of 
the propulsion energy converters is an electric machine.  
3.3.13. ‘ Hybrid vehicle ’ (HV) means a vehicle equipped with a powertrain 
containing at least two different categories of propulsion energy 
converters and at least two different categories of propulsion energy 
storage systems.  
3.3.14. ‘ Net energy change ’ means the ratio of the REESS energy change 
divided by the cycle energy demand of the test vehicle.  
3.3.15. ‘ Not off-vehicle charging hybrid electric vehicle ’ (NOVC-HEV) means 
a hybrid electric vehicle that cannot be charged from an external 
source  
3.3.16. ‘ Off-vehicle charging hybrid electric vehicle ’ (OVC-HEV) means a 
hybrid electric vehicle that can be charged from an external source.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 484  
3.3.17. ‘ Pure electric vehicle ’ (PEV) means a vehicle equipped with a 
powertrain containing exclusively electric machines as propulsion 
energy converters and exclusively rechargeable electric energy 
storage systems as propulsion energy storage systems.  
3.3.18. ‘ Fuel cell ’ means an energy converter transforming chemical energy 
(input) into electrical energy (output) or vice versa.  
3.3.19. ‘ Fuel cell vehicle ’ (FCV) means a vehicle equipped with a powertrain 
containing exclusively fuel cell(s) and electric machine(s) as 
propulsion energy converter(s).  
3.3.20. ‘ Fuel cell hybrid vehicle ’ (FCHV) means a fuel cell vehicle equipped 
with a powertrain containing at least one fuel storage system and at 
least one rechargeable electric energy storage system as propulsion 
energy storage systems.  
▼M3 
3.3.21. ‘ Bi-fuel vehicle ’ means a vehicle with two separate fuel storage 
systems that is designed to run primarily on only one fuel at a time; 
however the simultaneous use of both fuels is permitted in limited 
amount and duration.  
3.3.22. ‘ Bi-fuel gas vehicle ’ means a bi-fuel vehicle where the two fuels are 
petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen.  
▼B 
3.4. Powertrain  
3.4.1. ‘ Powertrain ’ means the total combination in a vehicle, of propulsion 
energy storage system(s), propulsion energy converter(s) and the 
drivetrain(s) providing the mechanical energy at the wheels for the 
purpose of vehicle propulsion, plus peripheral devices.  
3.4.2. ‘ Auxiliary devices ’ means energy consuming, converting, storing or 
supplying non-peripheral devices or systems which are installed in 
the vehicle for purposes other than the propulsion of the vehicle and 
are therefore not considered to be part of the powertrain.  
3.4.3. ‘ Peripheral devices ’ means energy consuming, converting, storing or 
supplying devices, where the energy is not primarily used for the 
purpose of vehicle propulsion, or other parts, systems and control 
units, which are essential to the operation of the powertrain.  
3.4.4. ‘ Drivetrain ’ means the connected elements of the powertrain for trans ­
mission of the mechanical energy between the propulsion energy 
converter(s) and the wheels.  
3.4.5. ‘ Manual transmission ’ means a transmission where gears can only be 
shifted by action of the driver.  
3.5. General  
3.5.1. ‘ Criteria emissions ’ means those emission compounds for which limits 
are set in this Regulation.  
3.5.2. Reserved  
3.5.3. Reserved  
3.5.4. Reserved  
3.5.5. Reserved  
3.5.6. ‘ Cycle energy demand ’ means the calculated positive energy required 
by the vehicle to drive the prescribed cycle.  
3.5.7. Reserved  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 485  
3.5.8. ‘ Driver-selectable mode ’ means a distinct driver-selectable condition 
which could affect emissions, or fuel and/or energy consumption.  
▼M3 
3.5.9. ‘ Predominant mode ’ for the purpose of this Annex means a single 
driver-selectable mode that is always selected when the vehicle is 
switched on, regardless of the driver-selectable mode in operation 
when the vehicle was previously shut down, and which cannot be 
redefined to another mode. After the vehicle is switched on, the 
predominant mode can only be switched to another driver-selectable 
mode by an intentional action of the driver.  
▼B 
3.5.10. ‘ Reference conditions (with regards to calculating mass emissions) ’ 
means the conditions upon which gas densities are based, namely 
101,325 kPa and 273,15 K (0 °C).  
▼M3 
3.5.11. ‘ Exhaust emissions ’ means the emission of gaseous, solid and liquid 
compounds from the tailpipe.  
▼B 
3.6. PM/PN  
The term ‘particle’ is conventionally used for the matter being char ­
acterised (measured) in the airborne phase (suspended matter), and the 
term ‘particulate’ for the deposited matter.  
3.6.1. ‘ Particle number emissions ’ (PN) means the total number of solid 
particles emitted from the vehicle exhaust quantified according to 
the dilution, sampling and measurement methods as specified in this 
Annex.  
3.6.2. ‘ Particulate matter emissions ’ (PM) means the mass of any particulate 
material from the vehicle exhaust quantified according to the dilution, 
sampling and measurement methods as specified in this Annex.  
3.7. WLTC  
▼M3 
3.7.1. ‘ Rated engine power ’ (P  rated ) means maximum net power of the engine 
or motor in kW as per the requirements of Annex XX.  
▼B 
3.7.2. ‘ Maximum speed ’ (v  max ) means the maximum speed of a vehicle as 
declared by the manufacturer.  
3.8. Procedure  
▼M3 
3.8.1. ‘ Periodically regenerating system ’ means an exhaust emissions control 
device (e.g. catalytic converter, particulate trap) that requires a periodic 
regeneration process.  
▼B 
3.9. Ambient Temperature Correction Test (Sub-Annex 6a)  
3.9.1. ‘ Active heat storage device ’ means a technology that stores heat within 
any device of a vehicle and releases the heat to a power train 
component over a defined time period at engine start. It is char ­
acterised by the stored enthalpy in the system and the time for heat 
release to the power train components.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 486  
3.9.2. ‘ Insulation materials ’ means any material in the engine compartment 
attached to the engine and/or the chassis with a thermal insulation 
effect and characterised by a maximum heat conductivity of 0,1 
W/(mK).  
4. ABBREVIATIONS  
4.1. General abbreviations  
AC Alternating current  
CFV Critical flow venturi  
CFO Critical flow orifice  
CLD Chemiluminescent detector  
CLA Chemiluminescent analyser  
CVS Constant volume sampler  
DC Direct current  
ET Evaporation tube  
▼M3 
Extra High  2 Class 2 WLTC extra high speed phase  
Extra High  3 Class 3 WLTC extra high speed phase  
▼B 
FCHV Fuel cell hybrid vehicle  
FID Flame ionisation detector  
FSD Full scale deflection  
GC Gas chromatograph  
HEPA High efficiency particulate air (filter)  
HFID Heated flame ionisation detector  
▼M3 
High  2 Class 2 WLTC high speed phase  
High  3a Class 3a WLTC high speed phase  
High  3b Class 3b WLTC high speed phase  
▼B 
ICE Internal combustion engine  
LoD Limit of detection  
LoQ Limit of quantification  
▼M3 
Low  1 Class 1 WLTC low speed phase  
Low  2 Class 2 WLTC low speed phase  
Low  3 Class 3 WLTC low speed phase  
Medium  1 Class 1 WLTC medium speed phase  
Medium  2 Class 2 WLTC medium speed phase  
Medium  3a Class 3a WLTC medium speed phase  
Medium  3b Class 3b WLTC medium speed phase  
▼B 
LC Liquid chromatography  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 487  
LPG Liquefied petroleum gas  
NDIR Non-dispersive infrared (analyser)  
NDUV Non-dispersive ultraviolet  
NG/biomethane Natural gas/biomethane  
NMC Non-methane cutter  
NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle  
NOVC Not off-vehicle charging  
NOVC-HEV Not off-vehicle charging hybrid electric vehicle  
OVC-HEV Off-vehicle charging hybrid electric vehicle  
P a Particulate mass collected on the background 
filter  
P e Particulate mass collected on the sample filter  
PAO Poly-alpha-olefin  
PCF Particle pre-classifier  
PCRF Particle concentration reduction factor  
PDP Positive displacement pump  
PER Pure electric range  
Per cent FS Per cent of full scale  
PM Particulate matter emissions  
PN Particle number emissions  
PNC Particle number counter  
PND  1 First particle number dilution device  
PND  2 Second particle number dilution device  
PTS Particle transfer system  
PTT Particle transfer tube  
QCL-IR Infrared quantum cascade laser  
R CDA Charge-depleting actual range  
RCB REESS charge balance  
REESS Rechargeable electric energy storage system  
▼M3 
RRC Rolling resistance coefficient  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 488  
SSV Subsonic venturi  
USFM Ultrasonic flow meter  
VPR Volatile particle remover  
WLTC Worldwide light-duty test cycle  
4.2. Chemical symbols and abbreviations  
C 1 Carbon 1 equivalent hydrocarbon  
CH  4 Methane  
C 2 H 6 Ethane  
C 2 H 5 OH Ethanol  
C 3 H 8 Propane  
CO Carbon monoxide  
CO  2 Carbon dioxide  
DOP Di-octylphthalate  
H 2 O Water  
NH  3 Ammonia  
NMHC Non-methane hydrocarbons  
NO  x Oxides of nitrogen  
NO Nitric oxide  
NO  2 Nitrogen dioxide  
N 2 O Nitrous oxide  
THC Total hydrocarbons  
5. GENERAL REQUIREMENTS  
▼M3 
5.0. Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be 
attributed a unique identifier of the following format:  
FT-nnnnnnnnnnnnnnn-WMI-x  
Where:  
FT is an identifier of the family type:  
— IP = Interpolation family as defined in paragraph 5.6.  
— RL = Road load family as defined in paragraph 5.7.  
— RM = Road load matrix family as defined in paragraph 5.8.  
— PR = Periodically regenerating systems (K  i ) family as defined in 
paragraph 5.9.  
— AT = ATCT family as defined in paragraph 2. of Sub-Annex 6a.  
nnnnnnnnnnnnnnn is a string with a maximum of fifteen characters, 
restricted to using the characters 0-9, A-Z and the underscore character 
‘_’. 
WMI (world manufacturer identifier) is a code that identifies the 
manufacturer in a unique manner defined in ISO 3780:2009.  
x shall be set to ‘1’ or ‘0’ in accordance with the following provisions:  
(a) With the agreement of the approval authority and the owner of the 
WMI, the number shall be set to ‘1’ where a vehicle family is 
defined for the purpose of covering vehicles of:  
(i) a single manufacturer with one single WMI code;  
(ii) a manufacturer with several WMI codes, but only in cases 
when one WMI code is to be used;  
(iii) more than one manufacturer, but only in cases when one 
WMI code is to be used.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 489  
In the cases (i), (ii) and (iii), the family identifier code shall consist 
of one unique string of n-characters and one unique WMI code 
followed by ‘1’.  
(b) With the agreement of the approval authority, the number shall be 
set to ‘0’ in the case that a vehicle family is defined based on the 
same criteria as the corresponding vehicle family defined in 
accordance with point (a), but the manufacturer chooses to use a 
different WMI. In this case the family identifier code shall consist 
of the same string of n-characters as the one determined for the 
vehicle family defined in accordance with point (a) and a unique 
WMI code which shall be different from any of the WMI codes 
used under case (a), followed by ‘0’.  
▼B 
5.1. The vehicle and its components liable to affect the emissions of 
gaseous compounds, particulate matter and particle number shall be 
so designed, constructed and assembled as to enable the vehicle in 
normal use and under normal conditions of use such as humidity, rain, 
snow, heat, cold, sand, dirt, vibrations, wear, etc. to comply with the 
provisions of this Annex during its useful life.  
▼M3 
This shall include the security of all hoses, joints and connections used 
within the emission control systems.  
_______  
▼B 
5.2. The test vehicle shall be representative in terms of its emissions-related 
components and functionality of the intended production series to be 
covered by the approval. The manufacturer and the approval authority 
shall agree which vehicle test model is representative.  
5.3. Vehicle testing condition  
5.3.1. The types and amounts of lubricants and coolant for emissions testing 
shall be as specified for normal vehicle operation by the manufacturer.  
5.3.2. The type of fuel for emissions testing shall be as specified in Annex IX.  
5.3.3. All emissions controlling systems shall be in working order.  
5.3.4. The use of any defeat device is prohibited, according to the provisions 
of Article 5(2) of Regulation (EC) No 715/2007.  
5.3.5. The engine shall be designed to avoid crankcase emissions.  
▼M3 
5.6. The tyres used for emissions testing shall be as defined in 
paragraph 2.4.5. of Sub-Annex 6 to this Annex.  
▼B 
5.4. Petrol tank inlet orifices  
5.4.1. Subject to paragraph 5.4.2., 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 that has an external diameter of 23.6 mm 
or greater.  
5.4.2. Paragraph 5.4.1. shall not apply to a vehicle in respect of which both 
of the following conditions are satisfied:  
(a) The vehicle is so designed and constructed that no device designed 
to control the emissions shall be adversely affected by leaded 
petrol; and  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 490  
(b) The vehicle is conspicuously, legibly and indelibly marked with 
the symbol for unleaded petrol, specified in ISO 2575:2010 ‘Road 
vehicles – Symbols for controls, indicators and tell-tales’, in a 
position immediately visible to a person filling the petrol tank. 
Additional markings are permitted.  
▼M3 
5.5. Provisions for electronic system security  
The provisions for electronic system security shall be those specified 
in paragraph 2.3. of Annex I.  
_______  
▼B 
5.6. Interpolation family  
▼M3 
5.6.1.  Interpolation family for pure ICE vehicles  
5.6.1.1. Vehicles may be part of the same interpolation family in any of the 
following cases including combinations of these cases:  
(a) they belong to different vehicle classes as described in paragraph 
2. of Sub-Annex 1;  
(b) they have different levels of downscaling as described in 
paragraph 8. of Sub-Annex 1;  
(c) they have different capped speeds as described in paragraph 9. of 
Sub-Annex 1.  
5.6.1.2. Only vehicles that are identical with respect to the following vehicle/ 
power-train/transmission characteristics may be part of the same inter ­
polation family:  
(a) Type of internal combustion engine: fuel type (or types in the case 
of flex-fuel or bi-fuel vehicles), combustion process, engine 
displacement, full-load characteristics, engine technology, and 
charging system, and also other engine subsystems or characteris ­
tics that have a non-negligible influence on CO  2 mass emission 
under WLTP conditions;  
(b) Operation strategy of all CO  2 mass emission influencing 
components within the powertrain;  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission 
model (e.g. torque rating, number of gears, number of clutches, 
etc.);  
(d) n/v ratios (engine rotational speed divided by vehicle speed). This 
requirement shall be considered fulfilled if, for all transmission 
ratios concerned, the difference with respect to n/v ratios of the 
most commonly installed transmission type is within 8 per cent;  
(e) Number of powered axles;  
(f) ATCT family, per reference fuel in the case of flex-fuel or bi-fuel 
vehicles;  
(g) Number of wheels per axle.  
5.6.1.3. If an alternative parameter such as a higher n  min_drive  , as specified in 
paragraph 2.(k) of Sub-Annex 2, or ASM, as defined in paragraph 3.4. 
of Sub-Annex 2 is used, this parameter shall be the same within an 
interpolation family.  
▼B 
5.6.2.  Interpolation family for NOVC-HEVs and OVC-HEVs  
In addition to the requirements of paragraph 5.6.1., only OVC-HEVs 
and NOVC-HEVs that are identical with respect to the following 
characteristics may be part of the same interpolation family:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 491  
(a) Type and number of electric machines (construction type (asyn ­
chronous/ synchronous, etc..), type of coolant (air, liquid,) and any 
other characteristics having a non-negligible influence on CO  2 
mass emission and electric energy consumption under WLTP 
conditions;  
(b) Type of traction REESS (model, capacity, nominal voltage, 
nominal power, type of coolant (air, liquid));  
▼M3 
(c) Type of electric energy converter between the electric machine and 
traction REESS, between the traction REESS and low voltage 
power supply and between the recharge-plug-in and traction 
REESS, and any other characteristics having a non-negligible 
influence on CO  2 mass emission and electric energy consumption 
under WLTP conditions;  
▼B 
(d) The difference between the number of charge-depleting cycles 
from the beginning of the test up to and including the transition 
cycle shall not be more than one.  
5.6.3.  Interpolation family for PEVs  
Only PEVs that are identical with respect to the following electric 
powertrain/transmission characteristics may be part of the same inter ­
polation family:  
(a) Type and number of electric machines (construction type (asyn ­
chronous/ synchronous, etc.), type of coolant (air, liquid) and any 
other characteristics having a non-negligible influence on electric 
energy consumption and range under WLTP conditions;  
(b) Type of traction REESS (model, capacity, nominal voltage, 
nominal power, type of coolant (air, liquid));  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission 
model (e.g. torque rating, number of gears, numbers of clutches, 
etc.);  
(d) Number of powered axles;  
▼M3 
(e) Type of electric energy converter between the electric machine and 
traction REESS, between the traction REESS and low voltage 
power supply and between the recharge-plug-in and traction 
REESS, and any other characteristics having a non-negligible 
influence on electric energy consumption and range under 
WLTP conditions;  
▼B 
(f) Operation strategy of all components influencing the electric 
energy consumption within the powertrain;  
▼M3 
(g) n/v ratios (engine rotational speed divided by vehicle speed). This 
requirement shall be considered fulfilled if, for all transmission 
ratios concerned, the difference with respect to the n/v ratios of 
the most commonly installed transmission type and model is 
within 8 per cent.  
▼B 
5.7. Road load family  
Only vehicles that are identical with respect to the following characte ­
ristics may be part of the same road load family:  
(a) Transmission type (e.g. manual, automatic, CVT) and transmission 
model (e.g. torque rating, number of gears, number of clutches, 
etc.). At the request of the manufacturer and with approval of the 
approval authority, a transmission with lower power losses may be 
included in the family;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 492  
(b) n/v ratios (engine rotational speed divided by vehicle speed). This 
requirement shall be considered fulfilled if, for all transmission 
ratios concerned, the difference with respect to the transmission 
ratios of the most commonly installed transmission type is within 
25 per cent;  
(c) Number of powered axles;  
▼M3 
(d) Number of wheels per axle.  
If at least one electric machine is coupled in the gearbox position 
neutral and the vehicle is not equipped with a vehicle coastdown 
mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric 
machine has no influence on the road load, the criteria in 
paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply.  
If there is a difference, apart from vehicle mass, rolling resistance 
and aerodynamics, that has a non-negligible influence on road 
load, that vehicle shall not be considered to be part of the 
family unless approved by the approval authority.  
5.8. Road load matrix family  
The road load matrix family may be applied for vehicles designed for 
a technically permissible maximum laden mass ≥ 3 000 kg.  
The road load matrix family may also be applied for vehicles 
submitted for multi-stage type approval or multi-stage vehicles 
submitted for individual vehicle approval.  
In these cases the provisions set out in point 2. of Annex XII shall 
apply.  
Only vehicles which are identical with respect to the following charac ­
teristics may be part of the same road load matrix family:  
(a) Transmission type (e.g. manual, automatic, CVT);  
(b) Number of powered axles;  
(c) Number of wheels per axle.  
5.9. Periodically regenerating systems (K  i ) family  
Only vehicles that are identical with respect to the following characte ­
ristics may be part of the same periodically regenerating systems 
family:  
(a) Type of internal combustion engine: fuel type, combustion 
process,  
(b) Periodically regenerating system (i.e. catalyst, particulate trap);  
(i) Construction (i.e. type of enclosure, type of precious metal, 
type of substrate, cell density);  
(ii) Type and working principle;  
(iii) Volume ± 10 per cent;  
(iv) Location (temperature ± 100 °C at second highest reference 
speed).  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 493  
(c) The test mass of each vehicle in the family shall be less than or 
equal to the test mass of the vehicle used for the K  i demonstration 
test plus 250 kg.  
_______  
▼B 
6. PERFORMANCE REQUIREMENTS  
▼M3 
6.1. Limit values  
Limit values for emissions shall be those specified in Table 2 of Annex 
I of Regulation (EC) No 715/2007.  
▼B 
6.2. Testing  
Testing shall be performed according to:  
(a) The WLTCs as described in Sub-Annex 1;  
(b) The gear selection and shift point determination as described in 
Sub-Annex 2;  
(c) The appropriate fuel as described in Annex IX of this Regulation;  
(d) The road load and dynamometer settings as described in Sub- 
Annex 4;  
(e) The test equipment as described in Sub-Annex 5;  
(f) The test procedures as described in Sub-Annexes 6 and 8;  
(g) The methods of calculation as described in Sub-Annexes 7 and 8.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 494  
Sub-Annex 1  
Worldwide light-duty test cycles (WLTC)  
▼M3 
1. General requirements  
The cycle to be driven depends on the ratio of the test vehicle's rated 
power to mass in running order minus 75 kg, W/kg, and its maximum 
velocity, v  max . 
The cycle resulting from the requirements described in this Sub- 
Annex shall be referred to in other parts of the Annex as the 
‘applicable cycle’.  
2. Vehicle classifications  
2.1. Class 1 vehicles have a power to mass in running order minus 75 kg 
ratio P  mr ≤ 22 W/kg.  
2.2. Class 2 vehicles have a power to mass in running order minus 75 kg 
ratio > 22 but ≤ 34 W/kg.  
2.3. Class 3 vehicles have a power to mass in running order minus 75 kg 
ratio > 34 W/kg.  
2.3.1. Class 3 vehicles are divided into 2 subclasses in accordance with their 
maximum speed, v  max . 
2.3.1.1. Class 3a vehicles with v  max < 120 km/h.  
2.3.1.2. Class 3b vehicles with v  max ≥ 120 km/h.  
2.3.2. All vehicles tested in accordance with Sub-Annex 8 shall be 
considered to be Class 3 vehicles.  
3. Test cycles  
3.1. Class 1 cycle  
3.1.1. A complete Class 1 cycle shall consist of a low phase (Low  1 ), a 
medium phase (Medium  1 ) and an additional low phase (Low  1 ). 
3.1.2. The Low  1 phase is described in Figure A1/1 and Table A1/1.  
3.1.3. The Medium  1 phase is described in Figure A1/2 and Table A1/2.  
3.2. Class 2 cycle  
3.2.1. A complete Class 2 cycle shall consist of a low phase (Low  2 ), a 
medium phase (Medium  2 ), a high phase (High  2 ) and an extra high 
phase (Extra High  2 ). 
3.2.2. The Low  2 phase is described in Figure A1/3 and Table A1/3.  
3.2.3. The Medium  2 phase is described in Figure A1/4 and Table A1/4.  
3.2.4. The High  2 phase is described in Figure A1/5 and Table A1/5.  
3.2.5. The Extra High  2 phase is described in Figure A1/6 and Table A1/6.  
3.3. Class 3 cycle  
Class 3 cycles are divided into 2 subclasses to reflect the subdivision 
of Class 3 vehicles.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 495  
3.3.1. Class 3a cycle  
3.3.1.1. A complete cycle shall consist of a low phase (Low  3 ), a medium 
phase (Medium  3a ), a high phase (High  3a ) and an extra high phase 
(Extra High  3 ). 
3.3.1.2. The Low  3 phase is described in Figure A1/7 and Table A1/7.  
3.3.1.3. The Medium  3a phase is described in Figure A1/8 and Table A1/8.  
3.3.1.4. The High  3a phase is described in Figure A1/10 and Table A1/10.  
3.3.1.5. The Extra High  3 phase is described in Figure A1/12 and Table A1/12.  
3.3.2. Class 3b cycle  
3.3.2.1. A complete cycle shall consist of a low phase (Low  3 ) phase, a 
medium phase (Medium  3b ), a high phase (High  3b ) and an extra high 
phase (Extra High  3 ). 
3.3.2.2. The Low  3 phase is described in Figure A1/7 and Table A1/7.  
3.3.2.3. The Medium  3b phase is described in Figure A1/9 and Table A1/9.  
3.3.2.4. The High  3b phase is described in Figure A1/11 and Table A1/11.  
3.3.2.5. The Extra High  3 phase is described in Figure A1/12 and Table A1/12.  
3.4. Duration of all phases  
3.4.1. All low speed phases last 589 seconds.  
3.4.2. All medium speed phases last 433 seconds.  
3.4.3. All high speed phases last 455 seconds.  
3.4.4. All extra high speed phases last 323 seconds.  
3.5. WLTC city cycles  
OVC-HEVs and PEVs shall be tested using the appropriate Class 3a 
and Class 3b WLTC and WLTC city cycles (see Sub-Annex 8).  
The WLTC city cycle consists of the low and medium speed phases 
only. ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 496  
4. ►M3 WLTC Class 1 cycle ◄ 
Figure A1/1  
▼M3 
WLTC, Class 1 cycle, phase Low  1 
▼B
 
Figure A1/2  
▼M3 
WLTC, Class 1 cycle, phase Medium  1 
▼B
 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 497  
Table A1/1  
▼M3 
WLTC, Class 1 cycle, phase Low  1 
▼B 
Time in s  Speed in km/h  
0 0,0  
1 0,0  
2 0,0  
3 0,0  
4 0,0  
5 0,0  
6 0,0  
7 0,0  
8 0,0  
9 0,0  
10 0,0  
11 0,0  
12 0,2  
13 3,1  
14 5,7  
15 8,0  
16 10,1  
17 12,0  
18 13,8  
19 15,4  
20 16,7  
21 17,7  
22 18,3  
23 18,8  
24 18,9  
25 18,4  
26 16,9  
27 14,3  
28 10,8  
29 7,1  
30 4,0  
31 0,0  
32 0,0  
33 0,0  
34 0,0  Time in s  Speed in km/h  
35 1,5  
36 3,8  
37 5,6  
38 7,5  
39 9,2  
40 10,8  
41 12,4  
42 13,8  
43 15,2  
44 16,3  
45 17,3  
46 18,0  
47 18,8  
48 19,5  
49 20,2  
50 20,9  
51 21,7  
52 22,4  
53 23,1  
54 23,7  
55 24,4  
56 25,1  
57 25,4  
58 25,2  
59 23,4  
60 21,8  
61 19,7  
62 17,3  
63 14,7  
64 12,0  
65 9,4  
66 5,6  
67 3,1  
68 0,0  
69 0,0  Time in s  Speed in km/h  
70 0,0  
71 0,0  
72 0,0  
73 0,0  
74 0,0  
75 0,0  
76 0,0  
77 0,0  
78 0,0  
79 0,0  
80 0,0  
81 0,0  
82 0,0  
83 0,0  
84 0,0  
85 0,0  
86 0,0  
87 0,0  
88 0,0  
89 0,0  
90 0,0  
91 0,0  
92 0,0  
93 0,0  
94 0,0  
95 0,0  
96 0,0  
97 0,0  
98 0,0  
99 0,0  
100 0,0  
101 0,0  
102 0,0  
103 0,0  
104 0,0  Time in s  Speed in km/h  
105 0,0  
106 0,0  
107 0,0  
108 0,7  
109 1,1  
110 1,9  
111 2,5  
112 3,5  
113 4,7  
114 6,1  
115 7,5  
116 9,4  
117 11,0  
118 12,9  
119 14,5  
120 16,4  
121 18,0  
122 20,0  
123 21,5  
124 23,5  
125 25,0  
126 26,8  
127 28,2  
128 30,0  
129 31,4  
130 32,5  
131 33,2  
132 33,4  
133 33,7  
134 33,9  
135 34,2  
136 34,4  
137 34,7  
138 34,9  
139 35,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 498  
Time in s  Speed in km/h  
140 35,4  
141 35,7  
142 35,9  
143 36,6  
144 37,5  
145 38,4  
146 39,3  
147 40,0  
148 40,6  
149 41,1  
150 41,4  
151 41,6  
152 41,8  
153 41,8  
154 41,9  
155 41,9  
156 42,0  
157 42,0  
158 42,2  
159 42,3  
160 42,6  
161 43,0  
162 43,3  
163 43,7  
164 44,0  
165 44,3  
166 44,5  
167 44,6  
168 44,6  
169 44,5  
170 44,4  
171 44,3  
172 44,2  
173 44,1  
174 44,0  Time in s  Speed in km/h  
175 43,9  
176 43,8  
177 43,7  
178 43,6  
179 43,5  
180 43,4  
181 43,3  
182 43,1  
183 42,9  
184 42,7  
185 42,5  
186 42,3  
187 42,2  
188 42,2  
189 42,2  
190 42,3  
191 42,4  
192 42,5  
193 42,7  
194 42,9  
195 43,1  
196 43,2  
197 43,3  
198 43,4  
199 43,4  
200 43,2  
201 42,9  
202 42,6  
203 42,2  
204 41,9  
205 41,5  
206 41,0  
207 40,5  
208 39,9  
209 39,3  Time in s  Speed in km/h  
210 38,7  
211 38,1  
212 37,5  
213 36,9  
214 36,3  
215 35,7  
216 35,1  
217 34,5  
218 33,9  
219 33,6  
220 33,5  
221 33,6  
222 33,9  
223 34,3  
224 34,7  
225 35,1  
226 35,5  
227 35,9  
228 36,4  
229 36,9  
230 37,4  
231 37,9  
232 38,3  
233 38,7  
234 39,1  
235 39,3  
236 39,5  
237 39,7  
238 39,9  
239 40,0  
240 40,1  
241 40,2  
242 40,3  
243 40,4  
244 40,5  Time in s  Speed in km/h  
245 40,5  
246 40,4  
247 40,3  
248 40,2  
249 40,1  
250 39,7  
251 38,8  
252 37,4  
253 35,6  
254 33,4  
255 31,2  
256 29,1  
257 27,6  
258 26,6  
259 26,2  
260 26,3  
261 26,7  
262 27,5  
263 28,4  
264 29,4  
265 30,4  
266 31,2  
267 31,9  
268 32,5  
269 33,0  
270 33,4  
271 33,8  
272 34,1  
273 34,3  
274 34,3  
275 33,9  
276 33,3  
277 32,6  
278 31,8  
279 30,7  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 499  
Time in s  Speed in km/h  
280 29,6  
281 28,6  
282 27,8  
283 27,0  
284 26,4  
285 25,8  
286 25,3  
287 24,9  
288 24,5  
289 24,2  
290 24,0  
291 23,8  
292 23,6  
293 23,5  
294 23,4  
295 23,3  
296 23,3  
297 23,2  
298 23,1  
299 23,0  
300 22,8  
301 22,5  
302 22,1  
303 21,7  
304 21,1  
305 20,4  
306 19,5  
307 18,5  
308 17,6  
309 16,6  
310 15,7  
311 14,9  
312 14,3  
313 14,1  
314 14,0  Time in s  Speed in km/h  
315 13,9  
316 13,8  
317 13,7  
318 13,6  
319 13,5  
320 13,4  
321 13,3  
322 13,2  
323 13,2  
324 13,2  
325 13,4  
326 13,5  
327 13,7  
328 13,8  
329 14,0  
330 14,1  
331 14,3  
332 14,4  
333 14,4  
334 14,4  
335 14,3  
336 14,3  
337 14,0  
338 13,0  
339 11,4  
340 10,2  
341 8,0  
342 7,0  
343 6,0  
344 5,5  
345 5,0  
346 4,5  
347 4,0  
348 3,5  
349 3,0  Time in s  Speed in km/h  
350 2,5  
351 2,0  
352 1,5  
353 1,0  
354 0,5  
355 0,0  
356 0,0  
357 0,0  
358 0,0  
359 0,0  
360 0,0  
361 2,2  
362 4,5  
363 6,6  
364 8,6  
365 10,6  
366 12,5  
367 14,4  
368 16,3  
369 17,9  
370 19,1  
371 19,9  
372 20,3  
373 20,5  
374 20,7  
375 21,0  
376 21,6  
377 22,6  
378 23,7  
379 24,8  
380 25,7  
381 26,2  
382 26,4  
383 26,4  
384 26,4  Time in s  Speed in km/h  
385 26,5  
386 26,6  
387 26,8  
388 26,9  
389 27,2  
390 27,5  
391 28,0  
392 28,8  
393 29,9  
394 31,0  
395 31,9  
396 32,5  
397 32,6  
398 32,4  
399 32,0  
400 31,3  
401 30,3  
402 28,0  
403 27,0  
404 24,0  
405 22,5  
406 19,0  
407 17,5  
408 14,0  
409 12,5  
410 9,0  
411 7,5  
412 4,0  
413 2,9  
414 0,0  
415 0,0  
416 0,0  
417 0,0  
418 0,0  
419 0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 500  
Time in s  Speed in km/h  
420 0,0  
421 0,0  
422 0,0  
423 0,0  
424 0,0  
425 0,0  
426 0,0  
427 0,0  
428 0,0  
429 0,0  
430 0,0  
431 0,0  
432 0,0  
433 0,0  
434 0,0  
435 0,0  
436 0,0  
437 0,0  
438 0,0  
439 0,0  
440 0,0  
441 0,0  
442 0,0  
443 0,0  
444 0,0  
445 0,0  
446 0,0  
447 0,0  
448 0,0  
449 0,0  
450 0,0  
451 0,0  
452 0,0  
453 0,0  
454 0,0  Time in s  Speed in km/h  
455 0,0  
456 0,0  
457 0,0  
458 0,0  
459 0,0  
460 0,0  
461 0,0  
462 0,0  
463 0,0  
464 0,0  
465 0,0  
466 0,0  
467 0,0  
468 0,0  
469 0,0  
470 0,0  
471 0,0  
472 0,0  
473 0,0  
474 0,0  
475 0,0  
476 0,0  
477 0,0  
478 0,0  
479 0,0  
480 0,0  
481 1,6  
482 3,1  
483 4,6  
484 6,1  
485 7,8  
486 9,5  
487 11,3  
488 13,2  
489 15,0  Time in s  Speed in km/h  
490 16,8  
491 18,4  
492 20,1  
493 21,6  
494 23,1  
495 24,6  
496 26,0  
497 27,5  
498 29,0  
499 30,6  
500 32,1  
501 33,7  
502 35,3  
503 36,8  
504 38,1  
505 39,3  
506 40,4  
507 41,2  
508 41,9  
509 42,6  
510 43,3  
511 44,0  
512 44,6  
513 45,3  
514 45,5  
515 45,5  
516 45,2  
517 44,7  
518 44,2  
519 43,6  
520 43,1  
521 42,8  
522 42,7  
523 42,8  
524 43,3  Time in s  Speed in km/h  
525 43,9  
526 44,6  
527 45,4  
528 46,3  
529 47,2  
530 47,8  
531 48,2  
532 48,5  
533 48,7  
534 48,9  
535 49,1  
536 49,1  
537 49,0  
538 48,8  
539 48,6  
540 48,5  
541 48,4  
542 48,3  
543 48,2  
544 48,1  
545 47,5  
546 46,7  
547 45,7  
548 44,6  
549 42,9  
550 40,8  
551 38,2  
552 35,3  
553 31,8  
554 28,7  
555 25,8  
556 22,9  
557 20,2  
558 17,3  
559 15,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 501  
Time in s  Speed in km/h  
560 12,3  
561 10,3  
562 7,8  
563 6,5  
564 4,4  
565 3,2  
566 1,2  Time in s  Speed in km/h  
567 0,0  
568 0,0  
569 0,0  
570 0,0  
571 0,0  
572 0,0  
573 0,0  Time in s  Speed in km/h  
574 0,0  
575 0,0  
576 0,0  
577 0,0  
578 0,0  
579 0,0  
580 0,0  
581 0,0  Time in s  Speed in km/h  
582 0,0  
583 0,0  
584 0,0  
585 0,0  
586 0,0  
587 0,0  
588 0,0  
589 0,0  
Table A1/2  
▼M3 
WLTC, Class 1 cycle, phase Medium  1 
▼B 
Time in s  Speed in km/h  
590 0,0  
591 0,0  
592 0,0  
593 0,0  
594 0,0  
595 0,0  
596 0,0  
597 0,0  
598 0,0  
599 0,0  
600 0,6  
601 1,9  
602 2,7  
603 5,2  
604 7,0  
605 9,6  
606 11,4  
607 14,1  
608 15,8  
609 18,2  
610 19,7  
611 21,8  
612 23,2  
613 24,7  Time in s  Speed in km/h  
614 25,8  
615 26,7  
616 27,2  
617 27,7  
618 28,1  
619 28,4  
620 28,7  
621 29,0  
622 29,2  
623 29,4  
624 29,4  
625 29,3  
626 28,9  
627 28,5  
628 28,1  
629 27,6  
630 26,9  
631 26,0  
632 24,6  
633 22,8  
634 21,0  
635 19,5  
636 18,6  
637 18,4  Time in s  Speed in km/h  
638 19,0  
639 20,1  
640 21,5  
641 23,1  
642 24,9  
643 26,4  
644 27,9  
645 29,2  
646 30,4  
647 31,6  
648 32,8  
649 34,0  
650 35,1  
651 36,3  
652 37,4  
653 38,6  
654 39,6  
655 40,6  
656 41,6  
657 42,4  
658 43,0  
659 43,6  
660 44,0  
661 44,4  Time in s  Speed in km/h  
662 44,8  
663 45,2  
664 45,6  
665 46,0  
666 46,5  
667 47,0  
668 47,5  
669 48,0  
670 48,6  
671 49,1  
672 49,7  
673 50,2  
674 50,8  
675 51,3  
676 51,8  
677 52,3  
678 52,9  
679 53,4  
680 54,0  
681 54,5  
682 55,1  
683 55,6  
684 56,2  
685 56,7  
686 57,3  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 502  
Time in s  Speed in km/h  
687 57,9  
688 58,4  
689 58,8  
690 58,9  
691 58,4  
692 58,1  
693 57,6  
694 56,9  
695 56,3  
696 55,7  
697 55,3  
698 55,0  
699 54,7  
700 54,5  
701 54,4  
702 54,3  
703 54,2  
704 54,1  
705 53,8  
706 53,5  
707 53,0  
708 52,6  
709 52,2  
710 51,9  
711 51,7  
712 51,7  
713 51,8  
714 52,0  
715 52,3  
716 52,6  
717 52,9  
718 53,1  
719 53,2  
720 53,3  
721 53,3  
722 53,4  Time in s  Speed in km/h  
723 53,5  
724 53,7  
725 54,0  
726 54,4  
727 54,9  
728 55,6  
729 56,3  
730 57,1  
731 57,9  
732 58,8  
733 59,6  
734 60,3  
735 60,9  
736 61,3  
737 61,7  
738 61,8  
739 61,8  
740 61,6  
741 61,2  
742 60,8  
743 60,4  
744 59,9  
745 59,4  
746 58,9  
747 58,6  
748 58,2  
749 57,9  
750 57,7  
751 57,5  
752 57,2  
753 57,0  
754 56,8  
755 56,6  
756 56,6  
757 56,7  
758 57,1  
759 57,6  Time in s  Speed in km/h  
760 58,2  
761 59,0  
762 59,8  
763 60,6  
764 61,4  
765 62,2  
766 62,9  
767 63,5  
768 64,2  
769 64,4  
770 64,4  
771 64,0  
772 63,5  
773 62,9  
774 62,4  
775 62,0  
776 61,6  
777 61,4  
778 61,2  
779 61,0  
780 60,7  
781 60,2  
782 59,6  
783 58,9  
784 58,1  
785 57,2  
786 56,3  
787 55,3  
788 54,4  
789 53,4  
790 52,4  
791 51,4  
792 50,4  
793 49,4  
794 48,5  
795 47,5  
796 46,5  Time in s  Speed in km/h  
797 45,4  
798 44,3  
799 43,1  
800 42,0  
801 40,8  
802 39,7  
803 38,8  
804 38,1  
805 37,4  
806 37,1  
807 36,9  
808 37,0  
809 37,5  
810 37,8  
811 38,2  
812 38,6  
813 39,1  
814 39,6  
815 40,1  
816 40,7  
817 41,3  
818 41,9  
819 42,7  
820 43,4  
821 44,2  
822 45,0  
823 45,9  
824 46,8  
825 47,7  
826 48,7  
827 49,7  
828 50,6  
829 51,6  
830 52,5  
831 53,3  
832 54,1  
833 54,7  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 503  
Time in s  Speed in km/h  
834 55,3  
835 55,7  
836 56,1  
837 56,4  
838 56,7  
839 57,1  
840 57,5  
841 58,0  
842 58,7  
843 59,3  
844 60,0  
845 60,6  
846 61,3  
847 61,5  
848 61,5  
849 61,4  
850 61,2  
851 60,5  
852 60,0  
853 59,5  
854 58,9  
855 58,4  
856 57,9  
857 57,5  
858 57,1  
859 56,7  
860 56,4  
861 56,1  
862 55,8  
863 55,5  
864 55,3  
865 55,0  
866 54,7  
867 54,4  
868 54,2  
869 54,0  
870 53,9  Time in s  Speed in km/h  
871 53,7  
872 53,6  
873 53,5  
874 53,4  
875 53,3  
876 53,2  
877 53,1  
878 53,0  
879 53,0  
880 53,0  
881 53,0  
882 53,0  
883 53,0  
884 52,8  
885 52,5  
886 51,9  
887 51,1  
888 50,2  
889 49,2  
890 48,2  
891 47,3  
892 46,4  
893 45,6  
894 45,0  
895 44,3  
896 43,8  
897 43,3  
898 42,8  
899 42,4  
900 42,0  
901 41,6  
902 41,1  
903 40,3  
904 39,5  
905 38,6  
906 37,7  
907 36,7  Time in s  Speed in km/h  
908 36,2  
909 36,0  
910 36,2  
911 37,0  
912 38,0  
913 39,0  
914 39,7  
915 40,2  
916 40,7  
917 41,2  
918 41,7  
919 42,2  
920 42,7  
921 43,2  
922 43,6  
923 44,0  
924 44,2  
925 44,4  
926 44,5  
927 44,6  
928 44,7  
929 44,6  
930 44,5  
931 44,4  
932 44,2  
933 44,1  
934 43,7  
935 43,3  
936 42,8  
937 42,3  
938 41,6  
939 40,7  
940 39,8  
941 38,8  
942 37,8  
943 36,9  
944 36,1  Time in s  Speed in km/h  
945 35,5  
946 35,0  
947 34,7  
948 34,4  
949 34,1  
950 33,9  
951 33,6  
952 33,3  
953 33,0  
954 32,7  
955 32,3  
956 31,9  
957 31,5  
958 31,0  
959 30,6  
960 30,2  
961 29,7  
962 29,1  
963 28,4  
964 27,6  
965 26,8  
966 26,0  
967 25,1  
968 24,2  
969 23,3  
970 22,4  
971 21,5  
972 20,6  
973 19,7  
974 18,8  
975 17,7  
976 16,4  
977 14,9  
978 13,2  
979 11,3  
980 9,4  
981 7,5  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 504  
Time in s  Speed in km/h  
982 5,6  
983 3,7  
984 1,9  
985 1,0  
986 0,0  
987 0,0  
988 0,0  
989 0,0  
990 0,0  
991 0,0  
992 0,0  Time in s  Speed in km/h  
993 0,0  
994 0,0  
995 0,0  
996 0,0  
997 0,0  
998 0,0  
999 0,0  
1000  0,0  
1001  0,0  
1002  0,0  Time in s  Speed in km/h  
1003  0,0  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  Time in s  Speed in km/h  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0  
5. ►M3 WLTC Class 2 cycle ◄ 
Figure A1/3  
▼M3 
WLTC, Class 2 cycle, phase Low  2 
▼B
 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 505  
Figure A1/4  
▼M3 
WLTC, Class 2 cycle, phase Medium  2 
▼B
 
Figure A1/5  
▼M3 
WLTC, Class 2 cycle, phase High  2 
▼B
 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 506  
Figure A1/6  
▼M3 
WLTC, Class 2 cycle, phase Extra High  2 
▼B
 
Table A1/3  
▼M3 
WLTC, Class 2 cycle, phase Low  2 
▼B 
Time in s  Speed in km/h  
0 0,0  
1 0,0  
2 0,0  
3 0,0  
4 0,0  
5 0,0  
6 0,0  
7 0,0  
8 0,0  
9 0,0  
10 0,0  
11 0,0  
12 0,0  
13 1,2  
14 2,6  
15 4,9  
16 7,3  
17 9,4  
18 11,4  Time in s  Speed in km/h  
19 12,7  
20 13,3  
21 13,4  
22 13,3  
23 13,1  
24 12,5  
25 11,1  
26 8,9  
27 6,2  
28 3,8  
29 1,8  
30 0,0  
31 0,0  
32 0,0  
33 0,0  
34 1,5  
35 2,8  
36 3,6  
37 4,5  Time in s  Speed in km/h  
38 5,3  
39 6,0  
40 6,6  
41 7,3  
42 7,9  
43 8,6  
44 9,3  
45 10  
46 10,8  
47 11,6  
48 12,4  
49 13,2  
50 14,2  
51 14,8  
52 14,7  
53 14,4  
54 14,1  
55 13,6  
56 13,0  Time in s  Speed in km/h  
57 12,4  
58 11,8  
59 11,2  
60 10,6  
61 9,9  
62 9,0  
63 8,2  
64 7,0  
65 4,8  
66 2,3  
67 0,0  
68 0,0  
69 0,0  
70 0,0  
71 0,0  
72 0,0  
73 0,0  
74 0,0  
75 0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 507  
Time in s  Speed in km/h  
76 0,0  
77 0,0  
78 0,0  
79 0,0  
80 0,0  
81 0,0  
82 0,0  
83 0,0  
84 0,0  
85 0,0  
86 0,0  
87 0,0  
88 0,0  
89 0,0  
90 0,0  
91 0,0  
92 0,0  
93 0,0  
94 0,0  
95 0,0  
96 0,0  
97 0,0  
98 0,0  
99 0,0  
100 0,0  
101 0,0  
102 0,0  
103 0,0  
104 0,0  
105 0,0  
106 0,0  
107 0,8  
108 1,4  
109 2,3  
110 3,5  
111 4,7  
112 5,9  Time in s  Speed in km/h  
113 7,4  
114 9,2  
115 11,7  
116 13,5  
117 15,0  
118 16,2  
119 16,8  
120 17,5  
121 18,8  
122 20,3  
123 22,0  
124 23,6  
125 24,8  
126 25,6  
127 26,3  
128 27,2  
129 28,3  
130 29,6  
131 30,9  
132 32,2  
133 33,4  
134 35,1  
135 37,2  
136 38,7  
137 39,0  
138 40,1  
139 40,4  
140 39,7  
141 36,8  
142 35,1  
143 32,2  
144 31,1  
145 30,8  
146 29,7  
147 29,4  
148 29,0  
149 28,5  Time in s  Speed in km/h  
150 26,0  
151 23,4  
152 20,7  
153 17,4  
154 15,2  
155 13,5  
156 13,0  
157 12,4  
158 12,3  
159 12,2  
160 12,3  
161 12,4  
162 12,5  
163 12,7  
164 12,8  
165 13,2  
166 14,3  
167 16,5  
168 19,4  
169 21,7  
170 23,1  
171 23,5  
172 24,2  
173 24,8  
174 25,4  
175 25,8  
176 26,5  
177 27,2  
178 28,3  
179 29,9  
180 32,4  
181 35,1  
182 37,5  
183 39,2  
184 40,5  
185 41,4  
186 42,0  Time in s  Speed in km/h  
187 42,5  
188 43,2  
189 44,4  
190 45,9  
191 47,6  
192 49,0  
193 50,0  
194 50,2  
195 50,1  
196 49,8  
197 49,4  
198 48,9  
199 48,5  
200 48,3  
201 48,2  
202 47,9  
203 47,1  
204 45,5  
205 43,2  
206 40,6  
207 38,5  
208 36,9  
209 35,9  
210 35,3  
211 34,8  
212 34,5  
213 34,2  
214 34,0  
215 33,8  
216 33,6  
217 33,5  
218 33,5  
219 33,4  
220 33,3  
221 33,3  
222 33,2  
223 33,1  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 508  
Time in s  Speed in km/h  
224 33,0  
225 32,9  
226 32,8  
227 32,7  
228 32,5  
229 32,3  
230 31,8  
231 31,4  
232 30,9  
233 30,6  
234 30,6  
235 30,7  
236 32,0  
237 33,5  
238 35,8  
239 37,6  
240 38,8  
241 39,6  
242 40,1  
243 40,9  
244 41,8  
245 43,3  
246 44,7  
247 46,4  
248 47,9  
249 49,6  
250 49,6  
251 48,8  
252 48,0  
253 47,5  
254 47,1  
255 46,9  
256 45,8  
257 45,8  
258 45,8  
259 45,9  
260 46,2  Time in s  Speed in km/h  
261 46,4  
262 46,6  
263 46,8  
264 47,0  
265 47,3  
266 47,5  
267 47,9  
268 48,3  
269 48,3  
270 48,2  
271 48,0  
272 47,7  
273 47,2  
274 46,5  
275 45,2  
276 43,7  
277 42,0  
278 40,4  
279 39,0  
280 37,7  
281 36,4  
282 35,2  
283 34,3  
284 33,8  
285 33,3  
286 32,5  
287 30,9  
288 28,6  
289 25,9  
290 23,1  
291 20,1  
292 17,3  
293 15,1  
294 13,7  
295 13,4  
296 13,9  
297 15,0  Time in s  Speed in km/h  
298 16,3  
299 17,4  
300 18,2  
301 18,6  
302 19,0  
303 19,4  
304 19,8  
305 20,1  
306 20,5  
307 20,2  
308 18,6  
309 16,5  
310 14,4  
311 13,4  
312 12,9  
313 12,7  
314 12,4  
315 12,4  
316 12,8  
317 14,1  
318 16,2  
319 18,8  
320 21,9  
321 25,0  
322 28,4  
323 31,3  
324 34,0  
325 34,6  
326 33,9  
327 31,9  
328 30,0  
329 29,0  
330 27,9  
331 27,1  
332 26,4  
333 25,9  
334 25,5  Time in s  Speed in km/h  
335 25,0  
336 24,6  
337 23,9  
338 23,0  
339 21,8  
340 20,7  
341 19,6  
342 18,7  
343 18,1  
344 17,5  
345 16,7  
346 15,4  
347 13,6  
348 11,2  
349 8,6  
350 6,0  
351 3,1  
352 1,2  
353 0,0  
354 0,0  
355 0,0  
356 0,0  
357 0,0  
358 0,0  
359 0,0  
360 1,4  
361 3,2  
362 5,6  
363 8,1  
364 10,3  
365 12,1  
366 12,6  
367 13,6  
368 14,5  
369 15,6  
370 16,8  
371 18,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 509  
Time in s  Speed in km/h  
372 19,6  
373 20,9  
374 22,3  
375 23,8  
376 25,4  
377 27,0  
378 28,6  
379 30,2  
380 31,2  
381 31,2  
382 30,7  
383 29,5  
384 28,6  
385 27,7  
386 26,9  
387 26,1  
388 25,4  
389 24,6  
390 23,6  
391 22,6  
392 21,7  
393 20,7  
394 19,8  
395 18,8  
396 17,7  
397 16,6  
398 15,6  
399 14,8  
400 14,3  
401 13,8  
402 13,4  
403 13,1  
404 12,8  
405 12,3  
406 11,6  
407 10,5  
408 9,0  Time in s  Speed in km/h  
409 7,2  
410 5,2  
411 2,9  
412 1,2  
413 0,0  
414 0,0  
415 0,0  
416 0,0  
417 0,0  
418 0,0  
419 0,0  
420 0,0  
421 0,0  
422 0,0  
423 0,0  
424 0,0  
425 0,0  
426 0,0  
427 0,0  
428 0,0  
429 0,0  
430 0,0  
431 0,0  
432 0,0  
433 0,0  
434 0,0  
435 0,0  
436 0,0  
437 0,0  
438 0,0  
439 0,0  
440 0,0  
441 0,0  
442 0,0  
443 0,0  
444 0,0  
445 0,0  Time in s  Speed in km/h  
446 0,0  
447 0,0  
448 0,0  
449 0,0  
450 0,0  
451 0,0  
452 0,0  
453 0,0  
454 0,0  
455 0,0  
456 0,0  
457 0,0  
458 0,0  
459 0,0  
460 0,0  
461 0,0  
462 0,0  
463 0,0  
464 0,0  
465 0,0  
466 0,0  
467 0,0  
468 0,0  
469 0,0  
470 0,0  
471 0,0  
472 0,0  
473 0,0  
474 0,0  
475 0,0  
476 0,0  
477 0,0  
478 0,0  
479 0,0  
480 0,0  
481 1,4  
482 2,5  Time in s  Speed in km/h  
483 5,2  
484 7,9  
485 10,3  
486 12,7  
487 15,0  
488 17,4  
489 19,7  
490 21,9  
491 24,1  
492 26,2  
493 28,1  
494 29,7  
495 31,3  
496 33,0  
497 34,7  
498 36,3  
499 38,1  
500 39,4  
501 40,4  
502 41,2  
503 42,1  
504 43,2  
505 44,3  
506 45,7  
507 45,4  
508 44,5  
509 42,5  
510 39,5  
511 36,5  
512 33,5  
513 30,4  
514 27,0  
515 23,6  
516 21,0  
517 19,5  
518 17,6  
519 16,1  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 510  
Time in s  Speed in km/h  
520 14,5  
521 13,5  
522 13,7  
523 16,0  
524 18,1  
525 20,8  
526 21,5  
527 22,5  
528 23,4  
529 24,5  
530 25,6  
531 26,0  
532 26,5  
533 26,9  
534 27,3  
535 27,9  
536 30,3  
537 33,2  Time in s  Speed in km/h  
538 35,4  
539 38,0  
540 40,1  
541 42,7  
542 44,5  
543 46,3  
544 47,6  
545 48,8  
546 49,7  
547 50,6  
548 51,4  
549 51,4  
550 50,2  
551 47,1  
552 44,5  
553 41,5  
554 38,5  
555 35,5  Time in s  Speed in km/h  
556 32,5  
557 29,5  
558 26,5  
559 23,5  
560 20,4  
561 17,5  
562 14,5  
563 11,5  
564 8,5  
565 5,6  
566 2,6  
567 0,0  
568 0,0  
569 0,0  
570 0,0  
571 0,0  
572 0,0  Time in s  Speed in km/h  
573 0,0  
574 0,0  
575 0,0  
576 0,0  
577 0,0  
578 0,0  
579 0,0  
580 0,0  
581 0,0  
582 0,0  
583 0,0  
584 0,0  
585 0,0  
586 0,0  
587 0,0  
588 0,0  
589 0,0  
Table A1/4  
▼M3 
WLTC, Class 2 cycle, phase Medium  2 
▼B 
Time in s  Speed in km/h  
590 0,0  
591 0,0  
592 0,0  
593 0,0  
594 0,0  
595 0,0  
596 0,0  
597 0,0  
598 0,0  
599 0,0  
600 0,0  
601 1,6  
602 3,6  
603 6,3  
604 9,0  Time in s  Speed in km/h  
605 11,8  
606 14,2  
607 16,6  
608 18,5  
609 20,8  
610 23,4  
611 26,9  
612 30,3  
613 32,8  
614 34,1  
615 34,2  
616 33,6  
617 32,1  
618 30,0  
619 27,5  Time in s  Speed in km/h  
620 25,1  
621 22,8  
622 20,5  
623 17,9  
624 15,1  
625 13,4  
626 12,8  
627 13,7  
628 16,0  
629 18,1  
630 20,8  
631 23,7  
632 26,5  
633 29,3  
634 32,0  Time in s  Speed in km/h  
635 34,5  
636 36,8  
637 38,6  
638 39,8  
639 40,6  
640 41,1  
641 41,9  
642 42,8  
643 44,3  
644 45,7  
645 47,4  
646 48,9  
647 50,6  
648 52,0  
649 53,7  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 511  
Time in s  Speed in km/h  
650 55,0  
651 56,8  
652 58,0  
653 59,8  
654 61,1  
655 62,4  
656 63,0  
657 63,5  
658 63,0  
659 62,0  
660 60,4  
661 58,6  
662 56,7  
663 55,0  
664 53,7  
665 52,7  
666 51,9  
667 51,4  
668 51,0  
669 50,7  
670 50,6  
671 50,8  
672 51,2  
673 51,7  
674 52,3  
675 53,1  
676 53,8  
677 54,5  
678 55,1  
679 55,9  
680 56,5  
681 57,1  
682 57,8  
683 58,5  
684 59,3  
685 60,2  
686 61,3  Time in s  Speed in km/h  
687 62,4  
688 63,4  
689 64,4  
690 65,4  
691 66,3  
692 67,2  
693 68,0  
694 68,8  
695 69,5  
696 70,1  
697 70,6  
698 71,0  
699 71,6  
700 72,2  
701 72,8  
702 73,5  
703 74,1  
704 74,3  
705 74,3  
706 73,7  
707 71,9  
708 70,5  
709 68,9  
710 67,4  
711 66,0  
712 64,7  
713 63,7  
714 62,9  
715 62,2  
716 61,7  
717 61,2  
718 60,7  
719 60,3  
720 59,9  
721 59,6  
722 59,3  
723 59,0  Time in s  Speed in km/h  
724 58,6  
725 58,0  
726 57,5  
727 56,9  
728 56,3  
729 55,9  
730 55,6  
731 55,3  
732 55,1  
733 54,8  
734 54,6  
735 54,5  
736 54,3  
737 53,9  
738 53,4  
739 52,6  
740 51,5  
741 50,2  
742 48,7  
743 47,0  
744 45,1  
745 43,0  
746 40,6  
747 38,1  
748 35,4  
749 32,7  
750 30,0  
751 27,5  
752 25,3  
753 23,4  
754 22,0  
755 20,8  
756 19,8  
757 18,9  
758 18,0  
759 17,0  
760 16,1  Time in s  Speed in km/h  
761 15,5  
762 14,4  
763 14,9  
764 15,9  
765 17,1  
766 18,3  
767 19,4  
768 20,4  
769 21,2  
770 21,9  
771 22,7  
772 23,4  
773 24,2  
774 24,3  
775 24,2  
776 24,1  
777 23,8  
778 23,0  
779 22,6  
780 21,7  
781 21,3  
782 20,3  
783 19,1  
784 18,1  
785 16,9  
786 16,0  
787 14,8  
788 14,5  
789 13,7  
790 13,5  
791 12,9  
792 12,7  
793 12,5  
794 12,5  
795 12,6  
796 13,0  
797 13,6  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 512  
Time in s  Speed in km/h  
798 14,6  
799 15,7  
800 17,1  
801 18,7  
802 20,2  
803 21,9  
804 23,6  
805 25,4  
806 27,1  
807 28,9  
808 30,4  
809 32,0  
810 33,4  
811 35,0  
812 36,4  
813 38,1  
814 39,7  
815 41,6  
816 43,3  
817 45,1  
818 46,9  
819 48,7  
820 50,5  
821 52,4  
822 54,1  
823 55,7  
824 56,8  
825 57,9  
826 59,0  
827 59,9  
828 60,7  
829 61,4  
830 62,0  
831 62,5  
832 62,9  
833 63,2  
834 63,4  Time in s  Speed in km/h  
835 63,7  
836 64,0  
837 64,4  
838 64,9  
839 65,5  
840 66,2  
841 67,0  
842 67,8  
843 68,6  
844 69,4  
845 70,1  
846 70,9  
847 71,7  
848 72,5  
849 73,2  
850 73,8  
851 74,4  
852 74,7  
853 74,7  
854 74,6  
855 74,2  
856 73,5  
857 72,6  
858 71,8  
859 71,0  
860 70,1  
861 69,4  
862 68,9  
863 68,4  
864 67,9  
865 67,1  
866 65,8  
867 63,9  
868 61,4  
869 58,4  
870 55,4  
871 52,4  Time in s  Speed in km/h  
872 50,0  
873 48,3  
874 47,3  
875 46,8  
876 46,9  
877 47,1  
878 47,5  
879 47,8  
880 48,3  
881 48,8  
882 49,5  
883 50,2  
884 50,8  
885 51,4  
886 51,8  
887 51,9  
888 51,7  
889 51,2  
890 50,4  
891 49,2  
892 47,7  
893 46,3  
894 45,1  
895 44,2  
896 43,7  
897 43,4  
898 43,1  
899 42,5  
900 41,8  
901 41,1  
902 40,3  
903 39,7  
904 39,3  
905 39,2  
906 39,3  
907 39,6  
908 40,0  Time in s  Speed in km/h  
909 40,7  
910 41,4  
911 42,2  
912 43,1  
913 44,1  
914 44,9  
915 45,6  
916 46,4  
917 47,0  
918 47,8  
919 48,3  
920 48,9  
921 49,4  
922 49,8  
923 49,6  
924 49,3  
925 49,0  
926 48,5  
927 48,0  
928 47,5  
929 47,0  
930 46,9  
931 46,8  
932 46,8  
933 46,8  
934 46,9  
935 46,9  
936 46,9  
937 46,9  
938 46,9  
939 46,8  
940 46,6  
941 46,4  
942 46,0  
943 45,5  
944 45,0  
945 44,5  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 513  
Time in s  Speed in km/h  
946 44,2  
947 43,9  
948 43,7  
949 43,6  
950 43,6  
951 43,5  
952 43,5  
953 43,4  
954 43,3  
955 43,1  
956 42,9  
957 42,7  
958 42,5  
959 42,4  
960 42,2  
961 42,1  
962 42,0  
963 41,8  
964 41,7  
965 41,5  Time in s  Speed in km/h  
966 41,3  
967 41,1  
968 40,8  
969 40,3  
970 39,6  
971 38,5  
972 37,0  
973 35,1  
974 33,0  
975 30,6  
976 27,9  
977 25,1  
978 22,0  
979 18,8  
980 15,5  
981 12,3  
982 8,8  
983 6,0  
984 3,6  Time in s  Speed in km/h  
985 1,6  
986 0,0  
987 0,0  
988 0,0  
989 0,0  
990 0,0  
991 0,0  
992 0,0  
993 0,0  
994 0,0  
995 0,0  
996 0,0  
997 0,0  
998 0,0  
999 0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  Time in s  Speed in km/h  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0  
Table A1/5  
▼M3 
WLTC, Class 2 cycle, phase High  2 
▼B 
Time in s  Speed in km/h  
1023  0,0  
1024  0,0  
1025  0,0  
1026  0,0  
1027  1,1  
1028  3,0  
1029  5,7  
1030  8,4  
1031  11,1  
1032  14,0  
1033  17,0  
1034  20,1  
1035  22,7  Time in s  Speed in km/h  
1036  23,6  
1037  24,5  
1038  24,8  
1039  25,1  
1040  25,3  
1041  25,5  
1042  25,7  
1043  25,8  
1044  25,9  
1045  26,0  
1046  26,1  
1047  26,3  
1048  26,5  Time in s  Speed in km/h  
1049  26,8  
1050  27,1  
1051  27,5  
1052  28,0  
1053  28,6  
1054  29,3  
1055  30,4  
1056  31,8  
1057  33,7  
1058  35,8  
1059  37,8  
1060  39,5  
1061  40,8  Time in s  Speed in km/h  
1062  41,8  
1063  42,4  
1064  43,0  
1065  43,4  
1066  44,0  
1067  44,4  
1068  45,0  
1069  45,4  
1070  46,0  
1071  46,4  
1072  47,0  
1073  47,4  
1074  48,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 514  
Time in s  Speed in km/h  
1075  48,4  
1076  49,0  
1077  49,4  
1078  50,0  
1079  50,4  
1080  50,8  
1081  51,1  
1082  51,3  
1083  51,3  
1084  51,3  
1085  51,3  
1086  51,3  
1087  51,3  
1088  51,3  
1089  51,4  
1090  51,6  
1091  51,8  
1092  52,1  
1093  52,3  
1094  52,6  
1095  52,8  
1096  52,9  
1097  53,0  
1098  53,0  
1099  53,0  
1100  53,1  
1101  53,2  
1102  53,3  
1103  53,4  
1104  53,5  
1105  53,7  
1106  55,0  
1107  56,8  
1108  58,8  
1109  60,9  
1110  63,0  
1111  65,0  Time in s  Speed in km/h  
1112  66,9  
1113  68,6  
1114  70,1  
1115  71,5  
1116  72,8  
1117  73,9  
1118  74,9  
1119  75,7  
1120  76,4  
1121  77,1  
1122  77,6  
1123  78,0  
1124  78,2  
1125  78,4  
1126  78,5  
1127  78,5  
1128  78,6  
1129  78,7  
1130  78,9  
1131  79,1  
1132  79,4  
1133  79,8  
1134  80,1  
1135  80,5  
1136  80,8  
1137  81,0  
1138  81,2  
1139  81,3  
1140  81,2  
1141  81,0  
1142  80,6  
1143  80,0  
1144  79,1  
1145  78,0  
1146  76,8  
1147  75,5  
1148  74,1  Time in s  Speed in km/h  
1149  72,9  
1150  71,9  
1151  71,2  
1152  70,9  
1153  71,0  
1154  71,5  
1155  72,3  
1156  73,2  
1157  74,1  
1158  74,9  
1159  75,4  
1160  75,5  
1161  75,2  
1162  74,5  
1163  73,3  
1164  71,7  
1165  69,9  
1166  67,9  
1167  65,7  
1168  63,5  
1169  61,2  
1170  59,0  
1171  56,8  
1172  54,7  
1173  52,7  
1174  50,9  
1175  49,4  
1176  48,1  
1177  47,1  
1178  46,5  
1179  46,3  
1180  46,5  
1181  47,2  
1182  48,3  
1183  49,7  
1184  51,3  
1185  53,0  Time in s  Speed in km/h  
1186  54,9  
1187  56,7  
1188  58,6  
1189  60,2  
1190  61,6  
1191  62,2  
1192  62,5  
1193  62,8  
1194  62,9  
1195  63,0  
1196  63,0  
1197  63,1  
1198  63,2  
1199  63,3  
1200  63,5  
1201  63,7  
1202  63,9  
1203  64,1  
1204  64,3  
1205  66,1  
1206  67,9  
1207  69,7  
1208  71,4  
1209  73,1  
1210  74,7  
1211  76,2  
1212  77,5  
1213  78,6  
1214  79,7  
1215  80,6  
1216  81,5  
1217  82,2  
1218  83,0  
1219  83,7  
1220  84,4  
1221  84,9  
1222  85,1  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 515  
Time in s  Speed in km/h  
1223  85,2  
1224  84,9  
1225  84,4  
1226  83,6  
1227  82,7  
1228  81,5  
1229  80,1  
1230  78,7  
1231  77,4  
1232  76,2  
1233  75,4  
1234  74,8  
1235  74,3  
1236  73,8  
1237  73,2  
1238  72,4  
1239  71,6  
1240  70,8  
1241  69,9  
1242  67,9  
1243  65,7  
1244  63,5  
1245  61,2  
1246  59,0  
1247  56,8  
1248  54,7  
1249  52,7  
1250  50,9  
1251  49,4  
1252  48,1  
1253  47,1  
1254  46,5  
1255  46,3  
1256  45,1  
1257  43,0  
1258  40,6  
1259  38,1  Time in s  Speed in km/h  
1260  35,4  
1261  32,7  
1262  30,0  
1263  29,9  
1264  30,0  
1265  30,2  
1266  30,4  
1267  30,6  
1268  31,6  
1269  33,0  
1270  33,9  
1271  34,8  
1272  35,7  
1273  36,6  
1274  37,5  
1275  38,4  
1276  39,3  
1277  40,2  
1278  40,8  
1279  41,7  
1280  42,4  
1281  43,1  
1282  43,6  
1283  44,2  
1284  44,8  
1285  45,5  
1286  46,3  
1287  47,2  
1288  48,1  
1289  49,1  
1290  50,0  
1291  51,0  
1292  51,9  
1293  52,7  
1294  53,7  
1295  55,0  
1296  56,8  Time in s  Speed in km/h  
1297  58,8  
1298  60,9  
1299  63,0  
1300  65,0  
1301  66,9  
1302  68,6  
1303  70,1  
1304  71,0  
1305  71,8  
1306  72,8  
1307  72,9  
1308  73,0  
1309  72,3  
1310  71,9  
1311  71,3  
1312  70,9  
1313  70,5  
1314  70,0  
1315  69,6  
1316  69,2  
1317  68,8  
1318  68,4  
1319  67,9  
1320  67,5  
1321  67,2  
1322  66,8  
1323  65,6  
1324  63,3  
1325  60,2  
1326  56,2  
1327  52,2  
1328  48,4  
1329  45,0  
1330  41,6  
1331  38,6  
1332  36,4  
1333  34,8  Time in s  Speed in km/h  
1334  34,2  
1335  34,7  
1336  36,3  
1337  38,5  
1338  41,0  
1339  43,7  
1340  46,5  
1341  49,1  
1342  51,6  
1343  53,9  
1344  56,0  
1345  57,9  
1346  59,7  
1347  61,2  
1348  62,5  
1349  63,5  
1350  64,3  
1351  65,3  
1352  66,3  
1353  67,3  
1354  68,3  
1355  69,3  
1356  70,3  
1357  70,8  
1358  70,8  
1359  70,8  
1360  70,9  
1361  70,9  
1362  70,9  
1363  70,9  
1364  71,0  
1365  71,0  
1366  71,1  
1367  71,2  
1368  71,3  
1369  71,4  
1370  71,5  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 516  
Time in s  Speed in km/h  
1371  71,7  
1372  71,8  
1373  71,9  
1374  71,9  
1375  71,9  
1376  71,9  
1377  71,9  
1378  71,9  
1379  71,9  
1380  72,0  
1381  72,1  
1382  72,4  
1383  72,7  
1384  73,1  
1385  73,4  
1386  73,8  
1387  74,0  
1388  74,1  
1389  74,0  
1390  73,0  
1391  72,0  
1392  71,0  
1393  70,0  
1394  69,0  
1395  68,0  
1396  67,7  
1397  66,7  Time in s  Speed in km/h  
1398  66,6  
1399  66,7  
1400  66,8  
1401  66,9  
1402  66,9  
1403  66,9  
1404  66,9  
1405  66,9  
1406  66,9  
1407  66,9  
1408  67,0  
1409  67,1  
1410  67,3  
1411  67,5  
1412  67,8  
1413  68,2  
1414  68,6  
1415  69,0  
1416  69,3  
1417  69,3  
1418  69,2  
1419  68,8  
1420  68,2  
1421  67,6  
1422  67,4  
1423  67,2  
1424  66,9  Time in s  Speed in km/h  
1425  66,3  
1426  65,4  
1427  64,0  
1428  62,4  
1429  60,6  
1430  58,6  
1431  56,7  
1432  54,8  
1433  53,0  
1434  51,3  
1435  49,6  
1436  47,8  
1437  45,5  
1438  42,8  
1439  39,8  
1440  36,5  
1441  33,0  
1442  29,5  
1443  25,8  
1444  22,1  
1445  18,6  
1446  15,3  
1447  12,4  
1448  9,6  
1449  6,6  
1450  3,8  
1451  1,6  Time in s  Speed in km/h  
1452  0,0  
1453  0,0  
1454  0,0  
1455  0,0  
1456  0,0  
1457  0,0  
1458  0,0  
1459  0,0  
1460  0,0  
1461  0,0  
1462  0,0  
1463  0,0  
1464  0,0  
1465  0,0  
1466  0,0  
1467  0,0  
1468  0,0  
1469  0,0  
1470  0,0  
1471  0,0  
1472  0,0  
1473  0,0  
1474  0,0  
1475  0,0  
1476  0,0  
1477  0,0  
Table A1/6  
▼M3 
WLTC, Class 2 cycle, phase Extra High  2 
▼B 
Time in s  Speed in km/h  
1478  0,0  
1479  1,1  
1480  2,3  
1481  4,6  
1482  6,5  
1483  8,9  Time in s  Speed in km/h  
1484  10,9  
1485  13,5  
1486  15,2  
1487  17,6  
1488  19,3  
1489  21,4  Time in s  Speed in km/h  
1490  23,0  
1491  25,0  
1492  26,5  
1493  28,4  
1494  29,8  
1495  31,7  Time in s  Speed in km/h  
1496  33,7  
1497  35,8  
1498  38,1  
1499  40,5  
1500  42,2  
1501  43,5  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 517  
Time in s  Speed in km/h  
1502  44,5  
1503  45,2  
1504  45,8  
1505  46,6  
1506  47,4  
1507  48,5  
1508  49,7  
1509  51,3  
1510  52,9  
1511  54,3  
1512  55,6  
1513  56,8  
1514  57,9  
1515  58,9  
1516  59,7  
1517  60,3  
1518  60,7  
1519  60,9  
1520  61,0  
1521  61,1  
1522  61,4  
1523  61,8  
1524  62,5  
1525  63,4  
1526  64,5  
1527  65,7  
1528  66,9  
1529  68,1  
1530  69,1  
1531  70,0  
1532  70,9  
1533  71,8  
1534  72,6  
1535  73,4  
1536  74,0  
1537  74,7  
1538  75,2  Time in s  Speed in km/h  
1539  75,7  
1540  76,4  
1541  77,2  
1542  78,2  
1543  78,9  
1544  79,9  
1545  81,1  
1546  82,4  
1547  83,7  
1548  85,4  
1549  87,0  
1550  88,3  
1551  89,5  
1552  90,5  
1553  91,3  
1554  92,2  
1555  93,0  
1556  93,8  
1557  94,6  
1558  95,3  
1559  95,9  
1560  96,6  
1561  97,4  
1562  98,1  
1563  98,7  
1564  99,5  
1565  100,3  
1566  101,1  
1567  101,9  
1568  102,8  
1569  103,8  
1570  105,0  
1571  106,1  
1572  107,4  
1573  108,7  
1574  109,9  
1575  111,2  Time in s  Speed in km/h  
1576  112,3  
1577  113,4  
1578  114,4  
1579  115,3  
1580  116,1  
1581  116,8  
1582  117,4  
1583  117,7  
1584  118,2  
1585  118,1  
1586  117,7  
1587  117,0  
1588  116,1  
1589  115,2  
1590  114,4  
1591  113,6  
1592  113,0  
1593  112,6  
1594  112,2  
1595  111,9  
1596  111,6  
1597  111,2  
1598  110,7  
1599  110,1  
1600  109,3  
1601  108,4  
1602  107,4  
1603  106,7  
1604  106,3  
1605  106,2  
1606  106,4  
1607  107,0  
1608  107,5  
1609  107,9  
1610  108,4  
1611  108,9  
1612  109,5  Time in s  Speed in km/h  
1613  110,2  
1614  110,9  
1615  111,6  
1616  112,2  
1617  112,8  
1618  113,3  
1619  113,7  
1620  114,1  
1621  114,4  
1622  114,6  
1623  114,7  
1624  114,7  
1625  114,7  
1626  114,6  
1627  114,5  
1628  114,5  
1629  114,5  
1630  114,7  
1631  115,0  
1632  115,6  
1633  116,4  
1634  117,3  
1635  118,2  
1636  118,8  
1637  119,3  
1638  119,6  
1639  119,7  
1640  119,5  
1641  119,3  
1642  119,2  
1643  119,0  
1644  118,8  
1645  118,8  
1646  118,8  
1647  118,8  
1648  118,8  
1649  118,9  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 518  
Time in s  Speed in km/h  
1650  119,0  
1651  119,0  
1652  119,1  
1653  119,2  
1654  119,4  
1655  119,6  
1656  119,9  
1657  120,1  
1658  120,3  
1659  120,4  
1660  120,5  
1661  120,5  
1662  120,5  
1663  120,5  
1664  120,4  
1665  120,3  
1666  120,1  
1667  119,9  
1668  119,6  
1669  119,5  
1670  119,4  
1671  119,3  
1672  119,3  
1673  119,4  
1674  119,5  
1675  119,5  
1676  119,6  
1677  119,6  
1678  119,6  
1679  119,4  
1680  119,3  
1681  119,0  
1682  118,8  
1683  118,7  
1684  118,8  
1685  119,0  
1686  119,2  
1687  119,6  Time in s  Speed in km/h  
1688  120,0  
1689  120,3  
1690  120,5  
1691  120,7  
1692  120,9  
1693  121,0  
1694  121,1  
1695  121,2  
1696  121,3  
1697  121,4  
1698  121,5  
1699  121,5  
1700  121,5  
1701  121,4  
1702  121,3  
1703  121,1  
1704  120,9  
1705  120,6  
1706  120,4  
1707  120,2  
1708  120,1  
1709  119,9  
1710  119,8  
1711  119,8  
1712  119,9  
1713  120,0  
1714  120,2  
1715  120,4  
1716  120,8  
1717  121,1  
1718  121,6  
1719  121,8  
1720  122,1  
1721  122,4  
1722  122,7  
1723  122,8  
1724  123,1  
1725  123,1  Time in s  Speed in km/h  
1726  122,8  
1727  122,3  
1728  121,3  
1729  119,9  
1730  118,1  
1731  115,9  
1732  113,5  
1733  111,1  
1734  108,6  
1735  106,2  
1736  104,0  
1737  101,1  
1738  98,3  
1739  95,7  
1740  93,5  
1741  91,5  
1742  90,7  
1743  90,4  
1744  90,2  
1745  90,2  
1746  90,1  
1747  90,0  
1748  89,8  
1749  89,6  
1750  89,4  
1751  89,2  
1752  88,9  
1753  88,5  
1754  88,1  
1755  87,6  
1756  87,1  
1757  86,6  
1758  86,1  
1759  85,5  
1760  85,0  
1761  84,4  
1762  83,8  Time in s  Speed in km/h  
1763  83,2  
1764  82,6  
1765  81,9  
1766  81,1  
1767  80,0  
1768  78,7  
1769  76,9  
1770  74,6  
1771  72,0  
1772  69,0  
1773  65,6  
1774  62,1  
1775  58,5  
1776  54,7  
1777  50,9  
1778  47,3  
1779  43,8  
1780  40,4  
1781  37,4  
1782  34,3  
1783  31,3  
1784  28,3  
1785  25,2  
1786  22,0  
1787  18,9  
1788  16,1  
1789  13,4  
1790  11,1  
1791  8,9  
1792  6,9  
1793  4,9  
1794  2,8  
1795  0,0  
1796  0,0  
1797  0,0  
1798  0,0  
1799  0,0  
1800  0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 519  
6. ►M3 WLTC Class 3 cycle ◄ 
Figure A1/7  
▼M3 
WLTC, Class 3 cycle, phase Low  3 
▼B
 
Figure A1/8  
▼M3 
WLTC, Class 3a cycle, phase Medium  3a 
▼B
 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 520  
Figure A1/9  
▼M3 
WLTC, Class 3b cycle, phase Medium  3b 
▼B
 
Figure A1/10  
▼M3 
WLTC, Class 3a cycle, phase High  3a 
▼B
 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 521  
Figure A1/11  
▼M3 
WLTC, Class 3b cycle, phase High  3b 
▼B
 
Figure A1/12  
▼M3 
WLTC, Class 3 cycle, phase Extra High  3 
▼B
 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 522  
Table A1/7  
▼M3 
WLTC, Class 3 cycle, phase Low  3 
▼B 
Time in s  Speed in km/h  
0 0,0  
1 0,0  
2 0,0  
3 0,0  
4 0,0  
5 0,0  
6 0,0  
7 0,0  
8 0,0  
9 0,0  
10 0,0  
11 0,0  
12 0,2  
13 1,7  
14 5,4  
15 9,9  
16 13,1  
17 16,9  
18 21,7  
19 26,0  
20 27,5  
21 28,1  
22 28,3  
23 28,8  
24 29,1  
25 30,8  
26 31,9  
27 34,1  
28 36,6  
29 39,1  
30 41,3  
31 42,5  
32 43,3  
33 43,9  
34 44,4  
35 44,5  Time in s  Speed in km/h  
36 44,2  
37 42,7  
38 39,9  
39 37,0  
40 34,6  
41 32,3  
42 29,0  
43 25,1  
44 22,2  
45 20,9  
46 20,4  
47 19,5  
48 18,4  
49 17,8  
50 17,8  
51 17,4  
52 15,7  
53 13,1  
54 12,1  
55 12,0  
56 12,0  
57 12,0  
58 12,3  
59 12,6  
60 14,7  
61 15,3  
62 15,9  
63 16,2  
64 17,1  
65 17,8  
66 18,1  
67 18,4  
68 20,3  
69 23,2  
70 26,5  
71 29,8  Time in s  Speed in km/h  
72 32,6  
73 34,4  
74 35,5  
75 36,4  
76 37,4  
77 38,5  
78 39,3  
79 39,5  
80 39,0  
81 38,5  
82 37,3  
83 37,0  
84 36,7  
85 35,9  
86 35,3  
87 34,6  
88 34,2  
89 31,9  
90 27,3  
91 22,0  
92 17,0  
93 14,2  
94 12,0  
95 9,1  
96 5,8  
97 3,6  
98 2,2  
99 0,0  
100 0,0  
101 0,0  
102 0,0  
103 0,0  
104 0,0  
105 0,0  
106 0,0  
107 0,0  Time in s  Speed in km/h  
108 0,0  
109 0,0  
110 0,0  
111 0,0  
112 0,0  
113 0,0  
114 0,0  
115 0,0  
116 0,0  
117 0,0  
118 0,0  
119 0,0  
120 0,0  
121 0,0  
122 0,0  
123 0,0  
124 0,0  
125 0,0  
126 0,0  
127 0,0  
128 0,0  
129 0,0  
130 0,0  
131 0,0  
132 0,0  
133 0,0  
134 0,0  
135 0,0  
136 0,0  
137 0,0  
138 0,2  
139 1,9  
140 6,1  
141 11,7  
142 16,4  
143 18,9  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 523  
Time in s  Speed in km/h  
144 19,9  
145 20,8  
146 22,8  
147 25,4  
148 27,7  
149 29,2  
150 29,8  
151 29,4  
152 27,2  
153 22,6  
154 17,3  
155 13,3  
156 12,0  
157 12,6  
158 14,1  
159 17,2  
160 20,1  
161 23,4  
162 25,5  
163 27,6  
164 29,5  
165 31,1  
166 32,1  
167 33,2  
168 35,2  
169 37,2  
170 38,0  
171 37,4  
172 35,1  
173 31,0  
174 27,1  
175 25,3  
176 25,1  
177 25,9  
178 27,8  
179 29,2  
180 29,6  Time in s  Speed in km/h  
181 29,5  
182 29,2  
183 28,3  
184 26,1  
185 23,6  
186 21,0  
187 18,9  
188 17,1  
189 15,7  
190 14,5  
191 13,7  
192 12,9  
193 12,5  
194 12,2  
195 12,0  
196 12,0  
197 12,0  
198 12,0  
199 12,5  
200 13,0  
201 14,0  
202 15,0  
203 16,5  
204 19,0  
205 21,2  
206 23,8  
207 26,9  
208 29,6  
209 32,0  
210 35,2  
211 37,5  
212 39,2  
213 40,5  
214 41,6  
215 43,1  
216 45,0  
217 47,1  Time in s  Speed in km/h  
218 49,0  
219 50,6  
220 51,8  
221 52,7  
222 53,1  
223 53,5  
224 53,8  
225 54,2  
226 54,8  
227 55,3  
228 55,8  
229 56,2  
230 56,5  
231 56,5  
232 56,2  
233 54,9  
234 52,9  
235 51,0  
236 49,8  
237 49,2  
238 48,4  
239 46,9  
240 44,3  
241 41,5  
242 39,5  
243 37,0  
244 34,6  
245 32,3  
246 29,0  
247 25,1  
248 22,2  
249 20,9  
250 20,4  
251 19,5  
252 18,4  
253 17,8  
254 17,8  Time in s  Speed in km/h  
255 17,4  
256 15,7  
257 14,5  
258 15,4  
259 17,9  
260 20,6  
261 23,2  
262 25,7  
263 28,7  
264 32,5  
265 36,1  
266 39,0  
267 40,8  
268 42,9  
269 44,4  
270 45,9  
271 46,0  
272 45,6  
273 45,3  
274 43,7  
275 40,8  
276 38,0  
277 34,4  
278 30,9  
279 25,5  
280 21,4  
281 20,2  
282 22,9  
283 26,6  
284 30,2  
285 34,1  
286 37,4  
287 40,7  
288 44,0  
289 47,3  
290 49,2  
291 49,8  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 524  
Time in s  Speed in km/h  
292 49,2  
293 48,1  
294 47,3  
295 46,8  
296 46,7  
297 46,8  
298 47,1  
299 47,3  
300 47,3  
301 47,1  
302 46,6  
303 45,8  
304 44,8  
305 43,3  
306 41,8  
307 40,8  
308 40,3  
309 40,1  
310 39,7  
311 39,2  
312 38,5  
313 37,4  
314 36,0  
315 34,4  
316 33,0  
317 31,7  
318 30,0  
319 28,0  
320 26,1  
321 25,6  
322 24,9  
323 24,9  
324 24,3  
325 23,9  
326 23,9  
327 23,6  
328 23,3  Time in s  Speed in km/h  
329 20,5  
330 17,5  
331 16,9  
332 16,7  
333 15,9  
334 15,6  
335 15,0  
336 14,5  
337 14,3  
338 14,5  
339 15,4  
340 17,8  
341 21,1  
342 24,1  
343 25,0  
344 25,3  
345 25,5  
346 26,4  
347 26,6  
348 27,1  
349 27,7  
350 28,1  
351 28,2  
352 28,1  
353 28,0  
354 27,9  
355 27,9  
356 28,1  
357 28,2  
358 28,0  
359 26,9  
360 25,0  
361 23,2  
362 21,9  
363 21,1  
364 20,7  
365 20,7  Time in s  Speed in km/h  
366 20,8  
367 21,2  
368 22,1  
369 23,5  
370 24,3  
371 24,5  
372 23,8  
373 21,3  
374 17,7  
375 14,4  
376 11,9  
377 10,2  
378 8,9  
379 8,0  
380 7,2  
381 6,1  
382 4,9  
383 3,7  
384 2,3  
385 0,9  
386 0,0  
387 0,0  
388 0,0  
389 0,0  
390 0,0  
391 0,0  
392 0,5  
393 2,1  
394 4,8  
395 8,3  
396 12,3  
397 16,6  
398 20,9  
399 24,2  
400 25,6  
401 25,6  
402 24,9  Time in s  Speed in km/h  
403 23,3  
404 21,6  
405 20,2  
406 18,7  
407 17,0  
408 15,3  
409 14,2  
410 13,9  
411 14,0  
412 14,2  
413 14,5  
414 14,9  
415 15,9  
416 17,4  
417 18,7  
418 19,1  
419 18,8  
420 17,6  
421 16,6  
422 16,2  
423 16,4  
424 17,2  
425 19,1  
426 22,6  
427 27,4  
428 31,6  
429 33,4  
430 33,5  
431 32,8  
432 31,9  
433 31,3  
434 31,1  
435 30,6  
436 29,2  
437 26,7  
438 23,0  
439 18,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 525  
Time in s  Speed in km/h  
440 12,9  
441 7,7  
442 3,8  
443 1,3  
444 0,2  
445 0,0  
446 0,0  
447 0,0  
448 0,0  
449 0,0  
450 0,0  
451 0,0  
452 0,0  
453 0,0  
454 0,0  
455 0,0  
456 0,0  
457 0,0  
458 0,0  
459 0,0  
460 0,0  
461 0,0  
462 0,0  
463 0,0  
464 0,0  
465 0,0  
466 0,0  
467 0,0  
468 0,0  
469 0,0  
470 0,0  
471 0,0  
472 0,0  
473 0,0  
474 0,0  
475 0,0  
476 0,0  
477 0,0  
478 0,0  Time in s  Speed in km/h  
479 0,0  
480 0,0  
481 0,0  
482 0,0  
483 0,0  
484 0,0  
485 0,0  
486 0,0  
487 0,0  
488 0,0  
489 0,0  
490 0,0  
491 0,0  
492 0,0  
493 0,0  
494 0,0  
495 0,0  
496 0,0  
497 0,0  
498 0,0  
499 0,0  
500 0,0  
501 0,0  
502 0,0  
503 0,0  
504 0,0  
505 0,0  
506 0,0  
507 0,0  
508 0,0  
509 0,0  
510 0,0  
511 0,0  
512 0,5  
513 2,5  
514 6,6  
515 11,8  
516 16,8  Time in s  Speed in km/h  
517 20,5  
518 21,9  
519 21,9  
520 21,3  
521 20,3  
522 19,2  
523 17,8  
524 15,5  
525 11,9  
526 7,6  
527 4,0  
528 2,0  
529 1,0  
530 0,0  
531 0,0  
532 0,0  
533 0,2  
534 1,2  
535 3,2  
536 5,2  
537 8,2  
538 13  
539 18,8  
540 23,1  
541 24,5  
542 24,5  
543 24,3  
544 23,6  
545 22,3  
546 20,1  
547 18,5  
548 17,2  
549 16,3  
550 15,4  
551 14,7  
552 14,3  
553 13,7  
554 13,3  Time in s  Speed in km/h  
555 13,1  
556 13,1  
557 13,3  
558 13,8  
559 14,5  
560 16,5  
561 17,0  
562 17,0  
563 17,0  
564 15,4  
565 10,1  
566 4,8  
567 0,0  
568 0,0  
569 0,0  
570 0,0  
571 0,0  
572 0,0  
573 0,0  
574 0,0  
575 0,0  
576 0,0  
577 0,0  
578 0,0  
579 0,0  
580 0,0  
581 0,0  
582 0,0  
583 0,0  
584 0,0  
585 0,0  
586 0,0  
587 0,0  
588 0,0  
589 0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 526  
Table A1/8  
▼M3 
WLTC, Class 3a cycle, phase Medium  3a 
▼B 
Time in s  Speed in km/h  
590 0,0  
591 0,0  
592 0,0  
593 0,0  
594 0,0  
595 0,0  
596 0,0  
597 0,0  
598 0,0  
599 0,0  
600 0,0  
601 1,0  
602 2,1  
603 5,2  
604 9,2  
605 13,5  
606 18,1  
607 22,3  
608 26,0  
609 29,3  
610 32,8  
611 36,0  
612 39,2  
613 42,5  
614 45,7  
615 48,2  
616 48,4  
617 48,2  
618 47,8  
619 47,0  
620 45,9  
621 44,9  
622 44,4  
623 44,3  
624 44,5  Time in s  Speed in km/h  
625 45,1  
626 45,7  
627 46,0  
628 46,0  
629 46,0  
630 46,1  
631 46,7  
632 47,7  
633 48,9  
634 50,3  
635 51,6  
636 52,6  
637 53,0  
638 53,0  
639 52,9  
640 52,7  
641 52,6  
642 53,1  
643 54,3  
644 55,2  
645 55,5  
646 55,9  
647 56,3  
648 56,7  
649 56,9  
650 56,8  
651 56,0  
652 54,2  
653 52,1  
654 50,1  
655 47,2  
656 43,2  
657 39,2  
658 36,5  
659 34,3  Time in s  Speed in km/h  
660 31,0  
661 26,0  
662 20,7  
663 15,4  
664 13,1  
665 12,0  
666 12,5  
667 14,0  
668 19,0  
669 23,2  
670 28,0  
671 32,0  
672 34,0  
673 36,0  
674 38,0  
675 40,0  
676 40,3  
677 40,5  
678 39,0  
679 35,7  
680 31,8  
681 27,1  
682 22,8  
683 21,1  
684 18,9  
685 18,9  
686 21,3  
687 23,9  
688 25,9  
689 28,4  
690 30,3  
691 30,9  
692 31,1  
693 31,8  
694 32,7  Time in s  Speed in km/h  
695 33,2  
696 32,4  
697 28,3  
698 25,8  
699 23,1  
700 21,8  
701 21,2  
702 21,0  
703 21,0  
704 20,9  
705 19,9  
706 17,9  
707 15,1  
708 12,8  
709 12,0  
710 13,2  
711 17,1  
712 21,1  
713 21,8  
714 21,2  
715 18,5  
716 13,9  
717 12,0  
718 12,0  
719 13,0  
720 16,3  
721 20,5  
722 23,9  
723 26,0  
724 28,0  
725 31,5  
726 33,4  
727 36,0  
728 37,8  
729 40,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 527  
Time in s  Speed in km/h  
730 41,6  
731 41,9  
732 42,0  
733 42,2  
734 42,4  
735 42,7  
736 43,1  
737 43,7  
738 44,0  
739 44,1  
740 45,3  
741 46,4  
742 47,2  
743 47,3  
744 47,4  
745 47,4  
746 47,5  
747 47,9  
748 48,6  
749 49,4  
750 49,8  
751 49,8  
752 49,7  
753 49,3  
754 48,5  
755 47,6  
756 46,3  
757 43,7  
758 39,3  
759 34,1  
760 29,0  
761 23,7  
762 18,4  
763 14,3  
764 12,0  
765 12,8  
766 16,0  Time in s  Speed in km/h  
767 20,4  
768 24,0  
769 29,0  
770 32,2  
771 36,8  
772 39,4  
773 43,2  
774 45,8  
775 49,2  
776 51,4  
777 54,2  
778 56,0  
779 58,3  
780 59,8  
781 61,7  
782 62,7  
783 63,3  
784 63,6  
785 64,0  
786 64,7  
787 65,2  
788 65,3  
789 65,3  
790 65,4  
791 65,7  
792 66,0  
793 65,6  
794 63,5  
795 59,7  
796 54,6  
797 49,3  
798 44,9  
799 42,3  
800 41,4  
801 41,3  
802 43,0  
803 45,0  Time in s  Speed in km/h  
804 46,5  
805 48,3  
806 49,5  
807 51,2  
808 52,2  
809 51,6  
810 49,7  
811 47,4  
812 43,7  
813 39,7  
814 35,5  
815 31,1  
816 26,3  
817 21,9  
818 18,0  
819 17,0  
820 18,0  
821 21,4  
822 24,8  
823 27,9  
824 30,8  
825 33,0  
826 35,1  
827 37,1  
828 38,9  
829 41,4  
830 44,0  
831 46,3  
832 47,7  
833 48,2  
834 48,7  
835 49,3  
836 49,8  
837 50,2  
838 50,9  
839 51,8  
840 52,5  Time in s  Speed in km/h  
841 53,3  
842 54,5  
843 55,7  
844 56,5  
845 56,8  
846 57,0  
847 57,2  
848 57,7  
849 58,7  
850 60,1  
851 61,1  
852 61,7  
853 62,3  
854 62,9  
855 63,3  
856 63,4  
857 63,5  
858 63,9  
859 64,4  
860 65,0  
861 65,6  
862 66,6  
863 67,4  
864 68,2  
865 69,1  
866 70,0  
867 70,8  
868 71,5  
869 72,4  
870 73,0  
871 73,7  
872 74,4  
873 74,9  
874 75,3  
875 75,6  
876 75,8  
877 76,6  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 528  
Time in s  Speed in km/h  
878 76,5  
879 76,2  
880 75,8  
881 75,4  
882 74,8  
883 73,9  
884 72,7  
885 71,3  
886 70,4  
887 70,0  
888 70,0  
889 69,0  
890 68,0  
891 67,3  
892 66,2  
893 64,8  
894 63,6  
895 62,6  
896 62,1  
897 61,9  
898 61,9  
899 61,8  
900 61,5  
901 60,9  
902 59,7  
903 54,6  
904 49,3  
905 44,9  
906 42,3  
907 41,4  
908 41,3  
909 42,1  
910 44,7  
911 46,0  
912 48,8  
913 50,1  
914 51,3  Time in s  Speed in km/h  
915 54,1  
916 55,2  
917 56,2  
918 56,1  
919 56,1  
920 56,5  
921 57,5  
922 59,2  
923 60,7  
924 61,8  
925 62,3  
926 62,7  
927 62,0  
928 61,3  
929 60,9  
930 60,5  
931 60,2  
932 59,8  
933 59,4  
934 58,6  
935 57,5  
936 56,6  
937 56,0  
938 55,5  
939 55,0  
940 54,4  
941 54,1  
942 54,0  
943 53,9  
944 53,9  
945 54,0  
946 54,2  
947 55,0  
948 55,8  
949 56,2  
950 56,1  Time in s  Speed in km/h  
951 55,1  
952 52,7  
953 48,4  
954 43,1  
955 37,8  
956 32,5  
957 27,2  
958 25,1  
959 27,0  
960 29,8  
961 33,8  
962 37,0  
963 40,7  
964 43,0  
965 45,6  
966 46,9  
967 47,0  
968 46,9  
969 46,5  
970 45,8  
971 44,3  
972 41,3  
973 36,5  
974 31,7  
975 27,0  
976 24,7  
977 19,3  
978 16,0  
979 13,2  
980 10,7  
981 8,8  
982 7,2  
983 5,5  
984 3,2  
985 1,1  
986 0,0  Time in s  Speed in km/h  
987 0,0  
988 0,0  
989 0,0  
990 0,0  
991 0,0  
992 0,0  
993 0,0  
994 0,0  
995 0,0  
996 0,0  
997 0,0  
998 0,0  
999 0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 529  
Table A1/9  
▼M3 
WLTC, Class 3b cycle, phase Medium  3b 
▼B 
Time in s  Speed in km/h  
590 0,0  
591 0,0  
592 0,0  
593 0,0  
594 0,0  
595 0,0  
596 0,0  
597 0,0  
598 0,0  
599 0,0  
600 0,0  
601 1,0  
602 2,1  
603 4,8  
604 9,1  
605 14,2  
606 19,8  
607 25,5  
608 30,5  
609 34,8  
610 38,8  
611 42,9  
612 46,4  
613 48,3  
614 48,7  
615 48,5  
616 48,4  
617 48,2  
618 47,8  
619 47,0  
620 45,9  
621 44,9  
622 44,4  
623 44,3  
624 44,5  Time in s  Speed in km/h  
625 45,1  
626 45,7  
627 46,0  
628 46,0  
629 46,0  
630 46,1  
631 46,7  
632 47,7  
633 48,9  
634 50,3  
635 51,6  
636 52,6  
637 53,0  
638 53,0  
639 52,9  
640 52,7  
641 52,6  
642 53,1  
643 54,3  
644 55,2  
645 55,5  
646 55,9  
647 56,3  
648 56,7  
649 56,9  
650 56,8  
651 56,0  
652 54,2  
653 52,1  
654 50,1  
655 47,2  
656 43,2  
657 39,2  
658 36,5  
659 34,3  Time in s  Speed in km/h  
660 31,0  
661 26,0  
662 20,7  
663 15,4  
664 13,1  
665 12,0  
666 12,5  
667 14,0  
668 19,0  
669 23,2  
670 28,0  
671 32,0  
672 34,0  
673 36,0  
674 38,0  
675 40,0  
676 40,3  
677 40,5  
678 39,0  
679 35,7  
680 31,8  
681 27,1  
682 22,8  
683 21,1  
684 18,9  
685 18,9  
686 21,3  
687 23,9  
688 25,9  
689 28,4  
690 30,3  
691 30,9  
692 31,1  
693 31,8  
694 32,7  Time in s  Speed in km/h  
695 33,2  
696 32,4  
697 28,3  
698 25,8  
699 23,1  
700 21,8  
701 21,2  
702 21,0  
703 21,0  
704 20,9  
705 19,9  
706 17,9  
707 15,1  
708 12,8  
709 12,0  
710 13,2  
711 17,1  
712 21,1  
713 21,8  
714 21,2  
715 18,5  
716 13,9  
717 12,0  
718 12,0  
719 13,0  
720 16,0  
721 18,5  
722 20,6  
723 22,5  
724 24,0  
725 26,6  
726 29,9  
727 34,8  
728 37,8  
729 40,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 530  
Time in s  Speed in km/h  
730 41,6  
731 41,9  
732 42,0  
733 42,2  
734 42,4  
735 42,7  
736 43,1  
737 43,7  
738 44,0  
739 44,1  
740 45,3  
741 46,4  
742 47,2  
743 47,3  
744 47,4  
745 47,4  
746 47,5  
747 47,9  
748 48,6  
749 49,4  
750 49,8  
751 49,8  
752 49,7  
753 49,3  
754 48,5  
755 47,6  
756 46,3  
757 43,7  
758 39,3  
759 34,1  
760 29,0  
761 23,7  
762 18,4  
763 14,3  
764 12,0  
765 12,8  
766 16,0  Time in s  Speed in km/h  
767 19,1  
768 22,4  
769 25,6  
770 30,1  
771 35,3  
772 39,9  
773 44,5  
774 47,5  
775 50,9  
776 54,1  
777 56,3  
778 58,1  
779 59,8  
780 61,1  
781 62,1  
782 62,8  
783 63,3  
784 63,6  
785 64,0  
786 64,7  
787 65,2  
788 65,3  
789 65,3  
790 65,4  
791 65,7  
792 66,0  
793 65,6  
794 63,5  
795 59,7  
796 54,6  
797 49,3  
798 44,9  
799 42,3  
800 41,4  
801 41,3  
802 42,1  
803 44,7  Time in s  Speed in km/h  
804 48,4  
805 51,4  
806 52,7  
807 53,0  
808 52,5  
809 51,3  
810 49,7  
811 47,4  
812 43,7  
813 39,7  
814 35,5  
815 31,1  
816 26,3  
817 21,9  
818 18,0  
819 17,0  
820 18,0  
821 21,4  
822 24,8  
823 27,9  
824 30,8  
825 33,0  
826 35,1  
827 37,1  
828 38,9  
829 41,4  
830 44,0  
831 46,3  
832 47,7  
833 48,2  
834 48,7  
835 49,3  
836 49,8  
837 50,2  
838 50,9  
839 51,8  
840 52,5  Time in s  Speed in km/h  
841 53,3  
842 54,5  
843 55,7  
844 56,5  
845 56,8  
846 57,0  
847 57,2  
848 57,7  
849 58,7  
850 60,1  
851 61,1  
852 61,7  
853 62,3  
854 62,9  
855 63,3  
856 63,4  
857 63,5  
858 64,5  
859 65,8  
860 66,8  
861 67,4  
862 68,8  
863 71,1  
864 72,3  
865 72,8  
866 73,4  
867 74,6  
868 76,0  
869 76,6  
870 76,5  
871 76,2  
872 75,8  
873 75,4  
874 74,8  
875 73,9  
876 72,7  
877 71,3  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 531  
Time in s  Speed in km/h  
878 70,4  
879 70,0  
880 70,0  
881 69,0  
882 68,0  
883 68,0  
884 68,0  
885 68,1  
886 68,4  
887 68,6  
888 68,7  
889 68,5  
890 68,1  
891 67,3  
892 66,2  
893 64,8  
894 63,6  
895 62,6  
896 62,1  
897 61,9  
898 61,9  
899 61,8  
900 61,5  
901 60,9  
902 59,7  
903 54,6  
904 49,3  
905 44,9  
906 42,3  
907 41,4  
908 41,3  
909 42,1  
910 44,7  
911 48,4  
912 51,4  
913 52,7  
914 54,0  Time in s  Speed in km/h  
915 57,0  
916 58,1  
917 59,2  
918 59,0  
919 59,1  
920 59,5  
921 60,5  
922 62,3  
923 63,9  
924 65,1  
925 64,1  
926 62,7  
927 62,0  
928 61,3  
929 60,9  
930 60,5  
931 60,2  
932 59,8  
933 59,4  
934 58,6  
935 57,5  
936 56,6  
937 56,0  
938 55,5  
939 55,0  
940 54,4  
941 54,1  
942 54,0  
943 53,9  
944 53,9  
945 54,0  
946 54,2  
947 55,0  
948 55,8  
949 56,2  
950 56,1  Time in s  Speed in km/h  
951 55,1  
952 52,7  
953 48,4  
954 43,1  
955 37,8  
956 32,5  
957 27,2  
958 25,1  
959 26,0  
960 29,3  
961 34,6  
962 40,4  
963 45,3  
964 49,0  
965 51,1  
966 52,1  
967 52,2  
968 52,1  
969 51,7  
970 50,9  
971 49,2  
972 45,9  
973 40,6  
974 35,3  
975 30,0  
976 24,7  
977 19,3  
978 16,0  
979 13,2  
980 10,7  
981 8,8  
982 7,2  
983 5,5  
984 3,2  
985 1,1  
986 0,0  Time in s  Speed in km/h  
987 0,0  
988 0,0  
989 0,0  
990 0,0  
991 0,0  
992 0,0  
993 0,0  
994 0,0  
995 0,0  
996 0,0  
997 0,0  
998 0,0  
999 0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 532  
Table A1/10  
▼M3 
WLTC, Class 3a cycle, phase High  3a 
▼B 
Time in s  Speed in km/h  
1023  0,0  
1024  0,0  
1025  0,0  
1026  0,0  
1027  0,8  
1028  3,6  
1029  8,6  
1030  14,6  
1031  20,0  
1032  24,4  
1033  28,2  
1034  31,7  
1035  35,0  
1036  37,6  
1037  39,7  
1038  41,5  
1039  43,6  
1040  46,0  
1041  48,4  
1042  50,5  
1043  51,9  
1044  52,6  
1045  52,8  
1046  52,9  
1047  53,1  
1048  53,3  
1049  53,1  
1050  52,3  
1051  50,7  
1052  48,8  
1053  46,5  
1054  43,8  
1055  40,3  
1056  36,0  
1057  30,7  Time in s  Speed in km/h  
1058  25,4  
1059  21,0  
1060  16,7  
1061  13,4  
1062  12,0  
1063  12,1  
1064  12,8  
1065  15,6  
1066  19,9  
1067  23,4  
1068  24,6  
1069  27,0  
1070  29,0  
1071  32,0  
1072  34,8  
1073  37,7  
1074  40,8  
1075  43,2  
1076  46,0  
1077  48,0  
1078  50,7  
1079  52,0  
1080  54,5  
1081  55,9  
1082  57,4  
1083  58,1  
1084  58,4  
1085  58,8  
1086  58,8  
1087  58,6  
1088  58,7  
1089  58,8  
1090  58,8  
1091  58,8  
1092  59,1  Time in s  Speed in km/h  
1093  60,1  
1094  61,7  
1095  63,0  
1096  63,7  
1097  63,9  
1098  63,5  
1099  62,3  
1100  60,3  
1101  58,9  
1102  58,4  
1103  58,8  
1104  60,2  
1105  62,3  
1106  63,9  
1107  64,5  
1108  64,4  
1109  63,5  
1110  62,0  
1111  61,2  
1112  61,3  
1113  61,7  
1114  62,0  
1115  64,6  
1116  66,0  
1117  66,2  
1118  65,8  
1119  64,7  
1120  63,6  
1121  62,9  
1122  62,4  
1123  61,7  
1124  60,1  
1125  57,3  
1126  55,8  
1127  50,5  Time in s  Speed in km/h  
1128  45,2  
1129  40,1  
1130  36,2  
1131  32,9  
1132  29,8  
1133  26,6  
1134  23,0  
1135  19,4  
1136  16,3  
1137  14,6  
1138  14,2  
1139  14,3  
1140  14,6  
1141  15,1  
1142  16,4  
1143  19,1  
1144  22,5  
1145  24,4  
1146  24,8  
1147  22,7  
1148  17,4  
1149  13,8  
1150  12,0  
1151  12,0  
1152  12,0  
1153  13,9  
1154  17,7  
1155  22,8  
1156  27,3  
1157  31,2  
1158  35,2  
1159  39,4  
1160  42,5  
1161  45,4  
1162  48,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 533  
Time in s  Speed in km/h  
1163  50,3  
1164  52,6  
1165  54,5  
1166  56,6  
1167  58,3  
1168  60,0  
1169  61,5  
1170  63,1  
1171  64,3  
1172  65,7  
1173  67,1  
1174  68,3  
1175  69,7  
1176  70,6  
1177  71,6  
1178  72,6  
1179  73,5  
1180  74,2  
1181  74,9  
1182  75,6  
1183  76,3  
1184  77,1  
1185  77,9  
1186  78,5  
1187  79,0  
1188  79,7  
1189  80,3  
1190  81,0  
1191  81,6  
1192  82,4  
1193  82,9  
1194  83,4  
1195  83,8  
1196  84,2  
1197  84,7  
1198  85,2  
1199  85,6  Time in s  Speed in km/h  
1200  86,3  
1201  86,8  
1202  87,4  
1203  88,0  
1204  88,3  
1205  88,7  
1206  89,0  
1207  89,3  
1208  89,8  
1209  90,2  
1210  90,6  
1211  91,0  
1212  91,3  
1213  91,6  
1214  91,9  
1215  92,2  
1216  92,8  
1217  93,1  
1218  93,3  
1219  93,5  
1220  93,7  
1221  93,9  
1222  94,0  
1223  94,1  
1224  94,3  
1225  94,4  
1226  94,6  
1227  94,7  
1228  94,8  
1229  95,0  
1230  95,1  
1231  95,3  
1232  95,4  
1233  95,6  
1234  95,7  
1235  95,8  
1236  96,0  Time in s  Speed in km/h  
1237  96,1  
1238  96,3  
1239  96,4  
1240  96,6  
1241  96,8  
1242  97,0  
1243  97,2  
1244  97,3  
1245  97,4  
1246  97,4  
1247  97,4  
1248  97,4  
1249  97,3  
1250  97,3  
1251  97,3  
1252  97,3  
1253  97,2  
1254  97,1  
1255  97,0  
1256  96,9  
1257  96,7  
1258  96,4  
1259  96,1  
1260  95,7  
1261  95,5  
1262  95,3  
1263  95,2  
1264  95,0  
1265  94,9  
1266  94,7  
1267  94,5  
1268  94,4  
1269  94,4  
1270  94,3  
1271  94,3  
1272  94,1  
1273  93,9  Time in s  Speed in km/h  
1274  93,4  
1275  92,8  
1276  92,0  
1277  91,3  
1278  90,6  
1279  90,0  
1280  89,3  
1281  88,7  
1282  88,1  
1283  87,4  
1284  86,7  
1285  86,0  
1286  85,3  
1287  84,7  
1288  84,1  
1289  83,5  
1290  82,9  
1291  82,3  
1292  81,7  
1293  81,1  
1294  80,5  
1295  79,9  
1296  79,4  
1297  79,1  
1298  78,8  
1299  78,5  
1300  78,2  
1301  77,9  
1302  77,6  
1303  77,3  
1304  77,0  
1305  76,7  
1306  76,0  
1307  76,0  
1308  76,0  
1309  75,9  
1310  76,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 534  
Time in s  Speed in km/h  
1311  76,0  
1312  76,1  
1313  76,3  
1314  76,5  
1315  76,6  
1316  76,8  
1317  77,1  
1318  77,1  
1319  77,2  
1320  77,2  
1321  77,6  
1322  78,0  
1323  78,4  
1324  78,8  
1325  79,2  
1326  80,3  
1327  80,8  
1328  81,0  
1329  81,0  
1330  81,0  
1331  81,0  
1332  81,0  
1333  80,9  
1334  80,6  
1335  80,3  
1336  80,0  
1337  79,9  
1338  79,8  
1339  79,8  
1340  79,8  
1341  79,9  
1342  80,0  
1343  80,4  
1344  80,8  
1345  81,2  
1346  81,5  
1347  81,6  Time in s  Speed in km/h  
1348  81,6  
1349  81,4  
1350  80,7  
1351  79,6  
1352  78,2  
1353  76,8  
1354  75,3  
1355  73,8  
1356  72,1  
1357  70,2  
1358  68,2  
1359  66,1  
1360  63,8  
1361  61,6  
1362  60,2  
1363  59,8  
1364  60,4  
1365  61,8  
1366  62,6  
1367  62,7  
1368  61,9  
1369  60,0  
1370  58,4  
1371  57,8  
1372  57,8  
1373  57,8  
1374  57,3  
1375  56,2  
1376  54,3  
1377  50,8  
1378  45,5  
1379  40,2  
1380  34,9  
1381  29,6  
1382  28,7  
1383  29,3  
1384  30,5  Time in s  Speed in km/h  
1385  31,7  
1386  32,9  
1387  35,0  
1388  38,0  
1389  40,5  
1390  42,7  
1391  45,8  
1392  47,5  
1393  48,9  
1394  49,4  
1395  49,4  
1396  49,2  
1397  48,7  
1398  47,9  
1399  46,9  
1400  45,6  
1401  44,2  
1402  42,7  
1403  40,7  
1404  37,1  
1405  33,9  
1406  30,6  
1407  28,6  
1408  27,3  
1409  27,2  
1410  27,5  
1411  27,4  
1412  27,1  
1413  26,7  
1414  26,8  
1415  28,2  
1416  31,1  
1417  34,8  
1418  38,4  
1419  40,9  
1420  41,7  
1421  40,9  Time in s  Speed in km/h  
1422  38,3  
1423  35,3  
1424  34,3  
1425  34,6  
1426  36,3  
1427  39,5  
1428  41,8  
1429  42,5  
1430  41,9  
1431  40,1  
1432  36,6  
1433  31,3  
1434  26,0  
1435  20,6  
1436  19,1  
1437  19,7  
1438  21,1  
1439  22,0  
1440  22,1  
1441  21,4  
1442  19,6  
1443  18,3  
1444  18,0  
1445  18,3  
1446  18,5  
1447  17,9  
1448  15,0  
1449  9,9  
1450  4,6  
1451  1,2  
1452  0,0  
1453  0,0  
1454  0,0  
1455  0,0  
1456  0,0  
1457  0,0  
1458  0,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 535  
Time in s  Speed in km/h  
1459  0,0  
1460  0,0  
1461  0,0  
1462  0,0  
1463  0,0  Time in s  Speed in km/h  
1464  0,0  
1465  0,0  
1466  0,0  
1467  0,0  
1468  0,0  Time in s  Speed in km/h  
1469  0,0  
1470  0,0  
1471  0,0  
1472  0,0  
1473  0,0  Time in s  Speed in km/h  
1474  0,0  
1475  0,0  
1476  0,0  
1477  0,0  
Table A1/11  
▼M3 
WLTC, Class 3b cycle, phase High  3b 
▼B 
Time in s  Speed in km/h  
1023  0,0  
1024  0,0  
1025  0,0  
1026  0,0  
1027  0,8  
1028  3,6  
1029  8,6  
1030  14,6  
1031  20,0  
1032  24,4  
1033  28,2  
1034  31,7  
1035  35,0  
1036  37,6  
1037  39,7  
1038  41,5  
1039  43,6  
1040  46,0  
1041  48,4  
1042  50,5  
1043  51,9  
1044  52,6  
1045  52,8  
1046  52,9  
1047  53,1  
1048  53,3  
1049  53,1  
1050  52,3  Time in s  Speed in km/h  
1051  50,7  
1052  48,8  
1053  46,5  
1054  43,8  
1055  40,3  
1056  36,0  
1057  30,7  
1058  25,4  
1059  21,0  
1060  16,7  
1061  13,4  
1062  12,0  
1063  12,1  
1064  12,8  
1065  15,6  
1066  19,9  
1067  23,4  
1068  24,6  
1069  25,2  
1070  26,4  
1071  28,8  
1072  31,8  
1073  35,3  
1074  39,5  
1075  44,5  
1076  49,3  
1077  53,3  
1078  56,4  Time in s  Speed in km/h  
1079  58,9  
1080  61,2  
1081  62,6  
1082  63,0  
1083  62,5  
1084  60,9  
1085  59,3  
1086  58,6  
1087  58,6  
1088  58,7  
1089  58,8  
1090  58,8  
1091  58,8  
1092  59,1  
1093  60,1  
1094  61,7  
1095  63,0  
1096  63,7  
1097  63,9  
1098  63,5  
1099  62,3  
1100  60,3  
1101  58,9  
1102  58,4  
1103  58,8  
1104  60,2  
1105  62,3  
1106  63,9  Time in s  Speed in km/h  
1107  64,5  
1108  64,4  
1109  63,5  
1110  62,0  
1111  61,2  
1112  61,3  
1113  62,6  
1114  65,3  
1115  68,0  
1116  69,4  
1117  69,7  
1118  69,3  
1119  68,1  
1120  66,9  
1121  66,2  
1122  65,7  
1123  64,9  
1124  63,2  
1125  60,3  
1126  55,8  
1127  50,5  
1128  45,2  
1129  40,1  
1130  36,2  
1131  32,9  
1132  29,8  
1133  26,6  
1134  23,0  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 536  
Time in s  Speed in km/h  
1135  19,4  
1136  16,3  
1137  14,6  
1138  14,2  
1139  14,3  
1140  14,6  
1141  15,1  
1142  16,4  
1143  19,1  
1144  22,5  
1145  24,4  
1146  24,8  
1147  22,7  
1148  17,4  
1149  13,8  
1150  12,0  
1151  12,0  
1152  12,0  
1153  13,9  
1154  17,7  
1155  22,8  
1156  27,3  
1157  31,2  
1158  35,2  
1159  39,4  
1160  42,5  
1161  45,4  
1162  48,2  
1163  50,3  
1164  52,6  
1165  54,5  
1166  56,6  
1167  58,3  
1168  60,0  
1169  61,5  
1170  63,1  
1171  64,3  Time in s  Speed in km/h  
1172  65,7  
1173  67,1  
1174  68,3  
1175  69,7  
1176  70,6  
1177  71,6  
1178  72,6  
1179  73,5  
1180  74,2  
1181  74,9  
1182  75,6  
1183  76,3  
1184  77,1  
1185  77,9  
1186  78,5  
1187  79,0  
1188  79,7  
1189  80,3  
1190  81,0  
1191  81,6  
1192  82,4  
1193  82,9  
1194  83,4  
1195  83,8  
1196  84,2  
1197  84,7  
1198  85,2  
1199  85,6  
1200  86,3  
1201  86,8  
1202  87,4  
1203  88,0  
1204  88,3  
1205  88,7  
1206  89,0  
1207  89,3  
1208  89,8  Time in s  Speed in km/h  
1209  90,2  
1210  90,6  
1211  91,0  
1212  91,3  
1213  91,6  
1214  91,9  
1215  92,2  
1216  92,8  
1217  93,1  
1218  93,3  
1219  93,5  
1220  93,7  
1221  93,9  
1222  94,0  
1223  94,1  
1224  94,3  
1225  94,4  
1226  94,6  
1227  94,7  
1228  94,8  
1229  95,0  
1230  95,1  
1231  95,3  
1232  95,4  
1233  95,6  
1234  95,7  
1235  95,8  
1236  96,0  
1237  96,1  
1238  96,3  
1239  96,4  
1240  96,6  
1241  96,8  
1242  97,0  
1243  97,2  
1244  97,3  
1245  97,4  Time in s  Speed in km/h  
1246  97,4  
1247  97,4  
1248  97,4  
1249  97,3  
1250  97,3  
1251  97,3  
1252  97,3  
1253  97,2  
1254  97,1  
1255  97,0  
1256  96,9  
1257  96,7  
1258  96,4  
1259  96,1  
1260  95,7  
1261  95,5  
1262  95,3  
1263  95,2  
1264  95,0  
1265  94,9  
1266  94,7  
1267  94,5  
1268  94,4  
1269  94,4  
1270  94,3  
1271  94,3  
1272  94,1  
1273  93,9  
1274  93,4  
1275  92,8  
1276  92,0  
1277  91,3  
1278  90,6  
1279  90,0  
1280  89,3  
1281  88,7  
1282  88,1  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 537  
Time in s  Speed in km/h  
1283  87,4  
1284  86,7  
1285  86,0  
1286  85,3  
1287  84,7  
1288  84,1  
1289  83,5  
1290  82,9  
1291  82,3  
1292  81,7  
1293  81,1  
1294  80,5  
1295  79,9  
1296  79,4  
1297  79,1  
1298  78,8  
1299  78,5  
1300  78,2  
1301  77,9  
1302  77,6  
1303  77,3  
1304  77,0  
1305  76,7  
1306  76,0  
1307  76,0  
1308  76,0  
1309  75,9  
1310  75,9  
1311  75,8  
1312  75,7  
1313  75,5  
1314  75,2  
1315  75,0  
1316  74,7  
1317  74,1  
1318  73,7  
1319  73,3  Time in s  Speed in km/h  
1320  73,5  
1321  74,0  
1322  74,9  
1323  76,1  
1324  77,7  
1325  79,2  
1326  80,3  
1327  80,8  
1328  81,0  
1329  81,0  
1330  81,0  
1331  81,0  
1332  81,0  
1333  80,9  
1334  80,6  
1335  80,3  
1336  80,0  
1337  79,9  
1338  79,8  
1339  79,8  
1340  79,8  
1341  79,9  
1342  80,0  
1343  80,4  
1344  80,8  
1345  81,2  
1346  81,5  
1347  81,6  
1348  81,6  
1349  81,4  
1350  80,7  
1351  79,6  
1352  78,2  
1353  76,8  
1354  75,3  
1355  73,8  
1356  72,1  Time in s  Speed in km/h  
1357  70,2  
1358  68,2  
1359  66,1  
1360  63,8  
1361  61,6  
1362  60,2  
1363  59,8  
1364  60,4  
1365  61,8  
1366  62,6  
1367  62,7  
1368  61,9  
1369  60,0  
1370  58,4  
1371  57,8  
1372  57,8  
1373  57,8  
1374  57,3  
1375  56,2  
1376  54,3  
1377  50,8  
1378  45,5  
1379  40,2  
1380  34,9  
1381  29,6  
1382  27,3  
1383  29,3  
1384  32,9  
1385  35,6  
1386  36,7  
1387  37,6  
1388  39,4  
1389  42,5  
1390  46,5  
1391  50,2  
1392  52,8  
1393  54,3  Time in s  Speed in km/h  
1394  54,9  
1395  54,9  
1396  54,7  
1397  54,1  
1398  53,2  
1399  52,1  
1400  50,7  
1401  49,1  
1402  47,4  
1403  45,2  
1404  41,8  
1405  36,5  
1406  31,2  
1407  27,6  
1408  26,9  
1409  27,3  
1410  27,5  
1411  27,4  
1412  27,1  
1413  26,7  
1414  26,8  
1415  28,2  
1416  31,1  
1417  34,8  
1418  38,4  
1419  40,9  
1420  41,7  
1421  40,9  
1422  38,3  
1423  35,3  
1424  34,3  
1425  34,6  
1426  36,3  
1427  39,5  
1428  41,8  
1429  42,5  
1430  41,9  ▼B
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Time in s  Speed in km/h  
1431  40,1  
1432  36,6  
1433  31,3  
1434  26,0  
1435  20,6  
1436  19,1  
1437  19,7  
1438  21,1  
1439  22,0  
1440  22,1  
1441  21,4  
1442  19,6  Time in s  Speed in km/h  
1443  18,3  
1444  18,0  
1445  18,3  
1446  18,5  
1447  17,9  
1448  15,0  
1449  9,9  
1450  4,6  
1451  1,2  
1452  0,0  
1453  0,0  Time in s  Speed in km/h  
1454  0,0  
1455  0,0  
1456  0,0  
1457  0,0  
1458  0,0  
1459  0,0  
1460  0,0  
1461  0,0  
1462  0,0  
1463  0,0  
1464  0,0  
1465  0,0  Time in s  Speed in km/h  
1466  0,0  
1467  0,0  
1468  0,0  
1469  0,0  
1470  0,0  
1471  0,0  
1472  0,0  
1473  0,0  
1474  0,0  
1475  0,0  
1476  0,0  
1477  0,0  
Table A1/12  
▼M3 
WLTC, Class 3 cycle, phase Extra High  3 
▼B 
Time in s  Speed in km/h  
1478  0,0  
1479  2,2  
1480  4,4  
1481  6,3  
1482  7,9  
1483  9,2  
1484  10,4  
1485  11,5  
1486  12,9  
1487  14,7  
1488  17,0  
1489  19,8  
1490  23,1  
1491  26,7  
1492  30,5  
1493  34,1  
1494  37,5  
1495  40,6  
1496  43,3  
1497  45,7  
1498  47,7  Time in s  Speed in km/h  
1499  49,3  
1500  50,5  
1501  51,3  
1502  52,1  
1503  52,7  
1504  53,4  
1505  54,0  
1506  54,5  
1507  55,0  
1508  55,6  
1509  56,3  
1510  57,2  
1511  58,5  
1512  60,2  
1513  62,3  
1514  64,7  
1515  67,1  
1516  69,2  
1517  70,7  
1518  71,9  
1519  72,7  Time in s  Speed in km/h  
1520  73,4  
1521  73,8  
1522  74,1  
1523  74,0  
1524  73,6  
1525  72,5  
1526  70,8  
1527  68,6  
1528  66,2  
1529  64,0  
1530  62,2  
1531  60,9  
1532  60,2  
1533  60,0  
1534  60,4  
1535  61,4  
1536  63,2  
1537  65,6  
1538  68,4  
1539  71,6  
1540  74,9  Time in s  Speed in km/h  
1541  78,4  
1542  81,8  
1543  84,9  
1544  87,4  
1545  89,0  
1546  90,0  
1547  90,6  
1548  91,0  
1549  91,5  
1550  92,0  
1551  92,7  
1552  93,4  
1553  94,2  
1554  94,9  
1555  95,7  
1556  96,6  
1557  97,7  
1558  98,9  
1559  100,4  
1560  102,0  
1561  103,6  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 539  
Time in s  Speed in km/h  
1562  105,2  
1563  106,8  
1564  108,5  
1565  110,2  
1566  111,9  
1567  113,7  
1568  115,3  
1569  116,8  
1570  118,2  
1571  119,5  
1572  120,7  
1573  121,8  
1574  122,6  
1575  123,2  
1576  123,6  
1577  123,7  
1578  123,6  
1579  123,3  
1580  123,0  
1581  122,5  
1582  122,1  
1583  121,5  
1584  120,8  
1585  120,0  
1586  119,1  
1587  118,1  
1588  117,1  
1589  116,2  
1590  115,5  
1591  114,9  
1592  114,5  
1593  114,1  
1594  113,9  
1595  113,7  
1596  113,3  
1597  112,9  
1598  112,2  Time in s  Speed in km/h  
1599  111,4  
1600  110,5  
1601  109,5  
1602  108,5  
1603  107,7  
1604  107,1  
1605  106,6  
1606  106,4  
1607  106,2  
1608  106,2  
1609  106,2  
1610  106,4  
1611  106,5  
1612  106,8  
1613  107,2  
1614  107,8  
1615  108,5  
1616  109,4  
1617  110,5  
1618  111,7  
1619  113,0  
1620  114,1  
1621  115,1  
1622  115,9  
1623  116,5  
1624  116,7  
1625  116,6  
1626  116,2  
1627  115,2  
1628  113,8  
1629  112,0  
1630  110,1  
1631  108,3  
1632  107,0  
1633  106,1  
1634  105,8  
1635  105,7  Time in s  Speed in km/h  
1636  105,7  
1637  105,6  
1638  105,3  
1639  104,9  
1640  104,4  
1641  104,0  
1642  103,8  
1643  103,9  
1644  104,4  
1645  105,1  
1646  106,1  
1647  107,2  
1648  108,5  
1649  109,9  
1650  111,3  
1651  112,7  
1652  113,9  
1653  115,0  
1654  116,0  
1655  116,8  
1656  117,6  
1657  118,4  
1658  119,2  
1659  120,0  
1660  120,8  
1661  121,6  
1662  122,3  
1663  123,1  
1664  123,8  
1665  124,4  
1666  125,0  
1667  125,4  
1668  125,8  
1669  126,1  
1670  126,4  
1671  126,6  
1672  126,7  Time in s  Speed in km/h  
1673  126,8  
1674  126,9  
1675  126,9  
1676  126,9  
1677  126,8  
1678  126,6  
1679  126,3  
1680  126,0  
1681  125,7  
1682  125,6  
1683  125,6  
1684  125,8  
1685  126,2  
1686  126,6  
1687  127,0  
1688  127,4  
1689  127,6  
1690  127,8  
1691  127,9  
1692  128,0  
1693  128,1  
1694  128,2  
1695  128,3  
1696  128,4  
1697  128,5  
1698  128,6  
1699  128,6  
1700  128,5  
1701  128,3  
1702  128,1  
1703  127,9  
1704  127,6  
1705  127,4  
1706  127,2  
1707  127,0  
1708  126,9  
1709  126,8  ▼B
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Time in s  Speed in km/h  
1710  126,7  
1711  126,8  
1712  126,9  
1713  127,1  
1714  127,4  
1715  127,7  
1716  128,1  
1717  128,5  
1718  129,0  
1719  129,5  
1720  130,1  
1721  130,6  
1722  131,0  
1723  131,2  
1724  131,3  
1725  131,2  
1726  130,7  
1727  129,8  
1728  128,4  
1729  126,5  
1730  124,1  
1731  121,6  
1732  119,0  Time in s  Speed in km/h  
1733  116,5  
1734  114,1  
1735  111,8  
1736  109,5  
1737  107,1  
1738  104,8  
1739  102,5  
1740  100,4  
1741  98,6  
1742  97,2  
1743  95,9  
1744  94,8  
1745  93,8  
1746  92,8  
1747  91,8  
1748  91,0  
1749  90,2  
1750  89,6  
1751  89,1  
1752  88,6  
1753  88,1  
1754  87,6  Time in s  Speed in km/h  
1755  87,1  
1756  86,6  
1757  86,1  
1758  85,5  
1759  85,0  
1760  84,4  
1761  83,8  
1762  83,2  
1763  82,6  
1764  82,0  
1765  81,3  
1766  80,4  
1767  79,1  
1768  77,4  
1769  75,1  
1770  72,3  
1771  69,1  
1772  65,9  
1773  62,7  
1774  59,7  
1775  57,0  
1776  54,6  
1777  52,2  Time in s  Speed in km/h  
1778  49,7  
1779  46,8  
1780  43,5  
1781  39,9  
1782  36,4  
1783  33,2  
1784  30,5  
1785  28,3  
1786  26,3  
1787  24,4  
1788  22,5  
1789  20,5  
1790  18,2  
1791  15,5  
1792  12,3  
1793  8,7  
1794  5,2  
1795  0,0  
1796  0,0  
1797  0,0  
1798  0,0  
1799  0,0  
1800  0,0  
7. Cycle identification  
In order to confirm if the correct cycle version was chosen or if the 
correct cycle was implemented into the test bench operation system, 
checksums of the vehicle speed values for cycle phases and the whole 
cycle are listed in Table A1/13.  
▼M3 
Table A1/13  
1 Hz checksums  
Cycle class  Cycle phase  Checksum of 1 Hz target 
vehicle speeds  
Class 1  Low 11 988,4  
Medium  17 162,8  
Low 11 988,4  
Total  41 139,6  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 541  
Cycle class  Cycle phase  Checksum of 1 Hz target 
vehicle speeds  
Class 2  Low 11 162,2  
Medium  17 054,3  
High  24 450,6  
Extra High  28 869,8  
Total  81 536,9  
Class 3a  Low 11 140,3  
Medium  16 995,7  
High  25 646,0  
Extra High  29 714,9  
Total  83 496,9  
Class 3b  Low 11 140,3  
Medium  17 121,2  
High  25 782,2  
Extra High  29 714,9  
Total  83 758,6  
▼B 
8. Cycle modification  
Paragraph 8. of this Sub-Annex shall not apply to OVC-HEVs, 
NOVC-HEVs and NOVC-FCHVs.  
8.1. General remarks  
▼M3 _______  
▼B 
Driveability problems may occur for vehicles with power to mass 
ratios close to the borderlines between Class 1 and Class 2, Class 2 
and Class 3 vehicles, or very low powered vehicles in Class 1.  
Since these problems are related mainly to cycle phases with a 
combination of high vehicle speed and high accelerations rather 
than to the maximum speed of the cycle, the downscaling 
procedure shall be applied to improve driveability.  
8.2. This paragraph describes the method to modify the cycle profile using 
the downscaling procedure.  
8.2.1. Downscaling procedure for Class 1 vehicles  
Figure A1/14 shows a downscaled medium speed phase of the Class 1 
WLTC as an example.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 542  
Figure A1/14  
Downscaled medium speed phase of the class 1 WLTC
  
For the Class 1 cycle, the downscaling period is the time period 
between second 651 and second 906. Within this time period, the 
acceleration for the original cycle shall be calculated using the 
following equation: 
a orig  i ¼ v iþ1 Ä v i 
3,6 
where:  
v i is the vehicle speed, km/h;  
i is the time between second 651 and second 906.  
The downscaling shall be applied first in the time period between 
second 651 and second 848. The downscaled speed trace shall be 
subsequently calculated using the following equation: 
v dsc iþ1 ¼ v dsc i þ a orig  i Ü ð1 Ä f dsc Þ Ü 3,6 
with i = 651 to 847.  
For i = 651,  v dsc  i ¼ v orig  i 
In order to meet the original vehicle speed at second 907, a correction 
factor for the deceleration shall be calculated using the following 
equation: 
f corr_dec ¼ v dsc_848 Ä 36,7 
v orig_848 Ä 36,7  
where 36,7 km/h is the original vehicle speed at second 907.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 543  
The downscaled vehicle speed between second 849 and second 906 
shall be subsequently calculated using the following equation: 
v dsc i ¼ v dsc iÄ1 þ a orig  iÄ1 Ü f corr_dec Ü 3,6 
for i = 849 to 906.  
▼M3 
8.2.2. Downscaling procedure for Class 2 vehicles  
Since the driveability problems are exclusively related to the extra 
high speed phases of the Class 2 and Class 3 cycles, the downscaling 
is related to those time periods of the extra high speed phases where 
driveability problems are expected to occur (see Figures A1/15 and 
A1/16).  
▼B 
Figure A1/15  
Downscaled extra high speed phase of the class 2 WLTC
  
For the Class 2 cycle, the downscaling period is the time period 
between second 1520 and second 1742. Within this time period, the 
acceleration for the original cycle shall be calculated using the 
following equation: 
a orig  i ¼ v iþ1 Ä v i 
3,6 
where:  
v i is the vehicle speed, km/h;  
i is the time between second 1520 and second 1742.  
The downscaling shall be applied first to the time period between 
second 1520 and second 1725. Second 1725 is the time when the 
maximum speed of the extra high speed phase is reached. The down ­
scaled speed trace shall be subsequently calculated using the 
following equation: 
v dsc iþ1 ¼ v dsc i þ a orig  i Ü ð1 Ä f dsc Þ Ü 3,6 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 544  
for i = 1520 to 1724.  
For i = 1520,  v dsc  i ¼ v orig  i 
In order to meet the original vehicle speed at second 1743, a 
correction factor for the deceleration shall be calculated using the 
following equation: 
f corr_dec ¼ v dsc_1725 Ä 90,4 
v orig_1725 Ä 90,4  
90,4 km/h is the original vehicle speed at second 1743.  
The downscaled vehicle speed between second 1726 and second 1742 
shall be calculated using the following equation: 
v dsc i ¼ v dsc iÄ1 þ a orig  iÄ1 Ü f corr_dec Ü 3,6 
for i = 1726 to 1742.  
8.2.3. Downscaling procedure for Class 3 vehicles  
▼M3 
Figure A1/16 shows an example for a downscaled extra high speed 
phase of the Class 3 WLTC.  
▼B 
Figure A1/16  
Downscaled extra high speed phase of the class 3 WLTC
  
For the Class 3 cycle, the downscaling period is the time period 
between second 1533 and second 1762. Within this time period, the 
acceleration for the original cycle shall be calculated using the 
following equation: 
a orig  i ¼ v iþ1 Ä v i 
3,6 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 545  
where:  
v i is the vehicle speed, km/h;  
i is the time between second 1533 and second 1762.  
The downscaling shall be applied first in the time period between 
second 1533 and second 1724. Second 1724 is the time when the 
maximum speed of the extra high speed phase is reached. The down ­
scaled speed trace shall be subsequently calculated using the 
following equation: 
v dsc iþ1 ¼ v dsc i þ a orig  i Ü ð1 Ä f dsc Þ Ü 3,6 
for i = 1533 to 1723.  
For i = 1533,  v dsc  i ¼ v orig  i 
In order to meet the original vehicle speed at second 1763, a 
correction factor for the deceleration shall be calculated using the 
following equation: 
f corr_dec ¼ v dsc_1724 Ä 82,6 
v orig_1724 Ä 82,6  
82.6 km/h is the original vehicle speed at second 1763.  
The downscaled vehicle speed between second 1725 and second 1762 
shall be subsequently calculated using the following equation: 
v dsc i ¼ v dsc iÄ1 þ a orig  iÄ1 Ü f corr_dec Ü 3,6 
for i = 1725 to 1762.  
8.3. Determination of the downscaling factor  
The downscaling factor f  dsc , is a function of the ratio r  max between the 
maximum required power of the cycle phases where the downscaling 
is to be applied and the rated power of the vehicle, P  rated . 
The maximum required power P  req,max,i  (in kW) is related to a specific 
time i and the corresponding vehicle speed v  i in the cycle trace and is 
calculated using the following equation: 
P req;max;i ¼ Ê 
ðf 0 Ü v i Þ þ ðf 1 Ü v 2 
i Þ þ ðf 2 Ü v 3 
i Þ þ ð1,03 Ü TM Ü v i Ü a i Þ Ì 
3 600  
where:  
▼M3 
f 0 , f 1 , f 2 are the applicable road load coefficients, N, N/(km/h), and 
N/(km/h)  2 respectively;  
TM is the applicable test mass, kg;  
v i is the speed at time i, km/h;  
a i is the acceleration at time i, km/h  2 . ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 546  
The cycle time i at which maximum power or power values close to 
maximum power is required is second 764 for the Class 1 cycle, 
second 1 574 for the Class 2 cycle and second 1 566 for the Class 
3 cycle.  
▼B 
The corresponding vehicle speed values, v  i , and acceleration values, 
a i , are as follows:  
v i = 61,4 km/h, a  i = 0,22 m/s  2 for Class 1,  
v i = 109,9 km/h, a  i = 0,36 m/s  2 for Class 2,  
v i = 111,9 km/h, a  i = 0,50 m/s  2 for Class 3.  
r max shall be calculated using the following equation: 
r max ¼ P req;max;i 
P rated 
The downscaling factor, f  dsc , shall be calculated using the following 
equations:  
if r max< r 0 , then  f dsc ¼ 0 
and no downscaling shall be applied.  
If r max ã r 0 , then  f dsc ¼ a 1 Ü r max þ b 1 
The calculation parameter/coefficients, r  0 , a 1 and b  1 , are as follows:  
Class 1 r  0 = 0,978, a  1 = 0,680, b  1 = – 0,665  
Class 2 r  0 = 0,866, a  1 = 0,606, b  1 = – 0,525.  
Class 3 r  0 = 0,867, a  1 = 0,588 b  1 = – 0,510.  
The resulting f  dsc is mathematically rounded to 3 places of decimal 
and is applied only if it exceeds 0,010.  
The following data shall be included in all relevant test reports:  
(a) f  dsc ; 
(b) v  max ; 
(c) distance driven, m.  
The distance shall be calculated as the sum of v  i in km/h divided by 
3,6 over the whole cycle trace.  
8.4. Additional requirements  
For different vehicle configurations in terms of test mass and driving 
resistance coefficients, downscaling shall be applied individually.  
If, after the application of downscaling the vehicle maximum speed is 
lower than the maximum speed of the cycle, the process described in 
paragraph 9. of this Sub-Annex shall be applied with the applicable 
cycle.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 547  
If the vehicle cannot follow the speed trace of the applicable cycle 
within the tolerance at speeds lower than its maximum speed, it shall 
be driven with the accelerator control fully activated during these 
periods. During such periods of operation, speed trace violations 
shall be permitted.  
9. Cycle modifications for vehicles with a maximum speed lower than 
the maximum speed of the cycle specified in the previous paragraphs 
of this Sub-Annex  
▼M3 
9.1. General remarks  
This paragraph applies to vehicles that are technically able to follow 
the speed trace of the applicable cycle specified in paragraph 1. of this 
Sub-Annex (base cycle) at speeds lower than its maximum speed, but 
whose maximum speed is limited to a value lower than the maximum 
speed of the base cycle for other reasons. That applicable cycle shall 
be referred to as the ‘base cycle’ and used to determine the capped 
speed cycle.  
In the cases where downscaling in accordance with paragraph 8.2. is 
applied, the downscaled cycle shall be used as the base cycle.  
The maximum speed of the base cycle shall be referred to as 
v max,cycle  . 
The maximum speed of the vehicle shall be referred to as its capped 
speed v  cap . 
If v  cap is applied to a Class 3b vehicle as defined in paragraph 3.3.2., 
the Class 3b cycle shall be used as the base cycle. This shall apply 
even if v  cap is lower than 120 km/h.  
In the cases where v  cap is applied, the base cycle shall be modified as 
described in paragraph 9.2. in order to achieve the same cycle 
distance for the capped speed cycle as for the base cycle.  
▼B 
9.2. Calculation steps  
9.2.1. Determination of the distance difference per cycle phase  
An interim capped speed cycle shall be derived by replacing all 
vehicle speed samples v  i where v  i > v  cap by v  cap . 
▼M3 
9.2.1.1. If v  cap < v  max,medium  , the distance of the medium speed phases of the 
base cycle d  base,medium  and the interim capped speed cycle d  cap,medium  
shall be calculated using the following equation for both cycles:  
d medium ¼ X Í ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ Î 
, for i = 591 to 1 022  
where:  
v max,medium  is the maximum vehicle speed of the medium speed phase 
as listed in Table A1/2 for the Class 1 cycle, in Table A1/4 for the 
Class 2 cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 
for the Class 3b cycle.  
9.2.1.2. If v  cap < v  max,high  , the distances of the high speed phases of the base 
cycle d  base,high  and the interim capped speed cycle d  cap,high  shall be 
calculated using the following equation for both cycles:  
d high ¼ X Í ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ Î 
, for i = 1 024 to 1 477  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 548  
v max,high  is the maximum vehicle speed of the high speed phase as 
listed in Table A1/5 for the Class 2 cycle, in Table A1/10 for the 
Class 3a cycle and in Table A1/11 for the Class 3b cycle.  
▼B 
9.2.1.3. The distances of the extra high speed phase of the base cycle 
d base,exhigh  and the interim capped speed cycle d  cap,exhigh  shall be 
calculated applying the following equation to the extra high speed 
phase of both cycles:  
d exhigh ¼ X 
ð ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ; for i ¼ 1 479 to 1 800Þ 
9.2.2. Determination of the time periods to be added to the interim capped 
speed cycle in order to compensate for distance differences  
▼M3 
In order to compensate for a difference in distance between the base 
cycle and the interim capped speed cycle, corresponding time periods 
with v  i = v  cap shall be added to the interim capped speed cycle as 
described in paragraphs 9.2.2.1. to 9.2.2.3.  
▼B 
9.2.2.1. Additional time period for the medium speed phase  
If v  cap < v  max , medium  , the additional time period to be added to the 
medium speed phase of the interim capped speed cycle shall be 
calculated using the following equation: 
Δt medium ¼ ðd base;medium Ä d cap;medium Þ 
v cap Ü 3,6 
The number of time samples n  add,medium  with v  i = v  cap to be added to 
the medium speed phase of the interim capped speed cycle equals 
Δt medium  , mathematically rounded to the nearest integer (e.g. 1.4 shall 
be rounded to 1, 1.5 shall be rounded to 2).  
9.2.2.2. Additional time period for the high speed phase  
If v  cap < v  max , high , the additional time period to be added to the high 
speed phases of the interim capped speed cycle shall be calculated 
using the following equation: 
Δt high ¼ ðd base;high Ä d cap;high Þ 
v cap Ü 3,6 
The number of time samples n  add,high  with v  i = v  cap to be added to the 
high speed phase of the interim capped speed cycle equals Δt high , 
mathematically rounded to the nearest integer.  
9.2.2.3. The additional time period to be added to the extra high speed phase 
of the interim capped speed cycle shall be calculated using the 
following equation: 
Δt exhigh ¼ ðd base;exhigh Ä d cap;exhigh Þ 
v cap Ü 3,6 
The number of time samples n  add,exhigh  with v  i = v  cap to be added to 
the extra high speed phase of the interim capped speed cycle equals 
Δt exhigh  , mathematically rounded to the nearest integer.  
9.2.3. Construction of the final capped speed cycle  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 549  
9.2.3.1.  ►M3 Class 1 cycle ◄ 
The first part of the final capped speed cycle consists of the vehicle 
speed trace of the interim capped speed cycle up to the last sample in 
the medium speed phase where v = v  cap . The time of this sample is 
referred to as t  medium  . 
Then n  add,medium  samples with v  i = v  cap shall be added, so that the 
time of the last sample is (t  medium  + n  add,medium  ). 
The remaining part of the medium speed phase of the interim capped 
speed cycle, which is identical with the same part of the base cycle, 
shall then be added, so that the time of the last sample is (1022 + 
n add,medium  ). 
9.2.3.2.  ►M3 Class 2 and Class 3 cycles ◄ 
9.2.3.2.1. v  cap < v  max , medium  
The first part of the final capped speed cycle consists of the vehicle 
speed trace of the interim capped speed cycle up to the last sample in 
the medium speed phase where v = v  cap . The time of this sample is 
referred to as t  medium  . 
Then n  add,medium  samples with v  i = v  cap shall be added, so that the 
time of the last sample is (t  medium  + n  add,medium  ). 
The remaining part of the medium speed phase of the interim capped 
speed cycle, which is identical with the same part of the base cycle, 
shall then be added, so that the time of the last sample is (1022 + 
n add,medium  ). 
In a next step, the first part of the high speed phase of the interim 
capped speed cycle up to the last sample in the high speed phase 
where v = v  cap shall be added. The time of this sample in the interim 
capped speed is referred to as t  high , so that the time of this sample in 
the final capped speed cycle is (t  high + n  add,medium  ). 
Then, n  add,high  samples with v  i = v  cap shall be added, so that the time 
of the last sample becomes (t  high + n  add,medium  + n  add,high  ). 
The remaining part of the high speed phase of the interim capped 
speed cycle, which is identical with the same part of the base cycle, 
shall then be added, so that the time of the last sample is (1477 + 
n add,medium  + n  add,high  ). 
In a next step, the first part of the extra high speed phase of the 
interim capped speed cycle up to the last sample in the extra high 
speed phase where v = v  cap shall be added. The time of this sample in 
the interim capped speed is referred to as t  exhigh  , so that the time of 
this sample in the final capped speed cycle is (t  exhigh  + n  add,medium  + 
n add,high  ). 
Then n  add,exhigh  samples with v  i = v  cap shall be added, so that the time 
of the last sample is (t  exhigh  + n  add,medium  + n  add,high  + n  add,exhigh  ). 
The remaining part of the extra high speed phase of the interim 
capped speed cycle, which is identical with the same part of the 
base cycle, shall then be added, so that the time of the last sample 
is (1800 + n  add,medium  + n  add,high  + n  add,exhigh  ). ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 550  
The length of the final capped speed cycle is equivalent to the length 
of the base cycle except for differences caused by the rounding 
process for n  add,medium  , n add,high  and n  add,exhigh  . 
9.2.3.2.2.  ►M3 v max, medium  ≤ v cap < v  max, high  ◄ 
The first part of the final capped speed cycle consists of the vehicle 
speed trace of the interim capped speed cycle up to the last sample in 
the high speed phase where v = v  cap . The time of this sample is 
referred to as t  high . 
Then, n  add,high  samples with v  i = v  cap shall be added, so that the time 
of the last sample is (t  high + n  add,high  ). 
The remaining part of the high speed phase of the interim capped 
speed cycle, which is identical with the same part of the base cycle, 
shall then be added, so that the time of the last sample is (1477 + 
n add,high  ). 
In a next step, the first part of the extra high speed phase of the 
interim capped speed cycle up to the last sample in the extra high 
speed phase where v = v  cap shall be added. The time of this sample in 
the interim capped speed is referred to as t  exhigh  , so that the time of 
this sample in the final capped speed cycle is (t  exhigh  + n  add,high  ). 
Then n  add,exhigh  samples with v  i = v  cap shall be added, so that the time 
of the last sample is (t  exhigh  + n  add,high  + n  add,exhigh  ). 
The remaining part of the extra high speed phase of the interim 
capped speed cycle, which is identical with the same part of the 
base cycle, shall then be added, so that the time of the last sample 
is (1800 + n  add,high  + n  add,exhigh  ). 
The length of the final capped speed cycle is equivalent to the length 
of the base cycle except for differences caused by the rounding 
process for n  add,high  and n  add,exhigh  . 
9.2.3.2.3.  ►M3 v max, high  ≤ v cap < v  max, exhigh  ◄ 
The first part of the final capped speed cycle consists of the vehicle 
speed trace of the interim capped speed cycle up to the last sample in 
the extra high speed phase where v = v  cap . The time of this sample is 
referred to as t  exhigh  . 
Then, n  add,exhigh  samples with v  i = v  cap shall be added, so that the time 
of the last sample is (t  exhigh  + n  add,exhigh  ). 
The remaining part of the extra high speed phase of the interim 
capped speed cycle, which is identical with the same part of the 
base cycle, shall then be added, so that the time of the last sample 
is (1800 + n  add,exhigh  ). 
The length of the final capped speed cycle is equivalent to the length 
of the base cycle except for differences caused by the rounding 
process for n  add,exhigh  . 
▼M3 
10. Allocation of cycles to vehicles  
10.1. A vehicle of a certain class shall be tested on the cycle of the same 
class, i.e. Class 1 vehicles on the Class 1 cycle, Class 2 vehicles on 
the Class 2 cycle, Class 3a vehicles on the Class 3a cycle, and 
Class 3b vehicles on the Class 3b cycle. However, at the request of 
the manufacturer and with approval of the approval authority, a 
vehicle may be tested on a numerically higher cycle class, e.g. a 
Class 2 vehicle may be tested on a Class 3 cycle. In this case the 
differences between Classes 3a and 3b shall be respected and the 
cycle may be downscaled in accordance with paragraphs 8. to 8.4.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 551  
Sub-Annex 2  
Gear selection and shift point determination for vehicles equipped with 
manual transmissions  
1. General approach  
1.1. The shifting procedures described in this Sub-Annex shall apply to vehicles 
equipped with manual shift transmissions.  
1.2. The prescribed gears and shifting points are based on the balance between 
the power required to overcome driving resistance and acceleration, and the 
power provided by the engine in all possible gears at a specific cycle phase.  
1.3. The calculation to determine the gears to use shall be based on engine 
speeds and full load power curves versus engine speed.  
1.4. For vehicles equipped with a dual-range transmission (low and high), only 
the range designed for normal on-road operation shall be considered for 
gear use determination.  
1.5. The prescriptions for the clutch operation shall not be applied if the clutch 
is operated automatically without the need of an engagement or 
disengagement of the driver.  
1.6. This Sub-Annex shall not apply to vehicles tested in accordance with Sub- 
Annex 8.  
2. Required data and precalculations  
The following data are required and calculations shall be performed in 
order to determine the gears to be used when driving the cycle on a 
chassis dynamometer:  
(a) P  rated , the maximum rated engine power as declared by the manufac ­
turer, kW;  
(b) n  rated , the rated engine speed declared by the manufacturer as the 
engine speed at which the engine develops its maximum power, 
min  – 1 ; 
(c) n  idle , idling speed, min  –1 . 
n idle shall be measured over a period of at least 1 minute at a sampling 
rate of at least 1 Hz with the engine running in warm condition, the 
gear lever placed in neutral, and the clutch engaged. The conditions for 
temperature, peripheral and auxiliary devices, etc. shall be the same as 
described in Sub-Annex 6 for the Type 1 test.  
The value to be used in this Sub-Annex shall be the arithmetic average 
over the measuring period, rounded or truncated to the nearest 
10 min  –1 ; 
(d) ng, the number of forward gears.  
The forward gears in the transmission range designed for normal on- 
road operation shall be numbered in descending order of the ratio 
between engine speed in min  – 1 and vehicle speed in km/h. Gear 1 
is the gear with the highest ratio, gear ng is the gear with the lowest 
ratio. ng determines the number of forward gears;  
(e) (n/v)  i , the ratio obtained by dividing the engine speed n by the vehicle 
speed v for each gear i, for i to ng  max , min  – 1 /(km/h). (n/v)  i shall be 
calculated using the equations in paragraph 8. of Sub-Annex 7;  
(f) f  0 , f 1 , f 2 , road load coefficients selected for testing, N, N/(km/h), and 
N/(km/h)  2 respectively;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 552  
(g) n  max 
n max1 = n  95_high  , the maximum engine speed where 95 per cent of rated 
power is reached, min  – 1 ; 
If n  95_high  cannot be determined because the engine speed is limited to 
a lower value n  lim for all gears and the corresponding full load power 
is higher than 95 per cent of rated power, n  95_high  shall be set to n  lim . 
n max2 = (n/v)(ng  max ) × v  max,cycle  
n max3 = (n/v)(ng  max ) × v  max,vehicle  
where:  
ng vmax is defined in paragraph 2.(i);  
v max,cycle  is the maximum speed of the vehicle speed trace in 
accordance with Sub-Annex 1, km/h;  
v max,vehicle  is the maximum speed of the vehicle in accordance 
with paragraph 2.(i), km/h;  
(n/v)(ng  vmax ) is the ratio obtained by dividing engine speed n by the 
vehicle speed v for the gear ng  vmax , min  – 1 /(km/h);  
n max is the maximum of n  max1 , n max2 and n  max3 , min  –1 . 
(h) P  wot (n), the full load power curve over the engine speed range  
The power curve shall consist of a sufficient number of data sets (n, 
P wot ) so that the calculation of interim points between consecutive data 
sets can be performed by linear interpolation. Deviation of the linear 
interpolation from the full load power curve in accordance with Annex 
XX shall not exceed 2 per cent. The first data set shall be at 
n min_drive_set  (see point (k)(3)) or lower. The last data set shall be at 
n max or higher engine speed. Data sets need not be spaced equally but 
all data sets shall be reported.  
The data sets and the values P  rated and n  rated shall be taken from the 
power curve as declared by the manufacturer.  
The full load power at engine speeds not covered by Annex XX shall 
be determined in accordance with the method described in Annex XX;  
(i) Determination of ng  vmax and v  max 
ng vmax , the gear in which the maximum vehicle speed is reached and 
shall be determined as follows:  
If v  max (ng) ≥ v max (ng – 1) and v  max (ng – 1) ≥ v max (ng – 2), then:  
ng vmax = ng and v  max = v  max (ng).  
If v  max (ng) < v  max (ng – 1) and v  max (ng – 1) ≥ v max (ng – 2), then:  
ng vmax = ng – 1 and v  max = v  max (ng – 1),  
otherwise, ng  vmax = ng -2 and v  max = v  max (ng – 2)  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 553  
where:  
v max (ng) is the vehicle speed at which the required road load 
power equals the available power P  wot in gear ng (see 
Figure A2/1a).  
v max (ng – 1) is the vehicle speed at which the required road load 
power equals the available power P  wot in the next 
lower gear (gear ng – 1). See Figure A2/1b.  
v max (ng – 2) is the vehicle speed at which the required road load 
power equals the available power P  wot in the gear 
ng – 2.  
Vehicle speed values rounded to one place of decimal shall be used for 
the determination of v  max and ng  vmax . 
The required road load power, kW, shall be calculated using the 
following equation:  
P required ¼ f 0 Ü v þ f 1 Ü v 2 þ f 2 Ü v 3 
3 600  
where:  
v is the vehicle speed specified above, km/h.  
The available power at vehicle speed v  max in gear ng, gear ng – 1 or 
gear ng – 2 may be determined from the full load power curve, 
P wot (n), by using the following equations:  
n ng = (n/v)  ng × v  max (ng);  
n ng – 1  = (n/v)  ng – 1  × v  max (ng – 1);  
n ng – 2  = (n/v)  ng – 2  × v  max (ng – 2),  
and by reducing the power values of the full load power curve by 10 
per cent.  
The method described above shall be extended to even lower gears, i.e. 
ng – 3, ng – 4, etc. if necessary.  
If, for the purpose of limiting maximum vehicle speed, the maximum 
engine speed is limited to n  lim which is lower than the engine speed 
corresponding to the intersection of the road load power curve and the 
available power curve, then:  
ng vmax = ng  max and v  max = n  lim / (n/v)(ng  max ). ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 554  
Figure A2/1a  
An example where ng  max is the highest gear
  
Figure A2/1b  
An example where ng  max is the 2nd highest gear
  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 555  
(j) Exclusion of a crawler gear  
Gear 1 may be excluded at the request of the manufacturer if all of the 
following conditions are fulfilled:  
(1) The vehicle family is homologated to tow a trailer;  
(2) (n/v)  1 × (v  max / n 95_high  ) > 6,74;  
(3) (n/v)  2 × (v  max / n 95_high  ) > 3,85;  
(4) The vehicle, having a mass m  t as defined in the equation below, is 
able to pull away from standstill within 4 seconds, on an uphill 
gradient of at least 12 per cent, on five separate occasions within 
a period of 5 minutes.  
m t = m  r0 + 25 kg + (MC – m  r0 – 25 kg) × 0,28  
(factor 0,28 in the above equation shall be used for category N 
vehicles with a gross vehicle mass up to 3,5 tonnes and shall be 
replaced by factor 0,15 in the case of category M vehicles),  
where:  
v max is the maximum vehicle speed as specified in 
paragraph 2. (i). Only the v  max value resulting 
from the intersection of the required road load 
power curve and the available power curve of the 
relevant gear shall be used for the conditions in (3) 
and (4) above. A v  max value resulting from a limi ­
tation of the engine speed which prevents this inter ­
section of curves shall not be used;  
(n/v)(ng  vmax ) is the ratio obtained by dividing the engine speed n 
by the vehicle speed v for gear ng  vmax , min  – 
1 /(km/h);  
m r0 is the mass in running order, kg;  
MC is the gross train mass (gross vehicle mass + max. 
trailer mass), kg.  
In this case, gear 1 shall not be used when driving the cycle on a 
chassis dynamometer and the gears shall be renumbered starting 
with the second gear as gear 1.  
(k) Definition of n  min_drive  
n min_drive  is the minimum engine speed when the vehicle is in motion, 
min  –1 ; 
(1) For n  gear = 1, n  min_drive  = n  idle , 
(2) For n  gear = 2, 
(i) for transitions from first to second gear:  
n min_drive  = 1,15 × n  idle , 
(ii) for decelerations to standstill:  
n min_drive  = n  idle . 
(iii) for all other driving conditions:  
n min_drive  = 0,9 × n  idle . 
(3) For n  gear > 2, n  min_drive  shall be determined by:  
n min_drive  = n  idle + 0,125 ×( n  rated – n  idle ). 
This value shall be referred to as n  min_drive_set  . ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 556  
The final results for n  min_drive  shall be rounded to the nearest integer.  
Example:  1 199,5 becomes 1 200, 1 199,4 becomes 1 199.  
Values higher than n  min_drive_set  may be used for n  gear > 2 if requested 
by the manufacturer. In this case, the manufacturer may specify one 
value for acceleration/constant speed phases (n  min_drive_up  ) and a 
different value for deceleration phases (n  min_drive_down  ). 
Samples which have acceleration values ≥ – 0,1389 m/s  2 shall belong to 
the acceleration/constant speed phases.  
In addition, for an initial period of time (t  start_phase  ), the manufacturer 
may specify higher values (n  min_drive_start  and/or n  min_drive_up_start  ) for the 
values n  min_drive  and/or n  min_drive_up  for n  gear > 2 than specified above.  
The initial time period shall be specified by the manufacturer but shall 
not exceed the low speed phase of the cycle and shall end in a stop 
phase so that there is no change of n  min_drive  within a short trip.  
All individually chosen n  min_drive  values shall be equal to or higher than 
n min_drive_set  but shall not exceed (2 × n  min_drive_set  ). 
All individually chosen n  min_drive  values and t  start_phase  shall be included 
in all relevant test reports.  
Only n  min_drive_set  shall be used as the lower limit for the full load power 
curve in accordance with paragraph 2(h).  
(l) TM, test mass of the vehicle, kg.  
3. Calculations of required power, engine speeds, available power, and 
possible gear to be used  
3.1. Calculation of required power  
For each second j of the cycle trace, the power required to overcome 
driving resistance and to accelerate shall be calculated using the 
following equation: 
P required ;j ¼ Í f 0 Ü v j þ f 1 Ü v 2 
j þ f 2 Ü v 3 
j 
3 600 Î 
þ kr Ü a j Ü v j Ü TM 
3 600  
where:  
P required,j  is the required power at second j, kW;  
a j is the vehicle acceleration at second j, m/s  2 , and is calculated as 
follows:  
a j ¼ ðv jþ1 Ä v j Þ 
3,6 Ü ðt jþ1 Ä t j Þ ; 
kr is a factor taking the inertial resistances of the drivetrain during 
acceleration into account and is set to 1,03.  
3.2. Determination of engine speeds  
For any v  j < 1 km/h, it shall be assumed that the vehicle is standing still 
and the engine speed shall be set to n  idle . The gear lever shall be placed in 
neutral with the clutch engaged except 1 second before beginning an accel ­
eration from standstill where first gear shall be selected with the clutch 
disengaged.  
For each v  j ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ng  max , the 
engine speed, n  i,j , shall be calculated using the following equation:  
n i,j = (n/v)  i × v  j 
The calculation shall be performed with floating point numbers, the results 
shall not be rounded.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 557  
3.3. Selection of possible gears with respect to engine speed  
The following gears may be selected for driving the speed trace at v  j : 
(a) All gears i < ng  vmax where n  min_drive  ≤ n i,j ≤ n max1 ; 
(b) All gears i ≥ ng  vmax where n  min_drive  ≤ n i,j ≤ n max2 ; 
(c) Gear 1, if n  1,j < n  min_drive  . 
If a  j < 0 and n  i,j ≤ n idle , n i,j shall be set to n  idle and the clutch shall be 
disengaged.  
If a  j ≥ 0 and n  i,j < max(1,15 × n  idle ; min. engine speed of the P  wot (n) curve), 
n i,j shall be set to the maximum of 1,15 × n  idle or (n/v)  i × v  j and the clutch 
shall be set to ‘undefined’.  
‘undefined’ covers any status of the clutch between disengaged and 
engaged, depending on the individual engine and transmission design. In 
this case the real engine speed may deviate from the calculated engine 
speed.  
3.4. Calculation of available power  
The available power for each possible gear i and each vehicle speed value 
of the cycle trace v  i shall be calculated using the following equation:  
P available_i,j  = P  wot (n i,j ) × (1 – (SM + ASM))  
where:  
P rated is the rated power, kW;  
P wot is the power available at n  i,j at full load condition from the full load 
power curve;  
SM is a safety margin accounting for the difference between the 
stationary full load condition power curve and the power 
available during transition conditions. SM is set to 10 per cent;  
ASM is an additional power safety margin which may be applied at the 
request of the manufacturer.  
When requested, the manufacturer shall provide the ASM values (in per 
cent reduction of the wot power) together with data sets for P  wot (n) as 
shown by the example in Table A2/1. Linear interpolation shall be used 
between consecutive data points. ASM is limited to 50 per cent.  
The application of an ASM requires the approval of the approval authority.  
Table A2/1  
n Pwot  
SM per cent  ASM per cent  P available  
min  –1 kW kW  
700 6,3  10,0  20,0  4,4  
1 000  15,7  10,0  20,0  11,0  
1 500  32,3  10,0  15,0  24,2  
1 800  56,6  10,0  10,0  45,3  
1 900  59,7  10,0  5,0  50,8  
2 000  62,9  10,0  0,0  56,6  
3 000  94,3  10,0  0,0  84,9  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 558  
n Pwot  
SM per cent  ASM per cent  P available  
min  –1 kW kW  
4 000  125,7  10,0  0,0  113,2  
5 000  157,2  10,0  0,0  141,5  
5 700  179,2  10,0  0,0  161,3  
5 800  180,1  10,0  0,0  162,1  
6 000  174,7  10,0  0,0  157,3  
6 200  169,0  10,0  0,0  152,1  
6 400  164,3  10,0  0,0  147,8  
6 600  156,4  10,0  0,0  140,8  
3.5. Determination of possible gears to be used  
The possible gears to be used shall be determined by the following 
conditions:  
(a) The conditions of paragraph 3.3. are fulfilled, and  
(b) For n  gear > 2, if P  available_i,j  ≥ P required,j  . 
The initial gear to be used for each second j of the cycle trace is the highest 
final possible gear, i  max . When starting from standstill, only the first gear 
shall be used.  
The lowest final possible gear is i  min . 
4. Additional requirements for corrections and/or modifications of gear use  
The initial gear selection shall be checked and modified in order to avoid 
too frequent gearshifts and to ensure driveability and practicality.  
An acceleration phase is a time period of more than 2 seconds with a 
vehicle speed ≥ 1 km/h and with monotonic increase of vehicle speed. A 
deceleration phase is a time period of more than 2 seconds with a vehicle 
speed ≥ 1 km/h and with monotonic decrease of vehicle speed.  
Corrections and/or modifications shall be made in accordance with the 
following requirements:  
(a) If a one step higher gear (n + 1) is required for only 1 second and the 
gears before and after are the same (n) or one of them is one step lower 
(n – 1), gear (n + 1) shall be corrected to gear n.  
Examples:  
Gear sequence i – 1, i, i – 1 shall be replaced by:  
i – 1, i – 1, i – 1;  
Gear sequence i – 1, i, i – 2 shall be replaced by:  
i – 1, i – 1, i – 2;  
Gear sequence i – 2, i, i – 1 shall be replaced by:  
i – 2, i – 1, i – 1.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 559  
Gears used during accelerations at vehicle speeds ≥ 1 km/h shall be 
used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 
3, 3, 3 shall be replaced by 1, 1, 2, 2, 3, 3, 3). This requirement shall 
not be applied on downshifts during an acceleration phase. Such down ­
shifts shall be corrected in accordance with paragraph 4(b). Gears shall 
not be skipped during acceleration phases.  
However an upshift by two gears is permitted at the transition from an 
acceleration phase to a constant speed phase if the duration of the 
constant speed phase exceeds 5 seconds.  
(b) If a downshift is required during an acceleration phase the gear which is 
required during this downshift is noted (i  DS ). The start point of a 
correction procedure is defined by either the last previous second 
when i  DS was identified, or the start point of the acceleration phase if 
all time samples before have gears > i  DS . The following check shall 
then be applied.  
Working backwards from the end of the acceleration phase, the latest 
occurrence of a 10 second window containing i  DS for either 2 or more 
consecutive seconds, or 2 or more individual seconds shall be ident ­
ified. The last usage of i  DS in this window defines the end point of the 
correction procedure. Between the start and end of the correction 
period, all requirements for gears greater than i  DS shall be corrected 
to a requirement of i  DS . 
From the end of the correction period to the end of the acceleration 
phase, all downshifts with a duration of only one second shall be 
removed, if the downshift was a one step downshift. If the downshift 
was a two step downshift, all requirements for gears greater than or 
equal to i  DS up to the latest occurrence of i  DS shall be corrected to (i  DS 
+ 1).  
This final correction shall also be applied from the start point to the end 
of the acceleration phase, if no 10 second window containing i  DS for 
either 2 or more consecutive seconds or 2 or more individual seconds 
was identified.  
Examples:  
(i) If the initially calculated gear use is:  
2, 2, 3, [3, 4, 4, 4, 4,  3, 4, 4, 4, 4], 4, 4,  3, 4, 4, 4,  
the gear use shall be corrected to:  
2, 2, 3, 3, 3, 3, 3, 3,  3, 3, 3, 3, 3, 3, 3,  3, 4, 4, 4.  
(ii) If the initially calculated gear use is:  
2, 2, 3, [3, 4, 4,  3, 4, 4, 4, 4, 4, 4], 4, 4, 4, 4,  3, 4,  
the gear use shall be corrected to:  
2, 2, 3, 3, 3, 3,  3, 4, 4, 4, 4, 4, 4, 4, 4, 4, 4,  4, 4.  
(iii) If the initially calculated gear use is:  
2, 2, 3, [3, 4, 4, 4, 4, 4, 4, 4, 4, 4], 4, 4, 4,  3, 3, 4,  
the gear use shall be corrected to:  
2, 2, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3, 3,  3, 3, 4.  
The first 10 second windows are indicated by square brackets in the 
examples above.  
The underlined gears (e.g.  3) indicate those cases which could lead to a 
correction of the gear before it.  
This correction shall not be performed for gear 1.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 560  
(c) If gear i is used for a time sequence of 1 to 5 seconds and the gear prior 
to this sequence is one step lower and the gear after this sequence is 
one or two steps lower than within this sequence or the gear prior to 
this sequence is two steps lower and the gear after this sequence is one 
step lower than within the sequence, the gear for the sequence shall be 
corrected to the maximum of the gears before and after the sequence.  
Examples:  
(i) Gear sequence i – 1, i, i – 1 shall be replaced by:  
i – 1, i – 1, i – 1;  
Gear sequence i – 1, i, i – 2 shall be replaced by:  
i – 1, i – 1, i – 2;  
Gear sequence i – 2, i, i – 1 shall be replaced by:  
i – 2, i – 1, i – 1.  
(ii) Gear sequence i – 1, i, i, i – 1 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1;  
Gear sequence i – 1, i, i, i – 2 shall be replaced by:  
i – 1, i – 1, i – 1, i – 2;  
Gear sequence i – 2, i, i, i – 1 shall be replaced by:  
i – 2, i – 1, i – 1, i – 1.  
(iii) Gear sequence i – 1, i, i, i, i – 1 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1, i – 1;  
Gear sequence i – 1, i, i, i, i – 2 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1, i – 2;  
Gear sequence i – 2, i, i, i, i – 1 shall be replaced by:  
i – 2, i – 1, i – 1, i – 1, i – 1.  
(iv) Gear sequence i – 1, i, i, i, i, i – 1 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1, i – 1, i – 1;  
Gear sequence i – 1, i, i, i, i, i – 2 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1, i – 1, i – 2;  
Gear sequence i – 2, i, i, i, i, i – 1 shall be replaced by:  
i – 2, i – 1, i – 1, i – 1, i – 1, i – 1.  
(v) Gear sequence i – 1, i, i, i, i, i, i – 1 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1.  
Gear sequence i – 1, i, i, i, i, i, i – 2 shall be replaced by:  
i – 1, i – 1, i – 1, i – 1, i – 1, i – 1, i – 2;  
Gear sequence i – 2, i, i, i, i, i, i – 1 shall be replaced by:  
i – 2, i – 1, i – 1, i – 1, i – 1, i – 1, i – 1.  
In all cases (i) to (v), i – 1 ≥ i min shall be fulfilled.  
(d) No upshift to a higher gear at the transition from an acceleration or 
constant speed phase to a deceleration phase shall be performed if the 
gear in the phase following the deceleration phase is lower than the 
upshifted gear.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 561  
Example:  
If v  i ≤ v i + 1 and v  i + 2 < v  i + 1 and gear i = 4 and gear (i + 1 = 5) and 
gear (i + 2 = 5), then gear (i + 1) and gear (i + 2) shall be set to 4 if the 
gear for the phase following the deceleration phase is gear 4 or lower. 
For all following cycle trace points with gear 5 within the deceleration 
phase, the gear shall also be set to 4. If the gear following the decel ­
eration phase is gear 5, an upshift shall be performed.  
If there is an upshift during the transition and the initial deceleration 
phase by 2 gears, an upshift by 1 gear shall be performed.  
No upshift to a higher gear shall be performed within a deceleration 
phase.  
(e) During a deceleration phase, gears with n  gear > 2 shall be used as long 
as the engine speed does not drop below n  min_drive  . 
Gear 2 shall be used during a deceleration phase within a short trip of 
the cycle (not at the end of a short trip) as long as the engine speed 
does not drop below (0,9 × n  idle ). 
If the engine speed drops below n  idle , the clutch shall be disengaged.  
If the deceleration phase is the last part of a short trip shortly before a 
stop phase, the second gear shall be used as long as the engine speed 
does not drop below n  idle . 
(f) If during a deceleration phase the duration of a gear sequence between 
two gear sequences of 3 seconds or more is only 1 second, it shall be 
replaced by gear 0 and the clutch shall be disengaged.  
If during a deceleration phase the duration of a gear sequence between 
two gear sequences of 3 seconds or more is 2 seconds, it shall be 
replaced by gear 0 for the 1st second and for the 2nd second with 
the gear that follows after the 2 second period. The clutch shall be 
disengaged for the 1st second.  
Example:  A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.  
This requirement shall only be applied if the gear that follows after the 
2 second period is > 0.  
If several gear sequences with durations of 1 or 2 seconds follow one 
another, corrections shall be performed as follows:  
A gear sequence i, i, i, i – 1, i – 1, i – 2 or i, i, i, i – 1, i – 2, i – 2 shall 
be changed to i, i, i, 0, i – 2, i – 2.  
A gear sequence such as i, i, i, i – 1, i – 2, i – 3 or i, i, i, i – 2, i – 2, i – 
3 or other possible combinations shall be changed to i, i, i, 0, i – 3, i 
– 3. 
This change shall also be applied to gear sequences where the accel ­
eration is ≥ 0 for the first 2 seconds and < 0 for the 3rd second or 
where the acceleration is ≥ 0 for the last 2 seconds.  
For extreme transmission designs, it is possible that gear sequences with 
durations of 1 or 2 seconds following one another may last up to 7 
seconds. In such cases, the correction above shall be complemented by 
the following correction requirements in a second step:  
A gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 1) shall 
be changed to j, 0, i – 1, i – 1, i – 1, k, if gear (i – 1) is one or two 
steps below i  max for second 3 of this sequence (one after gear 0).  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 562  
If gear (i – 1) is more than two steps below i  max for second 3 of this 
sequence, a gear sequence j, 0, i, i, i – 1, k with j > (i + 1) and k ≤ (i – 
1) shall be changed to j, 0, 0, k, k, k.  
A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) shall be 
changed to j, 0, i – 2, i – 2, i – 2, k, if gear (i – 2) is one or two steps 
below i  max for second 3 of this sequence (one after gear 0).  
If gear (i – 2) is more than two steps below i  max for second 3 of this 
sequence, a gear sequence j, 0, i, i, i – 2, k with j > (i + 1) and k ≤ (i – 
2) shall be changed to j, 0, 0, k, k, k.  
In all cases specified above in this sub-paragraph, the clutch 
disengagement (gear 0) for 1 second is used in order to avoid too 
high engine speeds for this second. If this is not an issue and, if 
requested by the manufacturer, it is allowed to use the lower gear of 
the following second directly instead of gear 0 for downshifts of up to 3 
steps. The use of this option shall be recorded.  
If the deceleration phase is the last part of a short trip shortly before a 
stop phase and the last gear > 0 before the stop phase is used only for a 
period of up to 2 seconds, gear 0 shall be used instead and the gear 
lever shall be placed in neutral and the clutch shall be engaged.  
Examples:  A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before 
a stop phase shall be replaced by 4, 0, 0, 0, 0. A gear sequence of 4, 3, 
3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0, 
0, 0.  
A downshift to first gear is not permitted during those deceleration 
phases.  
5. Paragraphs 4.(a) to 4.(f) shall be applied sequentially, scanning the complete 
cycle trace in each case. Since modifications to paragraphs 4.(a) to 4.(f) 
may create new gear use sequences, these new gear sequences shall be 
checked three times and modified if necessary.  
In order to enable the assessment of the correctness of the calculation, the 
average gear for v ≥ 1 km/h, rounded to four places of decimal, shall be 
calculated and included in all relevant test reports.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 563  
Sub-Annex 3  
Reserved  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 564  
Sub-Annex 4  
Road load and dynamometer setting  
1. Scope  
This Sub-Annex describes the determination of the road load of a 
test vehicle and the transfer of that road load to a chassis dynamo ­
meter.  
2. Terms and definitions  
2.1. Reserved  
2.2. Reference speed points shall start at 20 km/h in incremental steps of 
10 km/h and with the highest reference speed according to the 
following provisions:  
(a) The highest reference speed point shall be 130 km/h or the 
reference speed point immediately above the maximum speed 
of the applicable test cycle if this value is less than 130 km/h. In 
the case that the applicable test cycle contains less than the 4 
cycle phases (Low, Medium, High and Extra High) and at the 
request of the manufacturer and with approval of the approval 
authority, the highest reference speed may be increased to the 
reference speed point immediately above the maximum speed of 
the next higher phase, but no higher than 130 km/h; in this case 
road load determination and chassis dynamometer setting shall 
be done with the same reference speed points;  
(b) If a reference speed point applicable for the cycle plus 14 km/h 
is more than or equal to the maximum vehicle speed v  max , this 
reference speed point shall be excluded from the coastdown test 
and from chassis dynamometer setting. The next lower reference 
speed point shall become the highest reference speed point for 
the vehicle.  
2.3. Unless otherwise specified, a cycle energy demand shall be 
calculated according to paragraph 5. of Sub-Annex 7 over the 
target speed trace of the applicable drive cycle.  
▼M3 
2.4. f  0 , f 1 , f 2 are the road load coefficients of the road load equation 
F = f  0 + f 1 × v + f  2 × v  2 determined in accordance with this Sub- 
Annex.  
f 0 is the constant road load coefficient and shall be rounded to one 
place of decimal, N;  
f 1 is the first order road load coefficient and shall be rounded to 
three places of decimal, N/(km/h);  
f 2 is the second order road load coefficient and shall be rounded 
to five places of decimal, N/(km/h)  2 . 
Unless otherwise stated, the road load coefficients shall be 
calculated with a least square regression analysis over the range 
of the reference speed points.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 565  
2.5. Rotational mass  
2.5.1. Determination of m  r 
m r is the equivalent effective mass of all the wheels and vehicle 
components rotating with the wheels on the road while the gearbox 
is placed in neutral, in kilograms (kg). m  r shall be measured or 
calculated using an appropriate technique agreed upon by the 
approval authority. Alternatively, m  r may be estimated to be 3 per 
cent of the sum of the mass in running order and 25 kg.  
2.5.2. Application of rotational mass to the road load  
Coastdown times shall be transferred to forces and vice versa by 
taking into account the applicable test mass plus m  r . This shall 
apply to measurements on the road as well as on a chassis dyna ­
mometer.  
2.5.3. Application of rotational mass for the inertia setting  
▼M3 
If the vehicle is tested on a dynamometer in 4WD operation, the 
equivalent inertia mass of the chassis dynamometer shall be set to 
the applicable test mass.  
▼B 
Otherwise, the equivalent inertia mass of the chassis dynamometer 
shall be set to the test mass plus either the equivalent effective mass 
of the wheels not influencing the measurement results or 50 per cent 
of m  r . 
▼M3 
2.6. Additional masses for setting the test mass shall be applied such that 
the weight distribution of that vehicle is approximately the same as 
that of the vehicle with its mass in running order. In the case of 
category N vehicles or passenger vehicles derived from category N 
vehicles, the additional masses shall be located in a representative 
manner and shall be justified to the approval authority upon their 
request. The weight distribution of the vehicle shall be included in 
all relevant test reports and shall be used for any subsequent road 
load determination testing.  
3. General requirements  
The manufacturer shall be responsible for the accuracy of the road 
load coefficients and shall ensure this for each production vehicle 
within the road load family. Tolerances within the road load deter ­
mination, simulation and calculation methods shall not be used to 
underestimate the road load of production vehicles. At the request of 
the approval authority, the accuracy of the road load coefficients of 
an individual vehicle shall be demonstrated.  
3.1. Overall measurement accuracy, precision, resolution and frequency  
The required overall measurement accuracy shall be as follows:  
(a) Vehicle speed accuracy: ± 0,2 km/h with a measurement 
frequency of at least 10 Hz;  
(b) Time: min. accuracy: ± 10 ms; min. precision and resol ­
ution:10 ms;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 566  
(c) Wheel torque accuracy: ± 6 Nm or ± 0,5 per cent of the 
maximum measured total torque, whichever is greater, for the 
whole vehicle, with a measurement frequency of at least 10 Hz;  
(d) Wind speed accuracy: ± 0,3 m/s, with a measurement frequency 
of at least 1 Hz;  
(e) Wind direction accuracy: ± 3°, with a measurement frequency 
of at least 1 Hz;  
(f) Atmospheric temperature accuracy: ± 1 °C, with a measurement 
frequency of at least 0,1 Hz;  
(g) Atmospheric pressure accuracy: ± 0,3 kPa, with a measurement 
frequency of at least 0,1 Hz;  
(h) Vehicle mass measured on the same weighing scale before and 
after the test: ± 10 kg (± 20 kg for vehicles > 4 000 kg);  
(i) Tyre pressure accuracy: ± 5 kPa;  
(j) Wheel rotational speed accuracy: ± 0,05 s  – 1 or 1 per cent, 
whichever is greater.  
▼B 
3.2. Wind tunnel criteria  
3.2.1. Wind velocity  
The wind velocity during a measurement shall remain within ± 2 km/h 
at the centre of the test section. The possible wind velocity shall be at 
least 140 km/h.  
3.2.2. Air temperature  
The air temperature during a measurement shall remain within ± 3 °C 
at the centre of the test section. The air temperature distribution at the 
nozzle outlet shall remain within ± 3 °C.  
3.2.3. Turbulence  
For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the 
turbulence intensity, Tu, shall not exceed 1 per cent. See Figure 
A4/1.  
Figure A4/1  
Turbulence intensity
  
Tu ¼ u′ 
U ∞ 
where:  
Tu is the turbulence intensity;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 567  
u′ is the turbulent velocity fluctuation, m/s;  
U ∞ is the free flow velocity, m/s.  
3.2.4. Solid blockage ratio  
The vehicle blockage ratio ε sb expressed as the quotient of the 
vehicle frontal area and the area of the nozzle outlet as calculated 
using the following equation, shall not exceed 0,35. 
ε sb ¼ A f 
A nozzle 
where:  
ε sb is the vehicle blockage ratio;  
A f is the frontal area of the vehicle, m  2 ; 
A nozzle  is the nozzle outlet area, m  2 . 
▼M3 
3.2.5. Rotating wheels  
To properly determine the aerodynamic influence of the wheels, the 
wheels of the test vehicle shall rotate at such a speed that the 
resulting vehicle velocity is within ± 3 km/h of the wind velocity.  
3.2.6. Moving belt  
To simulate the fluid flow at the underbody of the test vehicle, the 
wind tunnel shall have a moving belt extending from the front to the 
rear of the vehicle. The speed of the moving belt shall be within ± 
3 km/h of the wind velocity.  
3.2.7. Fluid flow angle  
At nine equally distributed points over the nozzle area, the root 
mean square deviation of both the pitch angle α and the yaw 
angle β (Y-, Z-plane) at the nozzle outlet shall not exceed 1°.  
▼B 
3.2.8. Air pressure  
At nine equally distributed points over the nozzle outlet area, the 
standard deviation of the total pressure at the nozzle outlet shall be 
equal to or less than 0.02. 
σ Í ΔP t 
q Î 
Ï 0,02  
where:  
σ is the standard deviation of the pressure ratio  ð ΔP t 
q Þ; 
ΔP t is the variation of total pressure between the measurement 
points, N/m  2 ; 
q is the dynamic pressure, N/ m  2 . 
The absolute difference of the pressure coefficient cp over a distance 
3 metres ahead and 3 metres behind the centre of the balance in the 
empty test section and at a height of the centre of the nozzle outlet 
shall not deviate more than ± 0,02.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 568  
jcp x¼þ3m Ä cp x¼Ä3m j Ï 0,02  
where:  
cp is the pressure coefficient.  
3.2.9. Boundary layer thickness  
At x = 0 (balance center point), the wind velocity shall have at least 
99 per cent of the inflow velocity 30 mm above the wind tunnel 
floor. 
δ 99 ðx ¼ 0 mÞ Ï 30 mm  
where:  
δ 99 is the distance perpendicular to the road, where 99 per cent of 
free stream velocity is reached (boundary layer thickness).  
3.2.10. Restraint blockage ratio  
The restraint system mounting shall not be in front of the vehicle. 
The relative blockage ratio of the vehicle frontal area due to the 
restraint system, ε restr , shall not exceed 0,10. 
ε restr ¼ A restr 
A f 
where:  
ε restr is the relative blockage ratio of the restraint system;  
A restr is the frontal area of the restraint system projected on the 
nozzle face, m  2 ; 
A f is the frontal area of the vehicle, m  2 . 
3.2.11. Measurement accuracy of the balance in the x-direction  
The inaccuracy of the resulting force in the x-direction shall not 
exceed ± 5 N. The resolution of the measured force shall be within 
± 3 N.  
▼M3 
3.2.12. Measurement precision  
The precision of the measured force shall be within ± 3 N.  
▼B 
4. Road load measurement on road  
4.1. Requirements for road test  
4.1.1. Atmospheric conditions for road test  
▼M3 
4.1.1.1. Permissible wind conditions  
The maximum permissible wind conditions for road load deter ­
mination are described in paragraphs 4.1.1.1.1. and 4.1.1.1.2.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 569  
In order to determine the applicability of the type of anemometry to 
be used, the arithmetic average of the wind speed shall be 
determined by continuous wind speed measurement, using a 
recognized meteorological instrument, at a location and height 
above the road level alongside the test road where the most rep ­
resentative wind conditions will be experienced.  
If tests in opposite directions cannot be performed at the same part 
of the test track (e.g. on an oval test track with an obligatory driving 
direction), wind speed and direction at each part of the test track 
shall be measured. In this case the higher measured arithmetic 
average wind speed determines the type of anemometry to be 
used and the lower arithmetic average wind speed the criterion for 
the allowance of waiving of a wind correction.  
4.1.1.1.1. Permissible wind conditions when using stationary anemometry  
Stationary anemometry shall be used only when wind speeds over a 
period of 5 seconds average less than 5 m/s and peak wind speeds 
are less than 8 m/s for less than 2 seconds. In addition, the average 
vector component of the wind speed across the test road shall be 
less than 2 m/s during each valid run pair. Run pairs that do not 
meet the above criteria shall be excluded from the analysis. Any 
wind correction shall be calculated as given in paragraph 4.5.3. 
Wind correction may be waived when the lowest arithmetic 
average wind speed is 2 m/s or less.  
4.1.1.1.2. Permissible wind conditions when using on-board anemometry  
For testing with an on-board anemometer, a device as described in 
paragraph 4.3.2. shall be used. The arithmetic average of the wind 
speed during each valid run pair over the test road shall be less than 
7 m/s with peak wind speeds of less than 10 m/s for more than 2 
seconds. In addition, the average vector component of the wind 
speed across the road shall be less than 4 m/s during each valid 
run pair. Run pairs that do not meet the above criteria shall be 
excluded from the analysis.  
▼B 
4.1.1.2. Atmospheric temperature  
The atmospheric temperature should be within the range of 5 °C up 
to and including 35 °C.  
If the difference between the highest and the lowest measured 
temperature during the coastdown test is more than 5 °C, the 
temperature correction shall be applied separately for each run 
with the arithmetic average of the ambient temperature of that run.  
In that case the values of the road load coefficients f  0 , f 1 and f  2 shall 
be determined and corrected for each individual run. The final set of 
f 0 , f 1 and f  2 values shall be the arithmetic average of the indi ­
vidually corrected coefficients f  0 , f 1 and f  2 respectively.  
At its option, a manufacturer may choose to perform coastdowns 
between 1 °C and 5 °C.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 570  
4.1.2. Test road  
The road surface shall be flat, even, clean, dry and free of obstacles 
or wind barriers that might impede the measurement of the road 
load, and its texture and composition shall be representative of 
current urban and highway road surfaces. The longitudinal slope 
of the test road shall not exceed ± 1 per cent. The local slope 
between any points 3 metres apart shall not deviate more than 
± 0,5 per cent from this longitudinal slope. If tests in opposite 
directions cannot be performed at the same part of the test track 
(e.g. on an oval test track with an obligatory driving direction), the 
sum of the longitudinal slopes of the parallel test track segments 
shall be between 0 and an upward slope of 0,1 per cent. The 
maximum camber of the test road shall be 1,5 per cent.  
4.2. Preparation  
4.2.1. Test vehicle  
Each test vehicle shall conform in all its components with the 
production series, or, if the vehicle is different from the production 
vehicle, a full description shall be included in all relevant test 
reports.  
▼M3 
4.2.1.1. Requirements for test vehicle selection  
4.2.1.1.1. Without using the interpolation method  
A test vehicle (vehicle H) with the combination of road load 
relevant characteristics (i.e. mass, aerodynamic drag and tyre 
rolling resistance) producing the highest cycle energy demand 
shall be selected from the family (see paragraphs 5.6. and 5.7. of 
this Annex).  
If the aerodynamic influence of the different wheels within one 
interpolation family is not known, the selection shall be based on 
the highest expected aerodynamic drag. As a guideline, the highest 
aerodynamic drag may be expected for wheels with (a) the largest 
width, (b) the largest diameter, and (c) the most open structure 
design (in that order of importance).  
The wheel selection shall be performed additional to the requirement 
of the highest cycle energy demand.  
4.2.1.1.2. Using an interpolation method  
At the request of the manufacturer, an interpolation method may be 
applied.  
In this case, two test vehicles shall be selected from the family 
complying with the respective family requirement.  
Test vehicle H shall be the vehicle producing the higher, and 
preferably highest, cycle energy demand of that selection, test 
vehicle L the one producing the lower, and preferably lowest, 
cycle energy demand of that selection.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 571  
All items of optional equipment and/or body shapes that are chosen 
not to be considered when applying the interpolation method shall 
be identical for both test vehicles H and L such that these items of 
optional equipment produce the highest combination of the cycle 
energy demand due to their road load relevant characteristics (i.e. 
mass, aerodynamic drag and tyre rolling resistance).  
In the case where individual vehicles may be supplied with a 
complete set of standard wheels and tyres and a complete set of 
snow tyres (marked with 3 Peaked Mountain and Snowflake – 
3PMS) with or without wheels, the additional wheels/tyres shall 
not be considered as optional equipment.  
As a guidance, the following minimum deltas between vehicles H 
and L should be fulfilled for that road load relevant characteristic:  
(i) mass at least 30 kg;  
(ii) rolling resistance at least 1,0 kg/t;  
(iii) aerodynamic drag C  D × A at least 0,05 m  2 . 
To achieve a sufficient delta between vehicle H and L on a 
particular road load relevant characteristic, the manufacturer may 
artificially worsen vehicle H, e.g. by applying a higher test mass.  
4.2.1.2. Requirements for families  
4.2.1.2.1. Requirements for applying the interpolation family without using the 
interpolation method  
For the criteria defining an interpolation family, see paragraph 5.6. 
of this Annex.  
4.2.1.2.2. Requirements for applying the interpolation family using the inter ­
polation method are:  
(a) Fulfilling the interpolation family criteria listed in paragraph 5.6. 
of this Annex;  
(b) Fulfilling the requirements in paragraphs 2.3.1. and 2.3.2. of 
Sub-Annex 6;  
(c) Performing the calculations in paragraph 3.2.3.2. of Sub- 
Annex 7.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 572  
4.2.1.2.3. Requirements for applying the road load family  
4.2.1.2.3.1. At the request of the manufacturer and upon fulfilling the criteria of 
paragraph 5.7. of this Annex, the road load values for vehicles H 
and L of an interpolation family shall be calculated.  
4.2.1.2.3.2. Test vehicles H and L as defined in paragraph 4.2.1.1.2. shall be 
referred to as H  R and L  R for the purpose of the road load family.  
4.2.1.2.3.3. In addition to the requirements of an interpolation family in para ­
graphs 2.3.1. and 2.3.2. of Sub-Annex 6, the difference in cycle 
energy demand between H  R and L  R of the road load family shall 
be at least 4 per cent and shall not exceed 35 per cent based on H  R 
over a complete WLTC Class 3 cycle.  
If more than one transmission is included in the road load family, a 
transmission with the highest power losses shall be used for road 
load determination.  
4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction 
difference is determined in accordance with paragraph 6.8., a new 
road load family shall be calculated which includes the road load 
delta in both vehicle L and vehicle H of that new road load family.  
f 0,N = f 0,R + f 0,Delta  
f 1,N = f 1,R + f 1,Delta  
f 2,N = f 2,R + f 2,Delta  
where:  
N refers to the road load coefficients of the new road load 
family;  
R refers to the road load coefficients of the reference road load 
family;  
Delta refers to the delta road load coefficients determined in 
paragraph 6.8.1.  
4.2.1.3. Allowable combinations of test vehicle selection and family 
requirements  
Table A4/1 shows the permissible combinations of test vehicle 
selection and family requirements as described in paragraphs 
4.2.1.1. and 4.2.1.2.  
Table A4/1  
Permissible combinations of test vehicle selection and family requirements  
Requirements to be 
fulfilled:  (1) w/o interpolation 
method  (2) Interpolation 
method w/o road 
load family  (3) Applying the 
road load family  (4) Interpolation method 
using one or more road 
load families  
Road load test vehicle  Paragraph 
4.2.1.1.1.  Paragraph 
4.2.1.1.2.  Paragraph 
4.2.1.1.2.  n.a. 
Family  Paragraph 
4.2.1.2.1.  Paragraph 
4.2.1.2.2.  Paragraph 
4.2.1.2.3.  Paragraph 4.2.1.2.2.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 573  
Requirements to be 
fulfilled:  (1) w/o interpolation 
method  (2) Interpolation 
method w/o road 
load family  (3) Applying the 
road load family  (4) Interpolation method 
using one or more road 
load families  
Additional  none  none  none  Application of 
column (3) ‘Applying 
the road load family’ 
and application of 
paragraph 4.2.1.3.1.  
4.2.1.3.1. Deriving road loads of an interpolation family from a road load 
family  
Road loads H  R and/or L  R shall be determined in accordance with 
this Sub-Annex.  
The road load of vehicle H (and L) of an interpolation family within 
the road load family shall be calculated in accordance with para ­
graphs 3.2.3.2.2. to 3.2.3.2.2.4. of Sub-Annex 7 by:  
(a) Using H  R and L  R of the road load family instead of H and L as 
inputs for the equations;  
(b) Using the road load parameters (i.e. test mass, Δ(C D × A  f ) 
compared to vehicle L  R , and tyre rolling resistance) of vehicle 
H (or L) of the interpolation family as inputs for the individual 
vehicle;  
(c) Repeating this calculation for each H and L vehicle of every 
interpolation family within the road load family.  
The road load interpolation shall only be applied on those road load- 
relevant characteristics that were identified to be different between 
test vehicle L  R and H  R . For other road load-relevant character ­
istic(s), the value of vehicle H  R shall apply.  
H and L of the interpolation family may be derived from different 
road load families. If that difference between these road load 
families comes from applying the delta method, refer to paragraph 
4.2.1.2.3.4.  
_______  
▼B 
4.2.1.4. Application of the road load matrix family  
A vehicle that fulfils the criteria of paragraph 5.8. of this Annex that 
is: 
(a) representative of the intended series of complete vehicles to be 
covered by the road load matrix family in terms of estimated 
worst C  D value and body shape, and  
(b) representative of the intended series of vehicles to be covered 
by the road load matrix family in terms of estimated average of 
the mass of optional equipment, shall be used to determine the 
road load.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 574  
In the case that no representative body shape for a complete vehicle 
can be determined, the test vehicle shall be equipped with a square 
box with rounded corners with radii of maximum of 25 mm and a 
width equal to the maximum width of the vehicles covered by the 
road load matrix family, and a total height of the test vehicle of 
3,0 m ± 0,1 m, including the box.  
The manufacturer and the approval authority shall agree which 
vehicle test model is representative.  
The vehicle parameters test mass, tyre rolling resistance and frontal 
area of both a vehicle H  M and L  M shall be determined in such a way 
that vehicle H  M produces the highest cycle energy demand and 
vehicle L  M the lowest cycle energy from the road load matrix 
family. The manufacturer and the approval authority shall agree 
on the vehicle parameters for vehicle H  M and L  M . 
The road load of all individual vehicles of the road load matrix 
family, including H  M and L  M , shall be calculated according to 
paragraph 5.1. of this Sub-Annex.  
4.2.1.5. Movable aerodynamic body parts  
Movable aerodynamic body parts on the test vehicles shall operate 
during road load determination as intended under WLTP Type 1 test 
conditions (test temperature, vehicle speed and acceleration range, 
engine load, etc.).  
Every vehicle system that dynamically modifies the vehicle’s 
aerodynamic drag (e.g. vehicle height control) shall be considered 
to be a movable aerodynamic body part. Appropriate requirements 
shall be added if future vehicles are equipped with movable 
aerodynamic items of optional equipment whose influence on 
aerodynamic drag justifies the need for further requirements.  
4.2.1.6. Weighing  
Before and after the road load determination procedure, the selected 
vehicle shall be weighed, including the test driver and equipment, to 
determine the arithmetic average mass, m  av . The mass of the vehicle 
shall be greater than or equal to the test mass of vehicle H or of 
vehicle L at the start of the road load determination procedure.  
4.2.1.7. Test vehicle configuration  
The test vehicle configuration shall be included in all relevant test 
reports and shall be used for any subsequent coastdown testing.  
4.2.1.8. Test vehicle condition  
4.2.1.8.1. Run-in  
The test vehicle shall be suitably run-in for the purpose of the 
subsequent test for at least 10 000 but no more than 80 000 km.  
▼M3 
At the request of the manufacturer, a vehicle with a minimum of 
3 000 km may be used.  
_______  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 575  
4.2.1.8.2. Manufacturer's specifications  
The vehicle shall conform to the manufacturer’s intended production 
vehicle specifications regarding tyre pressures described in 
paragraph 4.2.2.3. of this Sub-Annex, wheel alignment described 
in paragraph 4.2.1.8.3. of this Sub-Annex, ground clearance, 
vehicle height, drivetrain and wheel bearing lubricants, and brake 
adjustment to avoid unrepresentative parasitic drag.  
4.2.1.8.3. Wheel alignment  
Toe and camber shall be set to the maximum deviation from the 
longitudinal axis of the vehicle in the range defined by the manu ­
facturer. If a manufacturer prescribes values for toe and camber for 
the vehicle, these values shall be used. At the request of the manu ­
facturer, values with higher deviations from the longitudinal axis of 
the vehicle than the prescribed values may be used. The prescribed 
values shall be the reference for all maintenance during the lifetime 
of the vehicle.  
Other adjustable wheel alignment parameters (such as caster) shall 
be set to the values recommended by the manufacturer. In the 
absence of recommended values, they shall be set to the arithmetic 
average of the range defined by the manufacturer.  
Such adjustable parameters and set values shall be included in all 
relevant test sheets.  
4.2.1.8.4. Closed panels  
During the road load determination, the engine compartment cover, 
luggage compartment cover, manually-operated movable panels and 
all windows shall be closed.  
▼M3 
4.2.1.8.5. Vehicle coastdown mode  
If the determination of dynamometer settings cannot meet the 
criteria described in paragraphs 8.1.3. or 8.2.3. due to non-repro ­
ducible forces, the vehicle shall be equipped with a vehicle 
coastdown mode. The vehicle coastdown mode shall be approved 
by the approval authority and its use shall be included in all relevant 
test reports.  
If a vehicle is equipped with a vehicle coastdown mode, it shall be 
engaged both during road load determination and on the chassis 
dynamometer.  
_______  
▼B 
4.2.2. Tyres  
▼M3 
4.2.2.1. Tyre rolling resistance  
Tyre rolling resistances shall be measured in accordance with Annex 
6 to UN/ECE Regulation No 117 – 02 series of amendments. The 
rolling resistance coefficients shall be aligned and categorised in 
accordance with the rolling resistance classes in Regulation (EC) 
No 1222/2009 (see Table A4/2).  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 576  
Table A4/2  
Energy efficiency classes in accordance with rolling resistance coefficients (RRC) for C1, C2 and C3 
tyres and the RRC values to be used for those energy efficiency classes in the interpolation, kg/tonne  
Energy Efficiency 
Class  Value of RRC to be used for 
interpolation for C1 tyres  Value of RRC to be used for 
interpolation for C2 tyres  Value of RRC to be used for 
interpolation for C3 tyres  
A RRC = 5,9  RRC = 4,9  RRC = 3,5  
B RRC = 7,1  RRC = 6,1  RRC = 4,5  
C RRC = 8,4  RRC = 7,4  RRC = 5,5  
D Empty  Empty  RRC = 6,5  
E RRC = 9,8  RRC = 8,6  RRC = 7,5  
F RRC = 11,3  RRC = 9,9  RRC = 8,5  
G RRC = 12,9  RRC = 11,2  Empty  
If the interpolation method is applied to rolling resistance, for the 
purpose of the calculation in paragraph 3.2.3.2. of Sub-Annex 7, the 
actual rolling resistance values for the tyres fitted to the test vehicles 
L and H shall be used as input for the calculation procedure. For an 
individual vehicle within an interpolation family, the RRC value for 
the energy efficiency class of the tyres fitted shall be used.  
In the case where individual vehicles may be supplied with a 
complete set of standard wheels and tyres and a complete set of 
snow tyres (marked with 3 Peaked Mountain and Snowflake – 
3PMS) with or without wheels, the additional wheels/tyres shall 
not be considered as optional equipment.  
▼B 
4.2.2.2. Tyre condition  
Tyres used for the test shall:  
(a) Not be older than 2 years after the production date;  
(b) Not be specially conditioned or treated (e.g. heated or artificially 
aged), with the exception of grinding in the original shape of the 
tread;  
(c) Be run-in on a road for at least 200 km before road load deter ­
mination;  
(d) Have a constant tread depth before the test between 100 and 80 
per cent of the original tread depth at any point over the full 
tread width of the tyre.  
▼M3 
After measurement of tread depth, the driving distance shall be 
limited to 500 km. If 500 km are exceeded, the tread depth shall 
be measured again.  
_______  
▼B 
4.2.2.3. Tyre pressure  
The front and rear tyres shall be inflated to the lower limit of the 
tyre pressure range for the respective axle for the selected tyre at the 
coastdown test mass, as specified by the vehicle manufacturer.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 577  
4.2.2.3.1. Tyre pressure adjustment  
If the difference between ambient and soak temperature is more than 
5 °C, the tyre pressure shall be adjusted as follows:  
(a) The tyres shall be soaked for more than 1 hour at 10 per cent 
above the target pressure;  
(b) Prior to testing, the tyre pressure shall be reduced to the 
inflation pressure as specified in paragraph 4.2.2.3. of this 
Sub-Annex, adjusted for difference between the soaking envi ­
ronment temperature and the ambient test temperature at a rate 
of 0,8 kPa per 1 °C using the following equation:  
Δp t ¼ 0,8 Ü ðT soak Ä T amb Þ 
where:  
ΔP t is the tyre pressure adjustment added to the tyre pressure 
defined in paragraph 4.2.2.3. of this Sub-Annex, kPa;  
0,8 is the pressure adjustment factor, kPa/°C;  
T soak is the tyre soaking temperature, °C;  
T amb is the test ambient temperature, °C.  
(c) Between the pressure adjustment and the vehicle warm-up, the 
tyres shall be shielded from external heat sources including sun 
radiation.  
4.2.3. Instrumentation  
Any instruments shall be installed in such a manner as to minimise 
their effects on the aerodynamic characteristics of the vehicle.  
If the effect of the installed instrument on (C  D × A  f ) is expected to 
be greater than 0,015 m  2 , the vehicle with and without the 
instrument shall be measured in a wind tunnel fulfilling the 
criterion in paragraph 3.2. of this Sub-Annex. The corresponding 
difference shall be subtracted from f  2 . At the request of the manu ­
facturer, and with approval of the approval authority, the determined 
value may be used for similar vehicles where the influence of the 
equipment is expected to be the same.  
4.2.4. Vehicle warm-up  
4.2.4.1. On the road  
Warming up shall be performed by driving the vehicle only.  
4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch 
disengaged or an automatic transmission placed in neutral by 
moderate braking from 80 to 20 km/h within 5 to 10 seconds. 
After this braking, there shall be no further actuation or manual 
adjustment of the braking system.  
At the request of the manufacturer and upon approval of the 
approval authority, the brakes may also be activated after the 
warm-up with the same deceleration as described in this 
paragraph and only if necessary.  
4.2.4.1.2. Warming up and stabilization  
▼M3 
All vehicles shall be driven at 90 per cent of the maximum speed of 
the applicable WLTC. The vehicle shall be warmed up for at least 
20 minutes until stable conditions are reached.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 578  
Table A4/3  
Reserved  
▼B 
Vehicle class  Applicable WLTC  90 per cent of 
maximum speed  Next higher phase  
Class1  Low  1 + Medium  1 58 km/h  NA  
Class2  Low  2 + Medium  2 + High  2 + Extra 
High  2 111 km/h  NA  
Low  2 + Medium  2 + High  2 77 km/h  Extra High (111 km/h)  
Class3  Low  3 + Medium  3 + High  3 + Extra 
High  3 118 km/h  NA  
Low  3 + Medium  3 + High  3 88 km/h  Extra High (118 km/h)  
4.2.4.1.3. Criterion for stable condition  
Refer to paragraph 4.3.1.4.2. of this Sub-Annex.  
4.3. Measurement and calculation of road load by the coastdown method  
The road load shall be determined by using either the stationary 
anemometry (paragraph 4.3.1. of this Sub-Annex) or the on-board 
anemometry (paragraph 4.3.2. of this Sub-Annex) method.  
4.3.1. Coastdown method with stationary anemometry  
▼M3 
4.3.1.1. Selection of reference speeds for road load curve determination  
Reference speeds for road load determination shall be selected in 
accordance with paragraph 2.2.  
During the test, elapsed time and vehicle speed shall be measured at 
a minimum frequency of 10 Hz.  
▼B 
4.3.1.3. Vehicle coastdown procedure  
4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 
4.2.4. of this Sub-Annex and immediately prior to each test 
measurement, the vehicle shall be accelerated to 10 to 15 km/h 
above the highest reference speed and shall be driven at that 
speed for a maximum of 1 minute. After that, the coastdown shall 
be started immediately.  
4.3.1.3.2. During coastdown, the transmission shall be in neutral. Any 
movement of the steering wheel shall be avoided as much as 
possible, and the vehicle brakes shall not be operated.  
▼M3 
4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the stat ­
istical precision requirements as specified in paragraph 4.3.1.4.2.  
4.3.1.3.4. Although it is recommended that each coastdown run be performed 
without interruption, split runs may be performed if data cannot be 
collected in a single run for all the reference speed points. For split 
runs, the following additional requirements shall apply:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 579  
(a) Care shall be taken to keep the vehicle condition as constant as 
possible at each split point;  
(b) At least one speed point shall overlap with the higher speed 
range coastdown;  
(c) At each of all overlapped speed point, the average force of the 
lower speed range coastdown shall not deviate from the average 
force of the higher speed range coastdown by ± 10 N or ± 5 
percent, whichever is greater;  
(d) If the track length does not allow fulfilling requirement (b) in 
this paragraph, one additional speed point shall be added to 
serve as overlapping speed point.  
4.3.1.4. Coastdown time measurement  
4.3.1.4.1. The coastdown time corresponding to reference speed v  j as the 
elapsed time from vehicle speed (v  j + 5 km/h) to (v  j – 5 km/h) 
shall be measured.  
4.3.1.4.2. These measurements shall be carried out in opposite directions until 
a minimum of three pairs of measurements have been obtained that 
satisfy the statistical precision p  j defined in the following equation: 
p j ¼ h Ü σ j ﬃﬃﬃ n p Ü Δt pj Ï 0,030  
where:  
p j is the statistical precision of the measurements 
made at reference speed v  j ; 
n is the number of pairs of measurements;  
Δt pj is the harmonic average of the coastdown time at 
reference speed v  j in seconds, given by the 
following equation: 
Δt pj ¼ n P n 
i¼1 1 
Δt ji 
where:  
Δt ji is the harmonic average coastdown time of the ith 
pair of measurements at velocity v  j , seconds, s, 
given by the following equation: 
Δt ji ¼ 2 Ê 
1 
Δt jai Ì 
þ Ê 
1 
Δt jbi Ì 
where:  
Δt jai and Δt jbi are the coastdown times of the ith measurement at 
reference speed v  j , in seconds, s, in the respective 
directions a and b;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 580  
σ j is the standard deviation, expressed in seconds, s, 
defined by: 
σ j ¼ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
n Ä 1 X  n 
i¼1 ðΔt ji Ä Δt pj Þ 2 r 
h is a coefficient given in Table A4/4.  
TableA4/4  
Coefficient h as a function of n  
n h  n  h  
3 4,3  17  2,1  
4 3,2  18  2,1  
5 2,8  19  2,1  
6 2,6  20  2,1  
7 2,5  21  2,1  
8 2,4  22  2,1  
9 2,3  23  2,1  
10 2,3  24  2,1  
11 2,2  25  2,1  
12 2,2  26  2,1  
13 2,2  27  2,1  
14 2,2  28  2,1  
15 2,2  29  2,0  
16 2,1  30  2,0  
4.3.1.4.3. If during a measurement in one direction any external factor or 
driver action occurs that obviously influences the road load test, 
that measurement and the corresponding measurement in the 
opposite direction shall be rejected. All the rejected data and the 
reason for rejection shall be recorded, and the number of rejected 
pairs of measurement shall not exceed 1/3 of the total number of 
measurement pairs. The maximum number of pairs that still fulfil 
the statistical precision as defined in paragraph 4.3.1.4.2. shall be 
evaluated. In the case of exclusion, pairs shall be excluded from the 
evaluations starting with the pair having the maximum deviation 
from the average.  
4.3.1.4.4. The following equation shall be used to compute the arithmetic 
average of the road load where the harmonic average of the 
alternate coastdown times shall be used. 
F j ¼ 1 
3,6 Ü ðm av þ m r Þ Ü 2 Ü Δv 
Δt j 
where:  
Δt j is the harmonic average of alternate coastdown time 
measurements at velocity vj, seconds, s, given by: 
Δt j ¼ 2 
1 
Δt ja þ 1 
Δt jb ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 581  
where:  
Δt ja and Δt jb are the harmonic average coastdown times in 
directions a and b, respectively, corresponding to 
reference speed vj, in seconds, s, given by the 
following two equations: 
Δq ja ¼ n P n 
i¼1 1 
t jai 
and: 
Δn jb ¼ n P  n 
i¼1 1 
t jbi . 
where:  
m av is the arithmetic average of the test vehicle masses 
at the beginning and end of road load determination, 
kg; 
m r is the equivalent effective mass of rotating 
components in accordance with paragraph 2.5.1.;  
The coefficients, f  0 , f 1 and f  2 , in the road load equation shall be 
calculated with a least squares regression analysis.  
In the case that the tested vehicle is the representative vehicle of a 
road load matrix family, the coefficient f  1 shall be set to zero and 
the coefficients f  0 and f  2 shall be recalculated with a least squares 
regression analysis.  
▼B 
4.3.2. Coastdown method with on-board anemometry  
The vehicle shall be warmed up and stabilised according to 
paragraph 4.2.4. of this Sub-Annex.  
4.3.2.1. Additional instrumentation for on-board anemometry  
The on-board anemometer and instrumentation shall be calibrated by 
means of operation on the test vehicle where such calibration occurs 
during the warm-up for the test.  
4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 
1 Hz and to an accuracy of 0.3 m/s. Vehicle blockage shall be 
accounted for in the calibration of the anemometer.  
4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The 
relative wind direction (yaw) shall be measured with a resolution of 
1 degree and an accuracy of 3 degrees; the dead band of the 
instrument shall not exceed 10 degrees and shall be directed 
towards the rear of the vehicle.  
4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for wind 
speed and yaw offset as specified in ISO 10521-1:2006(E) Annex A.  
4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration 
procedure as described in ISO 10521-1:2006(E) Annex A in order 
to minimise its effect.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 582  
4.3.2.2. Selection of vehicle speed range for road load curve determination  
The test vehicle speed range shall be selected according to 
paragraph 2.2. of this Sub-Annex.  
▼M3 
4.3.2.3. Data collection  
During the procedure, elapsed time, vehicle speed, and air velocity 
(wind speed, direction) relative to the vehicle, shall be measured at a 
minimum frequency of 5 Hz. Ambient temperature shall be 
synchronised and sampled at a minimum frequency of 0,1 Hz.  
▼B 
4.3.2.4. Vehicle coastdown procedure  
The measurements shall be carried out in opposite directions until a 
minimum of ten consecutive runs (five in each direction) have been 
obtained. Should an individual run fail to satisfy the required on- 
board anemometry test conditions, that run and the corresponding 
run in the opposite direction shall be rejected. All valid pairs shall 
be included in the final analysis with a minimum of 5 pairs of 
coastdown runs. See paragraph 4.3.2.6.10. of this Sub-Annex for 
statistical validation criteria.  
The anemometer shall be installed in a position such that the effect 
on the operating characteristics of the vehicle is minimised.  
The anemometer shall be installed according to one of the options 
below:  
(a) Using a boom approximately 2 metres in front of the vehicle’s 
forward aerodynamic stagnation point;  
(b) On the roof of the vehicle at its centreline. If possible, the 
anemometer shall be mounted within 30 cm from the top of 
the windshield.  
(c) On the engine compartment cover of the vehicle at its 
centreline, mounted at the midpoint position between the 
vehicle front and the base of the windshield.  
In all cases, the anemometer shall be mounted parallel to the road 
surface. In the event that positions (b) or (c) are used, the coastdown 
results shall be analytically adjusted for the additional aerodynamic 
drag induced by the anemometer. The adjustment shall be made by 
testing the coastdown vehicle in a wind tunnel both with and 
without the anemometer installed in the same position as used on 
the track., The calculated difference shall be the incremental 
aerodynamic drag coefficient C  D combined with the frontal area, 
which shall be used to correct the coastdown results.  
4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 
4.2.4. of this Sub-Annex and immediately prior to each test 
measurement, the vehicle shall be accelerated to 10 to 15 km/h 
above the highest reference speed and shall be driven at that 
speed for a maximum of 1 minute. After that, the coastdown shall 
be started immediately.  
4.3.2.4.2. During a coastdown, the transmission shall be in neutral. Any 
steering wheel movement shall be avoided as much as possible, 
and the vehicle’s brakes shall not be operated.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 583  
4.3.2.4.3. Although it is recommended that each coastdown run be performed 
without interruption, split runs may be performed if data cannot be 
collected in a single run for all the reference speed points. For split 
runs, the following additional requirements shall apply:  
(a) Care shall be taken to keep the vehicle condition as constant as 
possible at each split point;  
(b) At least one speed point shall be overlapped with the higher 
speed range coastdown;  
(c) At each of all overlapped speed point(s), the average force of 
the lower speed range coastdown shall not deviate from the 
average force of the higher speed range coastdown by ± 10 N 
or ± 5 percent, whichever is greater;  
(d) If the track length does not allow fulfilling the requirement in 
point (b), one additional speed point shall be added to serve as 
overlapping speed point.  
▼B 
4.3.2.5. Determination of the equation of motion  
▼M3 
Symbols used in the on-board anemometer equations of motion are 
listed in Table A4/5.  
Table A4/5  
▼B 
Symbols used in the on-board anemometer equations of motion  
Symbol  Units  Description  
A f m 2 frontal area of the vehicle  
a 0 … a  n degrees  -1 Aerodynamic drag coefficients as a function of yaw 
angle  
A m N mechanical drag coefficient  
B m N/(km/h)  mechanical drag coefficient  
C m N/(km/h)  2 mechanical drag coefficient  
C D (Y) aerodynamic drag coefficient at yaw angle Y  
D N  drag  
D aero N aerodynamic drag  
D f N front axle drag (including driveline)  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 584  
Symbol  Units  Description  
D grav N gravitational drag  
D mech N mechanical drag  
D r N rear axle drag (including driveline)  
D tyre N tyre rolling resistance  
(dh/ds)  —  sine of the slope of the track in the direction of travel (+ 
indicates ascending)  
(dv/dt)  m/s  2 acceleration  
g m/s  2 gravitational constant  
m av kg arithmetic average mass of the test vehicle before and 
after road load determination  
▼M3 
m e kg effective vehicle inertia including rotating components  
▼B 
ρ kg/m  3 air density  
t s  time  
T K  Temperature  
v km/h  vehicle speed  
v r km/h  relative wind speed  
Y degrees  yaw angle of apparent wind relative to direction of 
vehicle travel  
▼M3 
4.3.2.5.1. General form  
The general form of the equation of motion is as follows:  
Ä m e Í d v 
d t Î 
¼ D mech þ D aero þ D grav 
where:  
D mech = D  tyre + D  f + D  r ; 
D aero ¼ Í 1 
2 Î 
ρC D ðYÞA f v 2 
r ; 
D grav ¼ m Ü g Ü Í dh 
ds Î 
In the case that the slope of the test track is equal to or less than 0,1 
per cent over its length, D  grav may be set to zero.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 585  
4.3.2.5.2. Mechanical drag modelling  
Mechanical drag consisting of separate components representing 
tyre D  tyre and front and rear axle frictional losses, D  f and D  r , 
including transmission losses) shall be modelled as a three-term 
polynomial as a function of vehicle speed v as in the equation 
below: 
D mech ¼ A m þ B m v þ C m v 2 
where:  
A m , B m , and C  m are determined in the data analysis using the least 
squares method. These constants reflect the combined driveline and 
tyre drag.  
In the case that the tested vehicle is the representative vehicle of a 
road load matrix family, the coefficient B  m shall be set to zero and 
the coefficients A  m and C  m shall be recalculated with a least squares 
regression analysis.  
4.3.2.5.3. Aerodynamic drag modelling  
The aerodynamic drag coefficient C  D (Y) shall be modelled as a 
four-term polynomial as a function of yaw angle Y as in the 
equation below: 
C D ðYÞ ¼ a 0 þ a 1 Y þ a 2 Y 2 þ a 3 Y 3 þ a 4 Y 4 
a 0 to a  4 are constant coefficients whose values are determined in the 
data analysis.  
The aerodynamic drag shall be determined by combining the drag 
coefficient with the vehicle’s frontal area A  f and the relative wind 
velocity v  r : 
D aero ¼ Ê 1 
2 Ì 
Ü ρ Ü A f Ü v 2 
r Ü C D ðYÞ 
D aero ¼ Ê 1 
2 Ì 
Ü ρ Ü A f Ü v 2 
r ða 0 þ a 1 Y þ a 2 Y 2 þ a 3 Y 3 þ a 4 Y 4 Þ 
4.3.2.5.4. Final equation of motion  
Through substitution, the final form of the equation of motion 
becomes:  
▼M3 
Ä m e Ê dv 
dt Ì 
¼ A m þ B m v þ C m v 2 þ Ê 1 
2 Ì 
Ü ρ Ü A f Ü v 2 
r ða 0 þ a 1 Y þ a 2 Y 2 þ a 3 Y 3 þ a 4 Y 4 Þ þ Ê 
m Ü g Ü dh 
ds Ì 
▼B 
4.3.2.6. Data reduction  
A three-term equation shall be generated to describe the road load 
force as a function of velocity, F = A + Bv + Cv  2 , corrected to 
standard ambient temperature and pressure conditions, and in still 
air. The method for this analysis process is described in paragraphs 
4.3.2.6.1. to 4.3.2.6.10. inclusive in this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 586  
4.3.2.6.1. Determining calibration coefficients  
If not previously determined, calibration factors to correct for 
vehicle blockage shall be determined for relative wind speed and 
yaw angle. Vehicle speed v, relative wind velocity v  r and yaw Y 
measurements during the warm-up phase of the test procedure shall 
be recorded. Paired runs in alternate directions on the test track at a 
constant velocity of 80 km/h shall be performed, and the arithmetic 
average values of v, v  r and Y for each run shall be determined. 
Calibration factors that minimise the total errors in head and cross 
winds over all the run pairs, i.e. the sum of (head  i – head  i+1 ) 2 , etc., 
shall be selected where head  i and head  i+1 refer to wind speed and 
wind direction from the paired test runs in opposing directions 
during the vehicle warm-up/stabilization prior to testing.  
4.3.2.6.2. Deriving second by second observations  
From the data collected during the coastdown runs, values for v,  Ê dh 
ds ÌÊ dv 
dt Ì 
, v r 2 , and Y shall be determined by applying calibration 
factors obtained in paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this Sub- 
Annex. Data filtering shall be used to adjust samples to a frequency 
of 1 Hz.  
▼M3 
4.3.2.6.3. Preliminary analysis  
Using a linear least squares regression technique, all data points 
shall be analysed at once to determine A  m , B  m , C  m , a 0 , a 1 , a 2 , a 3 
and a  4 given m  e , Ê dh 
ds Ì 
, Ê dv 
dt Ì 
, v, v  r , and ρ. 
▼B 
4.3.2.6.4. Data outliers  
A predicted force  m e Ê dv 
dt Ì 
shall be calculated and compared to the 
observed data points. Data points with excessive deviations, e.g., 
over three standard deviations, shall be flagged.  
4.3.2.6.5. Data filtering (optional)  
Appropriate data filtering techniques may be applied and the 
remaining data points shall be smoothed out.  
4.3.2.6.6. Data elimination  
Data points gathered where yaw angles are greater than ± 20 
degrees from the direction of vehicle travel shall be flagged. Data 
points gathered where relative wind is less than + 5 km/h (to avoid 
conditions where tailwind speed is higher than vehicle speed) shall 
also be flagged. Data analysis shall be restricted to vehicle speeds 
within the speed range selected according to paragraph 4.3.2.2. of 
this Sub-Annex.  
▼M3 
4.3.2.6.7. Final data analysis  
All data that has not been flagged shall be analysed using a linear 
least squares regression technique. A  m , B m , C m , a 0 , a 1 , a 2 , a 3 and a  4 
shall be determined given m  e , Ê dh 
ds Ì 
, Ê dv 
dt Ì 
, v, v  r , and ρ. ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 587  
4.3.2.6.8. Constrained analysis (optional)  
To better separate the vehicle aerodynamic and mechanical drag, a 
constrained analysis may be applied such that the vehicle’s frontal 
area, A  f , and the drag coefficient, C  D , may be fixed if they have 
been previously determined.  
4.3.2.6.9. Correction to reference conditions  
Equations of motion shall be corrected to reference conditions as 
specified in paragraph 4.5. of this Sub-Annex.  
4.3.2.6.10. Statistical criteria for on-board anemometry  
The exclusion of each single pair of coastdown runs shall change 
the calculated road load for each coastdown reference speed v  j less 
than the convergence requirement, for all i and j: 
ΔF i ðv j Þ=Fðv j Þ Ï 0,03 ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
n Ä 1 p 
where:  
ΔF i (v j ) is the difference between the calculated road load with all 
coastdown runs and the calculated road load with the i  th 
pair of coastdown runs excluded, N;  
F(v  j ) is the calculated road load with all coastdown runs 
included, N;  
v j is the reference speed, km/h;  
n is the number of pairs of coastdown runs, all valid pairs 
are included.  
In the case that the convergence requirement is not met, pairs shall 
be removed from the analysis, starting with the pair giving the 
highest change in calculated road load, until the convergence 
requirement is met, as long as a minimum of 5 valid pairs are 
used for the final road load determination.  
4.4. Measurement and calculation of running resistance using the torque 
meter method  
As an alternative to the coastdown methods, the torque meter 
method may also be used in which the running resistance is 
determined by measuring wheel torque on the driven wheels at 
the reference speed points for time periods of at least 5 seconds.  
▼M3 
4.4.1. Installation of torque meter  
Wheel torque meters shall be installed between the wheel hub and 
the wheel of each driven wheel, measuring the required torque to 
keep the vehicle at a constant speed.  
The torque meter shall be calibrated on a regular basis, at least once 
a year, traceable to national or international standards, in order to 
meet the required accuracy and precision.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 588  
4.4.2. Procedure and data sampling  
4.4.2.1. Selection of reference speeds for running resistance curve deter ­
mination  
Reference speed points for running resistance determination shall be 
selected according to paragraph 2.2. of this Sub-Annex.  
The reference speeds shall be measured in descending order. At the 
request of the manufacturer, there may be stabilization periods 
between measurements but the stabilization speed shall not exceed 
the speed of the next reference speed.  
4.4.2.2. Data collection  
Data sets consisting of actual speed v  ji actual torque C  ji and time 
over a period of at least 5 seconds shall be measured for every v  j at 
a sampling frequency of at least 10 Hz. The data sets collected over 
one time period for a reference speed v  j shall be referred to as one 
measurement.  
4.4.2.3. Vehicle torque meter measurement procedure  
Prior to the torque meter method test measurement, a vehicle warm- 
up shall be performed according to paragraph 4.2.4. of this Sub- 
Annex.  
During test measurement, steering wheel movement shall be avoided 
as much as possible, and the vehicle brakes shall not be operated.  
The test shall be repeated until the running resistance data satisfy 
the measurement precision requirements as specified in paragraph 
4.4.3.2. of this Sub-Annex.  
Although it is recommended that each test run be performed without 
interruption, split runs may be performed if data cannot be collected 
in a single run for all the reference speed points. For split runs, care 
shall be taken so that vehicle conditions remain as stable as possible 
at each split point  
4.4.2.4. Velocity deviation  
During a measurement at a single reference speed point, the velocity 
deviation from the arithmetic average velocity, v  ji –v jm , calculated 
according to paragraph 4.4.3. of this Sub-Annex, shall be within 
the values in  ►M3 Table A4/6 ◄. 
Additionally, the arithmetic average velocity v  jm at every reference 
speed point shall not deviate from the reference speed v  j by more 
than ± 1 km/h or 2 per cent of the reference speed v  j , whichever is 
greater.  
▼M3 
Table A4/6  
▼B 
Velocity deviation  
Time period, s  Velocity deviation, km/h  
5 - 10  ± 0,2  
10 - 15  ± 0,4  
15 - 20  ± 0,6  
20 - 25  ± 0,8  
25 - 30  ± 1,0  
≥ 30 ± 1,2  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 589  
4.4.2.5. Atmospheric temperature  
Tests shall be performed under the same temperature conditions as 
defined in paragraph 4.1.1.2. of this Sub-Annex.  
4.4.3. Calculation of arithmetic average velocity and arithmetic average 
torque  
4.4.3.1. Calculation process  
Arithmetic average velocity v  jm , in km/h, and arithmetic average 
torque C  jm , in Nm, of each measurement shall be calculated from 
the data sets collected in paragraph 4.4.2.2. of this Sub-Annex using 
the following equations: 
v jm ¼ 1 
k X  k 
i¼1 v ji 
and 
C jm ¼ 1 
k X  k 
i¼1 C ji Ä C js 
where:  
v ji is the actual vehicle speed of the i  th data set at reference speed 
point j, km/h;  
k is the number of data sets in a single measurement;  
C ji is the actual torque of the i  th data set, Nm;  
C js is the compensation term for speed drift, Nm, given by the 
following equation: 
C js ¼ ðm st þ m r Þ Ü α j r j: 
C js 
1 
k P k 
i¼1 C ji shall be no greater than 0,05 and may be disregarded if 
α j is not greater than ± 0,005 m/s  2 ; 
m st is the test vehicle mass at the start of the measurements and 
shall be measured immediately before the warm-up procedure 
and no earlier, kg;  
mr is the equivalent effective mass of rotating components 
according to paragraph 2.5.1. of this Sub-Annex, kg;  
r j is the dynamic radius of the tyre determined at a reference 
point of 80 km/h or at the highest reference speed point of 
the vehicle if this speed is lower than 80 km/h, calculated 
according to the following equation: 
r j ¼ 1 
3,6 Ü v jm 
2 Ü πn ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 590  
where:  
n is the rotational frequency of the driven tyre, s  -1 ; 
α j is the arithmetic average acceleration, m/s  2 , which calculated 
using the following equation: 
α j ¼ 1 
3,6 Ü k P k 
i¼1 t i v ji Ä P k 
i¼1 t i P k 
i¼1 v ji 
k Ü P k 
i¼1 t 2 
i Ä ½ P k 
i¼1 t i â 2 
where:  
t i is the time at which the i  th data set was sampled, s.  
4.4.3.2. Measurement precision  
The measurements shall be carried out in opposite directions until a 
minimum of three pairs of measurements at each reference speed v  i 
have been obtained, for which  C j satisfies the precision ρ j according 
to the following equation: 
ρ j ¼ h Ü s ﬃﬃﬃ n p Ü C j Ï 0:03 
where:  
n is the number pairs of measurements for C  jm ; 
C j is the running resistance at the speed v  j , Nm, given by the 
equation:  
C j ¼ 1 
n X  n 
i¼1 C jmi 
where:  
C jmi is the arithmetic average torque of the i  th pair of 
measurements at speed v  j , Nm, and given by: 
C jmi ¼ 1 
2 Ü ðC jmai þ C jmbi Þ 
where:  
C jmai and C  jmbi are the arithmetic average torques of the i  th 
measurement at speed v  j determined in paragraph 4.4.3.1. of this 
Sub-Annex for each direction, a and b respectively, Nm;  
s is the standard deviation, Nm, calculated using the following 
equation: 
s ¼ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
k Ä 1 X  k 
i¼1 ðC jmi Ä C j Þ 2 r 
; 
▼M3 
h is a coefficient as a function of n as given in Table A4/4 in 
paragraph 4.3.1.4.2. of this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 591  
4.4.4. Running resistance curve determination  
▼M3 
The arithmetic average speed and arithmetic average torque at each 
reference speed point shall be calculated using the following 
equations:  
▼B 
V jm ¼ ½ Ü ðv jma þ v jmb Þ 
C jm ¼ ½ Ü ðC jma þ C jmb Þ 
The following least squares regression curve of arithmetic average 
running resistance shall be fitted to all the data pairs (v  jm , C jm ) at all 
reference speeds described in paragraph 4.4.2.1. of this Sub-Annex 
to determine the coefficients c  0 , c 1 and c  2 . 
The coefficients, c  0 , c 1 and c  2 , and as well as the coastdown times 
measured on the chassis dynamometer (see paragraph 8.2.4. of this 
Sub-Annex) shall be included in all relevant test sheets.  
In the case that the tested vehicle is the representative vehicle of a 
road load matrix family, the coefficient c  1 shall be set to zero and 
the coefficients c  0 and c  2 shall be recalculated with a least squares 
regression analysis.  
4.5. Correction to reference conditions and measurement equipment  
4.5.1. Air resistance correction factor  
The correction factor for air resistance K  2 shall be determined using 
the following equation: 
K 2 ¼ T 
293 K Ü 100 kPa 
P 
where:  
T is the arithmetic average atmospheric temperature of all indi ­
vidual runs, Kelvin (K);  
P is the arithmetic average atmospheric pressure, kPa.  
4.5.2. Rolling resistance correction factor  
The correction factor for rolling resistance, in Kelvin  -1 (K -1 ), may be 
determined based on empirical data and approved by the approval 
authority for the particular vehicle and tyre test, or may be assumed 
to be as follows: 
K 0 ¼ 8,6 Ü 10 Ä3 K Ä1 
4.5.3. Wind correction  
4.5.3.1. Wind correction with stationary anemometry  
▼M3 
4.5.3.1.1. A wind correction for the absolute wind speed alongside the test 
road shall be made by subtracting the difference that cannot be 
cancelled out by alternate runs from the coefficient f  0 determined 
in accordance with paragraph 4.3.1.4.4., or from c  0 determined in 
accordance with paragraph 4.4.4.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 592  
4.5.3.1.2. The wind correction resistance w  1 for the coastdown method or w  2 
for the torque meter method shall be calculated by the equations:  
w 1 ¼ 3,6  2 Ü f 2 Ü v 2 
w 
or : w  2 ¼ 3,6  2 Ü c 2 Ü v 2 
w 
where:  
w 1 is the wind correction resistance for the coastdown method, N;  
f 2 is the coefficient of the aerodynamic term determined in 
paragraph 4.3.1.4.4. of this Sub-Annex;  
v w is the lower arithmetic average wind speed of opposite 
directions alongside the test road during the test, m/s;  
w 2 is the wind correction resistance for the torque meter method, 
Nm; 
c 2 is the coefficient of the aerodynamic term for the torque meter 
method determined in paragraph 4.4.4. of this Sub-Annex.  
4.5.3.2. Wind correction with on-board anemometry  
In the case that the coastdown method is based on on-board anemo ­
metry, w  1 and w  2 in the equations in paragraph 4.5.3.1.2. shall be 
set to zero, as the wind correction is already applied according to 
paragraph 4.3.2. of this Sub-Annex.  
4.5.4. Test mass correction factor  
The correction factor K  1 for the test mass of the test vehicle shall be 
determined using the following equation: 
K 1 ¼ f 0 Ü Ê 
1 Ä TM 
m av Ì 
where:  
f 0 is a constant term, N;  
TM is the test mass of the test vehicle, kg;  
▼M3 
m av is the arithmetic average of the test vehicle masses at the 
beginning and end of road load determination, kg.  
▼B 
4.5.5. Road load curve correction  
4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this Sub-Annex 
shall be corrected to reference conditions as follows: 
F ä ¼ ððf 0 Ä w 1 Ä K 1 Þ þ f 1 vÞ Ü ð1 þ K 0 ðT Ä 20ÞÞ þ K 2 f 2 v 2 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 593  
where:  
F* is the corrected road load, N;  
f 0 is the constant term, N;  
▼M3 
f 1 is the coefficient of the first order term, N/(km/h);  
f 2 is the coefficient of the second order term, N/(km/h)  2 ; 
▼B 
K 0 is the correction factor for rolling resistance as defined in 
paragraph 4.5.2. of this Sub-Annex;  
K 1 is the test mass correction as defined in paragraph 4.5.4.of this 
Sub-Annex;  
K 2 is the correction factor for air resistance as defined in paragraph 
4.5.1. of this Sub-Annex;  
T is the arithmetic average ambient atmospheric temperature, °C;  
v is vehicle velocity, km/h;  
w 1 is the wind resistance correction as defined in paragraph 4.5.3. 
of this Sub-Annex, N.  
The result of the calculation ((f  0 – w  1 – K  1 ) × (1 + K  0 x (T-20))) 
shall be used as the target road load coefficient A  t in the calculation 
of the chassis dynamometer load setting described in paragraph 8.1. 
of this Sub-Annex.  
The result of the calculation (f  1 x (1 + K  0 x (T-20))) shall be used 
as the target road load coefficient B  t in the calculation of the chassis 
dynamometer load setting described in paragraph 8.1. of this Sub- 
Annex.  
The result of the calculation (K  2 x f 2 ) shall be used as the target 
road load coefficient C  t in the calculation of the chassis dyna ­
mometer load setting described in paragraph 8.1. of this Sub-Annex.  
4.5.5.2. The curve determined in paragraph 4.4.4. of this Sub-Annex shall be 
corrected to reference conditions and measurement equipment 
installed according to the following procedure.  
4.5.5.2.1. Correction to reference conditions 
C ä ¼ ððc 0 Ä w 2 Ä K 1 Þ þ c 1 vÞ Ü ð1 þ K 0 ðT Ä 20ÞÞ þ K 2 c 2 v 2 
where:  
C* is the corrected running resistance, Nm;  
c 0 is the constant term as determined in paragraph 4.4.4. of this 
Sub-Annex, Nm;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 594  
c 1 is the coefficient of the first order term as determined in 
paragraph 4.4.4., Nm/(km/h);  
c 2 is the coefficient of the second order term as determined in 
paragraph 4.4.4., Nm/(km/h)  2 ; 
▼B 
K 0 is the correction factor for rolling resistance as defined in 
paragraph 4.5.2.of this Sub-Annex;  
K 1 is the test mass correction as defined in paragraph 4.5.4. of this 
Sub-Annex;  
K 2 is the correction factor for air resistance as defined in 
paragraph 4.5.1.of this Sub-Annex;  
v is the vehicle velocity, km/h;  
T is the arithmetic average atmospheric temperature, °C;  
w 2 is the wind correction resistance as defined in paragraph 4.5.3. 
of this Sub-Annex.  
4.5.5.2.2. Correction for installed torque meters  
If the running resistance is determined according to the torque meter 
method, the running resistance shall be corrected for effects of the 
torque measurement equipment installed outside the vehicle on its 
aerodynamic characteristics.  
The running resistance coefficient c  2 shall be corrected according to 
the following equation: 
c 2corr ¼ K 2 Ü c 2 Ü ð1 þ ðΔðC D Ü A f ÞÞ=ðC D 0 Ü A f 0 ÞÞ 
where,  
Δ(C D × A  f ) = (C  D × A  f ) - (C  D’ × A  f’ ) 
C D’ × A  f’ is the product of the aerodynamic drag coefficient 
multiplied by the frontal area of the vehicle with the 
torque meter measurement equipment installed 
measured in a wind tunnel fulfilling the criteria of 
paragraph 3.2. of this Sub-Annex, m  2 ; 
C D × A  f is the product of the aerodynamic drag coefficient 
multiplied by the frontal area of the vehicle with the 
torque meter measurement equipment not installed 
measured in a wind tunnel fulfilling the criteria of 
paragraph 3.2. of this Sub-Annex, m  2 . 
4.5.5.2.3. Target running resistance coefficients  
The result of the calculation ((c  0 – w  2 – K  1 ) × (1 + K  0 x (T-20))) 
shall be used as the target running resistance coefficient a  t in the 
calculation of the chassis dynamometer load setting described in 
paragraph 8.2. of this Sub-Annex.  
The result of the calculation (c  1 × (1 + K  0 × (T-20))) shall be used 
as the target running resistance coefficient b  t in the calculation of 
the chassis dynamometer load setting described in paragraph 8.2. of 
this Sub-Annex.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 595  
The result of the calculation (c  2corr × r) shall be used as the target 
running resistance coefficient c  t in the calculation of the chassis 
dynamometer load setting described in paragraph 8.2. of this Sub- 
Annex.  
5. Method for the calculation of road load or running resistance based 
on vehicle parameters  
5.1. Calculation of road load and running resistance for vehicles based 
on a representative vehicle of a road load matrix family  
If the road load of the representative vehicle is determined according 
to a method described in paragraph 4.3. of this Sub-Annex, the road 
load of an individual vehicle shall be calculated according to 
paragraph 5.1.1. of this Sub-Annex.  
If the running resistance of the representative vehicle is determined 
according to the method described in paragraph 4.4. of this Sub- 
Annex, the running resistance of an individual vehicle shall be 
calculated according to paragraph 5.1.2. of this Sub-Annex.  
5.1.1. For the calculation of the road load of vehicles of a road load matrix 
family, the vehicle parameters described in paragraph 4.2.1.4. of this 
Sub-Annex and the road load coefficients of the representative test 
vehicle determined in paragraphs 4.3. of this Sub-Annex shall be 
used. 
▼M3 
5.1.1.1. The road load force for an individual vehicle shall be calculated 
using the following equation:  
F c ¼ f 0 þ ðf 1 Ü vÞ þ ðf 2 Ü v 2 Þ 
where:  
F c is the calculated road load force as a function of vehicle 
velocity, N;  
f 0 is the constant road load coefficient, N, defined by the 
equation: 
f 0 ¼ Max ÊÊ 
0,05 Ü f 0r þ 0,95 Ü Ê 
f 0r Ü TM=TM  r þ Ê RR Ä RR  r 
1 000 Ì 
Ü 9,81 Ü TM ÌÌ 
; 
Ê 
0,2 Ü f 0r þ 0,8 Ü Ê 
f 0r Ü TM=TM  r þ Ê RR Ä RR  r 
1 000 Ì 
Ü 9,81 Ü TM ÌÌÌ 
f 0r is the constant road load coefficient of the representative 
vehicle of the road load matrix family, N;  
f 1 is the first order road load coefficient, N/(km/h), and shall be 
set to zero;  
f 2 is the second order road load coefficient, N/(km/h)  2 , defined 
by the equation: 
f 2 ¼ Maxðð0,05 Ü f 2r þ 0,95 Ü f 2r Ü A f=A fr Þ; ð0,2 Ü f 2r þ 0,8 Ü f 2r Ü A f=A fr ÞÞ 
f 2r is the second order road load coefficient of the representative 
vehicle of the road load matrix family, N/(km/h)  2 ; ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 596  
v is the vehicle speed, km/h;  
TM is the actual test mass of the individual vehicle of the road load 
matrix family, kg;  
TM  r is the test mass of the representative vehicle of the road load 
matrix family, kg;  
A f is the frontal area of the individual vehicle of the road load 
matrix family, m  2 , 
A fr is the frontal area of the representative vehicle of the road load 
matrix family, m  2 ; 
RR is the tyre rolling resistance of the individual vehicle of the 
road load matrix family, kg/tonne;  
RR  r is the tyre rolling resistance of the representative vehicle of the 
road load matrix family, kg/tonne.  
For the tyres fitted to an individual vehicle, the value of the rolling 
resistance RR shall be set to the class value of the applicable tyre 
energy efficiency class in accordance with Table A4/2.  
If the tyres on the front and rear axles belong to different energy 
efficiency classes, the weighted mean shall be used, calculated using 
the equation in paragraph 3.2.3.2.2.2. of Sub-Annex 7.  
If the same tyres were fitted to test vehicles L and H, the value of 
RR  ind when using the interpolation method shall be set to RR  H . 
▼B 
5.1.2. For the calculation of the running resistance of vehicles of a road 
load matrix family, the vehicle parameters described in paragraph 
4.2.1.4. of this Sub-Annex and the running resistance coefficients of 
the representative test vehicle determined in paragraphs 4.4. of this 
Sub-Annex shall be used.  
▼M3 
5.1.2.1. The running resistance for an individual vehicle shall be calculated 
using the following equation:  
C c ¼ c 0 þ c 1 Ü v þ c 2 Ü v 2 
where:  
C c is the calculated running resistance as a function of vehicle 
velocity, Nm;  
c 0 is the constant running resistance coefficient, Nm, defined by 
the equation: 
c 0 ¼ r′=1,02 Ü Max ÊÊ 
0,05 Ü 1,02 Ü c 0r=r′ þ 0,95 Ü Ê 
1,02 Ü c 0r=r′ Ü TM=TM  r þ Ê RR Ä RR  r 
1 000 Ì 
Ü 9,81 Ü TM ÌÌ 
; 
Ê 
0,2 Ü 1,02 Ü c 0r=r′ þ 0,8 Ü Ê 
1,02 Ü c 0r=r′ Ü TM=TM  r þ Ê RR Ä RR  r 
1 000 Ì 
Ü 9,81 Ü TM ÌÌÌ 
c 0r is the constant running resistance coefficient of the represen ­
tative vehicle of the road load matrix family, Nm;  
c 1 is the first order road load coefficient, Nm/(km/h), and shall 
be set to zero;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 597  
c 2 is the second order running resistance coefficient, 
Nm/(km/h)  2 , defined by the equation:  
c 2 = r′/1,02 × Max((0,05 × 1,02 × c  2r /r′ + 0,95 × 1,02 × c  2r /r′ × A  f /A fr ); (0,2 × 1,02 × c  2r /r′ + 0,8 × 
1,02 × c  2r /r′ × A  f /A fr )) 
c 2r is the second order running resistance coefficient of the rep ­
resentative vehicle of the road load matrix family, N/(km/h)  2 ; 
v is the vehicle speed, km/h;  
TM is the actual test mass of the individual vehicle of the road 
load matrix family, kg;  
TMr is the test mass of the representative vehicle of the road load 
matrix family, kg;  
A f is the frontal area of the individual vehicle of the road load 
matrix family, m  2 ; 
A fr is the frontal area of the representative vehicle of the road 
load matrix family, m  2 ; 
RR is the tyre rolling resistance of the individual vehicle of the 
road load matrix family, kg/tonne;  
RR  r is the tyre rolling resistance of the representative vehicle of 
the road load matrix family, kg/tonne;  
r′ is the dynamic radius of the tyre on the chassis dynamometer 
obtained at 80 km/h, m;  
1,02 is an approximate coefficient compensating for drivetrain 
losses.  
▼B 
5.2. Calculation of the default road load based on vehicle parameters  
5.2.1. As an alternative for determining road load with the coastdown or 
torque meter method, a calculation method for default road load 
may be used.  
For the calculation of a default road load based on vehicle 
parameters, several parameters such as test mass, width and height 
of the vehicle shall be used. The default road load F  c shall be 
calculated for the reference speed points.  
5.2.2. The default road load force shall be calculated using the following 
equation:  
F c ¼ f 0 þ f 1 Ü v þ f 2 Ü v 2 
where:  
F c is the calculated default road load force as a function of 
vehicle velocity, N;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 598  
f 0 is the constant road load coefficient, N, defined by the 
following equation: 
f 0 ¼ 0,140 Ü TM; 
▼M3 
f 1 is the first order road load coefficient, N/(km/h), and shall 
be set to zero;  
f 2 is the second order road load coefficient, N/(km/h)  2 , 
determined using the following equation: 
f 2 ¼ ð2,8 Ü 10 Ä6 Ü TMÞ þ ð0,0170 Ü width Ü heightÞ; 
▼B 
v is vehicle velocity, km/h;  
TM test mass, kg;  
width vehicle width as defined in 6.2. of Standard ISO 612:1978, m;  
height vehicle height as defined in 6.3. of Standard ISO 612:1978, m.  
6. Wind tunnel method  
The wind tunnel method is a road load measurement method using a 
combination of a wind tunnel and a chassis dynamometer or of a 
wind tunnel and a flat belt dynamometer. The test benches may be 
separate facilities or integrated with one another.  
6.1. Measurement method  
6.1.1. The road load shall be determined by:  
(a) adding the road load forces measured in a wind tunnel and those 
measured using a flat belt dynamometer; or  
(b) adding the road load forces measured in a wind tunnel and those 
measured on a chassis dynamometer.  
6.1.2. Aerodynamic drag shall be measured in the wind tunnel.  
6.1.3. Rolling resistance and drivetrain losses shall be measured using a 
flat belt or a chassis dynamometer, measuring the front and rear 
axles simultaneously.  
6.2. Approval of the facilities by the approval authority  
The results of the wind tunnel method shall be compared to those 
obtained using the coastdown method to demonstrate qualification 
of the facilities and included in all relevant test reports.  
6.2.1. Three vehicles shall be selected by the approval authority. The 
vehicles shall cover the range of vehicles (e.g. size, weight) 
planned to be measured with the facilities concerned.  
6.2.2. Two separate coastdown tests shall be performed with each of the 
three vehicles according to paragraph 4.3. of this Sub-Annex, and 
the resulting road load coefficients, f  0 , f 1 and f  2 , shall be determined 
according to that paragraph and corrected according to paragraph 
4.5.5. of this Sub-Annex. The coastdown test result of a test vehicle 
shall be the arithmetic average of the road load coefficients of its  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 599  
two separate coastdown tests. If more than two coastdown tests are 
necessary to fulfil the approval of facilities' criteria, all valid tests 
shall be averaged.  
6.2.3. Measurement with the wind tunnel method according to paragraphs 
6.3. to 6.7. inclusive of this Sub-Annex shall be performed on the 
same three vehicles as selected in paragraph 6.2.1. of this Sub- 
Annex and in the same conditions, and the resulting road load 
coefficients, f  0 , f 1 and f  2 , shall be determined.  
If the manufacturer chooses to use one or more of the available 
alternative procedures within the wind tunnel method (i.e. 
paragraph 6.5.2.1. on preconditioning, paragraphs 6.5.2.2. and 
6.5.2.3. on the procedure, and paragraph 6.5.2.3.3. on dynamometer 
setting), these procedures shall also be used also for the approval of 
the facilities.  
6.2.4. Approval criteria  
The facility or combination of facilities used shall be approved if 
both of the following two criteria are fulfilled:  
(a) The difference in cycle energy, expressed as ε k , between the 
wind tunnel method and the coastdown method shall be 
within ± 0,05 for each of the three vehicles k according to 
the following equation:  
ε k ¼ E k;WTM 
E k;coastdown Ä 1 
where:  
ε k is the difference in cycle energy over a complete 
Class 3 WLTC for vehicle k between the wind 
tunnel method and the coastdown method, per cent;  
E k, WTM  is the cycle energy over a complete Class 3 WLTC 
for vehicle k, calculated with the road load derived 
from the wind tunnel method (WTM) calculated 
according to paragraph 5 of Sub-Annex 7, J;  
E k, coastdown  is the cycle energy over a complete Class 3 WLTC 
for vehicle k, calculated with the road load derived 
from the coastdown method calculated according to 
paragraph 5. of Sub-Annex 7, J.; and  
(b) The arithmetic average  x of the three differences shall be within 
0,02.  
x ¼ j ε 1 þ ε 2 þ ε 3 
3 j 
▼M3 
The approval shall be recorded by the approval authority 
including measurement data and the facilities concerned.  
▼B 
The facility may be used for road load determination for a 
maximum of two years after the approval has been granted.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 600  
Each combination of roller chassis dynamometer or moving belt and 
wind tunnel shall be approved separately.  
6.3. Vehicle preparation and temperature  
Conditioning and preparation of the vehicle shall be performed 
according to paragraphs 4.2.1. and 4.2.2. of this Sub-Annex and 
applies to both the flat belt or roller chassis dynamometers and 
the wind tunnel measurements.  
In the case that the alternative warm-up procedure described in 
paragraph 6.5.2.1. is applied, the target test mass adjustment, the 
weighing of the vehicle and the measurement shall all be performed 
without the driver in the vehicle.  
The flat belt or the chassis dynamometer test cells shall have a 
temperature set point of 20 °C with a tolerance of ± 3 °C. At the 
request of the manufacturer, the set point may also be 23 °C with a 
tolerance of ± 3 °C.  
6.4. Wind tunnel procedure  
6.4.1. Wind tunnel criteria  
▼M3 
The wind tunnel design, test methods and the corrections shall 
provide a value of (C  D × A  f ) representative of the on-road (C  D × 
A f ) value and with a precision of ± 0,015 m  2 . 
▼B 
For all (C  D × A  f ) measurements, the wind tunnel criteria listed in 
paragraph 3.2. of this Sub-Annex shall be met with the following 
modifications:  
(a) The solid blockage ratio described in paragraph 3.2.4. of this 
Sub-Annex shall be less than 25 per cent;  
(b) The belt surface contacting any tyre shall exceed the length of 
that tyre's contact area by at least 20 per cent and shall be at 
least as wide as that contact patch;  
(c) The standard deviation of total air pressure at the nozzle outlet 
described in paragraph 3.2.8. of this Sub-Annex shall be less 
than 1 per cent;  
(d) The restraint system blockage ratio described in paragraph 
3.2.10. of this Sub-Annex shall be less than 3 per cent.  
6.4.2. Wind tunnel measurement  
The vehicle shall be in the condition described in paragraph 6.3. of 
this Sub-Annex.  
▼M3 
The vehicle shall be placed parallel to the longitudinal centre line of 
the tunnel with a maximum tolerance of ± 10 mm.  
The vehicle shall be placed with a yaw angle of 0° within a 
tolerance of ± 0,1°.  
▼B 
Aerodynamic drag shall be measured for at least for 60 seconds and 
at a minimum frequency of 5 Hz. Alternatively, the drag may be 
measured at a minimum frequency of 1 Hz and with at least 300 
subsequent samples. The result shall be the arithmetic average of the 
drag. ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 601  
In the case that the vehicle has movable aerodynamic body parts, 
paragraph 4.2.1.5. of this Sub-Annex shall apply. Where movable 
parts are velocity-dependent, every applicable position shall be 
measured in the wind tunnel and evidence shall be provided to the 
approval authority indicating the relationship between reference 
speed, movable part position, and the corresponding (C  D × A  f ). 
6.5. Flat belt applied for the wind tunnel method  
6.5.1. Flat belt criteria  
6.5.1.1. Description of the flat belt test bench  
The wheels shall rotate on flat belts that do not change the rolling 
characteristics of the wheels compared to those on the road. The 
measured forces in the x-direction shall include the frictional forces 
in the drivetrain.  
6.5.1.2. Vehicle restraint system  
The dynamometer shall be equipped with a centring device aligning 
the vehicle within a tolerance of ± 0.5 degrees of rotation around the 
z-axis. The restraint system shall maintain the centred drive wheel 
position throughout the coastdown runs of the road load deter ­
mination within the following limits:  
6.5.1.2.1. Lateral position (y-axis)  
The vehicle shall remain aligned in the y-direction and lateral 
movement shall be minimised.  
6.5.1.2.2. Front and rear position (x-axis)  
Without prejudice to the requirement of paragraph 6.5.1.2.1. of this 
Sub-Annex, both wheel axes shall be within ± 10 mm of the belt’s 
lateral centre lines.  
6.5.1.2.3. Vertical force  
The restraint system shall be designed so as to impose no vertical 
force on the drive wheels.  
6.5.1.3. Accuracy of measured forces  
Only the reaction force for turning the wheels shall be measured. No 
external forces shall be included in the result (e.g. force of the 
cooling fan air, vehicle restraints, aerodynamic reaction forces of 
the flat belt, dynamometer losses, etc.).  
The force in the x-direction shall be measured with an accuracy of 
± 5 N.  
6.5.1.4. Flat belt speed control  
The belt speed shall be controlled with an accuracy of ± 0,1 km/h.  
6.5.1.5. Flat belt surface  
The flat belt surface shall be clean, dry and free from foreign 
material that might cause tyre slippage.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 602  
6.5.1.6. Cooling  
A current of air of variable speed shall be blown towards the 
vehicle. The set point of the linear velocity of the air at the 
blower outlet shall be equal to the corresponding dynamometer 
speed above measurement speeds of 5 km/h. The linear velocity 
of the air at the blower outlet shall be within ± 5 km/h or ± 10 
per cent of the corresponding measurement speed, whichever is 
greater.  
▼B 
6.5.2. Flat belt measurement  
The measurement procedure may be performed according to either 
paragraph 6.5.2.2. or paragraph 6.5.2.3. of this Sub-Annex.  
6.5.2.1. Preconditioning  
The vehicle shall be conditioned on the dynamometer as described 
in paragraphs 4.2.4.1.1. to 4.2.4.1.3. inclusive of this Sub-Annex.  
The dynamometer load setting F  d , for the preconditioning shall be: 
F d ¼ a d þ b d Ü v þ c d Ü v 2 
where:  
a d = 0 
b d = 0; 
c d = ðC D Ü A f Þ Ü ρ 0 
2 Ü 1 
3,6 2 
The equivalent inertia of the dynamometer shall be the test mass.  
The aerodynamic drag used for the load setting shall be taken from 
paragraph 6.7.2. of this Sub-Annex and may be set directly as input. 
Otherwise, a  d , b d , and c  d from this paragraph shall be used.  
At the request of the manufacturer, as an alternative to paragraph 
4.2.4.1.2. of this Sub-Annex, the warm-up may be conducted by 
driving the vehicle with the flat belt.  
In this case, the warm-up speed shall be 110 per cent of the 
maximum speed of the applicable WLTC and the duration shall 
exceed 1 200 seconds until the change of measured force over a 
period of 200 seconds is less than 5 N.  
6.5.2.2. Measurement procedure with stabilised speeds  
6.5.2.2.1. The test shall be conducted from the highest to the lowest reference 
speed point.  
6.5.2.2.2. Immediately after the measurement at the previous speed point, the 
deceleration from the current to the next applicable reference speed 
point shall be performed in a smooth transition of approximately 
1 m/s  2 . 
6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for 
a maximum of 10 seconds. The measurement equipment shall 
ensure that the signal of the measured force is stabilised after that 
period.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 603  
6.5.2.2.4. The force at each reference speed shall be measured for at least 6 
seconds while the vehicle speed is kept constant. The resulting force 
for that reference speed point F  jDyno shall be the arithmetic average 
of the force during the measurement.  
The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. of this Sub-Annex 
inclusive shall be repeated for each reference speed.  
6.5.2.3. Measurement procedure by deceleration  
6.5.2.3.1. Preconditioning and dynamometer setting shall be performed 
according to paragraph 6.5.2.1. of this Sub-Annex. Prior to each 
coastdown, the vehicle shall be driven at the highest reference 
speed or, in the case that the alternative warm-up procedure is 
used at 110 per cent of the highest reference speed, for at least 1 
minute. The vehicle shall be subsequently accelerated to at least 
10 km/h above the highest reference speed and the coastdown 
shall be started immediately.  
6.5.2.3.2.  ►M3 The measurement shall be performed according to para ­
graphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this Sub-Annex. If 
coasting down in opposite directions is not possible then the 
equation used to calculate Δt ji in paragraph 4.3.1.4.2. of this Sub- 
Annex shall not apply. The measurement shall be stopped after two 
decelerations if the force of both coastdowns at each reference speed 
point is within ± 10 N, otherwise at least three coastdowns shall be 
performed using the criteria set out in paragraph 4.3.1.4.2. of this 
Sub-Annex. ◄ 
6.5.2.3.3. The force f  jDyno at each reference speed v  j shall be calculated by 
removing the simulated aerodynamic force:  
f jDyno ¼ f jDecel Ä c d Ü v 2 
j 
where:  
f jDecel  is the force determined according to the equation calculating 
F j in paragraph 4.3.1.4.4. of this Sub-Annex at reference 
speed point j, N;  
c d is the dynamometer set coefficient as defined in paragraph 
6.5.2.1. of this Sub-Annex, N/(km/h)  2 . 
Alternatively, at the request of the manufacturer, c  d may be set to 
zero during the coastdown and for calculating f  jDyno . 
6.5.2.4. Measurement conditions  
The vehicle shall be in the condition described in paragraph 
4.3.1.3.2. of this Sub-Annex.  
▼M3 _______  
▼B 
6.5.3. Measurement result of the flat belt method  
The result of the flat belt dynamometer f  jDyno shall be referred to as 
f j for the further calculations in paragraph 6.7. of this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 604  
6.6. Chassis dynamometer applied for the wind tunnel method  
6.6.1. Criteria  
In addition to the descriptions in paragraphs 1. and 2. of Sub-Annex 
5, the criteria described in paragraphs 6.6.1.1. to 6.6.1.6. inclusive 
of this Sub-Annex shall apply.  
▼M3 
6.6.1.1. Description of a chassis dynamometer  
The front and rear axles shall be equipped with a single roller with a 
diameter of not less than 1,2 metres.  
▼B 
6.6.1.2. Vehicle restraint system  
The dynamometer shall be equipped with a centring device aligning 
the vehicle. The restraint system shall maintain the centred drive 
wheel position within the following recommended limits throughout 
the coastdown runs of the road load determination:  
6.6.1.2.1. Vehicle position  
The vehicle to be tested shall be installed on the chassis dyna ­
mometer roller as defined in paragraph 7.3.3. of this Sub-Annex.  
6.6.1.2.2. Vertical force  
The restraint system shall fulfil the requirements of paragraph 
6.5.1.2.3. of this Sub-Annex.  
6.6.1.3. Accuracy of measured forces  
The accuracy of measured forces shall be as described in paragraph 
6.5.1.3. of this Sub-Annex apart from the force in the 
x-direction that shall be measured with an accuracy as described 
in paragraph 2.4.1. of Sub-Annex 5.  
6.6.1.4. Dynamometer speed control  
The roller speeds shall be controlled with an accuracy of 
± 0,2 km/h.  
▼M3 
6.6.1.5. Roller surface  
The roller surface shall be clean, dry and free from foreign material 
that might cause tyre slippage.  
▼B 
6.6.1.6. Cooling  
The cooling fan shall be as described in paragraph 6.5.1.6. of this 
Sub-Annex.  
6.6.2. Dynamometer measurement  
The measurement shall be performed as described in paragraph 
6.5.2. of this Sub-Annex.  
▼M3 
6.6.3. Correcting measured chassis dynamometer forces to those on a flat 
surface  
The measured forces on the chassis dynamometer shall be corrected 
to a reference equivalent to the road (flat surface) and the result 
shall be referred to as f  j . ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 605  
f j ¼ f jDyno Ü c1 Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
R Wheel 
R Dyno Ü c2 þ 1 v u u u t þ f jDyno Ü ð1 Ä c1Þ 
where:  
c1 is the tyre rolling resistance fraction of f  jDyno ; 
c2 is a chassis dynamometer-specific radius correction factor;  
f jDyno is the force calculated in paragraph 6.5.2.3.3. for each 
reference speed j, N;  
R Wheel  is one-half of the nominal design tyre diameter, m;  
R Dyno is the radius of the chassis dynamometer roller, m.  
The manufacturer and the approval authority shall agree on the 
factors c1 and c2 to be used, based on correlation test evidence 
provided by the manufacturer for the range of tyre characteristics 
intended to be tested on the chassis dynamometer.  
As an alternative the following conservative equation may be used: 
f j ¼ f jDyno Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
R Wheel R Dyno Ü 0,2 þ 1 v u u t 
C2 shall be 0,2 except that 2,0 shall be used if the road load delta 
method (see paragraph 6.8.) is used and the road load delta 
calculated in accordance with paragraph 6.8.1. is negative.  
▼B 
6.7. Calculations  
6.7.1. Correction of the flat belt and chassis dynamometer results  
The measured forces determined in paragraphs 6.5. and 6.6. of this 
Sub-Annex shall be corrected to reference conditions using the 
following equation: 
F Dj ¼ ðf j Ä K 1 Þ Ü ð1 þ K 0 ðT Ä 293ÞÞ 
where:  
F Dj is the corrected resistance measured at the flat belt or chassis 
dynamometer at reference speed j, N;  
f j is the measured force at reference speed j, N;  
K 0 is the correction factor for rolling resistance as defined in 
paragraph 4.5.2. of this Sub-Annex, K  -1 ; 
K 1 is the test mass correction as defined in paragraph 4.5.4. of this 
Sub-Annex, N;  
T is the arithmetic average temperature in the test cell during the 
measurement, K.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 606  
6.7.2. Calculation of the aerodynamic force  
The aerodynamic drag shall be calculated using the equation below. 
If the vehicle is equipped with velocity-dependent movable 
aerodynamic body parts, the corresponding (C  D × A  f ) values shall 
be applied for the concerned reference speed points. 
F Aj ¼ ðC D Ü A f Þ j Ü ρ 0 
2 Ü v 2 
j 
3,6 2 
where:  
F Aj is the aerodynamic drag measured in the wind tunnel at 
reference speed j, N;  
(C D × A  f ) j is the product of the drag coefficient and frontal area at 
a certain reference speed point j, where applicable, m  2 ; 
ρ 0 is the dry air density defined in paragraph 3.2.10. of 
this Annex, kg/m  3 ; 
v j is the reference speed j, km/h.  
6.7.3. Calculation of road load values  
The total road load as a sum of the results of paragraphs 6.7.1 and 
6.7.2. of this Sub-Annex shall be calculated using the following 
equation: 
F ä 
j ¼ F Dj þ F Aj 
for all applicable reference speed points j, N;  
For all calculated F  * 
j , the coefficients f  0 , f 1 and f  2 in the road load 
equation shall be calculated with a least squares regression analysis 
and shall be used as the target coefficients in paragraph 8.1.1. of this 
Sub-Annex.  
In the case that the vehicle(s) tested according to the wind tunnel 
method is (are) representative of a road load matrix family vehicle, 
the coefficient f  1 shall be set to zero and the coefficients f  0 and f  2 
shall be recalculated with a least squares regression analysis.  
▼M3 
6.8. Road load delta method  
For the purpose of including options when using the interpolation 
method which are not incorporated in the road load interpolation 
(i.e. aerodynamics, rolling resistance and mass), a delta in vehicle 
friction may be measured by the road load delta method (e.g. 
friction difference between brake systems). The following steps 
shall be performed:  
(a) The friction of reference vehicle R shall be measured;  
(b) The friction of the vehicle with the option (vehicle N) causing 
the difference in friction shall be measured;  
(c) The difference shall be calculated in accordance with paragraph 
6.8.1.  
These measurements shall be performed on a flat belt in accordance 
with paragraph 6.5. or on a chassis dynamometer in accordance with 
paragraph 6.6., and the correction of the results (excluding 
aerodynamic force) calculated in accordance with paragraph 6.7.1.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 607  
The application of this method is permitted only if the following 
criterion is fulfilled:  
1 
n X  n 
j¼1 ðF Dj;R Ä F Dj;N Þ Æ Æ Æ Æ Æ Æ Æ Æ Æ Æ Ï 25N  
where:  
F Dj,R is the corrected resistance of vehicle R measured on the flat 
belt or chassis dynamometer at reference speed j calculated 
in accordance with paragraph 6.7.1., N;  
F Dj,N is the corrected resistance of vehicle N measured on the flat 
belt or chassis dynamometer at reference speed j calculated 
in accordance with paragraph 6.7.1., N;  
n is the total number of speed points.  
This alternative road load determination method may only be 
applied if vehicles R and N have identical aerodynamic resistance 
and if the measured delta appropriately covers the entire influence 
on the vehicle's energy consumption. This method shall not be 
applied if the overall accuracy of the absolute road load of 
vehicle N is compromised in any way.  
6.8.1. Determination of delta flat belt or chassis dynamometer coefficients  
The delta road load shall be calculated using the following equation:  
F Dj,Delta  = F  Dj,N – F  Dj,R 
where:  
F Dj,Delta  is the delta road load at reference speed j, N;  
F Dj,N is the corrected resistance measured on the flat belt or 
chassis dynamometer at reference speed j calculated in 
accordance with paragraph 6.7.1. for vehicle N, N;  
F Dj,R is the corrected resistance of the reference vehicle 
measured on the flat belt or chassis dynamometer at 
reference speed j calculated in accordance with 
paragraph 6.7.1. for reference vehicle R, N.  
For all calculated F  Dj,Delta  , the coefficients f  0,Delta  , f 1,Delta  and f  2,Delta  
in the road load equation shall be calculated with a least squares 
regression analysis.  
6.8.2. Determination of total road load  
If the interpolation method (see paragraph 3.2.3.2. of Sub-Annex 7) 
is not used, the road load delta method for vehicle N shall be 
calculated in accordance with the following equations:  
f 0,N = f 0,R + f 0,Delta  
f 1,N = f 1,R + f 1,Delta  
f 2,N = f 2,R + f 2,Delta  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 608  
where:  
N refers to the road load coefficients of vehicle N;  
R refers to the road load coefficients of reference vehicle R;  
Delta refers to the delta road load coefficients determined in 
paragraph 6.8.1.  
▼B 
7. Transferring road load to a chassis dynamometer  
7.1. Preparation for chassis dynamometer test  
▼M3 
7.1.0. Selection of dynamometer operation  
The test shall be done on either a dynamometer in 2WD operation 
or 4WD operation, in accordance with paragraph 2.4.2.4. of Sub- 
Annex 6.  
▼B 
7.1.1. Laboratory conditions  
▼M3 
7.1.1.1. Roller(s)  
The chassis dynamometer roller(s) shall be clean, dry and free from 
foreign material that might cause tyre slippage. The dynamometer 
shall be run in the same coupled or uncoupled state as the 
subsequent Type 1 test. Chassis dynamometer speed shall be 
measured from the roller coupled to the power absorption unit.  
▼B 
7.1.1.1.1. Tyre slippage  
Additional weight may be placed on or in the vehicle to eliminate 
tyre slippage. The manufacturer shall perform the load setting on the 
chassis dynamometer with the additional weight. The additional 
weight shall be present for both load setting and the emissions 
and fuel consumption tests. The use of any additional weight shall 
be included in all relevant test sheets.  
7.1.1.2. Room temperature  
The laboratory atmospheric temperature shall be at a set point of 
23 °C and shall not deviate by more than ± 5 °C during the test 
unless otherwise required by any subsequent test.  
7.2. Preparation of chassis dynamometer  
7.2.1. Inertia mass setting  
The equivalent inertia mass of the chassis dynamometer shall be set 
according to paragraph 2.5.3. of this Sub-Annex. If the chassis 
dynamometer is not capable to meet the inertia setting exactly, the 
next higher inertia setting shall be applied with a maximum increase 
of 10 kg.  
7.2.2. Chassis dynamometer warm-up  
The chassis dynamometer shall be warmed up in accordance with 
the dynamometer manufacturer’s recommendations, or as appro ­
priate, so that the frictional losses of the dynamometer may be 
stabilized.  
7.3. Vehicle preparation  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 609  
7.3.1. Tyre pressure adjustment  
The tyre pressure at the soak temperature of a Type 1 test shall be 
set to no more than 50 per cent above the lower limit of the tyre 
pressure range for the selected tyre, as specified by the vehicle 
manufacturer (see paragraph 4.2.2.3. of this Sub-Annex), and shall 
be included in all relevant test reports.  
▼M3 
7.3.2. If the determination of dynamometer settings cannot meet the 
criteria described in paragraph 8.1.3. due to non-reproducible 
forces, the vehicle shall be equipped with a vehicle coastdown 
mode. The vehicle coastdown mode shall be approved by the 
approval authority and the use of a vehicle coastdown mode shall 
be included in all relevant test reports.  
If a vehicle is equipped with a vehicle coastdown mode, it shall be 
engaged both during road load determination and on the chassis 
dynamometer.  
_______  
7.3.3. Vehicle placement on the dynamometer  
The tested vehicle shall be placed on the chassis dynamometer in a 
straight ahead position and restrained in a safe manner. In the case 
that a single roller chassis dynamometer is used, the centre of the 
tyre's contact patch on the roller shall be within ± 25 mm or ± 2 per 
cent of the roller diameter, whichever is smaller, from the top of the 
roller.  
If the torque meter method is used, the tyre pressure shall be 
adjusted such that the dynamic radius is within 0,5 per cent of 
the dynamic radius r  j calculated using the equations in paragraph 
4.4.3.1. at the 80 km/h reference speed point. The dynamic radius 
on the chassis dynamometer shall be calculated in accordance with 
the procedure described in paragraph 4.4.3.1.  
If this adjustment is outside the range defined in paragraph 7.3.1., 
the torque meter method shall not apply.  
7.3.3.1. [Reserved]  
▼B 
7.3.4. Vehicle warm-up  
▼M3 
7.3.4.1. The vehicle shall be warmed up with the applicable WLTC.  
▼B 
7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in 
paragraph 7.3.4.1. of this Sub-Annex, with the highest speed, shall 
be driven.  
7.3.4.3. Alternative warm-up procedure  
7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the 
approval authority, an alternative warm-up procedure may be used. 
The approved alternative warm-up procedure may be used for 
vehicles within the same road load family and shall satisfy the 
requirements outlined in paragraphs 7.3.4.3.2. to 7.3.4.3.5. of this 
Sub-Annex inclusive.  
7.3.4.3.2. At least one vehicle representing the road load family shall be 
selected.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 610  
7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of 
Sub-Annex 7 with corrected road load coefficients f  0a , f 1a and f  2a , 
for the alternative warm-up procedure shall be equal to or higher 
than the cycle energy demand calculated with the target road load 
coefficients f  0 , f 1 , and f  2 , for each applicable phase.  
The corrected road load coefficients f  0a , f 1a and f  2a , shall be 
calculated according to the following equations:  
f 0a ¼ f 0 þ A d_alt Ä A d_WLTC  
f 1a ¼ f 1 þ B d_alt Ä B d_WLTC  
f 2a ¼ f 2 þ C d_alt Ä C d_WLTC  
where:  
A d_alt , B d_alt and C  d_alt are the chassis dynamometer 
setting coefficients after the 
alternative warm-up procedure;  
A d_WLTC  , B d_WLTC  and C  d_WLTC  are the chassis dynamometer 
setting coefficients after a 
WLTC warm-up procedure 
described in paragraph 7.3.4.1. 
of this Sub-Annex and a valid 
chassis dynamometer setting 
according to paragraph 8. of 
this Sub-Annex.  
7.3.4.3.4. The corrected road load coefficients f  0a , f 1a and f  2a , shall be used 
only for the purpose of paragraph 7.3.4.3.3. of this Sub-Annex. For 
other purposes, the target road load coefficients f  0 , f 1 and f  2 , shall be 
used as the target road load coefficients.  
7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to 
the approval authority.  
8. Chassis dynamometer load setting  
8.1. Chassis dynamometer load setting using the coastdown method  
This method is applicable when the road load coefficients f  0 , f 1 and 
f 2 have been determined.  
In the case of a road load matrix family, this method shall be 
applied when the road load of the representative vehicle is 
determined using the coastdown method described in paragraph 
4.3. of this Sub-Annex. The target road load values are the values 
calculated using the method described in paragraph 5.1. of this Sub- 
Annex.  
8.1.1. Initial load setting  
For a chassis dynamometer with coefficient control, the chassis 
dynamometer power absorption unit shall be adjusted with the 
arbitrary initial coefficients, A  d , B  d and C  d , of the following 
equation:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 611  
F d ¼ A d þ B d v þ C d v 2 
where:  
F d is the chassis dynamometer setting load, N;  
v is the speed of the chassis dynamometer roller, km/h.  
The following are recommended coefficients to be used for the 
initial load setting:  
(a) ►M3 A d = 0,5 × A  t , B d = 0,2 × B  t , Cd = C  t ◄ 
for single-axis chassis dynamometers, or  
▼M3 
A d = 0,5 × A  t , B d = 0,2 × B  t , Cd = C  t 
▼B 
for dual-axis chassis dynamometers, where, and are the target 
road load coefficients;  
(b) empirical values, such as those used for the setting for a similar 
type of vehicle.  
For a chassis dynamometer of polygonal control, adequate load 
values at each reference speed shall be set to the chassis dyna ­
mometer power absorption unit.  
8.1.2. Coastdown  
The coastdown test on the chassis dynamometer shall be performed 
with the procedure given in paragraph 8.1.3.4.1. or in paragraph 
8.1.3.4.2. of this Sub-Annex and shall start no later than 120 
seconds after completion of the warm-up procedure. Consecutive 
coastdown runs shall be started immediately. At the request of the 
manufacturer and with approval of the approval authority, the time 
between the warm-up procedure and coastdowns using the iterative 
method may be extended to ensure a proper vehicle setting for the 
coastdown. The manufacturer shall provide the approval authority 
with evidence for requiring additional time and evidence that the 
chassis dynamometer load setting parameters (e.g. coolant and/or oil 
temperature, force on a dynamometer) are not affected.  
8.1.3. Verification  
8.1.3.1. The target road load value shall be calculated using the target road 
load coefficient, A  t , B t and C  t , for each reference speed, v  j : 
F tj ¼ A t þ B t v j þ C t v 2 
j 
where:  
▼M3 
A t , B t and C  t are the target road load parameters;  
▼B 
F tj is the target road load at reference speed v  j , N; 
v j is the j  th reference speed, km/h.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 612  
8.1.3.2. The measured road load shall be calculated using the following 
equation: 
F mj ¼ 1 
3,6 Ü ðTM þ m r Þ Ü 2 Ü Δv 
Δt j 
where:  
F mj is the measured road load for each reference speed v  j , N; 
TM is the test mass of the vehicle, kg;  
m r is the equivalent effective mass of rotating components 
according to paragraph 2.5.1. of this Sub-Annex, kg;  
Δt j is the coastdown time corresponding to speed v  j , s. 
8.1.3.3.  ►M3 The simulated road load on the chassis dynamometer shall be 
calculated in accordance with the method as specified in paragraph 
4.3.1.4., with the exception of measuring in opposite directions: 
F s ¼ A s þ B s Ü v þ C s Ü v 2 ◄ 
The simulated road load for each reference speed v  j shall be 
determined using the following equation, using the calculated A  s , 
B s and C  s : 
F sj ¼ A s þ B s Ü v j þ C s Ü v 2 
j 
8.1.3.4. For dynamometer load setting, two different methods may be used. 
If the vehicle is accelerated by the dynamometer, the methods 
described in paragraph 8.1.3.4.1. of this Sub-Annex shall be used. 
If the vehicle is accelerated under its own power, the methods in 
paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this Sub-Annex shall be used. 
The minimum acceleration multiplied by speed shall be 6 m  2 /sec  3 . 
Vehicles which are unable to achieve 6 m  2 /s 3 shall be driven with 
the acceleration control fully applied.  
8.1.3.4.1. Fixed run method  
8.1.3.4.1.1. The dynamometer software shall perform four coastdowns in total: 
From the first coastdown, the dynamometer setting coefficients for 
the second run according to paragraph 8.1.4. of this Sub-Annex 
shall be calculated. Following the first coastdown, the software 
shall perform three additional coastdowns with either the fixed 
dynamometer setting coefficients determined after the first 
coastdown or the adjusted dynamometer setting coefficients 
according to paragraph 8.1.4. of this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 613  
8.1.3.4.1.2. The final dynamometer setting coefficients A, B and C shall be 
calculated using the following equations:  
A ¼ A t Ä P 4 
n¼2 ðA s n Ä A d n Þ 
3 
B ¼ B t Ä P 4 
n¼2 ðB s n Ä B d n Þ 
3 
C ¼ C t Ä P 4 
n¼2 ðC s n Ä C d n Þ 
3 
where:  
▼M3 
A t , B t and C  t are the target road load parameters;  
▼B 
A sn , B sn and C  sn are the simulated road load coefficients of the 
n th run; 
A dn , B dn and C  dn are the dynamometer setting coefficients of the 
n th run; 
n is the index number of coastdowns including 
the first stabilisation run.  
▼M3 
8.1.3.4.2. Iterative method  
The calculated forces in the specified speed ranges shall either be 
within ± 10 N after a least squares regression of the forces for two 
consecutive coastdowns when compared with the target values, or 
additional coastdowns shall be performed after adjusting the chassis 
dynamometer load setting in accordance with paragraph 8.1.4. until 
the tolerance is satisfied.  
▼B 
8.1.4. Adjustment  
The chassis dynamometer setting load shall be adjusted according to 
the following equations: 
F ä 
dj ¼ F dj Ä F j ¼ F dj Ä F sj þ F tj 
¼ ðA d þ B d v j þ C d v 2 
j Þ Ä ðA s þ B s v j þ C s v 2 
j Þ þ ðA t þ B t v j þ C t v 2 
j Þ 
¼ ðA d þ A t Ä A s Þ þ ðB d þ B t Ä B s Þv j þ ðC d þ C t Ä C s Þv 2 
j 
Therefore: 
A ä 
d ¼ A d þ A t Ä A s 
B ä 
d ¼ B d þ B t Ä B s 
C ä 
d ¼ C d þ C t Ä C s 
where:  
F dj is the initial chassis dynamometer setting load, 
N; 
F * 
dj is the adjusted chassis dynamometer setting 
load, N;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 614  
F j is the adjustment road load equal to (F  sj - F tj ), 
N; 
F sj is the simulated road load at reference speed 
v j , N; 
F tj is the target road load at reference speed v  j , N; 
A * 
d , B * 
d and C  * 
d are the new chassis dynamometer setting coef ­
ficients.  
▼M3 
8.1.5. A  t , B t and C  t shall be used as the final values of f  0 , f 1 and f  2 , and 
shall be used for the following purposes:  
(a) Determination of downscaling, paragraph 8. of Sub-Annex 1;  
(b) Determination of gearshift points, Sub-Annex 2;  
(c) Interpolation of CO  2 and fuel consumption, paragraph 3.2.3. of 
Sub-Annex 7;  
(d) Calculation of results of electric and hybrid-electric vehicles, 
paragraph 4. of Sub-Annex 8.  
▼B 
8.2. Chassis dynamometer load setting using the torque meter method  
This method is applicable when the running resistance is determined 
using the torque meter method described in paragraph 4.4. of this 
Sub-Annex.  
In the case of a road load matrix family, this method shall be 
applied when the running resistance of the representative vehicle 
is determined using the torque meter method as specified in 
paragraph 4.4. of this Sub-Annex.  ►M2 The target running 
resistance values are the values calculated using the method 
specified in paragraph 5.1 of this Sub-Annex. ◄ 
8.2.1. Initial load setting  
For a chassis dynamometer of coefficient control, the chassis dyna ­
mometer power absorption unit shall be adjusted with the arbitrary 
initial coefficients, A  d , B d and C  d , of the following equation: 
F d ¼ A d þ B d v þ C d v 2 
where:  
F d is the chassis dynamometer setting load, N;  
v is the speed of the chassis dynamometer roller, km/h.  
The following coefficients are recommended for the initial load 
setting:  
(a) A d ¼ 0,5 Ü a t 
r′; B d ¼ 0,2 Ü b t 
r′; C d ¼ c t 
r′ 
for single-axis chassis dynamometers, or  
A d ¼ 0,1 Ü a t 
r′; B d ¼ 0,2 Ü b t 
r′; C d ¼ c t 
r′ 
for dual-axis chassis dynamometers, where:  
a t , b t and c  t are are the target running resistance coefficients; and  
r′ is the dynamic radius of the tyre on the chassis dynamometer 
obtained at 80 km/h, m.; or  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 615  
(b) Empirical values, such as those used for the setting for a similar 
type of vehicle.  
For a chassis dynamometer of polygonal control, adequate load 
values at each reference speed shall be set for the chassis dyna ­
mometer power absorption unit.  
8.2.2. Wheel torque measurement  
The torque measurement test on the chassis dynamometer shall be 
performed with the procedure defined in paragraph 4.4.2. of this 
Sub-Annex. The torque meter(s) shall be identical to the one(s) 
used in the preceding road test.  
8.2.3. Verification  
8.2.3.1. The target running resistance (torque) curve shall be determined 
using the equation in paragraph 4.5.5.2.1. of this Sub-Annex and 
may be written as follows: 
C ä 
t ¼ a t þ b t Ü v j þ c t Ü v 2 
j 
8.2.3.2. The simulated running resistance (torque) curve on the chassis dyna ­
mometer shall be calculated according to the method described and 
the measurement precision specified in  ►M3 paragraph 4.4.3.2. ◄ 
of this Sub-Annex, and the running resistance (torque) curve deter ­
mination as described in paragraph 4.4.4. of this Sub-Annex with 
applicable corrections according to paragraph 4.5. of this Sub- 
Annex, all with the exception of measuring in opposite directions, 
resulting in a simulated running resistance curve: 
C ä 
s ¼ C 0s þ C 1s Ü v j þ C 2s Ü v 2 
j 
The simulated running resistance (torque) shall be within a tolerance 
of ± 10 N×r’ from the target running resistance at every speed 
reference point where r’ is the dynamic radius of the tyre in 
metres on the chassis dynamometer obtained at 80 km/h.  
If the tolerance at any reference speed does not satisfy the criterion 
of the method described in this paragraph, the procedure specified in 
paragraph 8.2.3.3. of this Sub-Annex shall be used to adjust the 
chassis dynamometer load setting.  
▼M3 
8.2.3.3. Adjustment  
The chassis dynamometer load setting shall be adjusted using the 
following equation: 
Fä dj ¼ F dj Ä F ej 
r′ ¼ F dj Ä F sj 
r′ þ F tj 
r′ ¼ ðA d þ B d v j þ C d v 2 
j Þ Ä ða s þ b s v j þ c s v 2 
j Þ 
r′ þ ða t þ b t v j þ c t v 2 
j Þ 
r′ 
¼ Õ 
A d þ ða t Ä a s Þ 
r′ Ø 
þ Õ 
B d þ ðb t Ä b s Þ 
r′ Ø 
v j þ Õ 
C d þ ðc t Ä c s Þ 
r′ Ø 
v 2 
j ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 616  
therefore: 
Aä d ¼ A d þ a t Ä a s 
r′ 
Bä d ¼ B d þ b t Ä b s 
r′ 
Cä d ¼ C d þ c t Ä c s 
r′ 
where:  
F* dj is the new chassis dynamometer setting load, 
N; 
F ej is the adjustment road load equal to (F  sj – F  tj ), 
Nm; 
F sj is the simulated road load at reference speed v  j , 
Nm; 
F tj is the target road load at reference speed v  j , 
Nm; 
A* d , B*  d and C*  d are the new chassis dynamometer setting coef ­
ficients;  
r′ is the dynamic radius of the tyre on the chassis 
dynamometer obtained at 80 km/h, m.  
Paragraphs 8.2.2. and 8.2.3. shall be repeated until the tolerance in 
paragraph 8.2.3.2. is met.  
▼B 
8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dyna ­
mometer load setting shall be included in all relevant test reports 
when the requirement of paragraph 8.2.3.2. of this Sub-Annex is 
fulfilled.  
8.2.4. Transformation of running resistance coefficients to road load coef ­
ficients f  0 , f 1 , f 2 
▼M3 
8.2.4.1. If the vehicle does not coast down in a repeatable manner and a 
vehicle coastdown mode in accordance with paragraph 4.2.1.8.5. is 
not feasible, the coefficients f  0 , f 1 and f  2 in the road load equation 
shall be calculated using the equations in paragraph 8.2.4.1.1. In any 
other case, the procedure described in paragraphs 8.2.4.2. to 8.2.4.4. 
shall be performed.  
▼B 
8.2.4.1.1.  f  0 ¼ c 0 
r Ü 1,02  
f 1 ¼ c 1 
r Ü 1,02 
f 2 ¼ c 2 
r Ü 1,02 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 617  
where:  
c 0 , c 1 , c 2 are the running resistance coefficients determined in 
paragraph 4.4.4. of this Sub-Annex, Nm, Nm/(km/h), 
Nm/(km/h)  2 ; 
r is the dynamic tyre radius of the vehicle with which the 
running resistance was determined, m.  
1,02 is an approximate coefficient compensating for 
drivetrain losses.  
8.2.4.1.2. The determined f  0 , f 1 , f 2 values shall not be used for a chassis 
dynamometer setting or any emission or range testing. They shall 
be used only in the following cases:  
(a) determination of downscaling, paragraph 8. of Sub-Annex 1;  
(b) determination of gearshift points, Sub-Annex 2;  
(c) interpolation of CO  2 and fuel consumption, paragraph 3.2.3 of 
Sub-Annex 7;  
▼M3 
(d) calculation of results of electric and hybrid-electric vehicles, 
paragraph 4. of Sub-Annex 8.  
▼B 
8.2.4.2. Once the chassis dynamometer has been set within the specified 
tolerances, a vehicle coastdown procedure shall be performed on 
the chassis dynamometer as outlined in paragraph 4.3.1.3. of this 
Sub-Annex. The coastdown times shall be included in all relevant 
test sheets.  
8.2.4.3. The road load F  j at reference speed v  j , N, shall be determined using 
the following equation:  
F j ¼ 1 
3,6 Ü ðTM þ m r Þ Ü Δv 
Δt j 
where:  
F j is the road load at reference speed v  j , N; 
TM is the test mass of the vehicle, kg;  
m r is the equivalent effective mass of rotating components 
according to paragraph 2.5.1. of this Sub-Annex, kg;  
Δv = 10 km/h  
Δt j is the coastdown time corresponding to speed v  j , s. 
8.2.4.4. The coefficients f  0 , f 1 and f  2 in the road load equation shall be 
calculated with a least squares regression analysis over the 
reference speed range.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 618  
Sub-Annex 5  
Test equipment and calibrations  
1. Test bench specifications and settings  
1.1. Cooling fan specifications  
▼M3 
1.1.1. A variable speed current of air shall be blown towards the vehicle. 
The set point of the linear velocity of the air at the blower outlet 
shall be equal to the corresponding roller speed above roller 
speeds of 5 km/h. The linear velocity of the air at the blower 
outlet shall be within ± 5 km/h or ± 10 per cent of the 
corresponding roller speed, whichever is greater.  
▼B 
1.1.2. The above-mentioned air velocity shall be determined as an 
averaged value of a number of measuring points that:  
(a) For fans with rectangular outlets, are located at the centre of 
each rectangle dividing the whole of the fan outlet into 9 areas 
(dividing both horizontal and vertical sides of the fan outlet 
into 3 equal parts). The centre area shall not be measured (as 
shown in Figure A5/1);  
Figure A5/1  
Fan with rectangular outlet
  
(b) For fans with circular outlets, the outlet shall be divided into 8 
equal sectors by vertical, horizontal and 45° lines. The 
measurement points shall lie on the radial centre line of 
each sector (22,5°) at two–thirds of the outlet radius (as 
shown in Figure A5/2).  
Figure A5/2  
Fan with circular outlet
  
These measurements shall be made with no vehicle or other 
obstruction in front of the fan. The device used to measure the 
linear velocity of the air shall be located between 0 and 20 cm 
from the air outlet.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 619  
1.1.3. The outlet of the fan shall have the following characteristics:  
(a) An area of at least 0,3 m  2 ; and  
(b) A width/diameter of at least 0,8 metre.  
1.1.4. The position of the fan shall be as follows:  
(a) Height of the lower edge above ground: approximately 20 cm;  
(b) Distance from the front of the vehicle: approximately 30 cm;  
▼M3 
(c) Approximately on the longitudinal centreline of the vehicle.  
1.1.5. At the request of the manufacturer and if considered appropriate 
by the approval authority, the height, lateral position and distance 
from the vehicle of the cooling fan may be modified.  
If the specified fan configuration is impractical for special vehicle 
designs, such as vehicles with rear-mounted engines or side air 
intakes, or it does not provide adequate cooling to properly 
represent in-use operation, at the request of the manufacturer 
and if considered appropriate by the approval authority, the 
height, capacity, longitudinal and lateral position of the cooling 
fan may be modified and additional fans which may have different 
specifications (including constant speed fans) may be used.  
1.1.6. In the cases described in paragraph 1.1.5., the position and 
capacity of the cooling fan(s) and details of the justification 
supplied to the approval authority shall be included in all 
relevant test reports. For any subsequent testing, similar 
positions and specifications shall be used in consideration of the 
justification to avoid non-representative cooling characteristics.  
▼B 
2. Chassis dynamometer  
2.1. General requirements  
2.1.1. The dynamometer shall be capable of simulating road load with 
three road load coefficients that can be adjusted to shape the load 
curve.  
▼M3 
2.1.2. The chassis dynamometer may have a single or twin-roller 
configuration. In the case that twin-roller chassis dynamometers 
are used, the rollers shall be permanently coupled or the front 
roller shall drive, directly or indirectly, any inertial masses and 
the power absorption device.  
▼B 
2.2. Specific requirements  
The following specific requirements relate to the dynamometer 
manufacturer's specifications.  
2.2.1. The roller run-out shall be less than 0,25 mm at all measured 
locations.  
2.2.2. The roller diameter shall be within ± 1,0 mm of the specified 
nominal value at all measurement locations.  
2.2.3. The dynamometer shall have a time measurement system for use 
in determining acceleration rates and for measuring vehicle/dyna ­
mometer coastdown times. This time measurement system shall 
have an accuracy of at least ± 0,001 per cent. This shall be 
verified upon initial installation.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 620  
2.2.4. The dynamometer shall have a speed measurement system with an 
accuracy of at least ± 0,080 km/h. This shall be verified upon 
initial installation.  
2.2.5. The dynamometer shall have a response time (90 per cent 
response to a tractive effort step change) of less than 100 ms 
with instantaneous accelerations that are at least 3 m/s  2 . This 
shall be verified upon initial installation and after major main ­
tenance.  
2.2.6. The base inertia of the dynamometer shall be stated by the dyna ­
mometer manufacturer and shall be confirmed to within ± 0,5 per 
cent for each measured base inertia and ± 0,2 per cent relative to 
any arithmetic average value by dynamic derivation from trials at 
constant acceleration, deceleration and force.  
▼M3 
2.2.7. Roller speed shall be measured at a frequency of not less than 
10 Hz.  
2.3. Additional specific requirements for a chassis dynamometer in 
4WD operation  
2.3.1. The 4WD control system of the dynamometer shall be designed 
such that the following requirements are fulfilled when tested with 
a vehicle driven over the WLTC.  
2.3.1.1. Road load simulation shall be applied such that the dynamometer 
in 4WD operation reproduces the same proportioning of forces as 
would be encountered when driving the vehicle on a smooth, dry, 
level road surface.  
▼B 
2.3.1.2. Upon initial installation and after major maintenance, the 
requirements of paragraph 2.3.1.2.1. of this Sub-Annex and 
either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this Sub-Annex shall 
be satisfied. The speed difference between the front and rear 
rollers is assessed by applying a 1 second moving average filter 
to roller speed data acquired at a minimum frequency of 20 Hz.  
2.3.1.2.1. The difference in distance covered by the front and rear rollers 
shall be less than 0,2 per cent of the distance driven over the 
WLTC. The absolute number shall be integrated for the calcu ­
lation of the total difference in distance over the WLTC.  
2.3.1.2.2. The difference in distance covered by the front and rear rollers 
shall be less than 0,1 m in any 200 ms time period.  
2.3.1.2.3. The speed difference of all roller speeds shall be within +/– 
0,16 km/h.  
2.4. Chassis dynamometer calibration  
▼M3 
2.4.1. Force measurement system  
The accuracy of the force transducer shall be at least ± 10 N for 
all measured increments. This shall be verified upon initial instal ­
lation, after major maintenance and within 370 days before testing.  
▼B 
2.4.2. Dynamometer parasitic loss calibration  
The dynamometer's parasitic losses shall be measured and updated 
if any measured value differs from the current loss curve by more 
than 9,0 N. This shall be verified upon initial installation, after 
major maintenance and within 35 days before testing.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 621  
2.4.3. Verification of road load simulation without a vehicle  
The dynamometer performance shall be verified by performing an 
unloaded coastdown test upon initial installation, after major main ­
tenance, and within 7 days before testing. The arithmetic average 
coastdown force error shall be less than 10 N or 2 per cent, 
whichever is greater, at each reference speed point.  
3. Exhaust gas dilution system  
3.1. System specification  
3.1.1. Overview  
3.1.1.1. A full flow exhaust dilution system shall be used. The total 
vehicle exhaust shall be continuously diluted with ambient air 
under controlled conditions using a constant volume sampler. A 
critical flow venturi (CFV) or multiple critical flow venturis 
arranged in parallel, a positive displacement pump (PDP), a 
subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may 
be used. The total volume of the mixture of exhaust and dilution 
air shall be measured and a continuously proportional sample of 
the volume shall be collected for analysis. The quantities of 
exhaust gas compounds shall be determined from the sample 
concentrations, corrected for their respective content of the 
dilution air and the totalised flow over the test period.  
3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a 
mixing device and dilution tunnel, dilution air conditioning, a 
suction device and a flow measurement device. Sampling probes 
shall be fitted in the dilution tunnel as specified in paragraphs 4.1., 
4.2. and 4.3. of this Sub-Annex.  
3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this Sub- 
Annex shall be a vessel such as that illustrated in Figure A5/3 in 
which vehicle exhaust gases and the dilution air are combined so 
as to produce a homogeneous mixture at the sampling position.  
3.2. General requirements  
3.2.1. The vehicle exhaust gases shall be diluted with a sufficient 
amount of ambient air to prevent any water condensation in the 
sampling and measuring system at all conditions that may occur 
during a test.  
3.2.2. The mixture of air and exhaust gases shall be homogeneous at the 
point where the sampling probes are located (paragraph 3.3.3. of 
this Sub-Annex). The sampling probes shall extract representative 
samples of the diluted exhaust gas.  
3.2.3. The system shall enable the total volume of the diluted exhaust 
gases to be measured.  
3.2.4. The sampling system shall be gas-tight. The design of the variable 
dilution sampling system and the materials used in its construction 
shall be such that the concentration of any compound in the 
diluted exhaust gases is not affected. If any component in the 
system (heat exchanger, cyclone separator, suction device, etc.) 
changes the concentration of any of the exhaust gas compounds 
and the systematic error cannot be corrected, sampling for that 
compound shall be carried out upstream from that component.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 622  
3.2.5. All parts of the dilution system in contact with raw or diluted 
exhaust gas shall be designed to minimise deposition or alteration 
of the particulate or particles. All parts shall be made of elec ­
trically conductive materials that do not react with exhaust gas 
components, and shall be electrically grounded to prevent elec ­
trostatic effects.  
3.2.6. If the vehicle being tested is equipped with an exhaust pipe 
comprising several branches, the connecting tubes shall be 
connected as near as possible to the vehicle without adversely 
affecting their operation.  
3.3. Specific requirements  
3.3.1. Connection to vehicle exhaust  
3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end 
of the connecting tube is the sample point, or first point of 
dilution.  
For multiple tailpipe configurations where all the tailpipes are 
combined, the start of the connecting tube shall be taken at the 
last joint of where all the tailpipes are combined. In this case, the 
tube between the exit of the tailpipe and the start of the connecting 
tube may or may not be insulated or heated.  
3.3.1.2. The connecting tube between the vehicle and dilution system shall 
be designed so as to minimize heat loss.  
3.3.1.3. The connecting tube shall satisfy the following requirements:  
(a) Be less than 3.6 metres long, or less than 6.1 metres long if 
heat-insulated. Its internal diameter shall not exceed 105 mm; 
the insulating materials shall have a thickness of at least 
25 mm and thermal conductivity shall not exceed 0,1 
W/m  –1 K –1 at 400 °C. Optionally, the tube may be heated to 
a temperature above the dew point. This may be assumed to 
be achieved if the tube is heated to 70 °C;  
(b) Not cause the static pressure at the exhaust outlets on the 
vehicle being tested to differ by more than ± 0,75 kPa at 
50 km/h, or more than ± 1,25 kPa for the duration of the 
test from the static pressures recorded when nothing is 
connected to the vehicle exhaust pipes. The pressure shall 
be measured in the exhaust outlet or in an extension having 
the same diameter and as near as possible to the end of the 
tailpipe. Sampling systems capable of maintaining the static 
pressure to within ± 0,25 kPa may be used if a written request 
from a manufacturer to the approval authority substantiates the 
need for the closer tolerance;  
(c) No component of the connecting tube shall be of a material 
that might affect the gaseous or solid composition of the 
exhaust gas. To avoid generation of any particles from 
elastomer connectors, elastomers employed shall be as 
thermally stable as possible and have minimum exposure to 
the exhaust gas. It is recommended not to use elastomer 
connectors to bridge the connection between the vehicle 
exhaust and the connecting tube.  
3.3.2. Dilution air conditioning  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 623  
3.3.2.1. The dilution air used for the primary dilution of the exhaust in the 
CVS tunnel shall pass through a medium capable of reducing 
particles of the most penetrating particle size in the filter 
material by ≤ 99,95 per cent, or through a filter of at least class 
H13 of EN 1822:2009. This represents the specification of High 
Efficiency Particulate Air (HEPA) filters. The dilution air may 
optionally be charcoal-scrubbed before being passed to the 
HEPA filter. It is recommended that an additional coarse 
particle filter be situated before the HEPA filter and after the 
charcoal scrubber, if used.  
3.3.2.2. At the vehicle manufacturer's request, the dilution air may be 
sampled according to good engineering practice to determine the 
tunnel contribution to background particulate and particle levels, 
which can be subsequently subtracted from the values measured in 
the diluted exhaust.  ►M3 See paragraph 2.1.3. of Sub- 
Annex 6. ◄ 
3.3.3. Dilution tunnel  
3.3.3.1. Provision shall be made for the vehicle exhaust gases and the 
dilution air to be mixed. A mixing device may be used.  
3.3.3.2. The homogeneity of the mixture in any cross-section at the 
location of the sampling probe shall not vary by more than ± 2 
per cent from the arithmetic average of the values obtained for at 
least five points located at equal intervals on the diameter of the 
gas stream.  
3.3.3.3. For PM and PN emissions sampling, a dilution tunnel shall be 
used that:  
(a) Consists of a straight tube of electrically-conductive material 
that is grounded;  
(b) Causes turbulent flow (Reynolds number ≥ 4 000) and be of 
sufficient length to cause complete mixing of the exhaust and 
dilution air;  
(c) Is at least 200 mm in diameter;  
(d) May be insulated and/or heated.  
3.3.4. Suction device  
3.3.4.1. This device may have a range of fixed speeds to ensure sufficient 
flow to prevent any water condensation. This result is obtained if 
the flow is either:  
(a) Twice as high as the maximum flow of exhaust gas produced 
by accelerations of the driving cycle; or  
(b) Sufficient to ensure that the CO  2 concentration in the dilute 
exhaust sample bag is less than 3 per cent by volume for 
petrol and diesel, less than 2.2 per cent by volume for LPG 
and less than 1.5 per cent by volume for NG/biomethane.  
3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this 
Sub-Annex may not be necessary if the CVS system is designed 
to inhibit condensation by such techniques, or combination of 
techniques, as:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 624  
(a) Reducing water content in the dilution air (dilution air dehu ­
midification);  
(b) Heating of the CVS dilution air and of all components up to 
the diluted exhaust flow measurement device and, optionally, 
the bag sampling system including the sample bags and also 
the system for the measurement of the bag concentrations.  
In such cases, the selection of the CVS flow rate for the test shall 
be justified by showing that condensation of water cannot occur at 
any point within the CVS, bag sampling or analytical system.  
3.3.5. Volume measurement in the primary dilution system  
3.3.5.1. The method of measuring total dilute exhaust volume incorporated 
in the constant volume sampler shall be such that measurement is 
accurate to ± 2 per cent under all operating conditions. If the 
device cannot compensate for variations in the temperature of 
the mixture of exhaust gases and dilution air at the measuring 
point, a heat exchanger shall be used to maintain the temperature 
to within ± 6 °C of the specified operating temperature for a PDP 
CVS, ± 11 °C for a CFV CVS, ± 6 °C for a UFM CVS, and 
± 11 °C for an SSV CVS.  
3.3.5.2. If necessary, some form of protection for the volume measuring 
device may be used e.g. a cyclone separator, bulk stream filter, 
etc. 
▼M3 
3.3.5.3. A temperature sensor shall be installed immediately before the 
volume measuring device. This temperature sensor shall have an 
accuracy of ± 1 °C and a response time of 0,1 seconds at 
62 per cent of a given temperature variation (value measured in 
silicone oil).  
▼B 
3.3.5.4. Measurement of the pressure difference from atmospheric pressure 
shall be taken upstream from and, if necessary, downstream from 
the volume measuring device.  
3.3.5.5. The pressure measurements shall have a precision and an accuracy 
of ± 0,4 kPa during the test. See Table A5/5.  
3.3.6. Recommended system description  
Figure A5/3 is a schematic drawing of exhaust dilution systems 
that meet the requirements of this Sub-Annex.  
The following components are recommended:  
(a) A dilution air filter, which may be pre-heated if necessary. 
This filter shall consist of the following filters in sequence: an 
optional activated charcoal filter (inlet side), and a HEPA filter 
(outlet side). It is recommended that an additional coarse 
particle filter be situated before the HEPA filter and after 
the charcoal filter, if used. The purpose of the charcoal filter 
is to reduce and stabilize the hydrocarbon concentrations of 
ambient emissions in the dilution air;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 625  
(b) A connecting tube by which vehicle exhaust is admitted into a 
dilution tunnel;  
(c) An optional heat exchanger as described in paragraph 3.3.5.1. 
of this Sub-Annex;  
(d) A mixing device in which exhaust gas and dilution air are 
mixed homogeneously, and which may be located close to the 
vehicle so that the length of the connecting tube is minimized;  
(e) A dilution tunnel from which particulate and particles are 
sampled;  
(f) Some form of protection for the measurement system may be 
used e.g. a cyclone separator, bulk stream filter, etc.;  
(g) A suction device of sufficient capacity to handle the total 
volume of diluted exhaust gas.  
Exact conformity with these figures is not essential. Additional 
components such as instruments, valves, solenoids and switches 
may be used to provide additional information and co-ordinate the 
functions of the component system.  
Figure A5/3  
Exhaust dilution system
  
▼M3 
3.3.6.1. Positive displacement pump (PDP)  
A positive displacement pump (PDP) full flow exhaust dilution 
system satisfies the requirements of this Sub-Annex by metering 
the flow of gas through the pump at constant temperature and 
pressure. The total volume is measured by counting the revol ­
utions made by the calibrated positive displacement pump. The 
proportional sample is achieved by sampling with pump, flow 
meter and flow control valve at a constant flow rate.  
_______  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 626  
3.3.6.2. Critical flow venturi (CFV)  
3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is 
based on the principles of flow mechanics for critical flow. The 
variable mixture flow rate of dilution and exhaust gas is main ­
tained at sonic velocity that is directly proportional to the square 
root of the gas temperature. Flow is continually monitored, 
computed and integrated throughout the test.  
3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the 
proportionality of the gas samples taken from the dilution tunnel. 
As both pressure and temperature are equal at the two venturi 
inlets, the volume of the gas flow diverted for sampling is propor ­
tional to the total volume of diluted exhaust gas mixture produced, 
and thus the requirements of this Sub-Annex are fulfilled.  
3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the 
diluted exhaust gas.  
3.3.6.3. Subsonic flow venturi (SSV)  
3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution 
system is based on the principles of flow mechanics. The variable 
mixture flow rate of dilution and exhaust gas is maintained at a 
subsonic velocity that is calculated from the physical dimensions 
of the subsonic venturi and measurement of the absolute 
temperature (T) and pressure (P) at the venturi inlet and the 
pressure in the throat of the venturi. Flow is continually moni ­
tored, computed and integrated throughout the test.  
3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.  
Figure A5/4  
Schematic of a subsonic venturi tube (SSV)
  
3.3.6.4. Ultrasonic flow meter (UFM)  
3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the 
CVS piping using the principle of ultrasonic flow detection by 
means of a pair, or multiple pairs, of ultrasonic transmitters/re ­
ceivers mounted within the pipe as in Figure A5/5. The velocity of 
the flowing gas is determined by the difference in the time 
required for the ultrasonic signal to travel from transmitter to 
receiver in the upstream direction and the downstream direction. 
The gas velocity is converted to standard volumetric flow using a 
calibration factor for the tube diameter with real time corrections 
for the diluted exhaust temperature and absolute pressure.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 627  
3.3.6.4.2. Components of the system include:  
(a) A suction device fitted with speed control, flow valve or other 
method for setting the CVS flow rate and also for maintaining 
constant volumetric flow at standard conditions;  
(b) A UFM;  
(c) Temperature and pressure measurement devices, T and P, 
required for flow correction;  
(d) An optional heat exchanger for controlling the temperature of 
the diluted exhaust to the UFM. If installed, the heat 
exchanger shall be capable of controlling the temperature of 
the diluted exhaust to that specified in paragraph 3.3.5.1. of 
this Sub-Annex. Throughout the test, the temperature of the 
air/exhaust gas mixture measured at a point immediately 
upstream of the suction device shall be within ± 6 °C of the 
arithmetic average operating temperature during the test.  
Figure A5/5  
Schematic of an ultrasonic flow meter (UFM)
  
3.3.6.4.3. The following conditions shall apply to the design and use of the 
UFM type CVS:  
(a) The velocity of the diluted exhaust gas shall provide a 
Reynolds number higher than 4 000 in order to maintain a 
consistent turbulent flow before the ultrasonic flow meter;  
(b) An ultrasonic flow meter shall be installed in a pipe of 
constant diameter with a length of 10 times the internal 
diameter upstream and 5 times the diameter downstream;  
▼M3 
(c) A temperature sensor (T) for the diluted exhaust shall be 
installed immediately before the ultrasonic flow meter. This 
sensor shall have an accuracy of ± 1 °C and a response time 
of 0,1 seconds at 62 per cent of a given temperature variation 
(value measured in silicone oil);  
▼B 
(d) The absolute pressure (P) of the diluted exhaust shall be 
measured immediately before the ultrasonic flow meter to 
within ± 0,3 kPa;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 628  
(e) If a heat exchanger is not installed upstream of the ultrasonic 
flow meter, the flow rate of the diluted exhaust, corrected to 
standard conditions, shall be maintained at a constant level 
during the test. This may be achieved by control of the 
suction device, flow valve or other method.  
3.4. CVS calibration procedure  
3.4.1. General requirements  
3.4.1.1. The CVS system shall be calibrated by using an accurate flow 
meter and a restricting device and at the intervals listed in Table 
A5/4. The flow through the system shall be measured at various 
pressure readings and the control parameters of the system 
measured and related to the flows. The flow metering device 
(e.g. calibrated venturi, laminar flow element (LFE), calibrated 
turbine meter) shall be dynamic and suitable for the high flow 
rate encountered in constant volume sampler testing.  ►M3 The 
device shall be of certified accuracy. ◄ 
3.4.1.2. The following paragraphs describe methods for calibrating PDP, 
CFV, SSV and UFM units using a laminar flow meter, which 
gives the required accuracy, along with a statistical check on the 
calibration validity.  
3.4.2. Calibration of a positive displacement pump (PDP)  
3.4.2.1. The following calibration procedure outlines the equipment, the 
test configuration and the various parameters that are measured to 
establish the flow rate of the CVS pump. All the parameters 
related to the pump are simultaneously measured with the 
parameters related to the flow meter that is connected in series 
with the pump. The calculated flow rate (given in m  3 /min at pump 
inlet for the measured absolute pressure and temperature) shall be 
subsequently plotted versus a correlation function that includes the 
relevant pump parameters. The linear equation that relates the 
pump flow and the correlation function shall be subsequently 
determined. In the case that a CVS has a multiple speed drive, 
a calibration for each range used shall be performed.  
3.4.2.2. This calibration procedure is based on the measurement of the 
absolute values of the pump and flow meter parameters relating 
the flow rate at each point. The following conditions shall be 
maintained to ensure the accuracy and integrity of the calibration 
curve:  
3.4.2.2.1. The pump pressures shall be measured at tappings on the pump 
rather than at the external piping on the pump inlet and outlet. 
Pressure taps that are mounted at the top centre and bottom centre 
of the pump drive head plate are exposed to the actual pump 
cavity pressures, and therefore reflect the absolute pressure differ ­
entials.  
3.4.2.2.2. Temperature stability shall be maintained during the calibration. 
The laminar flow meter is sensitive to inlet temperature oscil ­
lations that cause data points to be scattered. Gradual changes 
of ± 1 °C in temperature are acceptable as long as they occur 
over a period of several minutes.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 629  
3.4.2.2.3. All connections between the flow meter and the CVS pump shall 
be free of leakage.  
3.4.2.3. During an exhaust emissions test, the measured pump parameters 
shall be used to calculate the flow rate from the calibration 
equation.  
3.4.2.4. Figure A5/6 of this Sub-Annex shows an example of a calibration 
set-up. Variations are permissible, provided that the approval 
authority approves them as being of comparable accuracy. If the 
set-up shown in Figure A5/6 is used, the following data shall be 
found within the limits of accuracy given:  
Barometric pressure (corrected), P  b ± 0,03 kPa  
Ambient temperature, T  ►M3 ± 0,2 °C ◄ 
Air temperature at LFE, ETI  ►M3 ± 0,15 °C ◄ 
Pressure depression upstream of LFE, EPI ± 0,01 kPa  
Pressure drop across the LFE matrix, EDP ± 0,0015 kPa  
Air temperature at CVS pump inlet, PTI  ►M3 ± 0,2 °C ◄ 
Air temperature at CVS pump outlet, PTO  ►M3 ± 0,2 °C ◄ 
Pressure depression at CVS pump inlet, PPI ± 0,22 kPa  
Pressure head at CVS pump outlet, PPO ± 0,22 kPa  
Pump revolutions during test period, n ± 1 min  –1 
Elapsed time for period (minimum 250 s), t ± 0,1 s  
Figure A5/6  
PDP calibration configuration
  
3.4.2.5. After the system has been connected as shown in Figure A5/6., 
the variable restrictor shall be set in the wide-open position and 
the CVS pump shall run for 20 minutes before starting the cali ­
bration.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 630  
3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in 
increments of pump inlet depression (about 1 kPa) that will yield a 
minimum of six data points for the total calibration. The system 
shall be allowed to stabilize for 3 minutes before the data 
acquisition is repeated.  
3.4.2.5.2. The air flow rate Q  s at each test point shall be calculated in 
standard m  3 /min from the flow meter data using the manufac ­
turer's prescribed method.  
3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow V  0 
in m  3 /rev at absolute pump inlet temperature and pressure.  
V 0 ¼ Q s 
n Ü T p 
273,15 K Ü 101,325 kPa 
P p 
where:  
V 0 is the pump flow rate at T  p and P  p , m  3 /rev; 
Q s is the air flow at 101,325 kPa and 273,15 K (0 °C), m  3 /min;  
T p is the pump inlet temperature, Kelvin (K);  
P p is the absolute pump inlet pressure, kPa;  
n is the pump speed, min  –1 . 
3.4.2.5.4. To compensate for the interaction of pump speed pressure vari ­
ations at the pump and the pump slip rate, the correlation function 
x 0 between the pump speed n, the pressure differential from pump 
inlet to pump outlet and the absolute pump outlet pressure shall be 
calculated using the following equation:  
x 0 ¼ 1 
n ﬃﬃﬃﬃﬃﬃﬃﬃ 
ΔP p 
P e s 
where:  
x 0 is the correlation function;  
ΔP p is the pressure differential from pump inlet to pump outlet, 
kPa; 
P e absolute outlet pressure (PPO + P  b ), kPa.  
A linear least squares fit shall be performed to generate the cali ­
bration equations having the following form:  
V 0 ¼ D 0 Ä M Ü x 0 
n ¼ A Ä B Ü ΔP p 
where B and M are the slopes, and A and D  0 are the intercepts of 
the lines.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 631  
3.4.2.6. A CVS system having multiple speeds shall be calibrated at each 
speed used. The calibration curves generated for the ranges shall 
be approximately parallel and the intercept values, D  0 shall 
increase as the pump flow range decreases.  
3.4.2.7. The calculated values from the equation shall be within 0.5 per 
cent of the measured value of V  0 . Values of M will vary from one 
pump to another. A calibration shall be performed at initial instal ­
lation and after major maintenance.  
3.4.3. Calibration of a critical flow venturi (CFV)  
3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical 
venturi:  
Q s ¼ K v P ﬃﬃﬃ 
T p 
where:  
Q s is the flow, m  3 /min;  
K v is the calibration coefficient;  
P is the absolute pressure, kPa;  
T is the absolute temperature, Kelvin (K).  
Gas flow is a function of inlet pressure and temperature.  
The calibration procedure described in paragraph 3.4.3.2. to 
3.4.3.3.3.4. inclusive of this Sub-Annex establishes the value of 
the calibration coefficient at measured values of pressure, 
temperature and air flow.  
3.4.3.2.  ►M3 Measurements for flow calibration of a critical flow venturi 
are required and the following data shall be within the limits of 
accuracy given: ◄ 
Barometric pressure (corrected), P  b ± 0,03 kPa,  
LFE air temperature, flow meter, ETI  ►M3 ± 0,15 °C ◄, 
Pressure depression upstream of LFE, EPI ± 0,01 kPa,  
Pressure drop across LFE matrix, EDP ± 0,0015 kPa,  
Air flow, Q  s ± 0,5 per cent,  
CFV inlet depression, PPI ± 0,02 kPa,  
Temperature at venturi inlet, T  v ►M3 ± 0,2 °C ◄. 
3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and 
checked for leaks. Any leaks between the flow-measuring device 
and the critical flow venturi will seriously affect the accuracy of 
the calibration and shall therefore be prevented.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 632  
Figure A5/7  
CFV calibration configuration
  
3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the 
suction device shall be started and the system stabilized. Data 
from all instruments shall be collected.  
3.4.3.3.2. The flow restrictor shall be varied and at least eight readings 
across the critical flow range of the venturi shall be made.  
3.4.3.3.3. The data recorded during the calibration shall be used in the 
following calculation:  
3.4.3.3.3.1. The air flow rate, Q  s at each test point shall be calculated from the 
flow meter data using the manufacturer's prescribed method.  
Values of the calibration coefficient shall be calculated for each 
test point:  
K v ¼ Q s ﬃﬃﬃﬃﬃ T v p 
P v 
where:  
Q s is the flow rate, m  3 /min at 273,15 K (0 °C) and 101,325, 
kPa; 
T v is the temperature at the venturi inlet, Kelvin (K);  
P v is the absolute pressure at the venturi inlet, kPa.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 633  
3.4.3.3.3.2. K  v shall be plotted as a function of venturi inlet pressure P  v . For 
sonic flow K  v will have a relatively constant value. As pressure 
decreases (vacuum increases), the venturi becomes unchoked and 
K v decreases. These values of K  v shall not be used for further 
calculations.  
3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic 
average K  v and the standard deviation shall be calculated.  
3.4.3.3.3.4. If the standard deviation exceeds 0,3 per cent of the arithmetic 
average K  v , corrective action shall be taken.  
3.4.4. Calibration of a subsonic venturi (SSV)  
3.4.4.1. Calibration of the SSV is based upon the flow equation for a 
subsonic venturi. Gas flow is a function of inlet pressure and 
temperature, and the pressure drop between the SSV inlet and 
throat.  
3.4.4.2. Data analysis  
3.4.4.2.1. The airflow rate, Q  ssv , at each restriction setting (minimum 16 
settings) shall be calculated in standard m  3 /s from the flow 
meter data using the manufacturer's prescribed method. The 
discharge coefficient, C  d , shall be calculated from the calibration 
data for each setting using the following equation:  
C d ¼ Q SSV 
d 2 
V Ü p p Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ Õ 1 
T Ü Í 
r 1,426 
p Ä r 1,718 
p Î 
Ü Í 1 
1 Ä r 4 
D Ü r 1,426 
p ÎØ s 
where:  
Q ssv is the airflow rate at standard conditions (101,325 kPa, 
273,15 K (0 °C)), m  3 /s; 
T is the temperature at the venturi inlet, Kelvin (K);  
d V is the diameter of the SSV throat, m;  
r p is the ratio of the SSV throat pressure to inlet absolute 
static pressure,  1 Ä Δp 
p p ; 
r D is the ratio of the SSV throat diameter, d  V , to the inlet pipe 
inner diameter D;  
C d is the discharge coefficient of the SSV;  
P p is the absolute pressure at venturi inlet, kPa.  
To determine the range of subsonic flow, C  d shall be plotted as a 
function of Reynolds number Re at the SSV throat. The Reynolds 
number at the SSV throat shall be calculated using the following 
equation:  
Re ¼ A 1 Ü Q SSV 
d V Ü μ ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 634  
where:  
μ ¼ b Ü T 1:5 
S þ T 
A 1 is 25.55152 in SI,  Ê 1 
m 3 ÌÊ min 
s ÌÊ mm 
m Ì 
; 
Q ssv is the airflow rate at standard conditions (101,325 kPa, 
273,15 K (0 °C)), m  3 /s; 
d v is the diameter of the SSV throat, m;  
μ is the absolute or dynamic viscosity of the gas, kg/ms;  
b is 1,458 × 10  6 (empirical constant), kg/ms K  0.5 ; 
S is 110,4 (empirical constant), Kelvin (K).  
3.4.4.2.2. Because Q  SSV is an input to the Re equation, the calculations shall 
be started with an initial guess for Q  SSV or C  d of the calibration 
venturi, and repeated until Q  SSV converges. The convergence 
method shall be accurate to at least 0.1 per cent.  
3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, 
the calculated values of C  d from the resulting calibration curve fit 
equation shall be within ± 0,5 per cent of the measured C  d for 
each calibration point.  
3.4.5. Calibration of an ultrasonic flow meter (UFM)  
3.4.5.1. The UFM shall be calibrated against a suitable reference flow 
meter.  
3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be 
used in the test cell (diluted exhaust piping, suction device) and 
checked for leaks. See Figure A5/8.  
3.4.5.3. A heater shall be installed to condition the calibration flow in the 
event that the UFM system does not include a heat exchanger.  
3.4.5.4. For each CVS flow setting that will be used, the calibration shall 
be performed at temperatures from room temperature to the 
maximum that will be experienced during vehicle testing.  
3.4.5.5. The manufacturer's recommended procedure shall be followed for 
calibrating the electronic portions (temperature (T) and pressure 
(P) sensors) of the UFM.  
3.4.5.6.  ►M3 Measurements for flow calibration of the ultrasonic flow 
meter are required and the following data (in the case that a 
laminar flow element is used) shall be found within the limits 
of accuracy given: ◄ 
Barometric pressure (corrected), P  b ± 0,03 kPa,  
LFE air temperature, flow meter, ETI  ►M3 ± 0,15 °C ◄, 
Pressure depression upstream of LFE, EPI ± 0,01 kPa,  
Pressure drop across (EDP) LFE matrix ± 0,0015 kPa,  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 635  
Air flow, Q  s ± 0,5 per cent,  
UFM inlet depression, P  act ± 0,02 kPa,  
Temperature at UFM inlet, T  act ►M3 ± 0,2 °C ◄. 
3.4.5.7. Procedure  
3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and 
checked for leaks. Any leaks between the flow-measuring device 
and the UFM will seriously affect the accuracy of the calibration.  
Figure A5/8  
UFM calibration configuration
  
3.4.5.7.2. The suction device shall be started. Its speed and/or the position of 
the flow valve shall be adjusted to provide the set flow for the 
validation and the system stabilised. Data from all instruments 
shall be collected.  
3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be 
operated to increase the temperature of the calibration air, allowed 
to stabilise and data from all the instruments recorded. The 
temperature shall be increased in reasonable steps until the 
maximum expected diluted exhaust temperature expected during 
the emissions test is reached.  
3.4.5.7.4. The heater shall be subsequently turned off and the suction device 
speed and/or flow valve shall be adjusted to the next flow setting 
that will be used for vehicle emissions testing after which the 
calibration sequence shall be repeated.  
3.4.5.8. The data recorded during the calibration shall be used in the 
following calculations. The air flow rate Q  s at each test point 
shall be calculated from the flow meter data using the manufac ­
turer's prescribed method. 
K v ¼ Q reference  
Q s 
where:  
Q s is the air flow rate at standard conditions (101,325 kPa, 
273,15 K (0 °C)), m  3 /s; 
Q reference  is the air flow rate of the calibration flow meter at 
standard conditions (101,325 kPa, 273,15 K (0 °C)), 
m 3 /s; ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 636  
K v is the calibration coefficient.  
For UFM systems without a heat exchanger, K  v shall be plotted as 
a function of T  act . 
The maximum variation in K  v shall not exceed 0,3 per cent of the 
arithmetic average K  v value of all the measurements taken at the 
different temperatures.  
3.5. System verification procedure  
3.5.1. General requirements  
3.5.1.1. The total accuracy of the CVS sampling system and analytical 
system shall be determined by introducing a known mass of an 
emissions gas compound into the system whilst it is being 
operated under normal test conditions and subsequently 
analysing and calculating the emission gas compounds according 
to the equations of Sub-Annex 7. The CFO method described in 
paragraph 3.5.1.1.1. of this Sub-Annex and the gravimetric 
method described in paragraph 3.5.1.1.2. of this Sub-Annex are 
both known to give sufficient accuracy.  
The maximum permissible deviation between the quantity of 
gas introduced and the quantity of gas measured is  
►M3 ± 2 per cent. ◄ 
3.5.1.1.1. Critical flow orifice (CFO) method  
The CFO method meters a constant flow of pure gas (CO, CO  2 , or 
C 3 H 8 ) using a critical flow orifice device.  
▼M3 
A known mass of pure carbon monoxide, carbon dioxide or 
propane gas shall be introduced into the CVS system through 
the calibrated critical orifice. If the inlet pressure is high 
enough, the flow rate q which is restricted by means of the 
critical flow orifice, is independent of orifice outlet pressure 
(critical flow). The CVS system shall be operated as in a 
normal exhaust emissions test and enough time shall be allowed 
for subsequent analysis. The gas collected in the sample bag shall 
be analysed by the usual equipment (paragraph 4.1. of this Sub- 
Annex) and the results compared to the concentration of the 
known gas samples If deviations exceed 2 per cent, the cause of 
the malfunction shall be determined and corrected.  
_______  
▼B 
3.5.1.1.2. Gravimetric method  
The gravimetric method weighs a quantity of pure gas (CO, CO  2 , 
or C  3 H 8 ). 
▼M3 
The weight of a small cylinder filled with either pure carbon 
monoxide, carbon dioxide or propane shall be determined with a 
precision of ± 0,01 g. The CVS system shall operate under normal 
exhaust emissions test conditions while the pure gas is injected 
into the system for a time sufficient for subsequent analysis. The 
quantity of pure gas involved shall be determined by means of 
differential weighing. The gas accumulated in the bag shall be 
analysed by means of the equipment normally used for exhaust 
gas analysis as described in paragraph 4.1.). The results shall be 
subsequently compared to the concentration figures computed 
previously. If deviations exceed ± 2 per cent, the cause of the 
malfunction shall be determined and corrected.  
_______  
▼B 
4. Emissions measurement equipment  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 637  
4.1. Gaseous emissions measurement equipment  
4.1.1. System overview  
4.1.1.1. A continuously proportional sample of the diluted exhaust gases 
and the dilution air shall be collected for analysis.  
4.1.1.2. The mass of gaseous emissions shall be determined from the 
proportional sample concentrations and the total volume 
measured during the test. Sample concentrations shall be 
corrected to take into account the respective compound concen ­
trations in dilution air.  
4.1.2. Sampling system requirements  
4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from 
the suction device.  
▼M3 
With the exception of paragraph 4.1.3.1. (hydrocarbon sampling 
system), paragraph 4.2. (PM measurement equipment) and 
paragraph 4.3. (PN measurement equipment), the dilute exhaust 
gas sample may be taken downstream of the conditioning devices 
(if any).  
_______  
▼B 
4.1.2.2. The bag sampling flow rate shall be set to provide sufficient 
volumes of dilution air and diluted exhaust in the CVS bags to 
allow concentration measurement and shall not exceed 0,3 per 
cent of the flow rate of the dilute exhaust gases, unless the 
diluted exhaust bag fill volume is added to the integrated CVS 
volume.  
4.1.2.3. A sample of the dilution air shall be taken near the dilution air 
inlet (after the filter if one is fitted).  
4.1.2.4. The dilution air sample shall not be contaminated by exhaust 
gases from the mixing area.  
4.1.2.5. The sampling rate for the dilution air shall be comparable to that 
used for the dilute exhaust gases.  
4.1.2.6. The materials used for the sampling operations shall be such as 
not to change the concentration of the emissions compounds.  
4.1.2.7. Filters may be used in order to extract the solid particles from the 
sample.  
4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick- 
adjustment, quick-acting type.  
4.1.2.9. Quick-fastening, gas-tight connections may be used between three- 
way valves and the sample bags, the connections sealing them ­
selves automatically on the bag side. Other systems may be used 
for conveying the samples to the analyser (e.g. three-way stop 
valves).  
4.1.2.10. Sample storage  
4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient 
capacity so as not to impede the sample flow.  
4.1.2.10.2. The bag material shall be such as to affect neither the 
measurements themselves nor the chemical composition of the 
gas samples by more than ± 2 per cent after 30 minutes (e.g., 
laminated polyethylene/polyamide films, or fluorinated polyhydro ­
carbons).  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 638  
4.1.3. Sampling systems  
4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, 
HFID)  
4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated 
sampling probe, line, filter and pump. The sample shall be 
taken upstream of the heat exchanger (if fitted). The sampling 
probe shall be installed at the same distance from the exhaust 
gas inlet as the particulate sampling probe and in such a way 
that neither interferes with samples taken by the other. It shall 
have a minimum internal diameter of 4 mm.  
4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C 
± 10 °C by the heating system.  
4.1.3.1.3. The arithmetic average concentration of the measured hydro ­
carbons shall be determined by integration of the second-by- 
second data divided by the phase or test duration.  
4.1.3.1.4. The heated sampling line shall be fitted with a heated filter F  H 
having a 99 per cent efficiency for particles ≥ 0,3 μm to extract 
any solid particles from the continuous flow of gas required for 
analysis.  
4.1.3.1.5. The sampling system delay time (from the probe to the analyser 
inlet) shall be no more than 4 seconds.  
4.1.3.1.6. The HFID shall be used with a constant mass flow (heat 
exchanger) system to ensure a representative sample, unless 
compensation for varying CVS volume flow is made.  
4.1.3.2. NO or NO  2 sampling system (where applicable)  
4.1.3.2.1. A continuous sample flow of diluted exhaust gas shall be supplied 
to the analyser.  
4.1.3.2.2. The arithmetic average concentration of the NO or NO  2 shall be 
determined by integration of the second-by-second data divided by 
the phase or test duration.  
4.1.3.2.3. The continuous NO or NO  2 measurement shall be used with a 
constant flow (heat exchanger) system to ensure a representative 
sample, unless compensation for varying CVS volume flow is 
made.  
4.1.4. Analysers  
4.1.4.1. General requirements for gas analysis  
4.1.4.1.1. The analysers shall have a measuring range compatible with the 
accuracy required to measure the concentrations of the exhaust gas 
sample compounds.  
4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ± 2 
per cent (intrinsic error of analyser) disregarding the reference 
value for the calibration gases.  
4.1.4.1.3. The ambient air sample shall be measured on the same analyser 
with the same range.  
4.1.4.1.4. No gas drying device shall be used before the analysers unless it 
is shown to have no effect on the content of the compound in the 
gas stream.  
4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO  2 ) analysis  
▼M3 
The analysers shall be of the non-dispersive infrared (NDIR) 
absorption type.  
_______  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 639  
4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel  
▼M3 
The analyser shall be of the flame ionization (FID) type calibrated 
with propane gas expressed in equivalent carbon atoms (C 1).  
_______  
▼B 
4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for 
other fuels  
▼M3 
The analyser shall be of the heated flame ionization type with 
detector, valves, pipework, etc., heated to 190 °C ± 10 °C. It 
shall be calibrated with propane gas expressed equivalent to 
carbon atoms (C 1).  
_______  
▼B 
4.1.4.5. Methane (CH  4 ) analysis  
▼M3 
The analyser shall be either a gas chromatograph combined with a 
flame ionization detector (FID), or a flame ionization detector 
(FID) combined with a non-methane cutter (NMC-FID), calibrated 
with methane or propane gas expressed equivalent to carbon 
atoms (C 1 ).  
_______  
▼B 
4.1.4.6. Nitrogen oxides (NO  x ) analysis  
▼M3 
The analysers shall be of chemiluminescent (CLA) or non- 
dispersive ultra-violet resonance absorption (NDUV) types.  
_______  
▼B 
4.1.5. Recommended system descriptions  
4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions 
sampling system.  
Figure A5/9  
Full flow exhaust dilution system schematic
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 640  
4.1.5.2. Examples of system components are as listed below.  
4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air 
and of the diluted exhaust gas/air mixture.  
4.1.5.2.2. A filter to extract solid particles from the flows of gas collected 
for analysis.  
4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of 
diluted exhaust gas and dilution air samples taken during the 
course of the test from sampling probes and flow of the gas 
samples shall be such that, at the end of each test, the quantity 
of the samples is sufficient for analysis.  
4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into 
the sample bags or to the outside vent.  
4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting 
valves and the sample bags. The coupling shall close auto ­
matically on the sampling bag side. As an alternative, other 
methods of transporting the samples to the analyser may be 
used (three-way stopcocks, for instance).  
4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the 
dilution air during the test.  
4.1.5.2.7. A sampling critical flow venturi to take proportional samples of 
the diluted exhaust gas (CFV-CVS only).  
4.1.5.3. Additional components required for hydrocarbon sampling using a 
heated flame ionization detector (HFID) as shown in Figure 
A5/10.  
4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same 
vertical plane as the particulate and particle sample probes.  
4.1.5.3.2. Heated filter located after the sampling point and before the HFID.  
4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies 
and the HFID.  
4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon 
concentrations.  
4.1.5.3.5. Heated sampling lines and heated components from the heated 
probe to the HFID.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 641  
Figure A5/10  
Components required for hydrocarbon sampling using an 
HFID
  
4.2. PM measurement equipment  
4.2.1. Specification  
4.2.1.1. System overview  
4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe 
(PSP), located in the dilution tunnel, a particle transfer tube (PTT), 
a filter holder(s) (FH), pump(s), flow rate regulators and 
measuring units. See Figures A5/11, A5/12 and A5/13.  
4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may 
be used. In such case, it is recommended that it be employed 
upstream of the filter holder.  
Figure A5/11  
Alternative particulate sampling probe configuration
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 642  
4.2.1.2. General requirements  
4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be 
arranged within the dilution tunnel so that a representative sample 
gas flow can be taken from the homogeneous air/exhaust mixture 
and shall be upstream of a heat exchanger (if any).  
4.2.1.2.2. The particulate sample flow rate shall be proportional to the total 
mass flow of diluted exhaust gas in the dilution tunnel to within a 
tolerance of ± 5 per cent of the particulate sample flow rate. The 
verification of the proportionality of the particulate sampling shall 
be made during the commissioning of the system and as required 
by the approval authority.  
4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a 
temperature above 20 °C and below 52 °C within 20 cm 
upstream or downstream of the particulate sampling filter face. 
Heating or insulation of components of the particulate sampling 
system to achieve this is permitted.  
In the event that the 52 °C limit is exceeded during a test where 
periodic regeneration event does not occur, the CVS flow rate 
shall be increased or double dilution shall be applied (assuming 
that the CVS flow rate is already sufficient so as not to cause 
condensation within the CVS, sample bags or analytical system).  
4.2.1.2.4. The particulate sample shall be collected on a single filter 
mounted within a holder in the sampled dilute exhaust gas flow.  
4.2.1.2.5. All parts of the dilution system and the sampling system from the 
exhaust pipe up to the filter holder that are in contact with raw 
and diluted exhaust gas shall be designed to minimise deposition 
or alteration of the particulate. All parts shall be made of elec ­
trically conductive materials that do not react with exhaust gas 
components, and shall be electrically grounded to prevent elec ­
trostatic effects.  
4.2.1.2.6. If it is not possible to compensate for variations in the flow rate, 
provision shall be made for a heat exchanger and a temperature 
control device as specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of 
this Sub-Annex, so as to ensure that the flow rate in the system is 
constant and the sampling rate accordingly proportional.  
▼M3 
4.2.1.2.7. Temperatures required for the measurement of PM shall be 
measured with an accuracy of ± 1 °C and a response time (t  90 – 
t 10 ) of 15 seconds or less.  
▼B 
4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with 
an accuracy of ± 2.5 per cent of reading or ± 1.5 per cent full 
scale, whichever is the least.  
The accuracy specified above of the sample flow from the CVS 
tunnel is also applicable where double dilution is used. 
Consequently, the measurement and control of the secondary 
dilution air flow and diluted exhaust flow rates through the filter 
shall be of a higher accuracy.  
4.2.1.2.9. All data channels required for the measurement of PM shall be 
logged at a frequency of 1 Hz or faster. Typically these would 
include:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 643  
(a) Diluted exhaust temperature at the particulate sampling filter;  
(b) Sampling flow rate;  
(c) Secondary dilution air flow rate (if secondary dilution is 
used);  
(d) Secondary dilution air temperature (if secondary dilution is 
used).  
4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust 
transferred from the dilution tunnel V  ep defined in paragraph 
3.3.2. of Sub-Annex 7 in the equation is not measured directly 
but determined by differential flow measurement.  
The accuracy of the flow meters used for the measurement and 
control of the double diluted exhaust passing through the 
particulate sampling filters and for the measurement/control of 
secondary dilution air shall be sufficient so that the differential 
volume V  ep shall meet the accuracy and proportional sampling 
requirements specified for single dilution.  
The requirement that no condensation of the exhaust gas occur in 
the CVS dilution tunnel, diluted exhaust flow rate measurement 
system, CVS bag collection or analysis systems shall also apply in 
the case that double dilution systems are used.  
4.2.1.2.11. Each flow meter used in a particulate sampling and double 
dilution system shall be subjected to a linearity verification as 
required by the instrument manufacturer.  
Figure A5/12  
Particulate sampling system
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 644  
Figure A5/13  
Double dilution particulate sampling system
  
4.2.1.3. Specific requirements  
4.2.1.3.1. Sample probe  
4.2.1.3.1.1. The sample probe shall deliver the particle size classification 
performance specified in paragraph 4.2.1.3.1.4. of this Sub- 
Annex. It is recommended that this performance be achieved by 
the use of a sharp-edged, open-ended probe facing directly into the 
direction of flow plus a pre-classifier (cyclone impactor, etc.). An 
appropriate sample probe, such as that indicated in Figure A5/11, 
may alternatively be used provided it achieves the pre-classifi ­
cation performance specified in paragraph 4.2.1.3.1.4. of this 
Sub-Annex.  
4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters 
downstream of the exhaust gas inlet to the tunnel and have an 
internal diameter of at least 8 mm.  
If more than one simultaneous sample is drawn from a single 
sample probe, the flow drawn from that probe shall be split into 
identical sub-flows to avoid sampling artefacts.  
If multiple probes are used, each probe shall be sharp-edged, 
open-ended and facing directly into the direction of flow. Probes 
shall be equally spaced around the central longitudinal axis of the 
dilution tunnel, with a spacing between probes of at least 5 cm.  
4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at 
least five probe diameters, but shall not exceed 2 000 mm.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 645  
4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located 
upstream of the filter holder assembly. The pre-classifier 50 per 
cent cut point particle diameter shall be between 2,5 μm and 10 
μm at the volumetric flow rate selected for sampling PM. The pre- 
classifier shall allow at least 99 per cent of the mass concentration 
of 1 μm particles entering the pre-classifier to pass through the 
exit of the pre-classifier at the volumetric flow rate selected for 
sampling PM.  
4.2.1.3.2. Particle transfer tube (PTT)  
▼M3 
Any bends in the PTT shall be smooth and have the largest 
possible radii.  
_______  
▼B 
4.2.1.3.3. Secondary dilution  
4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose 
of PM measurement may be diluted at a second stage, subject to 
the following requirements:  
4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable 
of reducing particles in the most penetrating particle size of the 
filter material by ≥ 99,95 per cent, or through a HEPA filter of at 
least class H13 of EN 1822:2009. The dilution air may optionally 
be charcoal-scrubbed before being passed to the HEPA filter. It is 
recommended that an additional coarse particle filter be situated 
before the HEPA filter and after the charcoal scrubber, if used.  
4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as 
close to the outlet of the diluted exhaust from the dilution 
tunnel as possible.  
4.2.1.3.3.1.3. The residence time from the point of secondary diluted air 
injection to the filter face shall be at least 0.25 seconds, but no 
longer than 5 seconds.  
4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location 
of the sample return shall be selected so that it does not interfere 
with the extraction of other samples from the CVS.  
4.2.1.3.4. Sample pump and flow meter  
4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas 
flow regulators and flow measuring units.  
4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not 
fluctuate by more than ± 3 °C except:  
(a) When the sampling flow meter has real time monitoring and 
flow control operating at a frequency of 1 Hz or faster;  
(b) During regeneration tests on vehicles equipped with period ­
ically regenerating after-treatment devices.  
Should the volume of flow change unacceptably as a result of 
excessive filter loading, the test shall be invalidated. When it is 
repeated, the flow rate shall be decreased.  
4.2.1.3.5. Filter and filter holder  
4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction 
of flow. The valve shall open and close within 1 second of the 
start and end of test.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 646  
4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial 
value within the range 20 cm/s to 105 cm/s and shall be set at the 
start of the test so that 105 cm/s will not be exceeded when the 
dilution system is being operated with sampling flow proportional 
to CVS flow rate.  
4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane 
filters shall be used.  
All filter types shall have a 0,3 μm DOP (di-octylphthalate) or 
PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 
collection efficiency of at least 99 per cent at a gas filter face 
velocity of 5,33 cm/s measured according to one of the following 
standards:  
(a) U.S.A. Department of Defense Test Method Standard, 
MIL-STD-282 method 102.8: DOP-Smoke Penetration of 
Aerosol-Filter Element;  
(b) U.S.A. Department of Defense Test Method Standard, 
MIL-STD-282 method 502.1.1: DOP-Smoke Penetration of 
Gas-Mask Canisters;  
(c) Institute of Environmental Sciences and Technology, IEST- 
RP-CC021: Testing HEPA and ULPA Filter Media.  
4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an 
even flow distribution across the filter stain area. The filter shall 
be round and have a stain area of at least 1 075 mm  2 . 
4.2.2. Weighing chamber (or room) and analytical balance specifications  
4.2.2.1. Weighing chamber (or room) conditions  
(a) The temperature of the weighing chamber (or room) in which 
the particulate sampling filters are conditioned and weighed 
shall be maintained to within 22 °C ± 2 °C (22 °C ± 1 °C if 
possible) during all filter conditioning and weighing.  
(b) Humidity shall be maintained at a dew point of less than 
10.5 °C and a relative humidity of 45 per cent ± 8 per cent.  
(c) Limited deviations from weighing chamber (or room) 
temperature and humidity specifications shall be permitted 
provided their total duration does not exceed 30 minutes in 
any one filter conditioning period.  
(d) The levels of ambient contaminants in the weighing chamber 
(or room) environment that would settle on the particulate 
sampling filters during their stabilisation shall be minimised.  
(e) During the weighing operation no deviations from the 
specified conditions are permitted.  
▼M3 
4.2.2.2. Linear response of an analytical balance  
The analytical balance used to determine the filter weight shall 
meet the linearity verification criteria of Table A5/1 applying a 
linear regression. This implies a precision of at least ± 2 μg and a 
resolution of at least 1 μg (1 digit = 1 μg). At least 4 equally- 
spaced reference weights shall be tested. The zero value shall be 
within ± 1 μg. ▼B
02017R1151 — EN — 01.01.2019 — 002.006 — 647  
Table A5/1 
Analytical balance verification criteria  
Measurement system  Intercept a0  Slope a1 Standard error of 
estimate (SEE)  Coefficient of 
determination r  2 
Particulate balance  ≤ 1 μg 0,99 – 1,01 ≤ 1 per cent max  ≥ 0,998  
▼B 
4.2.2.3. Elimination of static electricity effects  
The effects of static electricity shall be nullified. This may be 
achieved by grounding the balance through placement upon an 
antistatic mat and neutralization of the particulate sampling 
filters prior to weighing using a polonium neutraliser or a 
device of similar effect. Alternatively, nullification of static 
effects may be achieved through equalization of the static charge.  
4.2.2.4. Buoyancy correction  
The sample and reference filter weights shall be corrected for their 
buoyancy in air. The buoyancy correction is a function of 
sampling filter density, air density and the density of the 
balance calibration weight, and does not account for the 
buoyancy of the particulate matter itself.  
If the density of the filter material is not known, the following 
densities shall be used:  
(a) PTFE coated glass fibre filter: 2 300 kg/m  3 ; 
(b) PTFE membrane filter: 2 144 kg/m  3 ; 
(c) PTFE membrane filter with polymethylpentene support ring: 
920 kg/m  3 . 
For stainless steel calibration weights, a density of 8 000 kg/m  3 
shall be used. If the material of the calibration weight is different, 
its density shall be known and be used. International Recommen ­
dation OIML R 111-1 Edition 2004(E) (or equivalent) from Inter ­
national Organization of Legal Metrology on calibration weights 
should be followed.  
The following equation shall be used:  
m f ¼ m  uncorr Ü A 
1 Ä  ρ a 
ρ w 
1 Ä  ρ a 
ρ f ! 
where: 
Pe f is the corrected particulate sample mass, mg;  
Pe uncorr  is the uncorrected particulate sample mass, mg;  
ρ a is the density of the air, kg/m  3 ; 
ρ w is the density of balance calibration weight, kg/m  3 ; ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 648  
ρ f is the density of the particulate sampling filter, kg/m  3 . 
The density of the air ρ a shall be calculated using the following 
equation:  
ρ a ¼ p b Ü M mix 
R Ü T a 
p b is the total atmospheric pressure, kPa;  
T a is the air temperature in the balance environment, 
Kelvin (K);  
M mix is the molar mass of air in a balanced environment, 
28,836 g mol  –1 ; 
R is the molar gas constant, 8,3144 J mol  –1 K –1 . 
4.3. PN measurement equipment  
4.3.1. Specification  
4.3.1.1. System overview  
4.3.1.1.1. The particle sampling system shall consist of a probe or sampling 
point extracting a sample from a homogenously mixed flow in a 
dilution system, a volatile particle remover (VPR) upstream of a 
particle number counter (PNC) and suitable transfer tubing. See 
Figure A5/14.  
4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. 
cyclone, impactor, etc.) be located prior to the inlet of the VPR. 
The PCF 50 per cent cut point particle diameter shall be between 
2.5 μm and 10 μm at the volumetric flow rate selected for particle 
sampling. The PCF shall allow at least 99 per cent of the mass 
concentration of 1 μm particles entering the PCF to pass through 
the exit of the PCF at the volumetric flow rate selected for particle 
sampling.  
A sample probe acting as an appropriate size-classification device, 
such as that shown in Figure A5/11, is an acceptable alternative to 
the use of a PCF.  
4.3.1.2. General requirements  
4.3.1.2.1. The particle sampling point shall be located within a dilution 
system. In the case that a double dilution system is used, the 
particle sampling point shall be located within the primary 
dilution system.  
4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise 
the particle transfer system (PTS). The PTS conducts the sample 
from the dilution tunnel to the entrance of the VPR. The PTS shall 
meet the following conditions:  
(a) The sampling probe shall be installed at least 10 tunnel 
diameters downstream of the exhaust gas inlet, facing 
upstream into the tunnel gas flow with its axis at the tip 
parallel to that of the dilution tunnel;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 649  
(b) The sampling probe shall be upstream of any conditioning 
device (e.g. heat exchanger);  
(c) The sampling probe shall be positioned within the dilution 
tunnel so that the sample is taken from a homogeneous 
diluent/exhaust mixture.  
4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following 
conditions:  
(a) In the case that a full flow exhaust dilution system, is used it 
shall have a flow Reynolds number, Re, lower than 1 700;  
(b) In the case that a double dilution system is used, it shall have 
a flow Reynolds number Re lower than 1 700 in the PTT i.e. 
downstream of the sampling probe or point;  
(c) Shall have a residence time ≤ 3 seconds.  
4.3.1.2.1.3. Any other sampling configuration for the PTS for which 
equivalent particle penetration at 30 nm can be demonstrated 
shall be considered acceptable.  
4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR 
to the inlet of the PNC, shall have the following properties:  
(a) An internal diameter ≥ 4 mm;  
(b) A sample gas flow residence time of ≤ 0,8 seconds.  
4.3.1.2.1.5. Any other sampling configuration for the OT for which equivalent 
particle penetration at 30 nm can be demonstrated shall be 
considered acceptable.  
4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile 
particle removal.  
4.3.1.2.3. All parts of the dilution system and the sampling system from the 
exhaust pipe up to the PNC, which are in contact with raw and 
diluted exhaust gas, shall be designed to minimize deposition of 
the particles. All parts shall be made of electrically conductive 
materials that do not react with exhaust gas components, and 
shall be electrically grounded to prevent electrostatic effects.  
4.3.1.2.4. The particle sampling system shall incorporate good aerosol 
sampling practice that includes the avoidance of sharp bends 
and abrupt changes in cross-section, the use of smooth internal 
surfaces and the minimization of the length of the sampling line. 
Gradual changes in the cross-section are permitted.  
4.3.1.3. Specific requirements  
4.3.1.3.1. The particle sample shall not pass through a pump before passing 
through the PNC.  
4.3.1.3.2. A sample pre-classifier is recommended.  
4.3.1.3.3. The sample preconditioning unit shall:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 650  
(a) Be capable of diluting the sample in one or more stages to 
achieve a particle number concentration below the upper 
threshold of the single particle count mode of the PNC and 
a gas temperature below 35 °C at the inlet to the PNC;  
(b) Include an initial heated dilution stage that outputs a sample at 
a temperature of ≥ 150 °C and ≤ 350 °C ± 10 °C, and dilutes 
by a factor of at least 10;  
(c) Control heated stages to constant nominal operating tempera ­
tures, within the range ≥ 150 °C and ≤ 400 °C ± 10 °C;  
(d) Provide an indication of whether or not heated stages are at 
their correct operating temperatures;  
(e) Be designed to achieve a solid particle penetration efficiency 
of at least 70 per cent for particles of 100 nm electrical 
mobility diameter;  
(f) Achieve a particle concentration reduction factor f  r (d i ) for 
particles of 30 nm and 50 nm electrical mobility diameters 
that is no more than 30 per cent and 20 per cent respectively 
higher, and no more than 5 per cent lower than that for 
particles of 100 nm electrical mobility diameter for the VPR 
as a whole;  
The particle concentration reduction factor at each particle size 
f r (d i ) shall be calculated using the following equation:  
f r ðd i Þ ¼ N in ðd i Þ 
N out ðd i Þ 
where:  
N in (d i ) is the upstream particle number concentration for 
particles of diameter d  i ; 
N out (d i ) is the downstream particle number concentration for 
particles of diameter d  i ; 
d i is the particle electrical mobility diameter (30, 50 or 
100 nm).  
N in (d i ) and N  out (d i ) shall be corrected to the same conditions.  
The arithmetic average particle concentration reduction factor 
at a given dilution setting  f r shall be calculated using the 
following equation:  
f r ¼ f r ð30 nmÞ þ f r ð50 nmÞ þ f r ð100 nmÞ 
3 
It is recommended that the VPR is calibrated and validated as 
a complete unit;  
(g) Be designed according to good engineering practice to ensure 
particle concentration reduction factors are stable across a test;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 651  
(h) Also achieve > 99,0 per cent vaporization of 30 nm tetra ­
contane (CH  3 (CH  2 ) 38 CH  3 ) particles, with an inlet concen ­
tration of ≥ 10 000 per cm  3 , by means of heating and 
reduction of partial pressures of the tetracontane.  
4.3.1.3.4. The PNC shall:  
(a) Operate under full flow operating conditions;  
(b) Have a counting accuracy of ± 10 per cent across the range 1 
per cm  3 to the upper threshold of the single particle count 
mode of the PNC against a suitable traceable standard. At 
concentrations below 100 per cm  3 , measurements averaged 
over extended sampling periods may be required to demon ­
strate the accuracy of the PNC with a high degree of statistical 
confidence;  
(c) Have a resolution of at least 0.1 particles per cm  3 at concen ­
trations below 100 per cm  3 ; 
(d) Have a linear response to particle number concentrations over 
the full measurement range in single particle count mode;  
(e) Have a data reporting frequency equal to or greater than a 
frequency of 0,5 Hz;  
(f) Have a t  90 response time over the measured concentration 
range of less than 5 seconds;  
(g) Incorporate a coincidence correction function up to a 
maximum 10 per cent correction, and may make use of an 
internal calibration factor as determined in paragraph 
5.7.1.3.of this Sub-Annex but shall not make use of any 
other algorithm to correct for or define the counting effi ­
ciency;  
(h) Have counting efficiencies at the different particle sizes as 
specified in Table A5/2.  
Table A5/2  
PNC counting efficiency  
Particle size electrical mobility 
diameter (nm)  PNC counting efficiency (per 
cent) 
23 ± 1  50 ± 12  
41 ± 1  > 90  
4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at 
the frequency specified by the instrument manufacturer.  
4.3.1.3.6. Where not held at a known constant level at the point at which 
PNC flow rate is controlled, the pressure and/or temperature at the 
PNC inlet shall be measured for the purposes of correcting particle 
number concentration measurements to standard conditions.  
4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the 
t 90 response time of the PNC shall be no greater than 20 seconds.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 652  
4.3.1.4. Recommended system description  
The following paragraph contains the recommended practice for 
measurement of PN. However, systems meeting the performance 
specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this Sub- 
Annex are acceptable.  
Figure A5/14  
A recommended particle sampling system
  
4.3.1.4.1. Sampling system description  
4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip 
or particle sampling point in the dilution system, a PTT, a PCF, 
and a VPR, upstream of the PNC unit.  
4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle 
number diluters: PND  1 and PND  2 ) and particle evaporation (evap ­
oration tube, ET).  
4.3.1.4.1.3. The sampling probe or sampling point for the test gas flow shall 
be arranged within the dilution tunnel so that a representative 
sample gas flow is taken from a homogeneous diluent/exhaust 
mixture.  
5. Calibration intervals and procedures  
5.1. Calibration intervals  
Table A5/3  
Instrument calibration intervals  
Instrument checks  Interval  Criterion  
Gas analyser linearization (cali ­
bration)  Every 6 months  ± 2 per cent of reading  
Mid span  Every 6 months  ± 2 per cent  
CO NDIR:CO  2 /H 2 O interference  Monthly  – 1 to 3 ppm  
NO  x converter check  Monthly  > 95 per cent  
CH  4 cutter check  Yearly  98 per cent of ethane  
FID CH  4 response  Yearly  See paragraph 5.4.3. of this Sub- 
Annex  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 653  
Instrument checks  Interval  Criterion  
FID air/fuel flow  At major maintenance  According to instrument manu ­
facturer.  
Laser infrared spectrometers 
(modulated high resolution 
narrow band infrared analysers): 
interference check  Yearly or at major maintenance  According to instrument manu ­
facturer.  
QCL  Yearly or at major maintenance  According to instrument manu ­
facturer.  
GC methods  See paragraph 7.2. of this Sub- 
Annex  See paragraph 7.2. of this Sub- 
Annex  
LC methods  Yearly or at major maintenance  According to instrument manu ­
facturer.  
Photoacoustics  Yearly or at major maintenance  According to instrument manu ­
facturer.  
Microgram balance linearity  Yearly or at major maintenance  See paragraph 4.2.2.2. of this 
Sub-Annex  
PNC (particle number counter)  See paragraph 5.7.1.1. of this 
Sub-Annex  See paragraph 5.7.1.3. of this 
Sub-Annex  
VPR (volatile particle remover)  See paragraph 5.7.2.1. of this 
Sub-Annex  See paragraph 5.7.2. of this Sub- 
Annex  
Table A5/4  
Constant volume sampler (CVS) calibration intervals  
CVS  Interval  Criterion  
CVS flow  After overhaul  ± 2 per cent  
Dilution flow  Yearly  ± 2 per cent  
Temperature sensor  Yearly  ± 1 °C  
Pressure sensor  Yearly  ± 0,4 kPa  
Injection check  Weekly  ± 2 per cent  
Table A5/5  
Environmental data calibration intervals  
Climate  Interval  Criterion  
Temperature  Yearly  ± 1 °C  
Moisture dew  Yearly  ± 5 per cent RH  
Ambient pressure  Yearly  ± 0,4 kPa  
Cooling fan  After overhaul  According to paragraph 1.1.1. of 
this Sub-Annex  
5.2. Analyser calibration procedures  
5.2.1. Each analyser shall be calibrated as specified by the instrument 
manufacturer or at least as often as specified in Table A5/3.  
5.2.2. Each normally used operating range shall be linearized by the 
following procedure:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 654  
5.2.2.1. The analyser linearization curve shall be established by at least 
five calibration points spaced as uniformly as possible. The 
nominal concentration of the calibration gas of the highest concen ­
tration shall be not less than 80 per cent of the full scale.  
5.2.2.2. The calibration gas concentration required may be obtained by 
means of a gas divider, diluting with purified N  2 or with 
purified synthetic air.  
5.2.2.3. The linearization curve shall be calculated by the least squares 
method. If the resulting polynomial degree is greater than 3, the 
number of calibration points shall be at least equal to this poly ­
nomial degree plus 2.  
5.2.2.4. The linearization curve shall not differ by more than ± 2 per cent 
from the nominal value of each calibration gas.  
5.2.2.5. From the trace of the linearization curve and the linearization 
points it is possible to verify that the calibration has been 
carried out correctly. The different characteristic parameters of 
the analyser shall be indicated, particularly:  
(a) Analyser and gas component;  
(b) Range;  
(c) Date of linearisation.  
5.2.2.6. If the approval authority is satisfied that alternative technologies 
(e.g. computer, electronically controlled range switch, etc.) give 
equivalent accuracy, these alternatives may be used.  
5.3. Analyser zero and calibration verification procedure  
5.3.1. Each normally used operating range shall be checked prior to each 
analysis in accordance with paragraphs 5.3.1.1. and 5.3.1.2. of this 
Sub-Annex  
▼M3 
5.3.1.1. The calibration shall be checked by use of a zero gas and by use 
of a calibration gas in accordance with paragraph 2.14.2.3. of Sub- 
Annex 6.  
5.3.1.2. After testing, zero gas and the same calibration gas shall be used 
for re-checking in accordance with paragraph 2.14.2.4. of Sub- 
Annex 6.  
▼B 
5.4. FID hydrocarbon response check procedure  
5.4.1. Detector response optimization  
The FID shall be adjusted as specified by the instrument manu ­
facturer. Propane in air shall be used on the most common 
operating range.  
5.4.2. Calibration of the HC analyser  
5.4.2.1. The analyser shall be calibrated using propane in air and purified 
synthetic air.  
5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this Sub- 
Annex shall be established.  
5.4.3. Response factors of different hydrocarbons and recommended 
limits  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 655  
5.4.3.1. The response factor R  f for a particular hydrocarbon compound is 
the ratio of the FID C  1 reading to the gas cylinder concentration, 
expressed as ppm C  1 . 
The concentration of the test gas shall be at a level to give a 
response of approximately 80 per cent of full-scale deflection 
for the operating range. The concentration shall be known to an 
accuracy of ± 2 per cent in reference to a gravimetric standard 
expressed in volume. In addition, the gas cylinder shall be precon ­
ditioned for 24 hours at a temperature between 20 and 30 °C.  
5.4.3.2. Response factors shall be determined when introducing an 
analyser into service and at major service intervals thereafter. 
The test gases to be used and the recommended response factors 
are: 
Propylene and purified air:  0,90 < R f< 1,10  
Toluene and purified air:  0,90 < R f< 1,10  
These are relative to an R  f of 1,00 for propane and purified air.  
5.5. NO  x converter efficiency test procedure  
5.5.1. Using the test set up as shown in Figure A5/15 and the procedure 
described below, the efficiency of converters for the conversion of 
NO  2 into NO shall be tested by means of an ozonator as follows:  
5.5.1.1. The analyser shall be calibrated in the most common operating 
range following the manufacturer's specifications using zero and 
calibration gas (the NO content of which shall amount to approxi ­
mately 80 per cent of the operating range and the NO  2 concen­
tration of the gas mixture shall be less than 5 per cent of the NO 
concentration). The NO  x analyser shall be in the NO mode so that 
the calibration gas does not pass through the converter. The 
indicated concentration shall be included in all relevant test sheets.  
5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added 
continuously to the calibration gas flow until the concentration 
indicated is approximately 10 per cent less than the indicated 
calibration concentration given in paragraph 5.5.1.1. of this Sub- 
Annex. The indicated concentration (c) shall be included in all 
relevant test sheets. The ozonator shall be kept deactivated 
throughout this process.  
5.5.1.3. The ozonator shall now be activated to generate enough ozone to 
bring the NO concentration down to 20 per cent (minimum 10 per 
cent) of the calibration concentration given in paragraph 5.5.1.1. 
of this Sub-Annex. The indicated concentration (d) shall be 
included all relevant test sheets.  
5.5.1.4. The NO  x analyser shall be subsequently switched to the NO  x 
mode, whereby the gas mixture (consisting of NO, NO  2 , O  2 and 
N 2 ) now passes through the converter. The indicated concentration 
(a) shall be included in all relevant test sheets.  
5.5.1.5. The ozonator shall now be deactivated. The mixture of gases 
described in paragraph 5.5.1.2. of this Sub-Annex shall pass 
through the converter into the detector. The indicated concen ­
tration (b) shall be included in all relevant test sheets.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 656  
Figure A5/15  
NO  x converter efficiency test configuration
  
5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air 
shall be shut off. The NO  2 reading of the analyser shall then be no 
more than 5 per cent above the figure given in paragraph 5.5.1.1. 
of this Sub-Annex.  
5.5.1.7. The per cent efficiency of the NO  x converter shall be calculated 
using the concentrations a, b, c and d determined in paragraphs 
5.5.1.2. to 5.5.1.5. of this Sub-Annex inclusive using the 
following equation:  
Efficiency ¼ Í 
1 þ a Ä b 
c Ä d Î 
Ü 100 
▼M3 
The efficiency of the converter shall not be less than 95 per cent. 
The efficiency of the converter shall be tested in the frequency 
defined in Table A5/3.  
_______  
▼B 
5.6. Calibration of the microgram balance  
▼M3 
The calibration of the microgram balance used for particulate 
sampling filter weighing shall be traceable to a national or inter ­
national standard. The balance shall comply with the linearity 
requirements given in paragraph 4.2.2.2. The linearity verification 
shall be performed at least every 12 months or whenever a system 
repair or change is made that could influence the calibration.  
_______  
▼B 
5.7. Calibration and validation of the particle sampling system  
Examples of calibration/validation methods are available at:  
http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/ 
pmpFCP.html  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 657  
5.7.1. Calibration of the PNC  
5.7.1.1. The approval authority shall ensure the existence of a calibration 
certificate for the PNC demonstrating compliance with a traceable 
standard within a 13-month period prior to the emissions test. 
Between calibrations either the counting efficiency of the PNC 
shall be monitored for deterioration or the PNC wick shall be 
routinely changed every 6 months. See Figures A5/16 and 
A5/17. PNC counting efficiency may be monitored against a 
reference PNC or against at least two other measurement PNCs. 
If the PNC reports particle number concentrations within ± 10 per 
cent of the arithmetic average of the concentrations from the 
reference PNC, or a group of two or more PNCs, the PNC shall 
subsequently be considered stable, otherwise maintenance of the 
PNC is required. Where the PNC is monitored against two or 
more other measurement PNCs, it is permitted to use a 
reference vehicle running sequentially in different test cells each 
with its own PNC.  
Figure A5/16  
Nominal PNC annual sequence
  
Figure A5/17  
Extended PNC annual sequence (in the case that a full PNC calibration is delayed)
  
5.7.1.2. The PNC shall also be recalibrated and a new calibration certifi ­
cate issued following any major maintenance.  
5.7.1.3. Calibration shall be traceable to a national or international 
standard calibration method by comparing the response of the 
PNC under calibration with that of:  
(a) A calibrated aerosol electrometer when simultaneously 
sampling electrostatically classified calibration particles; or  
(b) A second PNC that has been directly calibrated by the method 
described above.  
5.7.1.3.1. In paragraph 5.7.1.3. (a) of this Sub-Annex, calibration shall be 
undertaken using at least six standard concentrations spaced as 
uniformly as possible across the PNC’s measurement range.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 658  
5.7.1.3.2. In paragraph 5.7.1.3. (b) of this Sub-Annex, calibration shall be 
undertaken using at least six standard concentrations across the 
PNC’s measurement range. At least 3 points shall be at concen ­
trations below 1,000 per cm  3 , the remaining concentrations shall 
be linearly spaced between 1,000 per cm  3 and the maximum of 
the PNC’s range in single particle count mode.  
5.7.1.3.3. In paragraphs 5.7.1.3.(a) and 5.7.1.3.(b) of this Sub-Annex, the 
selected points shall include a nominal zero concentration 
point produced by attaching HEPA filters of at least class H13 
of EN 1822:2008, or equivalent performance, to the inlet of each 
instrument. With no calibration factor applied to the PNC under 
calibration, measured concentrations shall be within ± 10 per cent 
of the standard concentration for each concentration, with the 
exception of the zero point, otherwise the PNC under calibration 
shall be rejected. The gradient from a linear least squares 
regression of the two data sets shall be calculated and recorded. 
A calibration factor equal to the reciprocal of the gradient shall be 
applied to the PNC under calibration. Linearity of response is 
calculated as the square of the Pearson product moment 
correlation coefficient (r) of the two data sets and shall be equal 
to or greater than 0.97. In calculating both the gradient and r  2 , the 
linear regression shall be forced through the origin (zero concen ­
tration on both instruments).  
5.7.1.4. Calibration shall also include a check, according to the 
requirements of paragraph 4.3.1.3.4.(h) of this Sub-Annex, on 
the PNC’s detection efficiency with particles of 23 nm electrical 
mobility diameter. A check of the counting efficiency with 41 nm 
particles is not required.  
5.7.2. Calibration/validation of the VPR  
5.7.2.1. Calibration of the VPR’s particle concentration reduction factors 
across its full range of dilution settings, at the instrument’s fixed 
nominal operating temperatures, shall be required when the unit is 
new and following any major maintenance. The periodic vali ­
dation requirement for the VPR’s particle concentration 
reduction factor is limited to a check at a single setting, typical 
of that used for measurement on particulate filter-equipped 
vehicles. The approval authority shall ensure the existence of a 
calibration or validation certificate for the VPR within a 6-month 
period prior to the emissions test. If the VPR incorporates 
temperature monitoring alarms, a 13 month validation interval is 
permitted.  
It is recommended that the VPR is calibrated and validated as a 
complete unit.  
The VPR shall be characterised for particle concentration 
reduction factor with solid particles of 30, 50 and 100 nm elec ­
trical mobility diameter. Particle concentration reduction factors 
f r (d) for particles of 30 nm and 50 nm electrical mobility 
diameters shall be no more than 30 per cent and 20 per cent 
higher respectively, and no more than 5 per cent lower than that 
for particles of 100 nm electrical mobility diameter. For the 
purposes of validation, the arithmetic average of the particle 
concentration reduction factor shall be within ± 10 per cent of 
the arithmetic average particle concentration reduction factor  f r 
determined during the primary calibration of the VPR.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 659  
5.7.2.2. The test aerosol for these measurements shall be solid particles of 
30, 50 and 100 nm electrical mobility diameter and a minimum 
concentration of 5 000 particles per cm  3 at the VPR inlet. As an 
option, a polydisperse aerosol with an electrical mobility median 
diameter of 50 nm may be used for validation. The test aerosol 
shall be thermally stable at the VPR operating temperatures. 
Particle number concentrations shall be measured upstream and 
downstream of the components.  
The particle concentration reduction factor for each monodisperse 
particle size, f  r (d i ), shall be calculated using the following 
equation:  
f r ðd i Þ ¼ N in ðd i Þ 
N out ðd i Þ 
where:  
N in (d i ) is the upstream particle number concentration for 
particles of diameter d  i ; 
N out (d i ) is the downstream particle number concentration for 
particles of diameter d  i ; 
d i is the particle electrical mobility diameter (30, 50 or 
100 nm).  
N in (d i ) and N  out (d i ) shall be corrected to the same conditions.  
The arithmetic average particle concentration reduction factor  f r at 
a given dilution setting shall be calculated using the following 
equation:  
f r ¼ f r ð30nmÞ þ f r ð50nmÞ þ f r ð100nmÞ 
3 
Where a polydisperse 50 nm aerosol is used for validation, the 
arithmetic average particle concentration reduction factor  f v at 
the dilution setting used for validation shall be calculated using 
the following equation:  
f v ¼ N in 
N out 
where:  
N in is the upstream particle number concentration;  
N out is the downstream particle number concentration.  
5.7.2.3. The VPR shall demonstrate greater than 99.0 per cent removal of 
tetracontane (CH  3 (CH  2 ) 38 CH  3 ) particles of at least 30 nm elec ­
trical mobility diameter with an inlet concentration ≥ 10 000 
per cm  3 when operated at its minimum dilution setting and manu ­
facturers recommended operating temperature.  
5.7.3. PN measurement system check procedures  
▼M3 
On a monthly basis, the flow into the PNC shall have a measured 
value within 5 per cent of the PNC nominal flow rate when 
checked with a calibrated flow meter.  
_______  ▼B
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5.8. Accuracy of the mixing device  
In the case that a gas divider is used to perform the calibrations as 
defined in paragraph 5.2. of this Sub-Annex, the accuracy of the 
mixing device shall be such that the concentrations of the diluted 
calibration gases may be determined to within ± 2 per cent. A 
calibration curve shall be verified by a mid-span check as 
described in paragraph 5.3. of this Sub-Annex. A calibration gas 
with a concentration below 50 per cent of the analyser range shall 
be within 2 per cent of its certified concentration.  
6. Reference gases  
6.1. Pure gases  
▼M3 
6.1.1. All values in ppm mean volume-ppm (vpm)  
▼B 
6.1.2. The following pure gases shall be available, if necessary, for cali ­
bration and operation:  
▼M3 
6.1.2.1. Nitrogen:  
Purity: ≤ 1 ppm C  1 , ≤ 1 ppm CO, ≤ 400 ppm CO  2 , ≤ 0,1 ppm NO, 
≤ 0,1 ppm N  2 O, ≤ 0,1 ppm NH  3 ; 
6.1.2.2. Synthetic air:  
Purity: ≤ 1 ppm C  1 , ≤ 1 ppm CO, ≤ 400 ppm CO  2 , ≤ 0,1 ppm NO, 
≤ 0,1 ppm NO  2 ; oxygen content between 18 and 21 per cent 
volume;  
▼B 
6.1.2.3. Oxygen:  
Purity: > 99,5 per cent vol. O  2 ; 
6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):  
Purity: ≤ 1 ppm C1, ≤ 400 ppm CO  2 ; hydrogen content between 
39 and 41 per cent volume;  
6.1.2.5. Carbon monoxide:  
Minimum purity 99,5 per cent;  
6.1.2.6. Propane:  
Minimum purity 99,5 per cent.  
▼M3 
6.2. Calibration gases  
The true concentration of a calibration gas shall be within ± 1 per 
cent of the stated value or as given below, and shall be traceable 
to national or international standards.  
Mixtures of gases having the following compositions shall be 
available with bulk gas specifications in accordance with para ­
graphs 6.1.2.1. or 6.1.2.2.:  
(a) C  3 H 8 in synthetic air (see paragraph 6.1.2.2.);  
(b) CO in nitrogen;  
(c) CO  2 in nitrogen;  
(d) CH  4 in synthetic air;  
(e) NO in nitrogen (the amount of NO  2 contained in this cali ­
bration gas shall not exceed 5 per cent of the NO content).  
_______  ▼B
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Sub-Annex 6  
Type 1 test procedures and test conditions  
1. Description of tests  
1.1. The Type 1 test is used to verify the emissions of gaseous 
compounds, particulate matter, particle number, CO  2 mass 
emission, fuel consumption, electric energy consumption and 
electric ranges over the applicable WLTP test cycle.  
1.1.1. The tests shall be carried out in accordance with the method 
described in paragraph 2. of this Sub-Annex or paragraph 3. of 
Sub-Annex 8 for pure electric, hybrid electric and compressed 
hydrogen fuel cell hybrid vehicles. Exhaust gases, particulate 
matter and particle number shall be sampled and analysed by 
the prescribed methods.  
1.2. The number of tests shall be determined in accordance with the 
flowchart in Figure A6/1. The limit value is the maximum allowed 
value for the respective criteria emission as specified in Table 2 of 
Annex I of Regulation (EC) No 715/2007.  
1.2.1. The flowchart in Figure A6/1 shall be applicable only to the 
whole applicable WLTP test cycle and not to single phases.  
1.2.2. The test results shall be the values after the target speed, REESS 
energy change-based, Ki, ATCT and Deterioration Factor 
corrections are applied.  
1.2.3. Determination of total cycle values  
1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the 
vehicle shall be rejected.  
1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as 
applicable the total cycle value of the CO  2 mass emission, the 
electric energy consumption, fuel consumption for NOVC-FCHV 
as well as PER and AER in accordance with Table A6/1.  
1.2.3.3. The declared value of the electric energy consumption for OVC- 
HEVs under charge-depleting operating condition shall not be 
determined in accordance with Figure A6/1. It shall be taken as 
the type approval value if the declared CO  2 value is accepted as 
the approval value. If that is not the case, the measured value of 
electric energy consumption shall be taken as the type approval 
value.  
1.2.3.4. If after the first test all criteria in row 1 of the applicable 
Table A6/2 are fulfilled, all values declared by the manufacturer 
shall be accepted as the type approval value. If any one of the 
criteria in row 1 of the applicable Table A6/2 is not fulfilled, a 
second test shall be performed with the same vehicle.  
1.2.3.5. After the second test, the arithmetic average results of the two 
tests shall be calculated. If all criteria in row 2 of the applicable 
Table A6/2 are fulfilled by these arithmetic average results, all 
values declared by the manufacturer shall be accepted as the 
type approval value. If any one of the criteria in row 2 of the 
applicable Table A6/2 is not fulfilled, a third test shall be 
performed with the same vehicle.  ▼M3
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1.2.3.6. After the third test, the arithmetic average results of the three tests 
shall be calculated. For all parameters which fulfil the 
corresponding criterion in row 3 of the applicable Table A6/2, 
the declared value shall be taken as the type approval value. 
For any parameter which does not fulfil the corresponding 
criterion in row 3 of the applicable Table A6/2, the arithmetic 
average result shall be taken as the type approval value.  
1.2.3.7. In the case that any one of the criterion of the applicable 
Table A6/2 is not fulfilled after the first or second test, at the 
request of the manufacturer and with the approval of the approval 
authority, the values may be re-declared as higher values for 
emissions or consumption, or as lower values for electric ranges, 
in order to reduce the required number of tests for type approval.  
1.2.3.8. Determination of the acceptance value dCO2  1 , dCO2  2 and dCO2  3 
1.2.3.8.1. Additional to the requirement of paragraph 1.2.3.8.2., the 
following values for dCO2  1 , dCO2  2 and dCO2  3 shall be used in 
relation to the criteria for the number of tests in Table A6/2:  
dCO2  1 = 0,990  
dCO2  2 = 0,995  
dCO2  3 = 1,000  
1.2.3.8.2. If the charge depleting Type 1 test for OVC-HEVs consists of two 
or more applicable WLTP test cycles and the dCO2x value is 
below 1,0, the dCO2x value shall be replaced by 1,0.  
1.2.3.9. In the case that a test result or an average of test results was taken 
and confirmed as the type approval value, this result shall be 
referred to as the ‘declared value’ for further calculations.  
Table A6/1  
Applicable rules for a manufacturer's declared values (total cycle values)  ( 1 ) 
Vehicle type  M CO2 ( 2 ) 
(g/km)  FC 
(kg/100 km)  Electric energy 
consumption (  3 ) 
(Wh/km)  All electric range/ 
Pure Electric 
Range (  3 ) 
(km) 
Vehicles tested in 
accordance with Sub- 
Annex 6 (pure ICE)  M CO2 
Paragraph 3. of 
Sub-Annex 7.  — —  —  
NOVC-FCHV  —  FC  CS 
Paragraph 
4.2.1.2.1. of 
Sub-Annex 8.  — —  
NOVC-HEV  M  CO2,CS  
Paragraph 4.1.1. 
of Sub- 
Annex 8.  — —  —  ▼M3
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Vehicle type  M CO2 ( 2 ) 
(g/km)  FC 
(kg/100 km)  Electric energy 
consumption (  3 ) 
(Wh/km)  All electric range/ 
Pure Electric 
Range (  3 ) 
(km) 
OVC-HEV  CD  M  CO2,CD  
Paragraph 4.1.2. 
of. — EC  AC,CD  
Paragraph 4.3.1. 
of Sub- 
Annex 8.  AER 
Paragraph 
4.4.1.1. of Sub- 
Annex 8.  
CS M  CO2,CS  Sub- 
Annex 8 
Paragraph 4.1.1. 
of Sub- 
Annex 8.  — —  —  
PEV  —  —  EC  WLTC  
Paragraph 
4.3.4.2. of Sub- 
Annex 8.  PER  WLTC  
Paragraph 4.4.2. 
of Sub-Annex 8.  
( 1 ) The declared value shall be the value to which the necessary corrections are applied (i.e. Ki, ATCT and DF 
corrections 
( 2 ) Rounding xxx,xx 
( 3 ) Rounding xxx,x  
Figure A6/1  
Flowchart for the number of Type 1 tests
  ▼M3
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Table A6/2  
Criteria for number of tests  
For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge- 
sustaining Type 1 test.  
Test Judgement parameter  Criteria emission  M  CO2 
Row 1  First test  First test results  ≤ Regulation limit × 
0,9 ≤ Declared value × 
dCO2  1 
Row 2  Second test  Arithmetic average of the first 
and second test results  ≤ Regulation limit × 
1,0 (  1 ) ≤ Declared value × 
dCO2  2 
Row 3  Third test  Arithmetic average of three 
test results  ≤ Regulation limit × 
1,0 (  1 ) ≤ Declared value × 
dCO2  3 
( 1 ) Each test result shall fulfil the regulation limit.  
For OVC-HEVs charge-depleting Type 1 test.  
Test Judgement parameter  Criteria emissions  M  CO2,CD  AER 
Row 1  First 
test First test results  ≤ Regulation limit 
× 0,9 (  1 ) ≤ Declared value 
× dCO2  1 ≥ Declared value 
× 1,0  
Row 2  Second 
test Arithmetic average of 
the first and second 
test results  ≤ Regulation limit 
× 1,0 (  2 ) ≤ Declared value 
× dCO2  2 ≥ Declared value 
× 1,0  
Row 3  Third 
test Arithmetic average of 
three test results  ≤ Regulation limit 
× 1,0 (  2 ) ≤ Declared value 
× dCO2  3 ≥ Declared value 
× 1,0  
( 1 ) ‘0,9’ shall be replaced by ‘1,0’ for charge-depleting Type 1 test for OVC-HEVs, only if the charge-depleting test 
contains two or more applicable WLTC cycles. 
( 2 ) Each test result shall fulfil the regulation limit.  
For PEVs  
Test Judgement parameter  Electric energy 
consumption  PER 
Row 1  First test  First test results  ≤ Declared value × 1,0  ≥ Declared value × 
1,0 
Row 2  Second test  Arithmetic average of the first 
and second test results  ≤ Declared value × 1,0  ≥ Declared value × 
1,0 
Row 3  Third test  Arithmetic average of three 
test results  ≤ Declared value × 1,0  ≥ Declared value × 
1,0 
For NOVC-FCHVs  
Test Judgement parameter  FC  CS 
Row 1  First test  First test results  ≤ Declared value × 1,0  ▼M3
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Test Judgement parameter  FC  CS 
Row 2  Second test  Arithmetic average of the first and second 
test results  ≤ Declared value × 1,0  
Row 3  Third test  Arithmetic average of three test results  ≤ Declared value × 1,0  
1.2.4. Determination of phase-specific values  
1.2.4.1. Phase-specific value for CO  2 
1.2.4.1.1. After the total cycle declared value of the CO  2 mass emission is 
accepted, the arithmetic average of the phase-specific values of the 
test results in g/km shall be multiplied by the adjustment factor 
CO2_AF to compensate for the difference between the declared 
value and the test results. This corrected value shall be the type 
approval value for CO  2 . 
CO2_AF ¼ Declared value 
Phase combined value  
where: 
Phase combined value  ¼ ðCO2  ave  L Ü D L Þ þ ðCO2  ave  M Ü D M Þ þ ðCO2  ave  H Ü D H Þ þ ðCO2  ave  exH Ü D exH Þ 
D L þ D M þ D H þ D exH 
where:  
CO2  ave  L is the arithmetic average CO  2 mass emission result for 
the L phase test result(s), g/km;  
CO2  ave  M is the arithmetic average CO  2 mass emission result for 
the M phase test result(s), g/km;  
CO2  ave  H is the arithmetic average CO  2 mass emission result for 
the H phase test result(s), g/km;  
CO2  ave  exH is the arithmetic average CO  2 mass emission result for 
the exH phase test result(s), g/km;  
D L is theoretical distance of phase L, km;  
D M is theoretical distance of phase M, km;  
D H is theoretical distance of phase H, km;  
D exH is theoretical distance of phase exH, km.  
1.2.4.1.2. If the total cycle declared value of the CO  2 mass emission is not 
accepted, the type approval phase-specific CO  2 mass emission 
value shall be calculated by taking the arithmetic average of the 
all test results for the respective phase.  
1.2.4.2. Phase-specific values for fuel consumption  
The fuel consumption value shall be calculated by the phase- 
specific CO  2 mass emission using the equations in 
paragraph 1.2.4.1. of this Sub-Annex and the arithmetic average 
of the emissions.  ▼M3
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1.2.4.3. Phase-specific value for electric energy consumption, PER and 
AER  
The phase-specific electric energy consumption and the phase- 
specific electric ranges are calculated by taking the arithmetic 
average of the phase specific values of the test result(s), without 
an adjustment factor.  
2. Type 1 test conditions  
2.1. Overview  
2.1.1. The Type 1 test shall consist of prescribed sequences of dyna ­
mometer preparation, fuelling, soaking, and operating conditions.  
2.1.2. The Type 1 test shall consist of vehicle operation on a chassis 
dynamometer on the applicable WLTC for the interpolation 
family. A proportional part of the diluted exhaust emissions 
shall be collected continuously for subsequent analysis using a 
constant volume sampler.  
2.1.3. Background concentrations shall be measured for all compounds 
for which dilute mass emissions measurements are conducted. For 
exhaust emissions testing, this requires sampling and analysis of 
the dilution air.  
2.1.3.1. Background particulate measurement  
2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air 
or dilution tunnel background particulate mass from emissions 
measurements, these background levels shall be determined in 
accordance with the procedures listed in paragraphs 2.1.3.1.1.1. 
to 2.1.3.1.1.3. of this Sub-Annex.  
2.1.3.1.1.1. The maximum permissible background correction shall be a mass 
on the filter equivalent to 1 mg/km at the flow rate of the test.  
2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km 
shall be subtracted.  
2.1.3.1.1.3. Where subtraction of the background contribution gives a negative 
result, the background level shall be considered to be zero.  
2.1.3.1.2. Dilution air background particulate mass level shall be determined 
by passing filtered dilution air through the particulate background 
filter. This shall be drawn from a point immediately downstream 
of the dilution air filters. Background levels in μg/m  3 shall be 
determined as a rolling arithmetic average of at least 14 
measurements with at least one measurement per week.  
2.1.3.1.3. Dilution tunnel background particulate mass level shall be 
determined by passing filtered dilution air through the particulate 
background filter. This shall be drawn from the same point as the 
particulate matter sample. Where secondary dilution is used for the 
test, the secondary dilution system shall be active for the purposes 
of background measurement. One measurement may be performed 
on the day of test, either prior to or after the test.  
2.1.3.2. Background particle number determination  
2.1.3.2.1. Where the manufacturer requests a background correction, these 
background levels shall be determined as follows:  ▼M3
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2.1.3.2.1.1. The background value may be either calculated or measured. The 
maximum permissible background correction shall be related to 
the maximum allowable leak rate of the particle number 
measurement system (0,5 particles per cm  3 ) scaled from the 
particle concentration reduction factor, PCRF, and the CVS flow 
rate used in the actual test;  
2.1.3.2.1.2. Either the approval authority or the manufacturer may request that 
actual background measurements are used instead of calculated 
ones.  
2.1.3.2.1.3. Where subtraction of the background contribution gives a negative 
result, the PN result shall be considered to be zero.  
2.1.3.2.2. The dilution air background particle number level shall be 
determined by sampling filtered dilution air. This shall be drawn 
from a point immediately downstream of the dilution air filters 
into the PN measurement system. Background levels in particles 
per cm  3 shall be determined as a rolling arithmetic average of least 
14 measurements with at least one measurement per week.  
2.1.3.2.3. The dilution tunnel background particle number level shall be 
determined by sampling filtered dilution air. This shall be drawn 
from the same point as the PN sample. Where secondary dilution 
is used for the test the secondary dilution system shall be active 
for the purposes of background measurement. One measurement 
may be performed on the day of test, either prior to or after the 
test using the actual PCRF and the CVS flow rate utilised during 
the test.  
2.2. General test cell equipment  
2.2.1. Parameters to be measured  
2.2.1.1. The following temperatures shall be measured with an accuracy of 
± 1,5 °C:  
(a) Test cell ambient air;  
(b) Dilution and sampling system temperatures as required for 
emissions measurement systems defined in Sub-Annex 5.  
2.2.1.2. Atmospheric pressure shall be measurable with a precision of ± 
0,1 kPa.  
2.2.1.3. Specific humidity H shall be measurable with a precision of ± 
1 g H  2 O/kg dry air.  
2.2.2. Test cell and soak area  
2.2.2.1. Test cell  
2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The 
tolerance of the actual value shall be within ± 5 °C. The air 
temperature and humidity shall be measured at the test cell's 
cooling fan outlet at a minimum frequency of 0,1 Hz. For the 
temperature at the start of the test, see paragraph 2.8.1. of this 
Sub-Annex.  
2.2.2.1.2. The specific humidity H of either the air in the test cell or the 
intake air of the engine shall be such that:  
5,5 ≤ H ≤ 12,2 (g H  2 O/kg dry air)  
2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency 
of 0,1 Hz.  ▼M3
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2.2.2.2. Soak area  
The soak area shall have a temperature set point of 23 °C and the 
tolerance of the actual value shall be within ± 3 °C on a 5-minute 
running arithmetic average and shall not show a systematic 
deviation from the set point. The temperature shall be measured 
continuously at a minimum frequency of 0,033 Hz (every 30 s).  
2.3. Test vehicle  
2.3.1. General  
The test vehicle shall conform in all its components with the 
production series, or, if the vehicle is different from the production 
series, a full description shall be included in all relevant test 
reports. In selecting the test vehicle, the manufacturer and the 
approval authority shall agree which vehicle model is representa ­
tive for the interpolation family.  
For the measurement of emissions, the road load as determined 
with test vehicle H shall be applied. In the case of a road load 
matrix family, for the measurement of emissions, the road load as 
calculated for vehicle H  M in accordance with paragraph 5.1. of 
Sub-Annex 4 shall be applied.  
If at the request of the manufacturer the interpolation method is 
used (see paragraph 3.2.3.2. of Sub-Annex 7), an additional 
measurement of emissions shall be performed with the road load 
as determined with test vehicle L. Tests on vehicles H and L 
should be performed with the same test vehicle and shall be 
tested with the shortest n/v ratio (with a tolerance of ± 1,5 per 
cent) within the interpolation family. In the case of a road load 
matrix family, an additional measurement of emissions shall be 
performed with the road load as calculated for vehicle L  M in 
accordance with paragraph 5.1. of Sub-Annex 4.  
Road load coefficients and the test mass of test vehicle L and H 
may be taken from different road load families, as long as the 
difference between these road load families results from applying 
paragraph 6.8. of Sub-Annex 4, and the requirements in paragraph 
2.3.2. of this Sub-Annex are maintained.  
2.3.2. CO  2 interpolation range  
2.3.2.1. The interpolation method shall only be used if:  
(a) The difference in CO  2 over the applicable cycle resulting from 
step 9 of Table A7/1 of Sub-Annex 7 between test vehicles L 
and H is between a minimum of 5 g/km and a maximum 
defined in paragraph 2.3.2.2.;  
(b) for all applicable phase values the CO  2 values resulting of step 
9 of Table A7/1 of Sub-Annex 7 of vehicle H are higher than 
those of vehicle L.  
If these requirements are not met, tests can be declared void and 
repeated in agreement with the approval authority.  ▼M3
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2.3.2.2. The maximum delta CO  2 allowed over the applicable cycle 
resulting from step 9 of Table A7/1 of Sub-Annex 7 between 
test vehicles L and H is 20 per cent plus 5 g/km of the CO  2 
emissions from vehicle H, but at least 15 g/km and not 
exceeding 30 g/km.  
This restriction does not apply for the application of a road load 
matrix family.  
2.3.2.3. At the request of the manufacturer and with approval of the 
approval authority, the interpolation line may be extrapolated to 
a maximum of 3 g/km above the CO  2 emission of vehicle H 
and/or below the CO  2 emission of vehicle L. This extension is 
valid only within the absolute boundaries of the interpolation 
range specified in paragraph 2.3.2.2.  
For the application of a road load matrix family, extrapolation is 
not permitted.  
When two or more interpolation families are identical regarding 
the requirements of paragraph 5.6. of this Annex, but are distinct 
because their overall range for CO  2 would be higher than the 
maximum delta specified in paragraph 2.3.2.2., then all individual 
vehicles of identical specification (e.g. make, model, optional 
equipment) shall belong to only one of the interpolation families.  
2.3.3. Run-in  
The vehicle shall be presented in good technical condition. It shall 
have been run-in and driven between 3 000 and 15 000 km before 
the test. The engine, transmission and vehicle shall be run-in in 
accordance with the manufacturer's recommendations.  
2.4. Settings  
2.4.1. Dynamometer settings and verification shall be performed in 
accordance with Sub-Annex 4.  
2.4.2. Dynamometer operation  
2.4.2.1. Auxiliary devices shall be switched off or deactivated during 
dynamometer operation unless their operation is required by legis ­
lation.  
2.4.2.2. The vehicle's dynamometer operation mode, if any, shall be 
activated by using the manufacturer's instruction (e.g. using 
vehicle steering wheel buttons in a special sequence, using the 
manufacturer's workshop tester, removing a fuse).  
The manufacturer shall provide the approval authority a list of the 
deactivated devices and justification for the deactivation. The 
dynamometer operation mode shall be approved by the approval 
authority and the use of a dynamometer operation mode shall be 
included in all relevant test reports.  
2.4.2.3. The vehicle's dynamometer operation mode shall not activate, 
modulate, delay or deactivate the operation of any part that 
affects the emissions and fuel consumption under the test 
conditions. Any device that affects the operation on a chassis 
dynamometer shall be set to ensure a proper operation.  
2.4.2.4. Allocation of dynamometer type to test vehicle  ▼M3
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2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP 
conditions it is partially or permanently operated with two axles 
being powered or recuperating energy over the applicable cycle 
the vehicle shall be tested on a dynamometer in 4WD operation 
which fulfils the specifications in paragraphs 2.2. and 2.3. of Sub- 
Annex 5.  
2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test 
vehicle shall be tested on a dynamometer in 2WD operation which 
fulfils the specifications in paragraph 2.2. of Sub-Annex 5.  
At the request of the manufacturer and with the approval of the 
approval authority a vehicle with one powered axle may be tested 
on a 4WD dynamometer in 4WD operation mode.  
2.4.2.4.3. If the test vehicle is operated with two axles being powered in 
dedicated driver-selectable modes which are not intended for 
normal daily operation but only for special limited purposes, 
such as ‘mountain mode’ or ‘maintenance mode’, or when the 
mode with two powered axles is only activated in an off-road 
situation, the vehicle shall be tested on a dynamometer in 2WD 
operation which fulfils the specifications in paragraph 2.2. of Sub- 
Annex 5.  
2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD 
operation the wheels on the non-powered axle may rotate during 
the test, provided that the vehicle dynamometer operation mode 
and vehicle coastdown mode support this way of operation.  
Figure A6/1a  
Possible test configurations on 2WD and 4WD dynamometers
  
2.4.2.5. Demonstration of equivalency between a dynamometer in 2WD 
operation and a dynamometer in 4WD operation  
2.4.2.5.1. At the request of the manufacturer and with the approval of the 
approval authority, the vehicle which has to be tested on a dyna ­
mometer in 4WD operation may alternatively be tested on a dyna ­
mometer in 2WD operation if the following conditions are met:  ▼M3
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a. the test vehicle is converted to have only one powered axle;  
b. the manufacturer demonstrates to the approval authority that 
the CO  2 , fuel consumption and/or electrical energy 
consumption of the converted vehicle is the same or higher 
as for the non-converted vehicle being tested on a dyna ­
mometer in 4WD operation;  
c. a safe operation is ensured for the test (e.g. by removing a fuse 
or dismounting a drive shaft) and an instruction is provided 
together with the dynamometer operation mode;  
d. the conversion is only applied to the vehicle tested at the 
chassis dynamometer, the road load determination procedure 
shall be applied to the unconverted test vehicle.  
2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in 
the same road load family. At the request of the manufacturer, and 
with approval of the approval authority, this demonstration 
of equivalency may be extended to other road load families 
upon evidence that a vehicle from the worst-case road load 
family was selected as the test vehicle.  
2.4.2.6. Information on whether the vehicle was tested on a 2WD dyna ­
mometer or a 4WD dynamometer and whether it was tested on a 
dynamometer in 2WD operation or 4WD operation shall be 
included in all relevant test reports. In the case that the vehicle 
was tested on a 4WD dynamometer, with that dynamometer in 
2WD operation, this information shall also indicate whether or not 
the wheels on the non-powered wheels were rotating.  
2.4.3. The vehicle's exhaust system shall not exhibit any leak likely to 
reduce the quantity of gas collected.  
2.4.4. The settings of the powertrain and vehicle controls shall be those 
prescribed by the manufacturer for series production.  
2.4.5. Tyres shall be of a type specified as original equipment by the 
vehicle manufacturer. Tyre pressure may be increased by up to 
50 per cent above the pressure specified in paragraph 4.2.2.3. of 
Sub-Annex 4. The same tyre pressure shall be used for the setting 
of the dynamometer and for all subsequent testing. The tyre 
pressure used shall be included in all relevant test reports.  
2.4.6. Reference fuel  
The appropriate reference fuel as specified in Annex IX shall be 
used for testing.  
2.4.7. Test vehicle preparation  
2.4.7.1. The vehicle shall be approximately horizontal during the test so as 
to avoid any abnormal distribution of the fuel.  
2.4.7.2. If necessary, the manufacturer shall provide additional fittings and 
adapters, as required to accommodate a fuel drain at the lowest 
point possible in the tank(s) as installed on the vehicle, and to 
provide for exhaust sample collection.  ▼M3
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2.4.7.3. For PM sampling during a test when the regenerating device is in 
a stabilized loading condition (i.e. the vehicle is not undergoing a 
regeneration), it is recommended that the vehicle has completed 
> 1/3 of the mileage between scheduled regenerations or that the 
periodically regenerating device has undergone equivalent loading 
off the vehicle.  
2.5. Preliminary testing cycles  
Preliminary testing cycles may be carried out if requested by the 
manufacturer to follow the speed trace within the prescribed 
limits.  
2.6. Test vehicle preconditioning  
2.6.1. Vehicle preparation  
2.6.1.1. Fuel tank filling  
The fuel tank (or fuel tanks) shall be filled with the specified test 
fuel. If the existing fuel in the fuel tank (or fuel tanks) does not 
meet the specifications contained in paragraph 2.4.6. of this Sub- 
Annex, the existing fuel shall be drained prior to the fuel fill. The 
evaporative emission control system shall neither be abnormally 
purged nor abnormally loaded.  
2.6.1.2. REESSs charging  
Before the preconditioning test cycle, the REESSs shall be fully 
charged. At the request of the manufacturer, charging may be 
omitted before preconditioning. The REESSs shall not be 
charged again before official testing.  
2.6.1.3. Tyre pressures  
The tyre pressure of the driving wheels shall be set in accordance 
with paragraph 2.4.5. of this Sub-Annex.  
2.6.1.4. Gaseous fuel vehicles  
Between the tests on the first gaseous reference fuel and the 
second gaseous reference fuel, for vehicles with positive ignition 
engines fuelled with LPG or NG/biomethane or so equipped that 
they can be fuelled with either petrol or LPG or NG/biomethane, 
the vehicle shall be preconditioned again before the test on the 
second reference fuel. Between the tests on the first gaseous 
reference fuel and the second gaseous reference fuel, for 
vehicles with positive ignition engines fuelled with LPG or 
NG/biomethane or so equipped that they can be fuelled with 
either petrol or LPG or NG/biomethane, the vehicle shall be 
preconditioned again before the test on the second reference fuel.  
2.6.2. Test cell  
2.6.2.1. Temperature  
During preconditioning, the test cell temperature shall be the same 
as defined for the Type 1 test (paragraph 2.2.2.1.1. of this Sub- 
Annex).  
2.6.2.2. Background measurement  
In a test facility in which there may be possible contamination of a 
low particulate emitting vehicle test with residue from a previous 
test on a high particulate emitting vehicle, it is recommended, for 
the purpose of sampling equipment preconditioning, that a 
120 km/h steady state drive cycle of 20 minutes duration be  ▼M3
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driven by a low particulate emitting vehicle. Longer and/or higher 
speed running is permissible for sampling equipment precon ­
ditioning if required. Dilution tunnel background measurements, 
if applicable, shall be taken after the tunnel preconditioning, and 
prior to any subsequent vehicle testing.  
2.6.3. Procedure  
2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, 
on a dynamometer and operated through the applicable 
WLTCs. The vehicle need not be cold, and may be used to set 
the dynamometer load.  
2.6.3.2. The dynamometer load shall be set in accordance with paragraphs 
7. and 8. of Sub-Annex 4. In the case that a dynamometer in 2WD 
operation is used for testing, the road load setting shall be carried 
out on a dynamometer in 2WD operation, and in the case that a 
dynamometer in 4WD operation is used for testing the road load 
setting shall be carried out on a dynamometer in 4WD operation.  
2.6.4. Operating the vehicle  
2.6.4.1. The powertrain start procedure shall be initiated by means of the 
devices provided for this purpose in accordance with the manu ­
facturer's instructions.  
A non-vehicle initiated switching of mode of operation during the 
test shall not be permitted unless otherwise specified.  
2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, 
e.g. the engine does not start as anticipated or the vehicle displays 
a start error, the test is void, preconditioning tests shall be repeated 
and a new test shall be driven.  
2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is 
permissible that the engine is started on petrol and switched auto ­
matically to LPG or NG/biomethane after a predetermined period 
of time that cannot be changed by the driver. This period of time 
shall not exceed 60 seconds.  
It is also permissible to use petrol only or simultaneously with gas 
when operating in gas mode provided that the energy consumption 
of gas is higher than 80 per cent of the total amount of energy 
consumed during the Type 1 test. This percentage shall be 
calculated in accordance with the method set out in Appendix 3 
to this Sub-Annex.  
2.6.4.2. The cycle starts on initiation of the powertrain start procedure.  
2.6.4.3. For preconditioning, the applicable WLTC shall be driven.  
At the request of the manufacturer or the approval authority, 
additional WLTCs may be performed in order to bring the 
vehicle and its control systems to a stabilized condition.  
The extent of such additional preconditioning shall be included in 
all relevant test reports.  ▼M3
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2.6.4.4. Accelerations  
The vehicle shall be operated with the appropriate accelerator 
control movement necessary to accurately follow the speed trace.  
The vehicle shall be operated smoothly, following representative 
shift speeds and procedures.  
For manual transmissions, the accelerator controller shall be 
released during each shift and the shift shall be accomplished in 
minimum time.  
If the vehicle cannot follow the speed trace, it shall be operated at 
maximum available power until the vehicle speed reaches the 
respective target speed again.  
2.6.4.5. Deceleration  
During decelerations of the cycle, the driver shall deactivate the 
accelerator control but shall not manually disengage the clutch 
until the point specified in paragraphs 4.(d), 4.(e) or 4.(f) of 
Sub-Annex 2.  
If the vehicle decelerates faster than prescribed by the speed trace, 
the accelerator control shall be operated such that the vehicle 
accurately follows the speed trace.  
If the vehicle decelerates too slowly to follow the intended decel ­
eration, the brakes shall be applied such that it is possible to 
accurately follow the speed trace.  
2.6.4.6. Brake application  
During stationary/idling vehicle phases, the brakes shall be applied 
with appropriate force to prevent the drive wheels from turning.  
2.6.5. Use of the transmission  
2.6.5.1. Manual shift transmissions  
2.6.5.1.1. The gear shift prescriptions specified in Sub-Annex 2 shall be 
followed. Vehicles tested in accordance with Sub-Annex 8 shall 
be driven in accordance with paragraph 1.5. of that Sub-Annex.  
2.6.5.1.2. The gear change shall be started and completed within ± 1,0 
second of the prescribed gear shift point.  
2.6.5.1.3. The clutch shall be depressed within ± 1,0 second of the 
prescribed clutch operating point.  
2.6.5.2. Automatic shift transmissions  
2.6.5.2.1. After initial engagement, the selector shall not be operated at any 
time during the test. Initial engagement shall be done 1 second 
before beginning the first acceleration.  
2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall 
not be tested in manual mode.  
2.6.6. Driver-selectable modes  
2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that 
mode. At the request of the manufacturer, the vehicle may alter ­
natively be tested with the driver-selectable mode in the worst- 
case position for CO  2 emissions.  ▼M3
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2.6.6.2. The manufacturer shall provide evidence to the approval authority 
of the existence of a driver-selectable mode that fulfils the 
requirements of paragraph 3.5.9. of this Annex. With the 
agreement of the approval authority, the predominant mode may 
be used as the only driver-selectable mode for the relevant system 
or device for the determination of criteria emissions, CO  2 
emissions, and fuel consumption.  
2.6.6.3. If the vehicle has no predominant mode or the requested 
predominant mode is not agreed by the approval authority as 
being a predominant mode, the vehicle shall be tested in the 
best case driver-selectable mode and worst case driver-selectable 
mode for criteria emissions, CO  2 emissions, and fuel consumption. 
Best and worst case modes shall be identified by the evidence 
provided on the CO  2 emissions and fuel consumption in all 
modes. CO  2 emissions and fuel consumption shall be the 
arithmetic average of the test results in both modes. Test results 
for both modes shall be recorded.  
At the request of the manufacturer, the vehicle may alternatively 
be tested with the driver-selectable mode in the worst case 
position for CO  2 emissions.  
2.6.6.4. On the basis of technical evidence provided by the manufacturer 
and with the agreement of the approval authority, the dedicated 
driver-selectable modes for very special limited purposes shall not 
be considered (e.g. maintenance mode, crawler mode). All 
remaining driver-selectable modes used for forward driving shall 
be considered and the criteria emissions limits shall be fulfilled in 
all these modes.  
2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. of this Sub-Annex shall apply to all 
vehicle systems with driver-selectable modes, including those not 
solely specific to the transmission.  
2.6.7. Voiding of the Type 1 test and completion of the cycle  
If the engine stops unexpectedly, the preconditioning or Type 1 
test shall be declared void.  
After completion of the cycle, the engine shall be switched off. 
The vehicle shall not be restarted until the beginning of the test for 
which the vehicle has been preconditioned.  
2.6.8. Data required, quality control  
2.6.8.1. Speed measurement  
During the preconditioning, speed shall be measured against actual 
time or collected by the data acquisition system at a frequency of 
not less than 1 Hz so that the actual driven speed can be assessed.  
2.6.8.2. Distance travelled  
The distance actually driven by the vehicle shall be included in all 
relevant test sheets for each WLTC phase.  
2.6.8.3. Speed trace tolerances  
Vehicles that cannot attain the acceleration and maximum speed 
values required in the applicable WLTC shall be operated with the 
accelerator control fully activated until they once again reach the 
required speed trace. Speed trace violations under these circum ­
stances shall not void a test. Deviations from the driving cycle 
shall be included in all relevant test reports.  ▼M3
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2.6.8.3.1. The following tolerances shall be permitted between the actual 
vehicle speed and the prescribed speed of the applicable test 
cycles.  
The tolerances shall not be shown to the driver:  
(a) Upper limit: 2,0 km/h higher than the highest point of the 
trace within ± 1,0 second of the given point in time;  
(b) Lower limit: 2,0 km/h lower than the lowest point of the trace 
within ± 1,0 second of the given time.  
See Figure A6/2.  
Speed tolerances greater than those prescribed shall be accepted 
provided the tolerances are never exceeded for more than 1 second 
on any one occasion.  
There shall be no more than ten such deviations per test cycle.  
2.6.8.3.2. IWR and RMSSE drive trace indices shall be calculated in 
accordance with the requirements of paragraph 7. of Sub-Annex 7.  
If either IWR or RMSSE is outside the respective validity range, 
the driving test has to be considered invalid.  
Figure A6/2  
Speed trace tolerances
  
2.7. Soaking  
2.7.1. After preconditioning and before testing, the test vehicle shall be 
kept in an area with ambient conditions as specified in paragraph 
2.2.2.2. of this Sub-Annex.  
2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a 
maximum of 36 hours with the engine compartment cover 
opened or closed. If not excluded by specific provisions for a 
particular vehicle, cooling may be accomplished by forced 
cooling down to the set point temperature. If cooling is accelerated 
by fans, the fans shall be placed so that the maximum cooling of 
the drive train, engine and exhaust after-treatment system is 
achieved in a homogeneous manner.  ▼M3
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2.8. Emission and fuel consumption test (Type 1 test)  
2.8.1. The test cell temperature at the start of the test shall be 
23 °C ± 3 °C. The engine oil temperature and coolant temperature, 
if any, shall be within ± 2 °C of the set point of 23 °C.  
2.8.2. The test vehicle shall be pushed onto a dynamometer.  
2.8.2.1. The drive wheels of the vehicle shall be placed on the dyna ­
mometer without starting the engine.  
2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the 
provisions of paragraph 2.4.5. of this Sub-Annex.  
2.8.2.3. The engine compartment cover shall be closed.  
2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tail ­
pipe(s) immediately before starting the engine.  
2.8.3. Starting of the powertrain and driving  
2.8.3.1. The powertrain start procedure shall be initiated by means of the 
devices provided for this purpose in accordance with the manu ­
facturer's instructions.  
2.8.3.2. The vehicle shall be driven as described in paragraphs 2.6.4. to 
2.6.7. of this Sub-Annex over the applicable WLTC, as described 
in Sub-Annex 1.  
2.8.4. RCB data shall be measured for each phase of the WLTC as 
defined in Appendix 2 to this Sub-Annex.  
2.8.5. Actual vehicle speed shall be sampled with a measurement 
frequency of 10 Hz and the drive trace indices described in 
paragraph 7. of Sub-Annex 7 shall be calculated and documented.  
2.8.6. Actual vehicle speed sampled with a measurement frequency of 
10 Hz together with actual time shall be applied for corrections of 
CO  2 results against the target speed and distance as defined in 
Sub-Annex 6b.  
2.9. Gaseous sampling  
Gaseous samples shall be collected in bags and the compounds 
analysed at the end of the test or a test phase, or the compounds 
may be analysed continuously and integrated over the cycle.  
2.9.1. The following steps shall be taken prior to each test:  
2.9.1.1. The purged, evacuated sample bags shall be connected to the 
dilute exhaust and dilution air sample collection systems.  
2.9.1.2. Measuring instruments shall be started in accordance with the 
instrument manufacturer's instructions.  
2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre- 
cooled to within its operating test temperature tolerance as 
specified in paragraph 3.3.5.1. of Sub-Annex 5.  
2.9.1.4. Components such as sample lines, filters, chillers and pumps shall 
be heated or cooled as required until stabilised operating 
temperatures are reached.  
2.9.1.5. CVS flow rates shall be set in accordance with paragraph 3.3.4. of 
Sub-Annex 5, and sample flow rates shall be set to the appropriate 
levels.  
2.9.1.6. Any electronic integrating device shall be zeroed and may be re- 
zeroed before the start of any cycle phase.  ▼M3
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2.9.1.7. For all continuous gas analysers, the appropriate ranges shall be 
selected. These may be switched during a test only if switching is 
performed by changing the calibration over which the digital 
resolution of the instrument is applied. The gains of an analyser's 
analogue operational amplifiers may not be switched during a test.  
2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using 
gases fulfilling the requirements of paragraph 6. of Sub-Annex 5.  
2.10. Sampling for PM determination  
2.10.1. The steps described in paragraphs 2.10.1.1. to 2.10.1.2.2. of this 
Sub-Annex shall be taken prior to each test.  
2.10.1.1. Filter selection  
A single particulate sample filter without back-up shall be 
employed for the complete applicable WLTC. In order to accom ­
modate regional cycle variations, a single filter may be employed 
for the first three phases and a separate filter for the fourth phase.  
2.10.1.2. Filter preparation  
2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri 
dish protecting against dust contamination and allowing air 
exchange, and placed in a weighing chamber (or room) for stabil ­
ization.  
At the end of the stabilization period, the filter shall be weighed 
and its weight shall be included in all relevant test sheets. The 
filter shall subsequently be stored in a closed petri dish or sealed 
filter holder until needed for testing. The filter shall be used within 
8 hours of its removal from the weighing chamber (or room).  
The filter shall be returned to the stabilization room within 1 hour 
after the test and shall be conditioned for at least 1 hour before 
weighing.  
2.10.1.2.2. The particulate sample filter shall be carefully installed into the 
filter holder. The filter shall be handled only with forceps or 
tongs. Rough or abrasive filter handling will result in erroneous 
weight determination. The filter holder assembly shall be placed in 
a sample line through which there is no flow.  
2.10.1.2.3. It is recommended that the microbalance be checked at the start of 
each weighing session, within 24 hours of the sample weighing, 
by weighing one reference item of approximately 100 mg. This 
item shall be weighed three times and the arithmetic average result 
included in all relevant test sheets. If the arithmetic average result 
of the weighings is ± 5 μg of the result from the previous 
weighing session, the weighing session and balance are considered 
valid.  
2.11. PN sampling  
2.11.1. The steps described in paragraphs 2.11.1.1. to 2.11.1.2. of this 
Sub-Annex shall be taken prior to each test:  
2.11.1.1. The particle specific dilution system and measurement equipment 
shall be started and made ready for sampling;  
2.11.1.2. The correct function of the PNC and VPR elements of the particle 
sampling system shall be confirmed in accordance with the 
procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. of this 
Sub-Annex.  ▼M3
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2.11.1.2.1. A leak check, using a filter of appropriate performance attached to 
the inlet of the entire PN measurement system, VPR and PNC, 
shall report a measured concentration of less than 0,5 particles 
per cm  3 . 
2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate 
performance at the PNC inlet, shall report a concentration of ≤ 0,2 
particles per cm  3 . Upon removal of the filter, the PNC shall show 
an increase in measured concentration to at least 100 particles 
per cm  3 when sampling ambient air and a return to ≤ 0,2 
particles per cm  3 on replacement of the filter.  
2.11.1.2.3. It shall be confirmed that the measurement system indicates that 
the evaporation tube, where featured in the system, has reached its 
correct operating temperature.  
2.11.1.2.4. It shall be confirmed that the measurement system indicates that 
the diluter PND  1 has reached its correct operating temperature.  
2.12. Sampling during the test  
2.12.1. The dilution system, sample pumps and data collection system 
shall be started.  
2.12.2. The PM and PN sampling systems shall be started.  
2.12.3. Particle number shall be measured continuously. The arithmetic 
average concentration shall be determined by integrating the 
analyser signals over each phase.  
2.12.4. Sampling shall begin before or at the initiation of the powertrain 
start procedure and end on conclusion of the cycle.  
2.12.5. Sample switching  
2.12.5.1. Gaseous emissions  
Sampling from the diluted exhaust and dilution air shall be 
switched from one pair of sample bags to subsequent bag pairs, 
if necessary, at the end of each phase of the applicable WLTC to 
be driven.  
2.12.5.2. Particulate  
The requirements of paragraph 2.10.1.1. of this Sub-Annex shall 
apply.  
2.12.6. Dynamometer distance shall be included in all relevant test sheets 
for each phase.  
2.13. Ending the test  
2.13.1. The engine shall be turned off immediately after the end of the 
last part of the test.  
2.13.2. The constant volume sampler, CVS, or other suction device shall 
be turned off, or the exhaust tube from the tailpipe or tailpipes of 
the vehicle shall be disconnected.  
2.13.3. The vehicle may be removed from the dynamometer.  
2.14. Post-test procedures  
2.14.1. Gas analyser check  
Zero and calibration gas reading of the analysers used for 
continuous diluted measurement shall be checked. The test shall 
be considered acceptable if the difference between the pre-test and 
post-test results is less than 2 per cent of the calibration gas value.  ▼M3
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2.14.2. Bag analysis  
2.14.2.1. Exhaust gases and dilution air contained in the bags shall be 
analysed as soon as possible. Exhaust gases shall, in any event, 
be analysed not later than 30 minutes after the end of the cycle 
phase.  
The gas reactivity time for compounds in the bag shall be taken 
into consideration.  
2.14.2.2. As soon as practical prior to analysis, the analyser range to be 
used for each compound shall be set to zero with the appropriate 
zero gas.  
2.14.2.3. The calibration curves of the analysers shall be set by means of 
calibration gases of nominal concentrations of 70 to 100 per cent 
of the range.  
2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: 
if any reading differs by more than 2 per cent of the range from 
that set in paragraph 2.14.2.2. of this Sub-Annex, the procedure 
shall be repeated for that analyser.  
2.14.2.5. The samples shall be subsequently analysed.  
2.14.2.6. After the analysis, zero and calibration points shall be rechecked 
using the same gases. The test shall be considered acceptable if 
the difference is less than 2 per cent of the calibration gas value.  
2.14.2.7. The flow rates and pressures of the various gases through 
analysers shall be the same as those used during calibration of 
the analysers.  
2.14.2.8. The content of each of the compounds measured shall be included 
in all relevant test sheets after stabilization of the measuring 
device.  
2.14.2.9. The mass and number of all emissions, where applicable, shall be 
calculated in accordance with Sub-Annex 7.  
2.14.2.10. Calibrations and checks shall be performed either:  
(a) Before and after each bag pair analysis; or  
(b) Before and after the complete test.  
In case (b), calibrations and checks shall be performed on all 
analysers for all ranges used during the test.  
In both cases, (a) and (b), the same analyser range shall be used 
for the corresponding ambient air and exhaust bags.  
2.14.3. Particulate sample filter weighing  
2.14.3.1. The particulate sample filter shall be returned to the weighing 
chamber (or room) no later than 1 hour after completion of the 
test. It shall be conditioned in a petri dish, which is protected 
against dust contamination and allows air exchange, for at least 
1 hour, and weighed. The gross weight of the filter shall be 
included in all relevant test sheets.  
2.14.3.2. At least two unused reference filters shall be weighed within 
8 hours of, but preferably at the same time as, the sample filter 
weighings. Reference filters shall be of the same size and material 
as the sample filter.  
2.14.3.3. If the specific weight of any reference filter changes by more than 
± 5 μg between sample filter weighings, the sample filter and 
reference filters shall be reconditioned in the weighing chamber 
(or room) and reweighed.  ▼M3
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2.14.3.4. The comparison of reference filter weighings shall be made 
between the specific weights and the rolling arithmetic average 
of that reference filter's specific weights. The rolling arithmetic 
average shall be calculated from the specific weights collected 
in the period after the reference filters were placed in the 
weighing chamber (or room). The averaging period shall be at 
least one day but not more than 15 days.  
2.14.3.5. Multiple reconditionings and reweighings of the sample and 
reference filters are permitted until a period of 80 hours has 
elapsed following the measurement of gases from the emissions 
test. If, prior to or at the 80-hour point, more than half the number 
of reference filters meet the ± 5 μg criterion, the sample filter 
weighing may be considered valid. If, at the 80-hour point, two 
reference filters are employed and one filter fails the ± 5 μg 
criterion, the sample filter weighing may be considered valid 
under the condition that the sum of the absolute differences 
between specific and rolling means from the two reference 
filters shall be less than or equal to 10 μg. 
2.14.3.6. In the case that less than half of the reference filters meet the 
± 5 μg criterion, the sample filter shall be discarded, and the 
emissions test repeated. All reference filters shall be discarded 
and replaced within 48 hours. In all other cases, reference filters 
shall be replaced at least every 30 days and in such a manner that 
no sample filter is weighed without comparison to a reference 
filter that has been present in the weighing chamber (or room) 
for at least one day.  
2.14.3.7. If the weighing chamber (or room) stability criteria outlined in 
paragraph 4.2.2.1. of Sub-Annex 5 are not met, but the 
reference filter weighings meet the above criteria, the vehicle 
manufacturer has the option of accepting the sample filter 
weights or voiding the tests, repairing the weighing chamber (or 
room) control system and re-running the test.  ▼M3
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Sub-Annex 6 - Appendix 1  
Emissions test procedure for all vehicles equipped with periodically 
regenerating systems  
1. General  
1.1. This Appendix defines the specific provisions regarding testing a vehicle 
equipped with periodically regenerating systems as defined in 
paragraph 3.8.1. of this Annex.  
1.2. During cycles where regeneration occurs, emission standards need not 
apply. If a periodic regeneration occurs at least once per Type 1 test and 
has already occurred at least once during vehicle preparation or the 
distance between two successive periodic regenerations is more than 
4 000 km of driving repeated Type 1 tests, it does not require a 
special test procedure. In this case, this Appendix does not apply and 
a K  i factor of 1,0 shall be used.  
1.3. The provisions of this Appendix shall apply for the purposes of PM 
measurements only and not PN measurements.  
1.4. At the request of the manufacturer, and with approval of the approval 
authority, the test procedure specific to periodically regenerating systems 
need not apply to a regenerative device if the manufacturer provides data 
demonstrating that, during cycles where regeneration occurs, emissions 
remain below the emissions limits for the relevant vehicle category. In 
this case, a fixed K  i value of 1,05 shall be used for CO  2 and fuel 
consumption.  
1.5. At the request of the manufacturer and with the agreement of the 
approval authority the Extra High phase may be excluded for deter ­
mining the regenerative factor K  i for Class 2 and Class 3 vehicles.  
2. Test procedure  
The test vehicle shall be capable of inhibiting or permitting the regen ­
eration process provided that this operation has no effect on original 
engine calibrations. Prevention of regeneration is only permitted 
during loading of the regeneration system and during the preconditioning 
cycles. It is not permitted during the measurement of emissions during 
the regeneration phase. The emission test shall be carried out with the 
unchanged, original equipment manufacturer's (OEM) control unit. At 
the request of the manufacturer and with agreement of the approval 
authority, an ‘engineering control unit’ which has no effect on original 
engine calibrations may be used during K  i determination.  
2.1. Exhaust emissions measurement between two WLTCs with regeneration 
events  
2.1.1. The arithmetic average emissions between regeneration events and 
during loading of the regenerative device shall be determined from the 
arithmetic mean of several approximately equidistant (if more than two) 
Type 1 tests. As an alternative, the manufacturer may provide data to 
show that the emissions remain constant (± 15 per cent) on WLTCs 
between regeneration events. In this case, the emissions measured during 
the Type 1 test may be used. In any other case, emissions measurements 
for at least two Type 1 cycles shall be completed: one immediately after 
regeneration (before new loading) and one as close as possible prior to a 
regeneration phase. All emissions measurements shall be carried out in 
accordance with this Sub-Annex and all calculations shall be carried out 
in accordance with paragraph 3. of this Appendix.  ▼M3
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2.1.2. The loading process and K  i determination shall be made during the 
Type 1 driving cycle on a chassis dynamometer or on an engine test 
bench using an equivalent test cycle. These cycles may be run 
continuously (i.e. without the need to switch the engine off between 
cycles). After any number of completed cycles, the vehicle may be 
removed from the chassis dynamometer and the test continued at a 
later time. Upon request of the manufacturer and with approval of the 
approval authority, a manufacturer may develop an alternative procedure 
and demonstrate its equivalency, including filter temperature, loading 
quantity and distance driven. This may be done on an engine bench 
or on a chassis dynamometer.  
2.1.3. The number of cycles D between two WLTCs where regeneration events 
occur, the number of cycles over which emission measurements are 
made n and mass emissions measurement M ′ sij for each compound i 
over each cycle j shall be included in all relevant test sheets.  
2.2. Measurement of emissions during regeneration events  
2.2.1. Preparation of the vehicle, if required, for the emissions test during a 
regeneration phase, may be completed using the preconditioning cycles 
in paragraph 2.6. of this Sub-Annex or equivalent engine test bench 
cycles, depending on the loading procedure chosen in paragraph 2.1.2. 
of this Appendix.  
2.2.2. The test and vehicle conditions for the Type 1 test described in this 
Annex apply before the first valid emission test is carried out.  
2.2.3. Regeneration shall not occur during the preparation of the vehicle. This 
may be ensured by one of the following methods:  
2.2.3.1. A ‘dummy’ regenerating system or partial system may be fitted for the 
preconditioning cycles.  
2.2.3.2. Any other method agreed between the manufacturer and the approval 
authority.  
2.2.4. A cold start exhaust emissions test including a regeneration process shall 
be performed in accordance with the applicable WLTC.  
2.2.5. If the regeneration process requires more than one WLTC, each WLTC 
shall be completed. Use of a single particulate sample filter for multiple 
cycles required to complete regeneration is permissible.  
If more than one WLTC is required, subsequent WLTC(s) shall be 
driven immediately, without switching the engine off, until complete 
regeneration has been achieved. In the case that the number of 
gaseous emission bags required for the multiple cycles would exceed 
the number of bags available, the time necessary to set up a new test 
shall be as short as possible. The engine shall not be switched off during 
this period.  
2.2.6. The emission values during regeneration M  ri for each compound i shall 
be calculated in accordance with paragraph 3. of this Appendix. The 
number of applicable test cycles d measured for complete regeneration 
shall be included in all relevant test sheets.  
3. Calculations  
3.1. Calculation of the exhaust and CO  2 emissions, and fuel consumption of 
a single regenerative system  ▼M3
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M si ¼ P n 
j¼1 M′ sij 
n for n ≥ 1 
M ri ¼ P d 
j¼1 M′ rij 
d for d ≥ 1 
M pi ¼ M si Ü D þ M ri Ü d 
D þ d 
where for each compound i considered:  
M′ sij are the mass emissions of compound i over test cycle j without 
regeneration, g/km;  
M′ rij are the mass emissions of compound i over test cycle j during 
regeneration, g/km (if d > 1, the first WLTC test shall be run 
cold and subsequent cycles hot);  
M si are the mean mass emissions of compound i without regener ­
ation, g/km;  
M ri are the mean mass emissions of compound i during regeneration, 
g/km;  
M pi are the mean mass emissions of compound i, g/km;  
n is the number of test cycles, between cycles where regenerative 
events occur, during which emissions measurements on Type 1 
WLTCs are made, ≥ 1; 
d is the number of complete applicable test cycles required for 
regeneration;  
D is the number of complete applicable test cycles between two 
cycles where regeneration events occur.  
The calculation of M  pi is shown graphically in Figure A6.App1/1.  
Figure A6.App1/1  
Parameters measured during emissions test during and between 
cycles where regeneration occurs (schematic example, the 
emissions during D may increase or decrease)
  
3.1.1. Calculation of the regeneration factor K  i for each compound i 
considered.  
The manufacturer may elect to determine for each compound indepen ­
dently either additive offsets or multiplicative factors.  
K i factor:  K  i ¼ M pi 
M si 
K i offset: K  i = M  pi – M  si ▼M3
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M si , M  pi and K  i results, and the manufacturer's choice of type of factor 
shall be recorded. The K  i result shall be included in all relevant test 
reports. M  si , M  pi and K  i results shall be included in all relevant test 
sheets. 
K i may be determined following the completion of a single regeneration 
sequence comprising measurements before, during and after regeneration 
events as shown in Figure A6.App1/1.  
3.2. Calculation of exhaust and CO  2 emissions, and fuel consumption of 
multiple periodically regenerating systems  
The following shall be calculated for one Type 1 operation cycle for 
criteria emissions and for CO  2 emissions. The CO  2 emissions used for 
that calculation shall be from the result of step 3 described in Table 
A7/1 of Sub-Annex 7.  
M sik ¼ P n k 
j¼1 M′ sik ;j 
n k for n  j ≥ 1 
M rik ¼ P d k 
j¼1 M′ rik ;j 
d k for d ≥ 1 
M si ¼ P x 
k¼1 M sik Ü D  k P x 
k¼1 D k 
M ri ¼ P x 
k¼1 M rik Ü d  k P x 
k¼1 d k 
M pi ¼ M si Ü P x 
k¼1 D k þ M  ri Ü P x 
k¼1 d k P x 
k¼1 ðD k þ d  k Þ 
M pi ¼ P x 
k¼1 ðM sik Ü D  k þ M  rik Ü d  k Þ P x 
k¼1 ðD k þ d  k Þ 
K i factor:  K  i ¼ M pi 
M si 
K i offset: K  i = M  pi – M  si 
where: 
M si are the mean mass emissions of all events k of compound i 
without regeneration, g/km;  
M ri are the mean mass emissions of all events k of compound i 
during regeneration, g/km;  
M pi are the mean mass emission of all events k of compound i, 
g/km;  
M sik are the mean mass emissions of event k of compound i without 
regeneration, g/km;  
M rik are the mean mass emissions of event k of compound i during 
regeneration, g/km;  
M′ sik,j are the mass emissions of event k of compound i in g/km 
without regeneration measured at point j where 1 ≤ j ≤ n  k , 
g/km; 
M′ rik,j are the mass emissions of event k of compound i during regen ­
eration (when j > 1, the first Type 1 test is run cold, and 
subsequent cycles are hot) measured at test cycle j where 1 
≤ j ≤ d  k , g/km;  
n k are the number of complete test cycles of event k, between two 
cycles where regenerative phases occur, during which 
emissions measurements (Type 1 WLTCs or equivalent 
engine test bench cycles) are made, ≥ 2; ▼M3
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d k is the number of complete applicable test cycles of event k 
required for complete regeneration;  
D k is the number of complete applicable test cycles of event k 
between two cycles where regenerative phases occur;  
x is the number of complete regeneration events.  
The calculation of M  pi is shown graphically in Figure A6.App1/2.  
Figure A6.App1/2  
Parameters measured during emissions test during and between 
cycles where regeneration occurs (schematic example)
  
The calculation of K  i for multiple periodically regenerating systems is 
only possible after a certain number of regeneration events for each 
system.  
After performing the complete procedure (A to B, see 
Figure A6.App1/2), the original starting condition A should be 
reached again.  
3.3. K  i factors (multiplicative or additive) shall be rounded to four decimal 
places based on the physical unit of the emission standard value.  ▼M3
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Sub-Annex 6 - Appendix 2  
Test procedure for rechargeable electric energy storage system monitoring  
1. General  
In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 
and 3 to Sub-Annex 8 shall apply.  
This Appendix defines the specific provisions regarding the correction of 
test results for CO  2 mass emission as a function of the energy balance 
ΔE REESS  for all REESSs.  
The corrected values for CO  2 mass emission shall correspond to a zero 
energy balance ( ΔE REESS  = 0), and shall be calculated using a correction 
coefficient determined as defined below.  
2. Measurement equipment and instrumentation  
2.1. Current measurement  
REESS depletion shall be defined as negative current.  
2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on 
or closed type current transducer. The current measurement system shall 
fulfil the requirements specified in Table A8/1. The current transducer(s) 
shall be capable of handling the peak currents at engine starts and 
temperature conditions at the point of measurement.  
In order to have an accurate measurement, zero adjustment and degaussing 
shall be performed before the test in accordance with the instrument manu ­
facturer's instructions.  
2.1.2. Current transducers shall be fitted to any of the REESS on one of the 
cables connected directly to the REESS and shall include the total REESS 
current.  
In case of shielded wires, appropriate methods shall be applied in 
accordance with the approval authority.  
In order to easily measure REESS current using external measuring 
equipment, manufacturers should preferably integrate appropriate, safe 
and accessible connection points in the vehicle. If this is not feasible, 
the manufacturer shall support the approval authority by providing the 
means to connect a current transducer to the REESS cables in the 
manner described above.  
2.1.3. The measured current shall be integrated over time at a minimum 
frequency of 20 Hz, yielding the measured value of Q, expressed in 
ampere-hours Ah. The measured current shall be integrated over time, 
yielding the measured value of Q, expressed in ampere-hours Ah. The 
integration may be done in the current measurement system.  
2.2. Vehicle on-board data  
2.2.1. Alternatively, the REESS current shall be determined using vehicle-based 
data. In order to use this measurement method, the following information 
shall be accessible from the test vehicle:  
(a) Integrated charging balance value since last ignition run in Ah;  
(b) Integrated on-board data charging balance value calculated at a 
minimum sample frequency of 5 Hz;  
(c) The charging balance value via an OBD connector as described in 
SAE J1962.  ▼M3
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2.2.2. The accuracy of the vehicle on-board REESS charging and discharging 
data shall be demonstrated by the manufacturer to the approval authority.  
The manufacturer may create a REESS monitoring vehicle family to prove 
that the vehicle on-board REESS charging and discharging data are 
correct. The accuracy of the data shall be demonstrated on a representative 
vehicle.  
The following family criteria shall be valid:  
(a) Identical combustion processes (i.e. positive ignition, compression 
ignition, two-stroke, four-stroke);  
(b) Identical charge and/or recuperation strategy (software REESS data 
module);  
(c) On-board data availability;  
(d) Identical charging balance measured by REESS data module;  
(e) Identical on-board charging balance simulation.  
2.2.3. All REESS having no influence on CO  2 mass emissions shall be excluded 
from monitoring.  
3. REESS energy change-based correction procedure  
3.1. Measurement of the REESS current shall start at the same time as the test 
starts and shall end immediately after the vehicle has driven the complete 
driving cycle.  
3.2. The electricity balance Q measured in the electric power supply system, 
shall be used as a measure of the difference in the REESS energy content 
at the end of the cycle compared to the beginning of the cycle. The 
electricity balance shall be determined for the total driven WLTC.  
3.3. Separate values of Q  phase shall be logged over the driven cycle phases.  
3.4. Correction of CO  2 mass emission over the whole cycle as a function of 
the correction criterion c  
3.4.1. Calculation of the correction criterion c  
The correction criterion c is the ratio between the absolute value of the 
electric energy change ΔE REESS,j  and the fuel energy and shall be 
calculated using the following equations: 
c ¼ ΔE REESS ;j 
E fuel Æ Æ Æ Æ Æ Æ Æ Æ 
where:  
c is the correction criterion;  
ΔE REESS,j  is the electric energy change of all REESSs over period j 
determined in accordance with paragraph 4.1. of this 
Appendix, Wh;  
j is, in this paragraph, the whole applicable WLTP test cycle;  
E Fuel is the fuel energy calculated with the following equation:  
E fuel = 10 × HV × FC  nb × d 
where:  
E fuel is the energy content of the consumed fuel over the 
applicable WLTP test cycle, Wh;  
HV is the heating value in accordance with Table A6.App2/1, 
kWh/l;  ▼M3
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FC nb is the non-balanced fuel consumption of the Type 1 test, not 
corrected for the energy balance, determined in accordance 
with paragraph 6. of Sub-Annex 7, and using the results for 
criteria emissions and CO  2 calculated in Step 2 in Table 
A7/1, l/100 km;  
d is the distance driven over the corresponding applicable 
WLTP test cycle, km;  
10 conversion factor to Wh.  
3.4.2. The correction shall be applied if ΔE REESS  is negative (corresponding to 
REESS discharging) and the correction criterion ‘c’ calculated in 
accordance with paragraph 3.4.1. of this Appendix is greater than the 
applicable threshold in accordance with Table A6.App2/2.  
3.4.3. The correction shall be omitted and uncorrected values shall be used if the 
correction criterion ‘c’ calculated in accordance with paragraph 3.4.1. of 
this Appendix is less than the applicable threshold in accordance with 
Table A6.App2/2.  
3.4.4. The correction may be omitted and uncorrected values may be used if:  
(a) ΔE REESS  is positive (corresponding to REESS charging) and the 
correction criterion ‘c’ calculated in accordance with paragraph 
3.4.1. of this Appendix is greater than the applicable threshold in 
accordance with Table A6.App2/2;  
(b) the manufacturer can prove to the approval authority by measurement 
that there is no relation between ΔE REESS  and CO  2 mass emission and 
ΔE REESS  and fuel consumption respectively.  
Table A6.App2/1  
Energy content of fuel  
Fuel Petrol  Diesel  
Content Ethanol/ 
Biodiesel, per cent  E10 E85  B7  
Heat value 
(kWh/l)  8,64 6,41  9,79  
Table A6.App2/2  
RCB correction criteria thresholds  
Cycle  low + medium)  low + medium + high  low + medium + high 
+ extra high  
Thresholds for correction criterion c  0,015  0,01  0,005  
4. Applying the correction function  
4.1. To apply the correction function, the electric energy change ΔT REESS,j  of a 
period j of all REESSs shall be calculated from the measured current and 
the nominal voltage: 
ΔE REESS ;j ¼ X  n 
i¼1 ΔE REESS ;j;i 
where:  
ΔE REESS,j,i  is the electric energy change of REESS i during the 
considered period j, Wh;  ▼M3
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and: 
ΔE REESS ;j;i ¼ 1 
3 600 Ü U REESS Ü Z t end 
t 0 IðtÞ j;i dt 
where:  
U REESS  is the nominal REESS voltage determined in accordance with 
IEC 60050-482, V;  
I(t) j,i is the electric current of REESS i during the considered period 
j, determined in accordance with paragraph 2. of this 
Appendix, A;  
t 0 is the time at the beginning of the considered period j, s;  
t end is the time at the end of the considered period j, s.  
i is the index number of the considered REESS;  
n is the total amount of REESS;  
j is the index number for the considered period, where a period 
shall be any applicable cycle phase, combination of cycle 
phases and the applicable total cycle;  
1 
3 600 is the conversion factor from Ws to Wh.  
4.2. For correction of CO  2 mass emission, g/km, combustion process-specific 
Willans factors from Table A6.App2/3 shall be used.  
4.3. The correction shall be performed and applied for the total cycle and for 
each of its cycle phases separately, and shall be included in all relevant 
test reports.  
4.4. For this specific calculation, a fixed electric power supply system 
alternator efficiency shall be used:  
η alternator  = 0,67 for electric power supply system REESS alternators  
4.5. The resulting CO  2 mass emission difference for the considered period j 
due to load behaviour of the alternator for charging a REESS shall be 
calculated using the following equation: 
ΔM CO2;j ¼ 0,0036 Ü ΔE REESS ;j Ü 1 
η alternator Ü Willans  factor Ü 1 
d j 
where:  
ΔM CO2,j is the resulting CO  2 mass emission difference of period j, 
g/km;  
ΔE REESS,j  is the REESS energy change of the considered period j 
calculated in accordance with paragraph 4.1. of this 
Appendix, Wh;  
d j is the driven distance of the considered period j, km;  
j is the index number for the considered period, where a 
period shall be any applicable cycle phase, combination 
of cycle phases and the applicable total cycle;  
0,0036 is the conversion factor from Wh to MJ;  
η alternator  is the efficiency of the alternator in accordance with 
paragraph 4.4. of this Appendix;  
Willans  factor is the combustion process-specific Willans factor as 
defined in Table A6.App2/3, gCO  2 /MJ; 
4.5.1. The CO  2 values of each phase and the total cycle shall be corrected as 
follows:  
M CO2,p,3  = M  CO2,p,1  – ΔM CO2,j ▼M3
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M CO2,c,3  = M  CO2,c,2  – ΔM CO2,j 
where:  
ΔM CO2,j is the result from paragraph 4.5. of this Appendix for a period 
j, g/km.  
4.6. For the correction of CO  2 emission, g/km, the Willans factors in 
Table A6.App2/3 shall be used.  
Table A6.App2/3  
Willans factors  
Naturally aspirated  Pressure-charged  
Positive ignition  
Petrol (E10)  l/MJ  0,0756  0,0803  
gCO  2 /MJ 174  184  
CNG (G20)  m  3 /MJ 0,0719  0,0764  
gCO  2 /MJ 129  137  
LPG  l/MJ  0,0950  0,101  
gCO  2 /MJ 155  164  
E85 l/MJ  0,102  0,108  
gCO  2 /MJ 169  179  
Compression 
ignition  
Diesel (B7)  l/MJ  0,0611  0,0611  
gCO  2 /MJ 161  161  ▼M3
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Sub-Annex 6 - Appendix 3  
Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane)  
1. Measurement of the mass of gaseous fuel consumed during the Type 1 test 
cycle  
Measurement of the mass of gas consumed during the cycle shall be done 
by a fuel weighing system capable of measuring the weight of the storage 
container during the test in accordance with the following:  
(a) An accuracy of ± 2 per cent of the difference between the readings at 
the beginning and at the end of the test or better.  
(b) Precautions shall be taken to avoid measurement errors.  
Such precautions shall at least include the careful installation of the 
device in accordance with the instrument manufacturer's recommen ­
dations and to good engineering practice.  
(c) Other measurement methods are permitted if an equivalent accuracy 
can be demonstrated.  
2. Calculation of the gas energy ratio  
The fuel consumption value shall be calculated from the emissions of 
hydrocarbons, carbon monoxide, and carbon dioxide determined from 
the measurement results assuming that only the gaseous fuel is burned 
during the test.  
The gas ratio of the energy consumed in the cycle shall be determined 
using the following equation: 
G gas ¼ A 
M gas Ü cf Ü 10 4 
FC norm Ü dist Ü ρ ! 
where:  
G gas is the gas energy ratio, per cent;  
M gas is the mass of the gaseous fuel consumed during the cycle, kg;  
FC norm is the fuel consumption (l/100 km for LPG, m  3 /100 km for 
NG/biomethane) calculated in accordance with paragraphs 6.6. 
and 6.7. of Sub-Annex 7;  
dist is the distance recorded during the cycle, km;  
ρ is the gas density:  
ρ = 0,654 kg/m  3 for NG/Biomethane;  
ρ = 0,538 kg/litre for LPG;  
cf is the correction factor, assuming the following values:  
cf = 1 in the case of LPG or G20 reference fuel;  
cf = 0,78 in the case of G25 reference fuel.  ▼M3
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Sub-Annex 6a  
Ambient Temperature Correction Test for the determination of CO  2 
emissions under representative regional temperature conditions  
1. Introduction  
This Sub-Annex describes the supplemental Ambient Temperature 
Correction Test (ATCT) procedure to determine the CO  2 emissions 
under representative regional temperature conditions.  
1.1. The CO  2 emissions of ICE vehicles, NOVC-HEVs and the charge 
sustaining value of OVC-HEVs shall be corrected in accordance with 
the requirements of this Sub-Annex. No correction is required for the 
CO  2 value of the charge depleting test. No correction is required for an 
Electric Range.  
2. Ambient Temperature Correction Test (ATCT) Family  
2.1. Only vehicles which are identical with respect to all the following 
characteristics are permitted to be part of the same ATCT Family:  
(a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or 
electric);  
(b) Combustion process (i.e. two stroke or four stroke);  
(c) Number and arrangement of cylinders;  
(d) Method of engine combustion (i.e. indirect or direct injection);  
(e) Type of cooling system (i.e. air, water, or oil);  
(f) Method of aspiration (i.e. naturally aspirated, or charged);  
(g) Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, 
etc.);  
(h) Catalytic converter (i.e. three-way catalyst, lean NO  x trap, SCR, lean 
NO  x catalyst or other(s));  
(i) Whether or not a particulate trap is installed; and  
(j) Exhaust gas recirculation (with or without, cooled or non-cooled).  
In addition the vehicles shall be similar with respect to the following 
characteristics:  
(k) The vehicles shall have a variation in engine cylinder capacity of no 
more than 30 % of the vehicle with the lowest capacity; and  
(l) Engine compartment insulation shall be of a similar type regarding 
material, amount and location of the insulation. Manufacturers shall 
provide evidence (e.g. by CAD drawings) to the approval authority 
that for all vehicles in the family, the volume and weight of the 
insulation material which will be installed is greater than 90 % of 
that of the ATCT measured reference vehicle.  
Difference in insulation material and location may also be accepted to be 
part of a single ATCT family under the condition that the test vehicle 
can be demonstrated as being the worst case with regards to engine 
compartment insulation.  ▼M3
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2.1.1. If active heat storage devices are installed, only vehicles that meet the 
following requirements shall be considered to be part of the same ATCT 
Family:  
(i) the heat capacity, defined by the enthalpy stored in the system, is 
within a range of 0 to 10 % above the enthalpy of the test vehicle; 
and 
(ii) the OEM can provide evidence to the technical service that the time 
for heat release at engine start within a family is within a range of 0 
to 10 % below the time for the heat release of the test vehicle.  
2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this 
Sub-Annex 6a shall be considered to be part of the same ATCT Family.  
3. ATCT Procedure  
The Type 1 test specified in Sub-Annex 6 shall be carried out with the 
exception of the requirements specified in paragraphs 3.1. to 3.9. of this 
Sub-Annex 6a. That requires also a new calculation and application of 
gearshift points in accordance with Sub-Annex 2 taking into account the 
different road load as specified in paragraph 3.4. of this Sub-Annex 6a.  
3.1. Ambient conditions for ATCT  
3.1.1. The temperature (T  reg ) at which the vehicle should be soaked and tested 
for the ATCT shall be 14 °C.  
3.1.2. The minimum soaking time (t  soak_ATCT  ) for the ATCT shall be 9 hours.  
3.2. Test cell and soak area  
3.2.1. Test cell  
3.2.1.1. The test cell shall have a temperature set point equal to T  reg . The actual 
temperature value shall be within ± 3 °C at the start of the test and 
within ± 5 °C during the test.  
3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake 
air of the engine shall be such that: 
3,0 ≤ H ≤ 8,1 (g H  2 O/kg dry air)  
3.2.1.3. The air temperature and humidity shall be measured at the cooling fan 
outlet at a rate of 0,1 Hz.  
3.2.2. Soak area  
3.2.2.1. The soak area shall have a temperature set point equal to T  reg and the 
actual temperature value shall be within ± 3 °C on a 5 minute running 
arithmetic average and shall not show a systematic deviation from the 
set point. The temperature shall be measured continuously at a minimum 
frequency of 0,033 Hz.  
3.2.2.2. The location of the temperature sensor for the soak area shall be rep ­
resentative to measure the ambient temperature around the vehicle and 
shall be checked by the technical service.  
The sensor shall be at least 10 cm away from the wall of the soak area 
and shall be shielded from direct air flow.  ▼M3
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The air-flow conditions within the soak room in the vicinity of the 
vehicle shall represent a natural convection flow representative for the 
dimension of the room (no forced convection).  
3.3. Test vehicle  
3.3.1. The vehicle to be tested shall be representative of the family for which 
the ATCT data are determined (as described in paragraph 2.1. of this 
Sub-Annex 6a).  
3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine 
capacity shall be selected (see paragraph 2 of this Sub-Annex 6a), and 
the test vehicle shall be in the ‘vehicle H’ configuration of this family.  
3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat 
storage device and the slowest heat release for the active heat storage 
device from the ATCT Family shall be selected.  
3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of 
Sub-Annex 6 and paragraph 2.1 of this Sub-Annex 6a.  
3.4. Settings  
3.4.1. Road load and dynamometer settings shall be as specified in Sub- 
Annex 4, including the requirement for the room temperature to be at 
23 °C.  
To take account of the difference in air density at 14 °C when compared 
to the air density at 20 °C, the chassis dynamometer shall be set as 
specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception 
that f  2_TReg  from the following equation shall be used as the target 
coefficient C  t . 
f 2_TReg  = f 2 × (T  ref + 273)/(T  reg + 273)  
where:  
f 2 is the second order road load coefficient, at reference conditions, 
N/(km/h)  2 ; 
T ref is the road load reference temperature as specified in paragraph 
3.2.10. of this Annex, C;  
T reg is the regional temperature, as defined in paragraph 3.1.1., C.  
In the case that a valid chassis dynamometer setting of the 23 °C test is 
available, the second order chassis dynamometer coefficient of C  d shall 
be adapted in accordance with the following equation:  
C d_Treg  = C  d + (f  2_TReg  – f 2 ) 
3.4.2. The ATCT test and its road load setting shall be performed on a 2WD 
dynamometer in the case that the corresponding Type 1 test was done on 
a 2WD dynamometer; and it shall be performed on a 4WD dynamometer 
in the case that the corresponding Type 1 test was done on a 4WD 
dynamometer.  
3.5. Preconditioning  
At the request of the manufacturer preconditioning may be undertaken at 
T reg . 
The engine temperature shall be within ± 2 °C of the set point of 23 °C 
or T  reg , whichever temperature is chosen for the preconditioning.  ▼M3
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3.5.1. Pure ICE vehicles shall be preconditioned as described in paragraph 2.6. 
of Sub-Annex 6.  
3.5.2. NOVC-HEVs shall be preconditioned as described in paragraph 3.3.1.1. 
of Sub-Annex 8.  
3.5.3. OVC-HEVs shall be preconditioned as described in paragraph 2.1.1. or 
2.1.2. of Appendix 4 to Sub-Annex 8.  
3.6. Soak procedure  
3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak 
area with the ambient conditions described in paragraph 3.2.2. of this 
Sub-Annex 6a.  
3.6.2. From the end of the preconditioning until the soaking at  T reg , the vehicle 
shall not be exposed to a different temperature than  T reg for longer than 
10 minutes.  
3.6.3. The vehicle shall then be kept in the soak area such that the time from 
the end of the preconditioning test to the beginning of the ATCT test is 
equal to t  soak_ATCT  with a tolerance of an additional 15 minutes. At the 
request of the manufacturer, and upon approval of the approval auth ­
ority, t  soak_ATCT  can be extended by up to 120 minutes. In this case, the 
extended time shall be used for the cool down specified in paragraph 3.9. 
of this Sub-Annex 6a.  
3.6.4. The soak shall be performed without using a cooling fan and with all 
body parts positioned as intended under normal parking operation. The 
time between the end of the preconditioning and the start of the ATCT 
test shall be recorded.  
3.6.5. The transfer from the soak area to the test cell shall be undertaken as 
quickly as possible. The vehicle shall not be exposed to a temperature 
different from T  reg for longer than 10 minutes.  
3.7. ATCT Test  
3.7.1. The test cycle shall be the applicable WLTC specified in Sub-Annex 1 
for that class of vehicle.  
3.7.2. The procedures for undertaking the emissions test as specified in Sub- 
Annex 6 for pure ICE vehicles and in Sub-Annex 8 for NOVC-HEVs 
and for the charge-sustaining Type 1 test of OVC-HEVs shall be 
followed, with the exception that the ambient conditions for the test 
cell shall be those as described in paragraph 3.2.1. of this Sub-Annex 6a.  
3.7.3. In particular, the tailpipe emissions defined by Table A7/1 Step no.1 for 
pure ICE vehicles and Table A8/5 Step no.2 for HEVs at an ATCT test 
shall not exceed the Euro 6 emission limits applicable to the vehicle 
tested defined in Table 2 of Annex I to Regulation (EC) No 715/2007.  
3.8. Calculation and Documentation  
3.8.1. The family correction factor,  FCF , shall be calculated as follows:  
FCF = M  CO2,Treg  /M CO2,23°  ▼M3
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where  
M CO2,23°  is the CO  2 mass emission of the average of all applicable 
Type 1 tests at 23 °C of vehicle H, after Step 3 of Table 
A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 
3 of Table A8/5 for OVC-HEVs and NOVC-HEVs, but 
without any further corrections, g/km;  
M CO2,Treg  is the CO  2 mass emission over the complete WLTC cycle 
of the test at regional temperature after Step 3 of Table 
A7/1 of Sub-Annex 7 for pure ICE vehicles and after Step 
3 of Table A8/5 for OVC-HEVs and NOVC-HEVs but 
without any further corrections, g/km. For OVC-HEVs 
and NOVC-HEVs, the K  CO2 factor as defined in Sub- 
Annex 8 Appendix 2 shall be used.  
Both M  CO2,23°  and M  CO2,Treg  shall be measured on the same test vehicle.  
The FCF  shall be included in all relevant test reports.  
The FCF  shall be rounded to 4 points of decimal.  
3.8.2. The CO  2 values for each pure ICE vehicle within the ATCT Family (as 
defined in paragraph 2.3. of this Sub-Annex 6a) shall be calculated using 
the following equations:  
M CO2,c,5  = M  CO2,c,4  × FCF  
M CO2,p,5  = M  CO2,p,4  × FCF  
where  
M CO2,c,4  and M CO2,p,4  are the CO  2 mass emissions over the complete 
WLTC, c, and the cycle phases, p, resulting from the previous calcu ­
lation step, g/km;  
M CO2,c,5  and M CO2,p,5  are the CO  2 mass emissions over the complete 
WLTC, c, and the cycle phases, p, including the ATCT correction, and 
shall be used for any further corrections or any further calculations, 
g/km;  
3.8.3. The CO  2 values for each OVC-HEV and NOVC-HEV within the ATCT 
Family (as defined in paragraph 2.3. of this Sub-Annex 6a) shall be 
calculated using the following equations:  
M CO2,CS,c,5  = M  CO2,CS,c,4  × FCF  
M CO2,CS,p,5  = M  CO2,CS,p,4  × FCF  
where  
M CO2,CS,c,4  and M  CO2,CS,p,4  are the CO  2 mass emissions over the 
complete WLTC, c, and the cycle phases, p, resulting from the 
previous calculation step, g/km;  
M CO2,CS,c,5  and M  CO2,CS,p,5  are the CO  2 mass emissions over the 
complete WLTC, c, and the cycle phases, p, including the ATCT 
correction, and shall be used for any further corrections or any further 
calculations, g/km.  
3.8.4. If a  FCF  is less than one, it is deemed to be equal to one, in the case of 
the worstcase approach, in accordance with paragraph 4.1 of this Sub- 
Annex.  
3.9. Provision for cool down  ▼M3
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3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family 
and all vehicles H of the interpolation families within the ATCT Family, 
the end temperature of the engine coolant shall be measured after 
soaking at 23 °C for the duration of t  soak_ATCT  , with a tolerance of an 
additional 15 minutes, having beforehand driven the respective Type 1 
test at 23 °C. The duration is measured from the end of that respective 
Type 1 test.  
3.9.1.1. In the case that t  soak_ATCT  was extended in the respective ATCT test, the 
same soaking time shall be used, with a tolerance of an additional 15 
minutes.  
3.9.2. The cool down procedure shall be undertaken as soon as possible after 
the end of the Type 1 test, with a maximum delay of 20 minutes. The 
measured soaking time is the time between the measurement of the end 
temperature and the end of the Type 1 test at 23 °C, and shall be 
included in all relevant test sheets.  
3.9.3. The average temperature of the soak area of the last 3 hours shall be 
subtracted from the measured temperature of the engine coolant at the 
end of the soaking time specified in paragraph 3.9.1. This is referred to 
as Δ T_ATCT  , rounded to the nearest whole number.  
3.9.4. If Δ T_ATCT  is higher or equal than – 2 °C from the test vehicle Δ T_ATCT  , 
this Interpolation Family shall be considered to be a member of the same 
ATCT Family.  
3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at 
the same location in the cooling system. That location shall be as close 
as possible to the engine so that the coolant temperature is as represen ­
tative as possible to the engine temperature.  
3.9.6. The measurement of the temperature of the soak areas shall be as 
specified in paragraph 3.2.2.2. of this Sub-Annex 6a.  
4. Alternatives in the measurement process  
4.1. Worst case approach vehicle cool down  
On request by the manufacturer and with approval by the approval 
authority, the Type 1 Test procedure for cool down may be applied 
instead of provisions of paragraph 3.6 of this Sub-Annex 6a. For that 
purpose:  
(a) The provisions of paragraph 2.7.2. of Sub-Annex 6 shall apply with 
the additional requirement of a minimum soak time of 9 hours.  
(b) The engine temperature shall be within ± 2 °C of the set point T  reg 
before the start of the ATCT test. That temperature shall be included 
in all relevant test sheets. In this case, the provision for cool down 
described in paragraph 3.9. of this Sub-Annex 6a and the criteria on 
engine compartment insulation can be skipped for all vehicles in the 
family.  
This alternative is not allowed if the vehicle is equipped with an active 
heat storage device.  
The application of that approach shall be included in all relevant test 
reports.  ▼M3
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4.2. ATCT family composed of a single Interpolation family  
In the case, that the ATCT family consists of only one interpolation 
family, the provision for cool down described in paragraph 3.9. of this 
Sub-Annex 6a can be skipped. This shall be included in all relevant test 
reports.  
4.3. Alternative engine temperature measurement  
In the case that measuring the coolant temperature is not feasible, on 
request of the manufacturer and with approval of the approval authority, 
instead of using the coolant temperature for the provision for cool down 
described in paragraph 3.9. of this Sub-Annex 6a, the engine oil 
temperature may be used. In that case, for all vehicles within the 
family the engine oil temperature shall be used.  
The application of that procedure shall be included in all relevant test 
reports.  ▼M3
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Sub-Annex 6b  
Correction of CO  2 results against the target speed and distance  
1. General  
This Sub-Annex 6b defines the specific provisions regarding the correction 
of CO  2 test results for tolerances against the target speed and distance.  
This Sub-Annex 6b applies to pure ICE vehicles only.  
2. Vehicle speed measurement  
2.1. The actual/measured vehicle speed (v  mi ; km/h) coming from the roller 
speed of the chassis dynamometer shall be sampled with a measurement 
frequency of 10 Hz together with the actual time that corresponds to the 
actual speed.  
2.2. The target speed (v  i ; km/h) between time points in Tables A1/1 to A1/12 in 
Sub-Annex 1 shall be determined by a linear interpolation method at a 
frequency of 10 Hz.  
3. Correction procedure  
3.1. Calculation of the actual/measured and target power at the wheels  
The power and the forces at the wheels from the target and actual/ 
measured speed shall be calculated by applying the following equations:  
F i ¼ f 0 þ f 1 Ü ðV i þ V iÄ1 Þ 
2 þ f 2 Ü ðV i þ V iÄ1 Þ 2 
4 þ ðTM þ m r Þ Ü a i 
P i ¼ F i Ü ðV i þ V iÄ1 Þ 
3,6 Ü 2 Ü 0,001  
F mi ¼ f 0 þ f 1 Ü ðVm  i þ Vm  iÄ1 Þ 
2 þ f 2 Ü ðVm  i þ Vm  iÄ1 Þ 2 
4 þ ðTM þ m r Þ Ü a mi 
P mi ¼ F mi Ü ðVm  i þ Vm  iÄ1 Þ 
3,6 Ü 2 Ü 0,001  
a i ¼ ðV i Ä V iÄ1 Þ 
3,6 Ü ðt i Ä t iÄ1 Þ 
a mi ¼ ðVm  i Ä Vm  iÄ1 Þ 
3,6 Ü ðt i Ä t iÄ1 Þ 
where:  
F i is the target driving force during the period from (i – 1) to (i), 
N; 
F mi is the actual/measured driving force during the period from (i – 
1) to (i), N;  
P i is the target power during the period from (i – 1) to (i), kW;  
P mi is the actual/measured power during the period from (i – 1) to 
(i), kW;  
f 0 , f 1 , f 2 are the road load coefficients from Sub-Annex 4, N, N/(km/h), 
N/(km/h)  2 ; 
V i is the target speed at time (i); km/h;  
Vm  i is the actual/measured speed at time (i); km/h;  ▼M3
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TM is the test mass of the vehicle, kg;  
m r is the equivalent effective mass of rotating components in 
accordance with paragraph 2.5.1. of Sub-Annex 4, kg;  
a i is the target acceleration during the period from (i-1) to (i), 
m/s  2 ; 
a mi is the actual/measured acceleration during the period from (i – 
1) to (i), m/s  2 ; 
t i is the time, s.  
3.2. In the next step an initial P  OVERRUN,1  is calculated using the following 
equation:  
P OVERRUN,1  = – 0,02 × P  RATED  
where:  
P OVERRUN,1  is the initial overrun power, kW;  
P RATED  is the rated vehicle power, kW.  
3.3. All calculated  P i and P mi values that are below P  OVERRUN,1  shall be set to 
P OVERRUN,1  in order to exclude negative values not relevant for the CO  2 
emissions.  
3.4. The  P m,j values shall be calculated for each individual phase of the WLTC 
using the following equation:  
P m;j ¼ X  t end 
t 0 P mi=n 
where:  
P m,j is the average actual/measured power of the considered phase j, kW;  
P mi is the actual/measured power during the period from (i – 1) to (i), 
kW; 
t 0 is the time at the beginning of the considered phase j, s;  
t end is the time at the end of the considered phase j, s;  
n is the number of time steps in the considered phase;  
j is the index number for the considered phase.  
3.5. The average RCB corrected CO  2 mass emissions (g/km) for each phase of 
the applicable WLTC shall be expressed in units g/s using the following 
equation:  
M CO2;j ¼ M CO2;RCB;j Ü d m;j 
t j 
where:  
M CO2,j is the average CO  2 mass emission of phase j, g/s;  
M CO2,RCB,j is the CO  2 mass emission from step 1 of Table A7/1 of 
Sub-Annex 7 for the considered WLTC phase j corrected 
in accordance with Appendix 2 to Sub-Annex 6, and with 
the requirement of applying the RCB correction without 
considering the correction criterion c;  
d m,j is the actually driven distance of the considered phase j, 
km; 
t j is the duration of considered phase j, s.  ▼M3
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3.6. In the next step these CO  2 mass emissions (g/s) for each phase of the 
WLTC shall be correlated to the average  P m,j1 values calculated in 
accordance with paragraph 3.4. of this Sub-Annex 6b.  
The best fit of the data shall be calculated using the least square regression 
method. An example for this regression line (Veline line) is shown in 
Figure A6b /1.  
Figure A6b/1  
Example of the Veline regression line
  
3.7. The vehicle specific Veline equation-1 calculated from paragraph 3.6. of 
this Sub-Annex 6b defines the correlation between CO  2 emissions in g/s 
for the considered phase j and the average measured power at the wheel for 
the same phase j and is expressed with the following equation:  
M CO2,j = (k  v,1 × P m,j1 ) + D  v,1 
where:  
M CO2,j is the average CO  2 mass emission of phase j, g/s;  
P m,j1 is the average actual/measured power of the considered phase j 
calculated using P  OVERRUN,1  , kW;  
k v,1 is the slope of the Veline equation-1, g CO  2 /kWs;  
D v,1 is the constant of the Veline equation-1, g CO  2 /s. 
3.8. In the next step, a second P  OVERRUN,2  is calculated following the equation:  
P OVERRUN,2  = – D  v,1 / k v,1 
where:  
P OVERRUN,2  is the second overrun power, kW;  
k v,1 is the slope of the Veline equation-1, g CO  2 /kWs;  
D v,1 is the constant of the Veline equation-1, g CO  2 /s. 
3.9. All calculated  P i and P mi values from paragraph 3.1. of this Sub-Annex 6b 
that are below P  OVERRUN,2  shall be set to P  OVERRUN,2  in order to exclude 
negative values not relevant for the CO  2 emissions.  
3.10. The  P m,j2 values shall be computed again for each individual phase of the 
WLTC using the equations from paragraph 3.4. of this Sub-Annex 6b.  ▼M3
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3.11. New vehicle specific Veline equation-2 shall be computed using the least 
square regression method described in paragraph 3.6. of this Sub-Annex 
6b. The Veline equation-2 is expressed with the following equation:  
M CO2,j = (k  v,2 × P m,j2 ) + D  v,2 
where:  
M CO2,j is the average CO  2 mass emission of phase j, g/s;  
P m,j2 is the average actual/measured power of the considered phase j 
calculated using P  OVERRUN,2  , kW;  
k v,2 is the slope of the Veline equation-2, g CO  2 /kWs;  
D v,2 is the constant of the Veline equation-2, g CO  2 /s. 
3.12. In the next step, the  P i,j values coming from the target speed profile shall 
be calculated for each individual phase of the WLTC using the following 
equation:  
P i;j2 ¼ X  t end 
t 0 P i;2=n 
where:  
P i,j2 is the average target power of the considered phase j calculated 
using P  OVERRUN,2  , kW;  
P i,2 is the target power during the period from (i – 1) to (i) calculated 
using P  OVERRUN,2  , kW;  
t 0 is the time at the beginning of the considered phase j, s;  
t end is the time at the end of the considered phase j, s;  
n is the number of time steps in the considered phase;  
j is the index number for the considered WLTC phase.  
3.13. Delta in CO  2 mass emissions of period j expressed in g/s is then calculated 
following the equation:  
ΔCO  2,j = k  v,2 × (P i,j2 – P m,j2 ) 
where:  
ΔCO  2,j is the delta in CO  2 mass emissions of period j expressed, g/s;  
k v,2 is the slope of the Veline equation-2, g CO  2 /kWs;  
P i,j2 is the average target power of the considered period j calculated 
using P  OVERRUN,2  , kW;  
P m,j2 is the average actual/measured power of the considered period j 
calculated using P  OVERRUN,2  , kW;  
j is the considered period j and it can be the cycle phase or the 
total cycle.  
3.14. The final distance and speed corrected CO  2 mass emissions of period j is 
calculated following the equation:  
M CO2;j;2b ¼ Í 
ΔCO  2;j þ M CO2;j;1 Ü d m;j 
t j Î 
Ü t j=d i;j 
where:  
M CO2,j,2,b is distance and speed corrected CO  2 mass emissions of 
period j, g/km;  
M CO2,j,1 is CO  2 mass emissions of period j of step 1, see Table A7/1 
in Sub-Annex 7, g/km;  ▼M3
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ΔCO  2,j is the delta in CO  2 mass emissions of period j expressed, g/s;  
t j is the duration of considered period j, s;  
d m,j is the actually driven distance of the considered phase j, km;  
d i,j is the target distance of the considered period j, km;  
j is the considered period j, which can either be the cycle 
phase or the total cycle.  ▼M3
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Sub-Annex 7  
Calculations  
1. General requirements  
1.1. Calculations related specifically to hybrid, pure electric and 
compressed hydrogen fuel cell vehicles are described in Sub- 
Annex 8.  
▼M3 
A stepwise procedure for calculating test results is described in 
paragraph 4. of Sub-Annex 8.  
▼B 
1.2. The calculations described in this Sub-Annex shall be used for 
vehicles using combustion engines.  
1.3. Rounding of test results  
1.3.1. Intermediate steps in the calculations shall not be rounded.  
1.3.2. The final criteria emission results shall be rounded in one step to 
the number of places to the right of the decimal point indicated by 
the applicable emission standard plus one additional significant 
figure.  
1.3.3. The NO  x correction factor, KH, shall be rounded to two decimal 
places.  
1.3.4. The dilution factor, DF, shall be rounded to two decimal places.  
1.3.5. For information not related to standards, good engineering 
judgement shall be used.  
1.3.6. Rounding of CO  2 and fuel consumption results is described in 
paragraph 1.4. of this Sub-Annex.  
1.4. ►M3 Stepwise procedure for calculating the final test results for 
vehicles using combustion engines ◄ 
The results shall be calculated in the order described in Table 
A7/1. All applicable results in the column ‘Output’ shall be 
recorded. The column ‘Process’ describes the paragraphs to be 
used for calculation or contains additional calculations.  
For the purpose of this table, the following nomenclature within 
the equations and results is used:  
c complete applicable cycle;  
p every applicable cycle phase;  
i every applicable criteria emission component, without CO  2 ; 
CO  2 CO  2 emission.  ▼B
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Table A7/1  
Procedure for calculating final test results  
Source  Input  Process  Output  Step No.  
Sub-Annex 6  Raw test results  Mass emissions 
Paragraphs 3. to 3.2.2. of this 
Sub-Annex.  M i,p,1 , g/km; 
M CO2,p,1  , g/km.  1 
Output 
step 1  M i,p,1 , g/km; 
M CO2,p,1  , g/km.  Calculation of combined cycle 
values: 
M i;c;2 ¼ P 
p M i;p;1 Ü d p P 
p d p 
M CO2;c;2 ¼ P 
p M CO2;p;1 Ü d p P 
p d p 
where: 
M i/CO2,c,2  are the emission results 
over the total cycle; 
d p are the driven distances of the 
cycle phases, p.  M i,c,2 , g/km; 
M CO2,c,2  , g/km.  2 
Output 
step 1 and 2  M CO2,p,1  , g/km; 
M CO2,c,2  , g/km.  Correction of CO  2 results against 
the target speed and distance. 
Sub-Annex 6b. 
Note: As the distance is also 
corrected, from this calculation 
step onwards any reference to a 
driven distance shall be inter ­
preted as a reference to the 
target distance.  M CO2,p,2b  , g/km; 
M CO2,c,2b  , g/km.  2b 
Output 
step 2b  M CO2,p,2b  , g/km; 
M CO2,c,2b  , g/km.  RCB correction 
Appendix 2 to Sub-Annex 6.  M CO2,p,3  , g/km; 
M CO2,c,3  , g/km.  3 
Output 
step 2 and 3  M i,c,2 , g/km; 
M CO2,c,3  , g/km.  Emissions test procedure for all 
vehicles equipped with period ­
ically regenerating systems, K  i . 
Sub-Annex 6, Appendix 1. 
M i,c,4 = K  i × M  i,c,2 
or 
M i,c,4 = K  i + M  i,c,2 
and 
M CO2,c,4  = K  CO2 × M  CO2,c,3  
or 
M CO2,c,4  = K  CO2 + M  CO2,c,3  
Additive offset or multiplicative 
factor to be used in accordance 
with K  i determination.  M i,c,4 , g/km; 
M CO2,c,4  , g/km.  4a ▼M3
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Source  Input  Process  Output  Step No.  
If K  i is not applicable: 
M i,c,4 = M  i,c,2 
M CO2,c,4  = M  CO2,c,3  
Output 
step 3 and 
4a M CO2,p,3  , g/km; 
M CO2,c,3  , g/km; 
M CO2,c,4  , g/km.  If K  i is applicable, align CO  2 
phase values to the combined 
cycle value: 
M CO2,p,4  = M  CO2,p,3  × AF  Ki 
for every cycle phase p; 
where: 
AF Ki ¼ M CO2;c;4 
M CO2;c;3 
If K  i is not applicable: 
M CO2,p,4  = M  CO2,p,3  M CO2,p,4  , g/km.  4b  
Output 
step 4  M i,c,4 , g/km; 
M CO2,c,4  , g/km; 
M CO2,p,4  , g/km.  ATCT correction in accordance 
with paragraph 3.8.2. of Sub- 
Annex 6a. 
Deterioration factors calculated in 
accordance with Annex VII and 
applied to the criteria emissions 
values.  M i,c,5 , g/km; 
M CO2,c,5  , g/km; 
M CO2,p,5  , g/km.  5 
Result of a 
single test.  
Output 
step 5  For every test: 
M i,c,5 , g/km; 
M CO2,c,5  , g/km; 
M CO2,p,5  , g/km.  Averaging of tests and declared 
value. 
Paragraphs 1.2. to 1.2.3. of Sub- 
Annex 6.  M i,c,6 , g/km; 
M CO2,c,6  , g/km; 
M CO2,p,6  , g/km. 
M CO2,c,declared  , 
g/km.  6 
Output 
step 6  M CO2,c,6  , g/km; 
M CO2,p,6  , g/km. 
M CO2,c,declared  , 
g/km.  Alignment of phase values. 
Paragraph 1.2.4. of Sub-Annex 6. 
and: 
M CO2,c,7  = M  CO2,c,declared  M CO2,c,7  , g/km; 
M CO2,p,7  , g/km.  7 
Output 
steps 6 and 7  M i,c,6 , g/km; 
M CO2,c,7  , g/km; 
M CO2,p,7  , g/km.  Calculation of fuel consumption. 
Paragraph 6 of this Sub-Annex. 
The calculation of fuel 
consumption shall be performed 
for the applicable cycle and its 
phases separately. For that 
purpose: 
(a) the applicable phase or cycle 
CO  2 values shall be used; 
(b) the criteria emission over the 
complete cycle shall be used. 
and: 
M i,c,8 = M  i,c,6 
M CO2,c,8  = M  CO2,c,7  
M CO2,p,8  = M  CO2,p,7  FC c,8 , l/100 km; 
FC p,8 , l/100 km; 
M i,c,8 , g/km; 
M CO2,c,8  , g/km; 
M CO2,p,8  , g/km.  8 
Result of a 
Type 1 test 
for a test 
vehicle.  ▼M3
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Source  Input  Process  Output  Step No.  
Step 8  For each of the 
test vehicles H 
and L: 
M i,c,8 , g/km; 
M CO2,c,8  , g/km; 
M CO2,p,8  , g/km; 
FC c,8 , l/100 km; 
FC p,8 , l/100 km.  If a test vehicle L was tested in 
addition to a test vehicle H, the 
resulting criteria emission value 
shall be the highest of the two 
values and referred to as M  i,c . 
In the case of the combined THC 
+ NO  x emissions, the highest 
value of the sum referring to 
either the VH or VL is to be 
used. 
Otherwise, if no vehicle L was 
tested, M  i,c = M  i,c,8 
For CO  2 and FC, the values 
derived in step 8 shall be used, 
and CO  2 values shall be rounded 
to two decimal places, and FC 
values shall be rounded to three 
decimal places.  M i,c , g/km; 
M CO2,c,H  , g/km; 
M CO2,p,H  , g/km; 
FC c,H , l/100 km; 
FC p,H , l/100 km; 
and if a vehicle L 
was tested: 
M CO2,c,L  , g/km; 
M CO2,p,L  , g/km; 
FC c,L , l/100 km; 
FC p,L , l/100 km.  9 
Interpolation 
family result. 
Final criteria 
emission 
result.  
Step 9  M  CO2,c,H  , g/km; 
M CO2,p,H  , g/km; 
FC c,H , l/100 km; 
FC p,H , l/ 
100 km; 
and if a vehicle 
L was tested: 
M CO2,c,L  , g/km; 
M CO2,p,L  , g/km; 
FC c,L , l/100 km; 
FC p,L , l/100 km.  Fuel consumption and CO  2 calcu­
lations for individual vehicles in 
an interpolation family. 
Paragraph 3.2.3. of this Sub- 
Annex. 
CO  2 emissions shall be expressed 
in grams per kilometre (g/km) 
rounded to the nearest whole 
number; 
FC values shall be rounded to 
one decimal place, expressed in 
(l/100 km).  M CO2,c,ind  g/km; 
M CO2,p,ind  , g/km; 
FC c,ind l/100 km; 
FC p,ind , l/100 km.  10 
Result of an 
individual 
vehicle. 
Final CO  2 
and FC 
result.  
▼B 
2. Determination of diluted exhaust gas volume  
2.1. Volume calculation for a variable dilution device capable of 
operating at a constant or variable flow rate  
▼M3 
The volumetric flow shall be measured continuously. The total 
volume shall be measured for the duration of the test.  
_______  
▼B 
2.2. Volume calculation for a variable dilution device using a positive 
displacement pump  
2.2.1. The volume shall be calculated using the following equation: 
V ¼ V 0 Ü N 
where:  
V is the volume of the diluted gas, in litres per test (prior to 
correction);  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 709  
V 0 is the volume of gas delivered by the positive displacement 
pump in testing conditions, litres per pump revolution;  
N is the number of revolutions per test.  
2.2.1.1. Correcting the volume to standard conditions  
The diluted exhaust gas volume, V, shall be corrected to standard 
conditions according to the following equation: 
V mix ¼ V Ü K 1 Ü Í P B Ä P 1 
T p Î 
where:  
K 1 ¼ 273,15ðKÞ 
101,325ðkPaÞ ¼ 2,6961  
P B is the test room barometric pressure, kPa;  
P 1 is the vacuum at the inlet of the positive displacement pump 
relative to the ambient barometric pressure, kPa;  
T p is the arithmetic average temperature of the diluted exhaust 
gas entering the positive displacement pump during the test, 
Kelvin (K).  
3. Mass emissions  
3.1. General requirements  
3.1.1. Assuming no compressibility effects, all gases involved in the 
engine's intake, combustion and exhaust processes may be 
considered to be ideal according to Avogadro’s hypothesis.  
3.1.2. The mass, M of gaseous compounds emitted by the vehicle during 
the test shall be determined by the product of the volumetric 
concentration of the gas in question and the volume of the 
diluted exhaust gas with due regard for the following densities 
under the reference conditions of 273,15 K (0 °C) and 101,325 kPa:  
Carbon monoxide (CO)  ρ ¼ 1,25g =l 
Carbon dioxide (CO  2 ) ρ ¼ 1,964g =l 
Hydrocarbons:  
for petrol (E10) (C  1 H 1,93 O 0,033 ) ρ ¼ 0,646g =l 
for diesel (B7) (C  1 H 1,86 O 0,007 ) ρ ¼ 0,625g =l 
for LPG (C  1 H 2,525 ) ρ ¼ 0,649g =l 
for NG/biomethane (CH  4 ) ρ ¼ 0,716g =l 
for ethanol (E85) (C  1 H 2,74 O 0,385 ) ρ ¼ 0,934g =l 
Nitrogen oxides (NO  x ) ρ ¼ 2,05g =l ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 710  
The density for NMHC mass calculations shall be equal to that of 
total hydrocarbons at 273,15 K (0 °C) and 101,325 kPa, and is 
fuel-dependent. The density for propane mass calculations (see 
paragraph 3.5. in Sub-Annex 5) is 1,967 g/l at standard conditions.  
If a fuel type is not listed in this paragraph, the density of that fuel 
shall be calculated using the equation given in paragraph 3.1.3. of 
this Sub-Annex.  
3.1.3. The general equation for the calculation of total hydrocarbon 
density for each reference fuel with an mean composition of 
C X H Y O Z is as follows:  
ρ THC ¼ MW  C þ H 
C Ü MW  H þ O 
C Ü MW  O 
V M 
where:  
ρ THC is the density of total hydrocarbons and non-methane 
hydrocarbons, g/l;  
MW  C is the molar mass of carbon (12,011 g/mol);  
MW  H is the molar mass of hydrogen (1,008 g/mol);  
MW  O is the molar mass of oxygen (15,999 g/mol);  
V M is the molar volume of an ideal gas at 273,15 K (0°C) and 
101,325 kPa (22,413 l/mol);  
H/C is the hydrogen to carbon ratio for a specific fuel C  X H Y O Z ; 
O/C is the oxygen to carbon ratio for a specific fuel C  X H Y O Z . 
3.2. Mass emissions calculation  
3.2.1. Mass emissions of gaseous compounds per cycle phase shall be 
calculated using the following equations: 
M i;phase ¼ V mix;phase Ü ρ i Ü KH  phase Ü C i;phase Ü 10 Ä6 
d phase 
where:  
M i is the mass emission of compound i per test or phase, 
g/km;  
V mix is the volume of the diluted exhaust gas per test or phase 
expressed in litres per test/phase and corrected to standard 
conditions (273,15 K (0 °C) and 101,325 kPa);  
ρ i is the density of compound i in grams per litre at standard 
temperature and pressure (273,15 K (0 °C) and 101,325 
kPa);  
KH is a humidity correction factor applicable only to the mass 
emissions of oxides of nitrogen, NO  2 and NO  x , per test or 
phase;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 711  
C i is the concentration of compound i per test or phase in the 
diluted exhaust gas expressed in ppm and corrected by the 
amount of compound i contained in the dilution air;  
d is the distance driven over the applicable WLTC, km;  
n is the number of phases of the applicable WLTC.  
3.2.1.1. The concentration of a gaseous compound in the diluted exhaust 
gas shall be corrected by the amount of the gaseous compound in 
the dilution air using the following equation: 
C i ¼ C e Ä C d Ü Í 
1 Ä 1 
DF Î 
where:  
C i is the concentration of gaseous compound i in the diluted 
exhaust gas corrected by the amount of gaseous compound i 
contained in the dilution air, ppm;  
C e is the measured concentration of gaseous compound i in the 
diluted exhaust gas, ppm;  
C d is the concentration of gaseous compound i in the dilution 
air, ppm;  
DF is the dilution factor.  
3.2.1.1.1. The dilution factor DF shall be calculated using the equation for 
the concerned fuel:  
DF ¼ 13:4 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for petrol (E10)  
DF ¼ 13:5 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for diesel (B7)  
DF ¼ 11:9 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for LPG  
DF ¼ 9:5 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for NG/biomethane  
DF ¼ 12:5 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for ethanol (E85)  
DF ¼ 35:03 
C H2O ÄC H2OÄDA þC H2 Ü10 Ä4 for hydrogen  
With respect to the equation for hydrogen:  
C H2O is the concentration of H  2 O in the diluted exhaust gas 
contained in the sample bag, per cent volume;  
C H2O-DA  is the concentration of H  2 O in the dilution air, per cent 
volume;  
C H2 is the concentration of H  2 in the diluted exhaust gas 
contained in the sample bag, ppm.  
If a fuel type is not listed in this paragraph, the DF for that fuel 
shall be calculated using the equations in paragraph 3.2.1.1.2. of 
this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 712  
If the manufacturer uses a DF that covers several phases, it shall 
calculate a DF using the mean concentration of gaseous 
compounds for the phases concerned.  
The mean concentration of a gaseous compound shall be 
calculated using the following equation:  
C i ¼ P n 
phase¼1 ðC i;phase Ü V mix;phase Þ P n 
phase¼1 V mix;phase 
where:  
C i is mean concentration of a gaseous compound;  
C i,phase  is the concentration of each phase;  
V mix,phase  is the V  mix of the corresponding phase;  
3.2.1.1.2. The general equation for calculating the dilution factor DF for 
each reference fuel with an arithmetic average composition of 
C x H y O z is as follows: 
DF ¼ X 
C CO2 þ ðC HC þ C CO Þ Ü 10 Ä4 
where: 
X ¼ 100 Ü x 
x þ y 
2 þ 3,76ðx þ y 
4 Ä z 
2 Þ 
C CO2 is the concentration of CO  2 in the diluted exhaust gas 
contained in the sample bag, per cent volume;  
C HC is the concentration of HC in the diluted exhaust gas 
contained in the sample bag, ppm carbon equivalent;  
C CO is the concentration of CO in the diluted exhaust gas 
contained in the sample bag, ppm.  
3.2.1.1.3. Methane measurement  
3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be 
calculated using the following equation: 
C NMHC ¼ C THC Ä ðRf CH4 Ü C CH4 Þ 
where:  
C NMHC  is the corrected concentration of NMHC in the diluted 
exhaust gas, ppm carbon equivalent;  
C THC is the concentration of THC in the diluted exhaust gas, 
ppm carbon equivalent and corrected by the amount of 
THC contained in the dilution air;  
C CH4 is the concentration of C  CH4 in the diluted exhaust gas, 
ppm carbon equivalent and corrected by the amount of 
CH  4 contained in the dilution air;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 713  
Rf CH4 is the FID response factor to methane determined and 
specified in paragraph 5.4.3.2. of Sub-Annex 5.  
3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of 
NMHC depends on the calibration gas/method used for the zero/ 
calibration adjustment.  
The FID used for the THC measurement (without NMC) shall be 
calibrated with propane/air in the normal manner.  
For the calibration of the FID in series with an NMC, the 
following methods are permitted:  
(a) The calibration gas consisting of propane/air bypasses the 
NMC;  
(b) The calibration gas consisting of methane/air passes through 
the NMC.  
It is highly recommended to calibrate the methane FID with meth ­
ane/air through the NMC.  
In case (a), the concentration of CH  4 and NMHC shall be 
calculated using the following equations: 
C CH4 ¼ C HCðw=NMCÞ Ä C HCðw=oNMCÞ Ü ð1 Ä E E Þ 
R fCH4 Ü ðE E Ä E M Þ 
C NMHC ¼ C HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä C HCðw=NMCÞ 
E E Ä E M 
If R  fCH4 < 1,05, it may be omitted from the equation above for 
C CH4 . 
In case (b), the concentration of CH  4 and NMHC shall be 
calculated using the following equations: 
C CH4 ¼ C HCðw=NMCÞ Ü R fCH4 Ü ð1 Ä E M Þ Ä C HCðw=oNMCÞ Ü ð1 Ä E E Þ 
R fCH4 Ü ðE E Ä E M Þ 
C NMHC ¼ C HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä C HCðw=NMCÞ Ü R fCH4 Ü ð1 Ä E M Þ 
E E Ä E M 
where:  
C HC(w/NMC)  is the HC concentration with sample gas flowing 
through the NMC, ppm C;  
C HC(w/oNMC)  is the HC concentration with sample gas bypassing 
the NMC, ppm C;  
R fCH4 is the methane response factor as determined per 
paragraph 5.4.3.2. of Sub-Annex 5;  
E M is the methane efficiency as determined per 
paragraph 3.2.1.1.3.3.1. of this Sub-Annex;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 714  
E E is the ethane efficiency as determined per 
paragraph 3.2.1.1.3.3.2. of this Sub-Annex.  
If R  fCH4 < 1,05, it may be omitted in the equations for case (b) 
above for C  CH4 and C  NMHC  . 
▼B 
3.2.1.1.3.3. Conversion efficiencies of the non-methane cutter, NMC  
The NMC is used for the removal of the non-methane hydro ­
carbons from the sample gas by oxidizing all hydrocarbons 
except methane. Ideally, the conversion for methane is 0 per 
cent, and for the other hydrocarbons represented by ethane is 
100 per cent. For the accurate measurement of NMHC, the two 
efficiencies shall be determined and used for the calculation of the 
NMHC emission.  
3.2.1.1.3.3.1. Methane conversion efficiency, E  M 
The methane/air calibration gas shall be flowed to the FID through 
the NMC and bypassing the NMC and the two concentrations 
recorded. The efficiency shall be determined using the following 
equation: 
E M ¼ 1 Ä C HCðw=NMCÞ 
C HCðw=oNMCÞ 
where:  
C HC(w/NMC)  is the HC concentration with CH  4 flowing through 
the NMC, ppm C;  
C HC(w/oNMC)  is the HC concentration with CH  4 bypassing the 
NMC, ppm C.  
3.2.1.1.3.3.2. Ethane conversion efficiency, E  E 
The ethane/air calibration gas shall be flowed to the FID through 
the NMC and bypassing the NMC and the two concentrations 
recorded. The efficiency shall be determined using the following 
equation: 
E E ¼ 1 Ä C HCðw=NMCÞ 
C HCðw=oNMCÞ 
where:  
C HC(w/NMC)  is the HC concentration with C  2 H 6 flowing through 
the NMC, ppm C;  
C HC(w/oNMC)  is the HC concentration with C  2 H 6 bypassing the 
NMC, ppm C.  
If the ethane conversion efficiency of the NMC is 0,98 or above, 
E E shall be set to 1 for any subsequent calculation.  
3.2.1.1.3.4. If the methane FID is calibrated through the cutter, E  M shall be 0.  
▼M3 
The equation to calculate C  CH4 in paragraph 3.2.1.1.3.2. (case (b)) 
in this Sub-Annex becomes:  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 715  
C CH4 ¼ C HCðw=NMCÞ 
The equation to calculate C  NMHC  in paragraph 3.2.1.1.3.2. (case 
(b)) in this Sub-Annex becomes: 
C NMHC ¼ C HCðw=oNMCÞ Ä C HCðw=NMCÞ Ü r h 
The density used for NMHC mass calculations shall be equal to 
that of total hydrocarbons at 273,15 K (0 °C) and 101,325 kPa and 
is fuel-dependent.  
3.2.1.1.4. Flow-weighted arithmetic average concentration calculation  
The following calculation method shall only be applied for CVS 
systems that are not equipped with a heat exchanger or for CVS 
systems with a heat exchanger that do not comply with paragraph 
3.3.5.1. of Sub-Annex 5.  
When the CVS flow rate, qvcvs, over the test varies by more than 
± 3 per cent of the arithmetic average flow rate, a flow-weighted 
arithmetic average shall be used for all continuous diluted 
measurements including PN: 
C e ¼ P n 
i¼1 qvcvsðiÞ Ü Δt Ü CðiÞ 
V 
where:  
C e is the flow-weighted arithmetic average concentration;  
qvcvs(i) is the CVS flow rate at time  t ¼ i Ü Δt, m  3 /min;  
C(i) is the concentration at time  t ¼ i Ü Δt, ppm;  
Δt sampling interval, s;  
V total CVS volume, m  3 . 
3.2.1.2. Calculation of the NO  x humidity correction factor  
In order to correct the influence of humidity on the results of 
oxides of nitrogen, the following calculations apply: 
KH ¼ 1 
1 Ä 0,0329 Ü ðH Ä 10,71Þ 
where: 
H ¼ 6,211 Ü R a Ü P d 
P B Ä P d Ü R a Ü 10 Ä2 
and: 
H is the specific humidity, grams of water vapour per kilogram 
dry air;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 716  
R a is the relative humidity of the ambient air, per cent;  
P d is the saturation vapour pressure at ambient temperature, kPa;  
P B is the atmospheric pressure in the room, kPa.  
The KH factor shall be calculated for each phase of the test cycle.  
The ambient temperature and relative humidity shall be defined as 
the arithmetic average of the continuously measured values during 
each phase.  
3.2.2. Determination of the HC mass emissions from compression- 
ignition engines  
3.2.2.1. To calculate HC mass emission for compression-ignition engines, 
the arithmetic average HC concentration shall be calculated using 
the following equation:  
C e ¼ R t 2 
t 1 C HC dt 
t 2 Ä t 1 
where: 
R t 2 
t 1 C HC dt is the integral of the recording of the heated FID over 
the test (t  1 to t  2 ); 
C e is the concentration of HC measured in the diluted 
exhaust in ppm of C  i and is substituted for C  HC in 
all relevant equations.  
3.2.2.1.1. Dilution air concentration of HC shall be determined from the 
dilution air bags. Correction shall be carried out according to 
paragraph 3.2.1.1. of this Sub-Annex.  
3.2.3. Fuel consumption and CO  2 calculations for individual vehicles in 
an interpolation family  
▼M3 
3.2.3.1. Fuel consumption and CO  2 emissions without using the inter ­
polation method (i.e. using vehicle H only)  
The CO  2 value, as calculated in paragraphs 3.2.1. to 3.2.1.1.2. of 
this Sub-Annex, and fuel consumption, as calculated in accordance 
with paragraph 6. of this Sub-Annex, shall be attributed to all 
individual vehicles in the interpolation family and the interpolation 
method shall not be applicable.  
▼B 
3.2.3.2. Fuel consumption and CO  2 emissions using the interpolation 
method  
The CO  2 emissions and the fuel consumption for each individual 
vehicle in the interpolation family may be calculated according to 
the interpolation method outlined in paragraphs 3.2.3.2.1. to 
3.2.3.2.5. inclusive of this Sub-Annex.  
3.2.3.2.1. Fuel consumption and CO  2 emissions of test vehicles L and H  
The mass of CO  2 emissions,  M CO  2 ÄL , and  M CO  2 ÄH and its phases 
p, M CO  2 ÄL;p and M CO2ÄH;p , of test vehicles L and H, used for the 
following calculations, shall be taken from step 9 of Table A7/1.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 717  
Fuel consumption values are also taken from step 9 of Table A7/1 
and are referred to as FC  L,p and FC  H,p . 
▼M3 
3.2.3.2.2. Road load calculation for an individual vehicle  
In the case that the interpolation family is derived from one or 
more road load families, the calculation of the individual road load 
shall only be performed within the road load family applicable to 
that individual vehicle.  
▼B 
3.2.3.2.2.1. Mass of an individual vehicle  
The test masses of vehicles H and L shall be used as input for the 
interpolation method.  
TM  ind , in kg, shall be the individual test mass of the vehicle 
according to paragraph 3.2.25. of this Annex.  
If the same test mass is used for test vehicles L and H, the value 
of TM  ind shall be set to the mass of test vehicle H for the inter ­
polation method.  
▼M3 
3.2.3.2.2.2. Rolling resistance of an individual vehicle  
3.2.3.2.2.2.1. The actual RRC values for the selected tyres on test vehicle L, 
RR  L , and test vehicle H, RR  H , shall be used as input for the 
interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4.  
If the tyres on the front and rear axles of vehicle L or H have 
different RRC values, the weighted mean of the rolling resistances 
shall be calculated using the equation in paragraph 3.2.3.2.2.2.3. 
of this Sub-Annex.  
3.2.3.2.2.2.2. For the tyres fitted to an individual vehicle, the value of the 
rolling resistance coefficient RR  ind shall be set to the RRC 
value of the applicable tyre energy efficiency class in accordance 
with Table A4/2 of Sub-Annex 4.  
In the case where individual vehicles may be supplied with a 
complete set of standard wheels and tyres and a complete set of 
snow tyres (marked with 3 Peaked Mountain and 
Snowflake – 3PMS) with or without wheels, the additional 
wheels/tyres shall not be considered as optional equipment.  
If the tyres on the front and rear axles belong to different energy 
efficiency classes, the weighted mean shall be used and calculated 
using the equation in paragraph 3.2.3.2.2.2.3. of this Sub-Annex.  
If the same tyres, or tyres with the same rolling resistance coef ­
ficient were fitted to test vehicles L and H, the value of RR  ind for 
the interpolation method shall be set to RR  H . 
3.2.3.2.2.2.3. Calculating the weighted mean of the rolling resistances  
RR  x = (RR  x,FA × mp  x,FA ) + (RR  x,RA × (1 – mp  x,FA )) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 718  
where:  
x represents vehicle L, H or an individual 
vehicle.  
RR  L,FA and RR  H,FA are the actual RRCs of the front axle 
tyres on vehicles L and H respectively, 
kg/tonne;  
RR  ind,FA  is the RRC value of the applicable tyre 
energy efficiency class in accordance 
with Table A4/2 of Sub-Annex 4 of 
the front axle tyres on the individual 
vehicle, kg/tonne;  
RR  L,RA , and RR  H,RA are the actual RRCs of the rear axle 
tyres on vehicles L and H respectively, 
kg/tonne;  
RR  ind,RA  is the RRC value of the applicable tyre 
energy efficiency class in accordance 
with Table A4/2 of Sub-Annex 4 of 
the rear axle tyres on the individual 
vehicle, kg/tonne;  
mp x,FA is the proportion of the vehicle mass in 
running order on the front axle;  
RRx shall not be rounded or categorised to tyre energy efficiency 
classes.  
3.2.3.2.2.3. Aerodynamic drag of an individual vehicle  
3.2.3.2.2.3.1. Determination of aerodynamic influence of optional equipment  
The aerodynamic drag shall be measured for each of the 
aerodynamic drag-influencing items of optional equipment and 
body shapes in a wind tunnel fulfilling the requirements of 
paragraph 3.2. of Sub-Annex 4 verified by the approval authority.  
3.2.3.2.2.3.2. Alternative method for determination of aerodynamic influence of 
optional equipment  
At the request of the manufacturer and with approval of the 
approval authority, an alternative method (e.g. simulation, wind 
tunnel not fulfilling the criteria in Sub-Annex 4) may be used to 
determine Δ(C D × A  f ) if the following criteria are fulfilled:  
(a) The alternative method shall fulfil an accuracy for Δ(C D × A  f ) 
of ± 0,015 m  2 and, additionally, in the case that simulation is 
used, the Computational Fluid Dynamics method should be 
validated in detail such that the actual air flow patterns 
around the body, including magnitudes of flow velocities, 
forces, or pressures, are shown to match the validation test 
results;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 719  
(b) The alternative method shall be used only for those aerody ­
namic-influencing parts (e.g. wheels, body shapes, cooling 
system) for which equivalency was demonstrated;  
(c) Evidence of equivalency shall be shown in advance to the 
approval authority for each road load family in the case that 
a mathematical method is used, or every four years in the case 
that a measurement method is used, and in any case shall be 
based on wind tunnel measurements fulfilling the criteria of 
this Annex;  
(d) If the Δ(C D × A  f ) of a particular item of optional equipment is 
more than double the value of the optional equipment for 
which the evidence was given, aerodynamic drag shall not 
be determined by the alternative method; and  
(e) In the case that a simulation model is changed, a revalidation 
shall be necessary.  
3.2.3.2.2.3.3. Application of aerodynamic influence on the individual vehicle  
Δ(C D × A  f ) ind is the difference in the product of the aerodynamic 
drag coefficient multiplied by frontal area between an individual 
vehicle and test vehicle L due to options and body shapes on the 
vehicle that differ from those of test vehicle L, m  2 ; 
These differences in aerodynamic drag, Δ(C D × A  f ), shall be 
determined with an accuracy of ± 0,015 m  2 . 
Δ(C D × A  f ) ind may be calculated using the following equation 
maintaining the accuracy of ± 0,015 m  2 also for the sum of 
items of optional equipment and body shapes: 
ΔðC D Ü A f Þ ind ¼ X  n 
i¼1 ΔðC D Ü A f Þ i 
where:  
C D is the aerodynamic drag coefficient;  
A f is the frontal area of the vehicle, m  2 ; 
n is the number of items of optional equipment on 
the vehicle that are different between an individual 
vehicle and test vehicle L;  
Δ(C D × A  f ) i is the difference in the product of the aerodynamic 
drag coefficient multiplied by frontal area due to 
an individual feature, i, on the vehicle and is 
positive for an item of optional equipment that 
adds aerodynamic drag with respect to test 
vehicle L and vice versa, m  2 . 
The sum of all Δ(C D × A  f ) i differences between 
test vehicles L and H shall correspond to Δ(C D × 
A f ) LH . 
3.2.3.2.2.3.4. Definition of complete aerodynamic delta between test vehicles H 
and L  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 720  
The total difference of the aerodynamic drag coefficient multiplied 
by frontal area between test vehicles L and H shall be referred to 
as Δ(C D × A  f ) LH and shall be included in all the relevant test 
reports, m  2 . 
3.2.3.2.2.3.5. Documentation of aerodynamic influences  
The increase or decrease of the product of the aerodynamic drag 
coefficient multiplied by frontal area expressed as Δ(C D × A  f ) for 
all items of optional equipment and body shapes in the inter ­
polation family that:  
(a) have an influence on the aerodynamic drag of the vehicle; and  
(b) are to be included in the interpolation,  
shall be included in all relevant test reports, m  2 . 
3.2.3.2.2.3.6. Additional provisions for aerodynamic influences  
The aerodynamic drag of vehicle H shall be applied to the whole 
interpolation family and Δ(C D × A  f ) LH shall be set to zero, if:  
(a) the wind tunnel facility is not able to accurately determine 
Δ(C D × A  f ); or 
(b) there are no drag-influencing items of optional equipment 
between the test vehicles H and L that are to be included in 
the interpolation method.  
3.2.3.2.2.4. Calculation of road load coefficients for individual vehicles  
The road load coefficients f  0 , f 1 and f  2 (as defined in Sub- 
Annex 4) for test vehicles H and L are referred to as f  0,H , f 1,H 
and f  2,H , and f  0,L , f 1,L and f  2,L respectively. An adjusted road load 
curve for the test vehicle L is defined as follows: 
F L ðvÞ ¼ f ä 
0;L þ f 1;H Ü v þ f ä 
2;L Ü v 2 
▼B 
Applying the least squares regression method in the range of the 
reference speed points, adjusted road load coefficients  f ä 
0;L and f ä 
2;L 
shall be determined for  F L ðvÞ with the linear coefficient  f ä 
1;L set to 
f 1,H . The road load coefficients f  0,ind , f 1,ind and f  2,ind for an indi ­
vidual vehicle in the interpolation family shall be calculated using 
the following equations: 
f 0;ind ¼ f 0;H Ä Δf 0 Ü ðTM  H Ü RR  H Ä TM  ind Ü RR  ind Þ 
ðTM  H Ü RR  H Ä TM  L Ü RR  L Þ 
or, if ðTM  H Ü RR  H Ä TM  L Ü RR  L Þ ¼ 0, the equation for  f 0;ind 
below shall apply: 
f 0;ind ¼ f 0;H Ä Δf 0 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 721  
f 1;ind ¼ f 1;H 
f 2;ind ¼ f 2;H Ä Δf 2 ðΔ½C d Ü A f â LH Ä Δ½C d Ü A f â ind Þ 
ðΔ½C d Ü A f â LH Þ 
or, if  ΔðC d Ü A f ÞLH ¼ 0, the equation for  F 2;ind below shall 
apply: 
f 2;ind ¼ f 2;H Ä Δf 2 
where: 
Δf 0 ¼ f 0;H Ä f ä 
0;L 
Δf 2 ¼ f 2;H Ä f ä 
2;L 
In the case of a road load matrix family, the road load coefficients 
f 0 , f 1 and f  2 for an individual vehicle shall be calculated according 
to the equations in paragraph 5.1.1. of Sub-Annex 4.  
3.2.3.2.3. Calculation of cycle energy demand  
The cycle energy demand of the applicable WLTC, E  k , and the 
energy demand for all applicable cycle phases E  k,p , shall be 
calculated according to the procedure in paragraph 5. of this 
Sub-Annex, for the following sets, k, of road load coefficients 
and masses:  
k=1: f  0 ¼ f ä 
0;L; f 1 ¼ f 1;H; f 2 ¼ f ä 
2;L; m ¼ TM  L 
(test vehicle L)  
k=2: f  0 ¼ f 0;H; f 1 ¼ f 1;H; f 2 ¼ f 2;H; m ¼ TM  H 
(test vehicle H)  
k=3: f  0 ¼ f 0;ind; f 1 ¼ f 1;H; f 2 ¼ f 2;ind; m ¼ TM  ind 
(an individual vehicle in the interpolation family)  
▼M3 
These three sets of road loads may be derived from different road 
load families.  
▼B 
3.2.3.2.4. Calculation of the CO  2 value for an individual vehicle within an 
interpolation family using the interpolation method  
For each cycle phase p of the applicable cycle the mass of CO  2 
emissions g/km, for an individual vehicle shall be calculated using 
the following equation: 
M CO  2 Äind;p ¼ M CO  2 ÄL;p þ Í E 3;p Ä E 1;p 
E 2;p Ä E 1;p Î 
Ü ðM CO  2 ÄH;p Ä M CO  2 ÄL;p Þ 
The mass of CO  2 emissions, g/km, over the complete cycle for an 
individual vehicle shall be calculated using the following equation: 
M CO  2 Äind ¼ M CO  2 ÄL þ Í E 3 Ä E 1 
E 2 Ä E 1 Î 
Ü ðM CO  2 ÄH Ä M CO  2 ÄL Þ 
▼M3 
The terms E  1,p , E 2,p and E  3,p and E  1 , E 2 and E  3 respectively shall 
be calculated as specified in paragraph 3.2.3.2.3. of this Sub- 
Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 722  
3.2.3.2.5. Calculation of the fuel consumption FC value for an individual 
vehicle within an interpolation family using the interpolation 
method  
For each cycle phase p of the applicable cycle, the fuel 
consumption, l/100 km, for an individual vehicle shall be 
calculated using the following equation:  
FC ind;p ¼ FC  L;p þ Í E 3;p Ä E 1;p 
E 2;p Ä E 1;p Î 
Ü ðFC H;p Ä FC  L;p Þ 
The fuel consumption, 1/100 km, of the complete cycle for an 
individual vehicle shall be calculated using the following equation: 
FC ind ¼ FC  L þ Í E 3 Ä E 1 
E 2 Ä E 1 Î 
Ü ðFC H Ä FC  L Þ 
▼M3 
The terms E  1,p , E 2,p and E  3,p , and E  1 , E 2 and E  3 respectively shall 
be calculated as specified in paragraph 3.2.3.2.3. of this Sub- 
Annex.  
3.2.3.2.6. The individual CO  2 value determined in accordance with 
paragraph 3.2.3.2.4. of this Sub-Annex may be increased by the 
OEM. In such cases:  
(a) The CO  2 phase values shall be increased by the ratio of the 
increased CO  2 value divided by the calculated CO  2 value;  
(b) The fuel consumption values shall be increased by the ratio of 
the increased CO  2 value divided by the calculated CO  2 value.  
This shall not compensate for technical elements that would 
effectively require a vehicle to be excluded from the inter ­
polation family.  
▼B 
3.2.4. Fuel consumption and CO  2 calculations for individual vehicles in 
a road load matrix family  
The CO  2 emissions and the fuel consumption for each individual 
vehicle in the road load matrix family shall be calculated 
according to the interpolation method outlined in paragraphs 
3.2.3.2.3. to 3.2.3.2.5. inclusive of this Sub-Annex. Where appli ­
cable, references to vehicle L and/or H shall be replaced by 
references to vehicle L  M and/or H  M respectively.  
3.2.4.1. Determination of fuel consumption and CO  2 emissions of vehicles 
L M and H  M 
The mass of CO  2 emissions M  CO2 of vehicles L  M and H  M shall be 
determined according to the calculations in paragraph 3.2.1. of this 
Sub-Annex for the individual cycle phases p of the applicable 
WLTC and are referred to as  M CO  2 –LM ;p and M CO  2 –HM ;p respect­
ively. Fuel consumption for individual cycle phases of the 
applicable WLTC shall be determined according to paragraph 6. 
of this Sub-Annex and are referred to as FC  LM,p and FC  HM,p 
respectively.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 723  
3.2.4.1.1. Road load calculation for an individual vehicle  
The road load force shall be calculated according to the procedure 
described in paragraph 5.1. of Sub-Annex 4.  
3.2.4.1.1.1. Mass of an individual vehicle  
The test masses of vehicles H  M and L  M selected according to 
paragraph 4.2.1.4. of Sub-Annex 4 shall be used as input.  
TM  ind , in kg, shall be the test mass of the individual vehicle 
according to the definition of test mass in paragraph 3.2.25. of 
this Annex.  
If the same test mass is used for vehicles L  M and H  M , the value of 
TM  ind shall be set to the mass of vehicle H  M for the road load 
matrix family method.  
▼M3 
3.2.4.1.1.2. Rolling resistance of an individual vehicle  
3.2.4.1.1.2.1. The rolling resistance coefficient (RRC) values for vehicle L  M , 
RR  LM , and vehicle H  M , RR  HM , selected under paragraph 4.2.1.4. 
of Sub-Annex 4 shall be used as input.  
If the tyres on the front and rear axles of vehicle L  M or H  M have 
different RRC values, the weighted mean of the rolling resistances 
shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. 
of this Sub-Annex.  
3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the 
rolling resistance coefficient RR  ind shall be set to the RRC 
value of the applicable tyre energy efficiency class in accordance 
with Table A4/2 of Sub-Annex 4.  
In the case where individual vehicles may be supplied with a 
complete set of standard wheels and tyres and a complete set of 
snow tyres (marked with 3 Peaked Mountain and 
Snowflake – 3PMS) with or without wheels, the additional 
wheels/tyres shall not be considered as optional equipment.  
If the tyres on the front and rear axles belong to different energy 
efficiency classes, the weighted mean shall be used, calculated 
with the equation in paragraph 3.2.4.1.1.2.3. of this Sub-Annex.  
If the same rolling resistance is used for vehicles L  M and H  M , the 
value of RR  ind shall be set to RR  HM for the road load matrix 
family method.  
3.2.4.1.1.2.3. Calculating the weighed mean of the rolling resistances  
RR  x = (RR  x,FA × mp  x,FA ) + (RR  x,RA × (1 – mp  x,FA )) ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 724  
where:  
x represents vehicle L, H or an indi ­
vidual vehicle;  
RR  LM,FA  and RR  HM,FA  are the actual RRCs of the front 
axle tyres on vehicles L and H 
respectively, kg/tonne;  
RR  ind,FA  is the RRC value of the applicable 
tyre energy efficiency class in 
accordance with Table A4/2 of 
Sub-Annex 4 of the front axle 
tyres on the individual vehicle, 
kg/tonne;  
RR  LM,RA  , and RR  HM,RA  are the actual rolling resistance 
coefficients of the rear axle tyres 
on vehicles L and H respectively, 
kg/tonne;  
RR  ind,RA  is the RRC value of the applicable 
tyre energy efficiency class in 
accordance with Table A4/2 of 
Sub-Annex 4 of the rear axle tyres 
on the individual vehicle, kg/tonne;  
mp x,FA is the proportion of the vehicle 
mass in running order on the front 
axle.  
RR  x shall not be rounded or categorised to tyre energy efficiency 
classes.  
▼B 
3.2.4.1.1.3. Frontal area of an individual vehicle  
The frontal area for vehicle L  M , A  fLM , and vehicle H  M , A  fHM , 
selected under paragraph 4.2.1.4. of Sub-Annex 4 shall be used 
as input.  
A f,ind , m  2 , shall be the frontal area of the individual vehicle.  
If the same frontal area is used for vehicles L  M and H  M , the value 
of A  f,ind shall be set to the frontal area of vehicle H  M for the road 
load matrix family method.  
3.3. PM  
3.3.1. Calculation  
PM shall be calculated using the following two equations: 
PM ¼ ðV mix þ V ep Þ Ü P e 
V ep Ü d ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 725  
where exhaust gases are vented outside tunnel;  
and: 
PM ¼ V mix Ü P e 
V ep Ü d 
where exhaust gases are returned to the tunnel;  
where:  
V mix is the volume of diluted exhaust gases (see paragraph 2. of 
this Sub-Annex), under standard conditions;  
V ep is the volume of diluted exhaust gas flowing through the 
particulate sampling filter under standard conditions;  
P e is the mass of particulate matter collected by one or more 
sample filters, mg;  
d is the distance driven corresponding to the test cycle, km.  
3.3.1.1. Where correction for the background particulate mass from the 
dilution system has been used, this shall be determined in 
accordance with  ►M3 paragraph 2.1.3.1. of Sub-Annex 6 ◄. 
In this case, particulate mass (mg/km) shall be calculated using 
the following equations:  
PM ¼ ( 
P e 
V ep Ä Ï P a 
V ap Ü Ê 
1 Ä 1 
DF Ì B ) 
Ü ðV mix þ V ep Þ 
d 
in the case that the exhaust gases are vented outside the tunnel;  
and: 
PM ¼ ( 
P e 
V ep Ä Ï P a 
V ap Ü Ê 
1 Ä 1 
DF Ì B ) 
Ü ðV mix Þ 
d 
in the case that the exhaust gases are returned to the tunnel;  
where:  
V ap is the volume of tunnel air flowing through the background 
particulate filter under standard conditions;  
P a is the particulate mass from the dilution air, or the dilution 
tunnel background air, as determined by the one of the 
methods described in  ►M3 paragraph 2.1.3.1. of Sub- 
Annex 6 ◄; 
DF is the dilution factor determined in paragraph 3.2.1.1.1. of 
this Sub-Annex.  
Where application of a background correction results in a negative 
result, it shall be considered to be zero mg/km.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 726  
3.3.2. Calculation of PM using the double dilution method 
V ep ¼ V set Ä V ssd 
where:  
V ep is the volume of diluted exhaust gas flowing through the 
particulate sample filter under standard conditions;  
V set is the volume of the double diluted exhaust gas passing 
through the particulate sampling filters under standard 
conditions;  
V ssd is the volume of the secondary dilution air under standard 
conditions.  
Where the secondary diluted sample gas for PM measurement is 
not returned to the tunnel, the CVS volume shall be calculated as 
in single dilution, i.e.: 
V mix ¼ V mix indicated þ V ep 
where:  
V mix indicated  is the measured volume of diluted exhaust gas in 
the dilution system following extraction of the 
particulate sample under standard conditions.  
▼M3 
4. Determination of PN  
PN shall be calculated using the following equation: 
PN ¼ V Ü k Ü ðC s Ü f r Ä C b Ü f rb Þ Ü 10 3 
d 
where:  
PN is the particle number emission, particles per kilometre;  
V is the volume of the diluted exhaust gas in litres per test 
(after primary dilution only in the case of double dilution) 
and corrected to standard conditions (273,15 K (0 °C) and 
101,325 kPa);  
k is a calibration factor to correct the PNC measurements to 
the level of the reference instrument where this is not applied 
internally within the PNC. Where the calibration factor is 
applied internally within the PNC, the calibration factor 
shall be 1;  
C s is the corrected particle number concentration from the 
diluted exhaust gas expressed as the arithmetic average 
number of particles per cubic centimetre from the 
emissions test including the full duration of the drive 
cycle. If the volumetric mean concentration results  C from 
the PNC are not measured at standard conditions (273,15 K 
(0 °C) and 101,325 kPa), the concentrations shall be 
corrected to those conditions  C s ; ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 727  
C b is either the dilution air or the dilution tunnel background 
particle number concentration, as permitted by the approval 
authority, in particles per cubic centimetre, corrected for 
coincidence and to standard conditions (273,15 K (0 °C) 
and 101,325 kPa);  
f r is the mean particle concentration reduction factor of the 
VPR at the dilution setting used for the test;  
f rb is the mean particle concentration reduction factor of the 
VPR at the dilution setting used for the background 
measurement;  
d is the distance driven corresponding to the applicable test 
cycle, km.  
C shall be calculated using the following equation:  
C ¼ P n 
i¼1 C i 
n 
where:  
C i is a discrete measurement of particle number concentration 
in the diluted gas exhaust from the PNC; particles per cm  3 
and corrected for coincidence;  
n is the total number of discrete particle number concentration 
measurements made during the applicable test cycle and 
shall be calculated using the following equation:  
n = t × f  
where:  
t is the time duration of the applicable test cycle, s;  
f is the data logging frequency of the particle counter, Hz.  
_______  
▼B 
5. Calculation of cycle energy demand  
Unless otherwise specified, the calculation shall be based on the 
target speed trace given in discrete time sample points.  
For the calculation, each time sample point shall be interpreted as 
a time period. Unless otherwise specified, the duration Δt of these 
periods shall be 1 second.  
The total energy demand E for the whole cycle or a specific cycle 
phase shall be calculated by summing E  i over the corresponding 
cycle time between t  start and t  end according to the following 
equation: 
E ¼ X  t end 
t start E i ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 728  
where:  
E i ¼ F i Ü d i if F  i> 0 
E i ¼ 0 if F  i Ï 0 
and: 
t start is the time at which the applicable test cycle or phase starts, 
s; 
t end is the time at which the applicable test cycle or phase ends, s;  
E i is the energy demand during time period (i-1) to (i), Ws;  
F i is the driving force during time period (i-1) to (i), N;  
d i is the distance travelled during time period (i-1) to (i), m. 
F i ¼ f 0 þ f 1 Ü Ê v i þ v iÄ1 
2 Ì 
þ f 2 Ü ðv i þ v iÄ1 Þ 2 
4 þ ð1:03 Ü TMÞ Ü a i 
where:  
F i is the driving force during time period (i-1) to (i), N;  
▼M3 
v i is the target velocity at time t  i , km/h;  
▼B 
TM is the test mass, kg;  
a i is the acceleration during time period (i-1) to (i), m/s  2 ; 
f 0 , f 1 , f 2 are the road load coefficients for the test vehicle under 
consideration (TM  L , TM  H or TM  ind ) in N, N/km/h and in 
N/(km/h)  2 respectively. 
d i ¼ ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ 
where:  
d i is the distance travelled in time period (i-1) to (i), m;  
▼M3 
v i is the target velocity at time t  i , km/h;  
▼B 
t i is time, s. 
a i ¼ v i Ä v iÄ1 
3,6 Ü ðt i Ä t iÄ1 Þ 
where:  
a i is the acceleration during time period (i-1) to (i), m/s  2 ; 
▼M3 
v i is the target velocity at time t  i , km/h;  
▼B 
t i is time, s.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 729  
6. Calculation of fuel consumption  
6.1. The fuel characteristics required for the calculation of fuel 
consumption values shall be taken from Annex IX.  
6.2. The fuel consumption values shall be calculated from the 
emissions of hydrocarbons, carbon monoxide, and carbon 
dioxide using the results of step 6 for criteria emissions and 
step 7 for CO  2 of Table A7/1.  
▼M3 
6.2.1. The general equation in paragraph 6.12. of this Sub-Annex using 
H/C and O/C ratios shall be used for the calculation of fuel 
consumption.  
▼B 
6.2.2. For all equations in paragraph 6. of this Sub-Annex:  
FC is the fuel consumption of a specific fuel, 1/100 km (or 
m 3 per 100 km in the case of natural gas or kg/100 km in 
the case of hydrogen);  
H/C is the hydrogen to carbon ratio of a specific fuel C  X H Y O Z ; 
O/C is the oxygen to carbon ratio of a specific fuel C  X H Y O Z ; 
MW  C is the molar mass of carbon (12,011 g/mol);  
MW  H is the molar mass of hydrogen (1,008 g/mol);  
MW  O is the molar mass of oxygen (15,999 g/mol);  
ρ fuel is the test fuel density, kg/l. For gaseous fuels, fuel 
density at 15 °C;  
HC are the emissions of hydrocarbon, g/km;  
CO are the emissions of carbon monoxide, g/km;  
CO  2 are the emissions of carbon dioxide, g/km;  
H 2 O are the emissions of water, g/km;  
H 2 are the emissions of hydrogen, g/km;  
p 1 is the gas pressure in the fuel tank before the applicable 
test cycle, Pa;  
p 2 is the gas pressure in the fuel tank after the applicable test 
cycle, Pa;  
T 1 is the gas temperature in the fuel tank before the 
applicable test cycle, K;  
T 2 is the gas temperature in the fuel tank after the applicable 
test cycle, K;  
Z 1 is the compressibility factor of the gaseous fuel at p  1 and 
T 1 ; ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 730  
Z 2 is the compressibility factor of the gaseous fuel at p  2 and 
T 2 ; 
V is the interior volume of the gaseous fuel tank, m  3 ; 
d is the theoretical length of the applicable phase or cycle, 
km. 
6.3. Reserved  
6.4. Reserved  
6.5. For a vehicle with a positive ignition engine fuelled with petrol 
(E10) 
FC ¼ Í 0,1206 
ρ fuel Î 
Ü ½ð0,829 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.6. For a vehicle with a positive ignition engine fuelled with LPG 
FC norm ¼ Í 0,1212 
0,538 Î 
Ü ½ð0,825 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.6.1. If the composition of the fuel used for the test differs from the 
composition that is assumed for the calculation of the normalised 
consumption, on the manufacturer's request a correction factor cf 
may be applied, using the following equation: 
FC norm ¼ Í 0,1212 
0,538 Î 
Ü cf Ü ½ð0,825 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
The correction factor, cf, which may be applied, is determined 
using the following equation: 
cf ¼ 0,825 þ 0,0693 Ü n actual 
where:  
n actual is the actual H/C ratio of the fuel used.  
6.7. For a vehicle with a positive ignition engine fuelled with 
NG/biomethane 
FC norm ¼ Í 0,1336 
0,654 Î 
Ü ½ð0,749 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.8. Reserved  
6.9. Reserved  
6.10. For a vehicle with a compression engine fuelled with diesel (B7) 
FC ¼ Í 0,1165 
ρ fuel Î 
Ü ½ð0,858 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 731  
6.11. For a vehicle with a positive ignition engine fuelled with ethanol 
(E85) 
FC ¼ Í 0,1743 
ρ fuel Î 
Ü ½ð0,574 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.12. Fuel consumption for any test fuel may be calculated using the 
following equation: 
FC ¼ MW  C þ H 
C Ü MW  H þ O 
C Ü MW  O 
MW  C Ü ρ fuel Ü 10 Ü 
A 
MW  C 
MW  C þ H 
C Ü MW  H þ O 
C Ü MW  O Ü HC þ MW  C 
MW  CO Ü CO þ MW  C 
MW  CO2 Ü CO  2 ! 
6.13. Fuel consumption for a vehicle with a positive ignition engine 
fuelled by hydrogen: 
FC ¼ 0,024 Ü V 
d Ü Í 1 
Z 1 Ü p 1 
T 1 Ä 1 
Z 2 Ü p 2 
T 2 Î 
▼M3 
For vehicles fuelled either with gaseous or liquid hydrogen, and 
with approval of the approval authority, the manufacturer may 
choose to calculate fuel consumption using either the equation 
for FC below or a method using a standard protocol such as 
SAE J2572.  
▼B 
FC ¼ 0,1 Ü Ê 
0,1119 Ü H 2 O þ H 2 Ì 
The compressibility factor, Z, shall be obtained from the following 
table:  
Table A7/2  
Compressibility factor Z  
T (K)  
5 100  200  300  400  500  600  700  800  900  
p (bar)  33  0,859  1,051  1,885  2,648  3,365  4,051  4,712  5,352  5,973  6,576  
53 0,965  0,922  1,416  1,891  2,338  2,765  3,174  3,57  3,954  4,329  
73 0,989  0,991  1,278  1,604  1,923  2,229  2,525  2,810  3,088  3,358  
93 0,997  1,042  1,233  1,470  1,711  1,947  2,177  2,400  2,617  2,829  
113 1,000  1,066  1,213  1,395  1,586  1,776  1,963  2,146  2,324  2,498  
133 1,002  1,076  1,199  1,347  1,504  1,662  1,819  1,973  2,124  2,271  
153 1,003  1,079  1,187  1,312  1,445  1,580  1,715  1,848  1,979  2,107  
173 1,003  1,079  1,176  1,285  1,401  1,518  1,636  1,753  1,868  1,981  
193 1,003  1,077  1,165  1,263  1,365  1,469  1,574  1,678  1,781  1,882  
213 1,003  1,071  1,147  1,228  1,311  1,396  1,482  1,567  1,652  1,735  
233 1,004  1,071  1,148  1,228  1,312  1,397  1,482  1,568  1,652  1,736  
248 1,003  1,069  1,141  1,217  1,296  1,375  1,455  1,535  1,614  1,693  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 732  
T (K)  
5 100  200  300  400  500  600  700  800  900  
263 1,003  1,066  1,136  1,207  1,281  1,356  1,431  1,506  1,581  1,655  
278 1,003  1,064  1,130  1,198  1,268  1,339  1,409  1,480  1,551  1,621  
293 1,003  1,062  1,125  1,190  1,256  1,323  1,390  1,457  1,524  1,590  
308 1,003  1,060  1,120  1,182  1,245  1,308  1,372  1,436  1,499  1,562  
323 1,003  1,057  1,116  1,175  1,235  1,295  1,356  1,417  1,477  1,537  
338 1,003  1,055  1,111  1,168  1,225  1,283  1,341  1,399  1,457  1,514  
353 1,003  1,054  1,107  1,162  1,217  1,272  1,327  1,383  1,438  1,493  
In the case that the required input values for p and T are not 
indicated in the table, the compressibility factor shall be 
obtained by linear interpolation between the compressibility 
factors indicated in the table, choosing the ones that are the 
closest to the sought value.  
▼M3 
7. Drive trace indices  
7.1. General requirement  
The prescribed speed between time points in Tables A1/1 to 
A1/12 shall be determined by linear interpolation at a frequency 
of 10 Hz.  
In the case that the accelerator control is fully activated, the 
prescribed speed shall be used instead of the actual vehicle 
speed for drive trace index calculations during such periods of 
operation.  
For PEVs, the calculation of the drive trace indices shall include 
all the WLTC cycles and phases completed before the occurrence 
of the break-off criterion, as specified in paragraph 3.2.4.5. of 
Sub-Annex 8.  
7.2. Calculation of drive trace indices  
The following indices shall be calculated in accordance with SAE 
J2951(Revised Jan-2014):  
(a) IWR: Inertial Work Rating, per cent;  
(b) RMSSE: Root Mean Squared Speed Error, km/h.  
7.3. Criteria for drive trace indices  
In the case of a type approval test, the indices shall fulfil the 
following criteria:  
(a) IWR shall be in the range of – 2,0 to + 4,0 per cent;  
(b) RMSSE shall be less than 1,3 km/h.  
8. Calculating n/v ratios  
n/v ratios shall be calculated using the following equation:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 733  
Ê n 
v Ì 
i ¼ ðr i Ü r axle Ü 60 000Þ=ðU dyn Ü 3,6Þ 
where:  
n is engine speed, min  – 1 ; 
v is the vehicle speed, km/h;  
r i is the transmission ratio in gear i;  
r axle is the axle transmission ratio.  
U dyn is the dynamic rolling circumference of the tyres of the 
drive axle and is calculated using the following equation: 
U dyn ¼ 3,05 Ü Í 
2 Í H=W 
100 Î 
Ü W þ ðR Ü 25,4Þ Î 
where:  
H/W is the tyre's aspect ratio, e.g. ‘45’ for a 225/45 R17 tyre;  
W is the tyre width, mm; e.g. ‘225’ for a 225/45 R17 tyre;  
R is the wheel diameter, inch; e.g. ‘17’ for a 225/45 R17 
tyre. 
U dyn shall be rounded to whole millimetres.  
If U  dyn is different for the front and the rear axles, the value of n/v 
for the mainly powered axle shall be applied. Upon request, the 
approval authority shall be provided with the necessary 
information for that selection.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 734  
Sub-Annex 8  
Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid 
vehicles  
1. General requirements  
In the case of testing NOVC-HEVs, OVC-HEVs and NOVC- 
FCHVs, Appendix 2 and Appendix 3 to this Sub-Annex shall 
replace Appendix 2 to Sub-Annex6.  
Unless stated otherwise, all requirements in this Sub-Annex shall 
apply to vehicles with and without driver-selectable modes. Unless 
explicitly stated otherwise in this Sub-Annex, all of the requirements 
and procedures specified in Sub-Annex 6 shall continue to apply for 
NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and PEVs.  
▼M3 
1.1. Units, accuracy and resolution of electric parameters  
Units, accuracy and resolution of measurements shall be as shown 
in Table A8/1.  
Table A8/1  
Parameters, units, accuracy and resolution of measurements  
Parameter  Units  Accuracy  Resolution  
Electrical energy (  1 ) Wh  ± 1 per cent  0,001 kWh (  2 ) 
Electrical current  A  ± 0,3 per cent FSD or 
± 1 per cent of reading (  3 ) ( 4 ) 0,1 A  
Electric voltage  V  ± 0,3 per cent FSD or 
± 1 per cent of reading (  3 ) 0,1 V  
( 1 ) Equipment: static meter for active energy. 
( 2 ) AC watt-hour meter, Class 1 in accordance with IEC 62053-21 or equivalent. 
( 3 ) Whichever is greater. 
( 4 ) Current integration frequency 20 Hz or more.  
1.2. Emission and fuel consumption testing  
Parameters, units and accuracy of measurements shall be the same 
as those required for pure ICE vehicles.  
▼B 
1.3. Units and precision of final test results  
Units and their precision for the communication of the final results 
shall follow the indications given in Table A8/2. For the purpose of 
calculation in paragraph 4. of this Sub-Annex, the unrounded values 
shall apply.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 735  
Table A8/2  
Units and precision of final test results  
Parameter  Units  Precision of final test result  
PER  (p) ( 2 ), PER  city , AER  (p) ( 2 ), AER  city , EAER  (p) ( 2 ), 
EAER  city , R CDA ( 1 ), R  CDC km Rounded to nearest whole number  
FC CS(,p)  ( 2 ), FC  CD , FC  weighted  for HEVs  l/100 km  Rounded to the first place of 
decimal  
FC CS(,p)  ( 2 ) for FCHVs  kg/100 km  Rounded to the second place of 
decimal  
M CO2,CS(,p)  ( 2 ), M  CO2,CD  , M  CO2 ,weighted  g/km  Rounded to the nearest whole 
number  
EC (p) ( 2 ), EC  city , EC  AC,CD  , EC  AC,weighted  Wh/km  Rounded to the nearest whole 
number  
E AC kWh  Rounded to the first place of 
decimal  
( 1 ) No vehicle individual parameter. 
( 2 ) (p) means the considered period which can be a phase, a combination of phases or the whole cycle.  
▼B 
1.4. Vehicle classification  
All OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs shall be 
classified as Class 3 vehicles. The applicable test cycle for the Type 
1 test procedure shall be determined according to paragraph 1.4.2. 
of this Sub-Annex based on the corresponding reference test cycle 
as described in paragraph 1.4.1. of this Sub-Annex.  
1.4.1. Reference test cycle  
▼M3 
1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of 
Sub-Annex 1.  
1.4.1.2. For PEVs, the downscaling procedure, in accordance with para ­
graphs 8.2.3. and 8.3. of Sub-Annex 1, may be applied on the 
test cycles in accordance with paragraph 3.3. of Sub-Annex 1 by 
replacing the rated power with maximum net power in accordance 
with UN/ECE Regulation No. 85. In such a case, the downscaled 
cycle is the reference test cycle.  
▼B 
1.4.2. Applicable test cycle  
1.4.2.1. Applicable WLTP test cycle  
The reference test cycle according to paragraph 1.4.1. of this Sub- 
Annex shall be the applicable WLTP test cycle (WLTC) for the 
Type 1 test procedure.  
In the case that paragraph 9. of Sub-Annex 1 is applied based on the 
reference test cycle as described in paragraph 1.4.1. of this Sub- 
Annex, this modified test cycle shall be the applicable WLTP test 
cycle (WLTC) for the Type 1 test procedure.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 736  
1.4.2.2. Applicable WLTP city test cycle  
The Class 3 WLTP city test cycle (WLTC  city ) is specified in 
paragraph 3.5. of Sub-Annex 1.  
1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions  
The vehicles shall be driven in accordance with the technical gear 
shift indicator, if available, or in accordance with instructions incor ­
porated in the manufacturer's handbook.  
2. Run-in of test vehicle  
The vehicle tested in accordance with this Annex shall be presented 
in good technical condition and shall be run-in in accordance with 
the manufacturer's recommendations. In the case that the REESSs 
are operated above the normal operating temperature range, the 
operator shall follow the procedure recommended by the vehicle 
manufacturer in order to keep the temperature of the REESS in 
its normal operating range. The manufacturer shall provide 
evidence that the thermal management system of the REESS is 
neither disabled nor reduced.  
2.1. OVC-HEVs and NOVC-HEVs shall have been run-in in accordance 
with the requirements of paragraph 2.3.3. of Sub-Annex 6.  
2.2. NOVC-FCHVs shall have been run-in at least 300 km with their 
fuel cell and REESS installed.  
2.3. PEVs shall have been run-in at least 300 km or one full charge 
distance, whichever is longer.  
2.4. All REESS having no influence on CO  2 mass emissions or H  2 
consumption shall be excluded from monitoring.  
▼B 
3. Test procedure  
3.1. General requirements  
3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs, the 
following shall apply where applicable:  
3.1.1.1. Vehicles shall be tested according to the applicable test cycles 
described in paragraph 1.4.2. of this Sub-Annex.  
▼M3 
3.1.1.2. If the vehicle cannot follow the applicable test cycle within the 
speed trace tolerances in accordance with paragraph 2.6.8.3. of 
Sub-Annex 6, the accelerator control shall, unless stated otherwise, 
be fully activated until the required speed trace is reached again.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 737  
3.1.1.3. The powertrain start procedure shall be initiated by means of the 
devices provided for this purpose according to the manufacturer's 
instructions.  
3.1.1.4. For OVC-HEVs, NOVC-HEVs and PEVs, exhaust emissions 
sampling and measurement of electric energy consumption shall 
begin for each applicable test cycle before or at the initiation of 
the vehicle start procedure and end at the conclusion of each 
applicable test cycle.  
3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, 
shall be analysed for each individual test phase It is permitted to 
omit the phase analysis for phases where no combustion engine 
operates.  
3.1.1.6. Particle number shall be analysed for each individual phase and 
particulate matter emission shall be analysed for each applicable 
test cycle.  
▼M3 
3.1.2. Forced cooling as described in paragraph 2.7.2. of Sub-Annex 6 
shall apply only for the charge-sustaining Type 1 test for OVC- 
HEVs in accordance with paragraph 3.2. of this Sub-Annex and 
for testing NOVC-HEVs in accordance with paragraph 3.3. of this 
Sub-Annex.  
▼B 
3.2. OVC-HEVs  
3.2.1. Vehicles shall be tested under charge-depleting operating condition 
(CD condition), and charge-sustaining operating condition (CS 
condition).  
3.2.2. Vehicles may be tested according to four possible test sequences:  
3.2.2.1. Option 1: charge-depleting Type 1 test with no subsequent charge- 
sustaining Type 1 test.  
3.2.2.2. Option 2: charge-sustaining Type 1 test with no subsequent charge- 
depleting Type 1 test.  
3.2.2.3. Option 3: charge-depleting Type 1 test with a subsequent charge- 
sustaining Type 1 test.  
3.2.2.4. Option 4: charge-sustaining Type 1 test with a subsequent charge- 
depleting Type 1 test.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 738  
Figure A8/1  
Possible test sequences in the case of OVC-HEV testing
  
3.2.3. The driver-selectable mode shall be set as described in the following 
test sequences (Option 1 to Option 4).  
3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining 
Type 1 test (Option 1)  
The test sequence according to Option 1, described in paragraphs 
3.2.4.1. to 3.2.4.7. inclusive of this Sub-Annex, as well as the 
corresponding REESS state of charge profile, are shown in Figure 
A8.App1/1 in Appendix 1 to this Sub-Annex.  
3.2.4.1. Preconditioning  
The vehicle shall be prepared according to the procedures in 
paragraph 2.2. of Appendix 4 to this Sub-Annex.  
3.2.4.2. Test conditions  
3.2.4.2.1. The test shall be carried out with a fully charged REESS according 
to the charging requirements as described in paragraph 2.2.3. of 
Appendix 4 to this Sub-Annex and with the vehicle operated in 
charge-depleting operating condition as defined in paragraph 3.3.5. 
of this Annex.  
3.2.4.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for 
the charge-depleting Type 1 test shall be selected according to 
paragraph 2. of Appendix 6 to this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 739  
3.2.4.3. Charge-depleting Type 1 test procedure  
3.2.4.3.1. The charge-depleting Type 1 test procedure shall consist of a 
number of consecutive cycles, each followed by a soak period of 
no more than 30 minutes until charge-sustaining operating condition 
is achieved.  
3.2.4.3.2. During soaking between individual applicable test cycles, the 
powertrain shall be deactivated and the REESS shall not be 
recharged from an external electric energy source. The instrumen ­
tation for measuring the electric current of all REESSs and for 
determining the electric voltage of all REESSs according to 
Appendix 3 of this Sub-Annex shall not be turned off between 
test cycle phases. In the case of ampere-hour meter measurement, 
the integration shall remain active throughout the entire test until the 
test is concluded.  
Restarting after soak, the vehicle shall be operated in the driver- 
selectable mode according to paragraph 3.2.4.2.2. of this Sub- 
Annex.  
3.2.4.3.3. In deviation from paragraph 5.3.1. of Sub-Annex 5 and without 
prejudice to paragraph 5.3.1.2. of Sub-Annex 5, analysers may be 
calibrated and zero- checked before and after the charge-depleting 
Type 1 test.  
3.2.4.4. End of the charge-depleting Type 1 test  
The end of the charge-depleting Type 1 test is considered to have 
been reached when the break-off criterion according to paragraph 
3.2.4.5. of this Sub-Annex is reached for the first time. The number 
of applicable WLTP test cycles up to and including the one where 
the break-off criterion was reached for the first time is set to n+1.  
The applicable WLTP test cycle n is defined as the transition cycle.  
The applicable WLTP test cycle n+1 is defined to be the confir ­
mation cycle.  
▼M3 
For vehicles without a charge-sustaining capability over the 
complete applicable WLTP test cycle, the end of the charge- 
depleting Type 1 test is reached by an indication on a standard 
on-board instrument panel to stop the vehicle, or when the vehicle 
deviates from the prescribed speed trace tolerance for 4 consecutive 
seconds or more. The accelerator control shall be deactivated and 
the vehicle shall be braked to standstill within 60 seconds.  
▼B 
3.2.4.5. Break-off criterion  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 740  
3.2.4.5.1. Whether the break-off criterion has been reached for each driven 
applicable WLTP test cycle shall be evaluated.  
3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is 
reached when the relative electric energy change REEC  i as 
calculated using the following equation, is less than 0.04.  
REEC  i ¼ jΔΕ REESS ;i j 
E cycle Ü 1 
3 600  
where:  
REEC  i is the relative electric energy change of the applicable 
test cycle considered i of the charge-depleting Type 1 
test; 
ΔE REESS,i  is the change of electric energy of all REESSs for the 
considered charge-depleting Type 1 test cycle i 
calculated according to paragraph 4.3. of this Sub- 
Annex, Wh;  
E cycle is the cycle energy demand of the considered applicable 
WLTP test cycle calculated according to paragraph 5. of 
Sub-Annex 7, Ws;  
i is the index number for the considered applicable WLTP 
test cycle;  
1 
3 600 is a conversion factor to Wh for the cycle energy 
demand.  
3.2.4.6. REESS charging and measuring the recharged electric energy  
3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes 
after the applicable WLTP test cycle n+1 in which the break-off 
criterion for the charge-depleting Type 1 test is reached for the first 
time.  
The REESS is fully charged when the end-of-charge criterion, as 
defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is 
reached.  
3.2.4.6.2. The electric energy measurement equipment, placed between the 
vehicle charger and the mains, shall measure the recharged 
electric energy E  AC delivered from the mains, as well as its 
duration. Electric energy measurement may be stopped when the 
end-of-charge criterion, as defined in paragraph 2.2.3.2. of 
Appendix 4 to this Sub-Annex, is reached.  
▼M3 
3.2.4.7. Each individual applicable WLTP test cycle within the charge- 
depleting Type 1 test shall fulfil the applicable criteria emission 
limits according to paragraph 1.2. of Sub-Annex 6.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 741  
3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting 
Type 1 test (Option 2)  
The test sequence according to Option 2, as described in paragraphs 
3.2.5.1. to 3.2.5.3.3. inclusive of this Sub-Annex, as well as the 
corresponding REESS state of charge profile, are shown in Figure 
A8.App1/2 in Appendix 1 to this Sub-Annex.  
3.2.5.1. Preconditioning and soaking  
The vehicle shall be prepared according to the procedures in 
paragraph 2.1. of Appendix 4 to this Sub-Annex.  
3.2.5.2. Test conditions  
3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge- 
sustaining operating condition as defined in paragraph 3.3.6.of this 
Annex.  
3.2.5.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for 
the charge-sustaining Type 1 test shall be selected according to 
paragraph 3. of Appendix 6 to this Sub-Annex.  
3.2.5.3. Type 1 test procedure  
3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures 
described in Sub-Annex 6.  
3.2.5.3.2. If required, CO  2 mass emission shall be corrected according to 
Appendix 2 to this Sub-Annex.  
▼M3 
3.2.5.3.3. The test pursuant to paragraph 3.2.5.3.1. of this Sub-Annex shall 
fulfil the applicable criteria emission limits in accordance with 
paragraph 1.2. of Sub-Annex 6.  
▼B 
3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining 
Type 1 test (Option 3)  
The test sequence according to Option 3, as described in paragraphs 
3.2.6.1. to 3.2.6.3. inclusive of this Sub-Annex, as well as the 
corresponding REESS state of charge profile, are shown in Figure 
A8.App1/3 in Appendix 1 to this Sub-Annex.  
3.2.6.1. For the charge-depleting Type 1 test, the procedure described in 
paragraphs 3.2.4.1. to 3.2.4.5. inclusive as well as paragraph 
3.2.4.7. of this Sub-Annex shall be followed.  
3.2.6.2. Subsequently, the procedure for the charge-sustaining Type 1 test 
described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this Sub- 
Annex shall be followed. Paragraphs 2.1.1. to 2.1.2. inclusive of 
Appendix 4to this Sub-Annex shall not apply.  
3.2.6.3. REESS charging and measuring the recharged electric energy  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 742  
3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes 
after the conclusion of the charge-sustaining Type 1 test.  
The REESS is fully charged when the end-of-charge criterion as 
defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex is 
reached.  
3.2.6.3.2. The energy measurement equipment, placed between the vehicle 
charger and the mains, shall measure the recharged electric energy 
E AC delivered from the mains, as well as its duration. Electric 
energy measurement may be stopped when the end-of-charge 
criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this 
Sub-Annex is reached.  
3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting 
Type 1 test (Option 4)  
The test sequence according to Option 4, described in paragraphs 
3.2.7.1. to 3.2.7.2. inclusive of this Sub-Annex, as well as the 
corresponding REESS state of charge profile, are shown in Figure 
A8.App1/4 of Appendix 1 to this Sub-Annex.  
3.2.7.1. For the charge-sustaining Type 1 test, the procedure described in 
paragraphs 3.2.5.1. to 3.2.5.3. inclusive of this Sub-Annex, as well 
as paragraph 3.2.6.3.1. of this Sub-Annex shall be followed.  
3.2.7.2. Subsequently, the procedure for the charge-depleting Type 1 test 
described in paragraphs 3.2.4.2. to 3.2.4.7. inclusive of this Sub- 
Annex shall be followed.  
3.3. NOVC-HEVs  
The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive 
of this Sub-Annex, as well as the corresponding REESS state of 
charge profile, are shown in Figure A8.App1/5 of Appendix 1 to 
this Sub-Annex.  
3.3.1. Preconditioning and soaking  
▼M3 
3.3.1.1. Vehicles shall be preconditioned in accordance with paragraph 2.6. 
of Sub-Annex 6.  
In addition to the requirements of paragraph 2.6. of Sub-Annex 6, 
the level of the state of charge of the traction REESS for the charge- 
sustaining test may be set in accordance with the manufacturer's 
recommendation before preconditioning in order to achieve a test 
under charge-sustaining operating condition.  
3.3.1.2. Vehicles shall be soaked in accordance with paragraph 2.7. of Sub- 
Annex 6.  
▼B 
3.3.2. Test conditions  
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition 
as defined in paragraph 3.3.6. of this Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 743  
3.3.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for 
the charge-sustaining Type 1 test shall be selected according to 
paragraph 3. of Appendix 6 to this Sub-Annex.  
3.3.3. Type 1 test procedure  
3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure 
described in Sub-Annex 6.  
3.3.3.2. If required, the CO  2 mass emission shall be corrected according to 
Appendix 2 to this Sub-Annex.  
▼M3 
3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable criteria 
emission limits in accordance with paragraph 1.2. of Sub-Annex 6.  
▼B 
3.4. PEVs  
▼M3 
3.4.1. General requirements  
The test procedure to determine the pure electric range and electric 
energy consumption shall be selected in accordance with the 
estimated pure electric range (PER) of the test vehicle from 
Table A8/3. In the case that the interpolation method is applied, 
the applicable test procedure shall be selected in accordance with the 
PER of vehicle H within the specific interpolation family.  
Table A8/3  
Procedures to determine pure electric range and electric energy consumption  
Applicable test cycle  The estimated PER is…  Applicable test procedure  
Test cycle pursuant to 
paragraph 1.4.2.1. of this 
Sub-Annex.  …less than the length of 
3 applicable WLTP test cycles.  Consecutive cycle Type 1 test 
procedure (in accordance with 
paragraph 3.4.4.1. of this Sub-Annex).  
… equal to or greater than the 
length of 3 applicable WLTP test 
cycles.  Shortened Type 1 test procedure (in 
accordance with paragraph 3.4.4.2. of 
this Sub-Annex).  
City cycle pursuant to 
paragraph 1.4.2.2. of this 
Sub-Annex.  …not available over the applicable 
WLTP test cycle.  Consecutive cycle Type 1 test 
procedure (in accordance with 
paragraph 3.4.4.1. of this Sub-Annex).  
The manufacturer shall give evidence to the approval authority 
concerning the estimated pure electric range (PER) prior to the 
test. In the case that the interpolation method is applied, the 
applicable test procedure shall be determined based on the 
estimated PER of vehicle H of the interpolation family. The PER 
determined by the applied test procedure shall confirm that the 
correct test procedure was applied.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 744  
The test sequence for the consecutive cycle Type 1 test procedure, 
as described in paragraphs 3.4.2., 3.4.3. and 3.4.4.1. of this Sub- 
Annex, as well as the corresponding REESS state of charge profile, 
are shown in Figure A8.App1/6 of Appendix 1 to this Sub-Annex.  
The test sequence for the shortened Type 1 test procedure, as 
described in paragraphs 3.4.2., 3.4.3. and 3.4.4.2. of this Sub- 
Annex as well as the corresponding REESS state of charge 
profile, are shown in Figure A8.App1/7 in Appendix 1 to this 
Sub-Annex.  
▼B 
3.4.2. Preconditioning  
The vehicle shall be prepared according to the procedures in 
paragraph 3. of Appendix 4 to this Sub-Annex.  
▼M3 
3.4.3. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for 
the test shall be selected according to paragraph 4. of Appendix 6 to 
this Sub-Annex.  
▼B 
3.4.4. PEV Type 1 test procedures  
3.4.4.1. Consecutive cycle Type 1 test procedure  
3.4.4.1.1. Speed trace and breaks  
The test shall be performed by driving consecutive applicable test 
cycles until the break-off criterion according to paragraph 3.4.4.1.3. 
of this Sub-Annex is reached.  
▼M3 
Breaks for the driver and/or operator are permitted only between test 
cycles and with a maximum total break time of 10 minutes. During 
the break, the powertrain shall be switched off.  
▼B 
3.4.4.1.2. REESS current and voltage measurement  
From the beginning of the test until the break-off criterion is 
reached, the electric current of all REESSs shall be measured 
according to Appendix 3 to this Sub-Annex and the electric 
voltage shall be determined according to Appendix 3 to this Sub- 
Annex.  
▼M3 
3.4.4.1.3. Break-off criterion  
The break-off criterion is reached when the vehicle exceeds the 
prescribed speed trace tolerance as specified in paragraph 2.6.8.3. 
of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator 
control shall be deactivated. The vehicle shall be braked to standstill 
within 60 seconds.  
▼B 
3.4.4.2. Shortened Type 1 test procedure  
3.4.4.2.1. Speed trace  
The shortened Type 1 test procedure consists of two dynamic 
segments (DS  1 and DS  2 ) combined with two constant speed 
segments (CSS  M and CSS  E ) as shown in Figure A8/2.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 745  
Figure A8/2  
Shortened Type 1 test procedure speed trace
  
▼M3 
The dynamic segments DS  1 and DS  2 are used to calculate the 
energy consumption of the phase considered, the applicable 
WLTP city cycle and the applicable WLTP test cycle.  
▼B 
The constant speed segments CSS  M and CSS  E are intended to 
reduce test duration by depleting the REESS more rapidly than 
the consecutive cycle Type 1 test procedure.  
▼M3 
3.4.4.2.1.1. Dynamic segments  
Each dynamic segment DS  1 and DS  2 consists of an applicable 
WLTP test cycle in accordance with paragraph 1.4.2.1. of this 
Sub-Annex followed by an applicable WLTP city test cycle in 
accordance with paragraph 1.4.2.2. of this Sub-Annex.  
▼B 
3.4.4.2.1.2. Constant speed segment  
▼M3 
The constant speeds during segments CSS  M and CSS  E shall be 
identical. If the interpolation method is applied, the same constant 
speed shall be applied within the interpolation family.  
▼B 
(a) Speed specification  
The minimum speed of the constant speed segments shall be 
100 km/h. At the request of manufacturer and with approval of 
the approval authority, a higher constant speed in the constant 
speed segments may be selected.  
The acceleration to the constant speed level shall be smooth and 
accomplished within 1 minute after completion of the dynamic 
segments and, in the case of a break according to Table A8/4, 
after initiating the powertrain start procedure.  
If the maximum speed of the vehicle is lower than the required 
minimum speed for the constant speed segments according to 
the speed specification of this paragraph, the required speed in 
the constant speed segments shall be equal to the maximum 
speed of the vehicle.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 746  
(b) Distance determination of CSS  E and CSS  M 
The length of the constant speed segment CSS  E shall be 
determined based on the percentage of the usable REESS 
energy UBE  STP according to paragraph 4.4.2.1. of this Sub- 
Annex. The remaining energy in the traction REESS after 
dynamic speed segment DS  2 shall be equal to or less than 10 
per cent of UBE  STP . The manufacturer shall provide evidence to 
the approval authority after the test that this requirement is 
fulfilled.  
The length of the constant speed segment CSS  M may be 
calculated using the following equation:  
d CSSM ¼ PER  est Ä d DS1 Ä d DS2 Ä d CSSE 
where:  
PER  est is the estimated pure electric range of the considered 
PEV, km;  
d DS1 is the length of dynamic speed segment 1, km;  
d DS2 is the length of dynamic speed segment 2, km;  
d CSSE is the length of constant speed segment CSS  E , km.  
3.4.4.2.1.3. Breaks  
Breaks for the driver and/or operator are permitted only in the 
constant speed segments as prescribed in Table A8/4.  
Table A8/4  
Breaks for the driver and/or test operator  
▼M3 
Distance driven in constant 
speed segment CSS  M (km)  Maximum total break (min)  
▼B 
Up to 100  10  
Up to 150  20  
Up to 200  30  
Up to 300  60  
More than 300  Shall be based on the manufacturer’s 
recommendation  
Note:  During a break, the powertrain shall be switched off.  
3.4.4.2.2. REESS current and voltage measurement  
From the beginning of the test until the break-off criterion is 
reached, the electric current of all REESSs and the electric 
voltage of all REESSs shall be determined according to Appendix 
3 to this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 747  
3.4.4.2.3. Break-off criterion  
The break-off criterion is reached when the vehicle exceeds the 
prescribed speed trace tolerance as specified in paragraph 2.6.8.3. 
of Sub-Annex 6 for 4 consecutive seconds or more in the second 
constant speed segment CSS  E . The accelerator control shall be deac ­
tivated. The vehicle shall be braked to a standstill within 
60 seconds.  
▼B 
3.4.4.3. REESS charging and measuring the recharged electric energy  
3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this 
Sub-Annex for the consecutive cycle Type 1 test procedure and in 
paragraph 3.4.4.2.3. of this Sub-Annex for the shortened Type 1 test 
procedure, the vehicle shall be connected to the mains within 120 
minutes.  
The REESS is fully charged when the end-of-charge criterion, as 
defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is 
reached.  
3.4.4.3.2. The energy measurement equipment, placed between the vehicle 
charger and the mains, shall measure the recharged electric energy 
E AC delivered from the mains as well as its duration. Electric energy 
measurement may be stopped when the end-of-charge criterion, as 
defined in paragraph 2.2.3.2. of Appendix 4 to this Sub-Annex, is 
reached.  
3.5. NOVC-FCHVs  
The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive 
of this Sub-Annex, as well as the corresponding REESS state of 
charge profile, is shown in Figure A8.App1/5 in Appendix 1 to this 
Sub-Annex.  
3.5.1. Preconditioning and soaking  
Vehicles shall be conditioned and soaked according to paragraph 
3.3.1. of this Sub-Annex.  
3.5.2. Test conditions  
3.5.2.1. Vehicles shall be tested under charge-sustaining operating 
conditions as defined in paragraph 3.3.6. of this Annex.  
3.5.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for 
the charge-sustaining Type 1 test shall be selected according to 
paragraph 3. of Appendix 6 to this Sub-Annex.  
3.5.3. Type 1 test procedure  
3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure 
described in Sub-Annex 6 and fuel consumption calculated 
according to Appendix 7 to this Sub-Annex.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 748  
3.5.3.2. If required, fuel consumption shall be corrected according to 
Appendix 2 to this Sub-Annex.  
4. Calculations for hybrid electric, pure electric and compressed 
hydrogen fuel cell vehicles  
4.1. Calculations of gaseous emission compounds, particulate matter 
emission and particle number emission  
4.1.1. Charge-sustaining mass emission of gaseous emission compounds, 
particulate matter emission and particle number emission for 
OVC-HEVs and NOVC-HEVs  
The charge-sustaining particulate matter emission PM  CS shall be 
calculated according to paragraph 3.3. of Sub-Annex 7.  
The charge-sustaining particle number emission PN  CS shall be 
calculated according to paragraph 4. of Sub-Annex 7.  
4.1.1.1.  ►M3 Stepwise procedure for calculating the final test results of the 
charge-sustaining Type 1 test for NOVC-HEVs and OVC-HEVs ◄ 
The results shall be calculated in the order described in Table A8/5. 
All applicable results in the column ‘Output’ shall be recorded. The 
column ‘Process’ describes the paragraphs to be used for calculation 
or contains additional calculations.  
For the purpose of this table, the following nomenclature within the 
equations and results is used:  
c complete applicable test cycle;  
p every applicable cycle phase;  
i applicable criteria emission component (except CO  2 ); 
CS charge-sustaining  
CO  2 CO  2 mass emission.  
▼M3 
Table A8/5  
Calculation of final charge-sustaining gaseous emission values  
Source  Input  Process  Output  Step No.  
Sub- 
Annex 6  Raw test results  Charge-sustaining mass emissions 
Paragraphs 3. to 3.2.2. of Sub- 
Annex 7.  M i,CS,p,1  , g/km; 
M CO2,CS,p,1  , g/km.  1 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 749  
Source  Input  Process  Output  Step No.  
Output 
from step 
No. 1 of 
this table.  M i,CS,p,1  , g/km; 
M CO2,CS,p,1  , g/km.  Calculation of combined charge- 
sustaining cycle values: 
M i;CS;c;2 ¼ P 
p M i;CS;p;1 Ü d p P 
p d p 
M CO2;CS;c;2 ¼ P 
p M CO2;CS;p;1 Ü d p P 
p d p 
where: 
M i,CS,c,2  is the charge-sustaining 
mass emission result over the total 
cycle; 
M CO2,CS,c,2  is the charge-sustaining 
CO  2 mass emission result over the 
total cycle; 
d p are the driven distances of the 
cycle phases p.  M i,CS,c,2  , g/km; 
M CO2,CS,c,2  , g/km.  2 
Output 
from steps 
Nos. 1 and 
2 of this 
table.  M CO2,CS,p,1  , g/km; 
M CO2,CS,c,2  , g/km.  REESS electric energy change 
correction 
Paragraphs 4.1.1.2. to 4.1.1.5. of 
this Sub-Annex.  M CO2,CS,p,3  , g/km; 
M CO2,CS,c,3  , g/km.  3 
Output 
from steps 
Nos. 2 and 
3 of this 
table.  M i,CS,c,2  , g/km; 
M CO2,CS,c,3  , g/km.  Charge-sustaining mass emission 
correction for all vehicles 
equipped with periodically regen ­
erating systems K  i in accordance 
with Sub-Annex 6, Appendix 1. 
M i,CS,c,4  = K  i × M  i,CS,c,2  
or 
M i,CS,c,4  = K  i + M  i,CS,c,2  
and 
M CO2;CS;c;4 ¼ K CO2;K i Ü M CO2;CS;c;3 
or 
M CO2;CS;c;4 ¼ K CO2;K i þ M CO2;CS;c;3 
Additive offset or multiplicative 
factor to be used in accordance 
with K  i determination. 
If K  i is not applicable: 
M i,CS,c,4  = M  i,CS,c,2  
M CO2,CS,c,4  = M  CO2,CS,c,3  M i,CS,c,4  , g/km; 
M CO2,CS,c,4  , g/km.  4a ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 750  
Source  Input  Process  Output  Step No.  
Output 
from steps 
Nos. 3 and 
4a of this 
table.  M CO2,CS,p,3  , g/km; 
M CO2,CS,c,3  , g/km; 
M CO2,CS,c,4  , g/km.  If K  i is applicable, align CO  2 phase 
values to combined cycle value: 
M CO2,CS,p,4  = M  CO2,CS,p,3  × AF  Ki 
for every cycle phase p; 
where: 
AF Ki ¼ M CO2;CS;c;4 
M CO2;CS;c;3 
If K  i is not applicable: 
M CO2,CS,p,4  = M  CO2,CS,p,3  M CO2,CS,p,4  , g/km.  4b  
Output 
from step 
No. 4 of 
this table.  M i,CS,c,4  , g/km; 
M CO2,CS,p,4  , g/km; 
M CO2,CS,c,4  , g/km;  ATCT correction in accordance 
with paragraph 3.8.2. of Sub- 
Annex 6a. 
Deterioration factors calculated and 
applied in accordance with 
Annex VII.  M i,CS,c,5  , g/km; 
M CO2,CS,c,5  , g/km; 
M CO2,CS,p,5  , g/km.  5 
Result of a 
single test.  
Output 
from step 
No. 5 of 
this table.  For every test: 
M i,CS,c,5  , g/km; 
M CO2,CS,c,5  , g/km; 
M CO2,CS,p,5  , g/km.  Averaging of tests and declared 
value in accordance with para ­
graphs 1.2. to 1.2.3. of Sub- 
Annex 6.  M i,CS,c,6  , g/km; 
M CO2,CS,c,6  , g/km; 
M CO2,CS,p,6  , g/km; 
M CO2,CS,c,declared  , 
g/km.  6 
M i,CS results 
of a Type 1 
test for a test 
vehicle.  
Output 
from step 
No. 6 of 
this table.  M CO2,CS,c,6  , g/km; 
M CO2,CS,p,6  , g/km; 
M CO2,CS,c,declared  , 
g/km.  Alignment of phase values. 
Paragraph 1.2.4. of Sub-Annex 6, 
and: 
M CO2,CS,c,7  = M  CO2,CS,c,declared  M CO2,CS,c,7  , g/km; 
M CO2,CS,p,7  , g/km.  7 
M CO2,CS  
results of a 
Type 1 test 
for a test 
vehicle.  
Output 
from steps 
Nos. 6 and 
7 of this 
table.  For each of the 
test vehicles H and 
L: 
M i,CS,c,6  , g/km; 
M CO2,CS,c,7  , g/km; 
M CO2,CS,p,7  , g/km.  If in addition to a test vehicle H a 
test vehicle L and, if applicable 
vehicle M was also tested, the 
resulting criteria emission value 
shall be the highest of the two or, 
if applicable, three values and 
referred to as M  i,CS,c . 
In the case of the combined THC + 
NO  x emissions, the highest value 
of the sum referring to either the 
vehicle H or vehicle L or, if appli ­
cable, vehicle M is to be declared. 
Otherwise, if no vehicle L or if 
applicable vehicle M was tested, 
M i,CS,c = M  i,CS,c,6  
For CO  2 the values derived in step 
7 of this Table shall be used. 
CO  2 values shall be rounded to two 
decimal places.  M i,CS,c , g/km; 
M CO2,CS,c,H  , g/km; 
M CO2,CS,p,H  , g/km; 
If a vehicle L was 
tested: 
M CO2,CS,c,L  , g/km; 
M CO2,CS,p,L  , g/km; 
and, if applicable, 
a vehicle M was 
tested: 
M CO2,CS,c,M  , g/ 
km; M  CO2,CS,p,M  , 
g/km;  8 
Interpolation 
family result. 
Final criteria 
emission 
result.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 751  
Source  Input  Process  Output  Step No.  
Output 
from step 
No. 8 of 
this table.  M CO2,CS,c,H  , g/km; 
M CO2,CS,p,H  , g/km; 
If a vehicle L was 
tested: 
M CO2,CS,c,L  , g/km; 
M CO2,CS,p,L  , g/km 
and, if applicable, 
a vehicle M was 
tested: 
M CO2,CS,c,M  , g/km; 
M CO2,CS,p,M  , g/km;  CO  2 mass emission calculation in 
accordance with paragraph 4.5.4.1. 
of this Sub-Annex for individual 
vehicles in an interpolation family. 
CO  2 values shall be rounded in 
accordance with Table A8/2.  M CO2,CS,c,ind  , g/ 
km; M  CO2,CS,p,ind  , 
g/km.  9 
Result of an 
individual 
vehicle. 
Final CO  2 
result.  
▼B 
4.1.1.2. In the case that the correction according to paragraph 1.1.4. of 
Appendix 2 to this Sub-Annex was not applied, the following 
charge-sustaining CO  2 mass emission shall be used:  
M CO2;CS ¼ M CO2;CS;nb 
where:  
M CO2,CS  is the charge-sustaining CO  2 mass emission of the 
charge-sustaining Type 1 test according to Table 
A8/5, step no. 3, g/km;  
M CO2,CS,nb  is the non-balanced charge-sustaining CO  2 mass 
emission of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined 
according to Table A8/5, step no. 2, g/km.  
4.1.1.3. If the correction of the charge-sustaining CO  2 mass emission is 
required according to paragraph 1.1.3. of Appendix 2 to this Sub- 
Annex or in the case that the correction according to paragraph 
1.1.4. of Appendix 2 to this Sub-Annex was applied, the CO  2 
mass emission correction coefficient shall be determined according 
to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected 
charge-sustaining CO  2 mass emission shall be determined using the 
following equation:  
M CO2;CS ¼ M CO2;CS;nb Ä K CO2 Ü EC  DC;CS 
where:  
▼M3 
M CO2,CS  is the charge-sustaining CO  2 mass emission of the 
charge-sustaining Type 1 test according to Table A8/5, 
step No. 3, g/km;  
▼B 
M CO2,CS,nb  is the non-balanced CO  2 mass emission of the charge- 
sustaining Type 1 test, not corrected for the energy 
balance, determined according to Table A8/5, step no. 
2, g/km;  ▼M3
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EC DC,CS  is the electric energy consumption of the charge- 
sustaining Type 1 test according to paragraph 4.3. of 
this Sub-Annex, Wh/km;  
K CO2 is the CO  2 mass emission correction coefficient 
according to paragraph 2.3.2. of Appendix 2 to this 
Sub-Annex, (g/km)/(Wh/km).  
4.1.1.4. In the case that phase-specific CO  2 mass emission correction coef ­
ficients have not been determined, the phase-specific CO  2 mass 
emission shall be calculated using the following equation:  
M CO2;CS;p ¼ M CO2;CS;nb;p Ä K CO2 Ü EC  DC;CS;p 
where:  
▼M3 
M CO2,CS,p  is the charge-sustaining CO  2 mass emission of 
phase p of the charge-sustaining Type 1 test in 
accordance with Table A8/5, step No. 3, g/km;  
M CO2,CS,nb,p  is the non-balanced CO  2 mass emission of phase p 
of the charge-sustaining Type 1 test, not corrected 
for the energy balance, determined in accordance 
with Table A8/5, step No. 1, g/km;  
▼B 
EC DC,CS,p  is the electric energy consumption of phase p of 
the charge-sustaining Type 1 test according to 
paragraph 4.3. of this Sub-Annex, Wh/km;  
K CO2 is the CO  2 mass emission correction coefficient 
according to paragraph 2.3.2. of Appendix 2 to 
this Sub-Annex, (g/km)/(Wh/km).  
4.1.1.5. In the case that phase-specific CO  2 mass emission correction coef ­
ficients have been determined, the phase-specific CO  2 mass 
emission shall be calculated using the following equation:  
M CO2;CS;p ¼ M CO2;CS;nb;p Ä K CO2;p Ü EC  DC;CS;p 
where:  
M CO2,CS,p  is the charge-sustaining CO  2 mass emission of phase p 
of the charge-sustaining Type 1 test according to 
Table A8/5, step no. 3, g/km;  
▼M3 
M CO2,CS,nb,p  is the non-balanced CO  2 mass emission of phase p of 
the charge-sustaining Type 1 test, not corrected for the 
energy balance, determined in accordance with 
Table A8/5, step No. 1, g/km;  ▼B
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EC DC,CS,p  is the electric energy consumption of phase p of the 
charge-sustaining Type 1 test, determined according to 
paragraph 4.3. of this Sub-Annex, Wh/km;  
K CO2,p  is the CO  2 mass emission correction coefficient 
according to paragraph 2.3.2.2. of Appendix 2 to 
this Sub-Annex, (g/km)/(Wh/km);  
p is the index of the individual phase within the 
applicable WLTP test cycle.  
4.1.2. Utility factor-weighted charge-depleting CO  2 mass emission for 
OVC-HEVs  
The utility factor-weighted charge-depleting CO  2 mass emission 
M CO2,CD  shall be calculated using the following equation: 
M CO2;CD ¼ P k 
j¼1 ðUF j Ü M CO2;CD;j Þ 
P k 
j¼1 UF j 
where:  
M CO2,CD  is the utility factor-weighted charge-depleting CO  2 mass 
emission, g/km;  
M CO2,CD,j  is the CO  2 mass emission determined according to 
paragraph 3.2.1. of Sub-Annex 7 of phase j of the 
charge-depleting Type 1 test, g/km;  
UF j is the utility factor of phase j according to Appendix 5 
of this Sub-Annex;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the 
transition cycle according to paragraph 3.2.4.4. of this 
Sub-Annex.  
▼M3 
In the case that the interpolation method is applied, k shall be the 
number of phases driven up to the end of the transition cycle of 
vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if 
applicable, by an individual vehicle within the vehicle interpolation 
family,  n veh  ind , is lower than the transition cycle number driven by 
vehicle L, n  veh_L  , the confirmation cycle of vehicle H and, if appli ­
cable, an individual vehicle shall be included in the calculation. The 
CO  2 mass emission of each phase of the confirmation cycle shall 
then be corrected to an electric energy consumption of zero 
EC DC,CD,j  = 0 by using the CO  2 correction coefficient in accordance 
with Appendix 2 of this Sub-Annex.  
▼B 
4.1.3. Utility factor-weighted mass emissions of gaseous compounds, 
particulate matter emission and particle number emission for 
OVC-HEVs.  ▼B
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4.1.3.1. The utility factor-weighted mass emission of gaseous compounds 
shall be calculated using the following equation:  
M i;weighted ¼ X  k 
j¼1 ðUF j Ü M i;CD;j Þ þ ð1 Ä X  k 
j¼1 UF j Þ Ü M i;CS 
where:  
M i,weighted  is the utility factor-weighted mass emission compound i, 
g/km;  
i is the index of the considered gaseous emission 
compound;  
UF j is the utility factor of phase j according to Appendix 5 of 
this Sub-Annex;  
M i,CD,j is the mass emission of the gaseous emission compound 
i determined according to paragraph 3.2.1. of Sub-Annex 
7 of phase j of the charge-depleting Type 1 test, g/km;  
M i,CS is the charge-sustaining mass emission of gaseous 
emission compound i for the charge-sustaining Type 1 
test according to Table A8/5, step no. 7, g/km;  
j is the index number of the phase considered;  
k is the number of phases driven until the end of the 
transition cycle according to paragraph 3.2.4.4. of this 
Sub-Annex.  
▼M3 
In the case that the interpolation method is applied for i = CO  2 , k 
shall be the number of phases driven up to the end of the transition 
cycle of vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if 
applicable, by an individual vehicle within the vehicle interpolation 
family  n veh  ind is lower than the transition cycle number driven by 
vehicle L, n  veh_L  , the confirmation cycle of vehicle H and, if appli ­
cable, an individual vehicle shall be included in the calculation. The 
CO  2 mass emission of each phase of the confirmation cycle shall 
then be corrected to an electric energy consumption of zero 
EC DC,CD,j  = 0 by using the CO  2 correction coefficient in accordance 
with Appendix 2 of this Sub-Annex.  
▼B 
4.1.3.2. The utility factor-weighted particle number emission shall be 
calculated using the following equation:  
PN weighted ¼ X  k 
j¼1 ðUF j Ü PN  CD;j Þ þ ð1 Ä X  k 
j¼1 UF j Þ Ü PN  CS 
where:  
PN weighted  is the utility factor-weighted particle number emission, 
particles per kilometre;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 755  
UF j is the utility factor of phase j according to Appendix 5 
of this Sub-Annex;  
PN CD,j is the particle number emission during phase j 
determined according to paragraph 4. of Sub-Annex 7 
for the charge-depleting Type 1 test, particles per kilo ­
metre;  
PN CS is the particle number emission determined according to 
paragraph 4.1.1. of this Sub-Annex for the charge- 
sustaining Type 1 test, particles per kilometre;  
j is the index number of the phase considered;  
k is the number of phases driven until the end of tran ­
sition cycle n according to paragraph 3.2.4.4. of this 
Sub-Annex.  
4.1.3.3. The utility factor-weighted particulate matter emission shall be 
calculated using the following equation:  
PM  weighted ¼ X  n c 
c¼1 ðUF c Ü PM  CD;c Þ þ ð1 Ä X  n c 
c¼1 UF c Þ Ü PM  CS 
where:  
PM  weighted  is the utility factor-weighted particulate matter emission, 
mg/km;  
UF c is the utility factor of cycle c according to Appendix 5 
of this Sub-Annex;  
PM  CD,c is the charge-depleting particulate matter emission 
during cycle c determined according to paragraph 3.3. 
of Sub-Annex 7 for the charge-depleting Type 1 test, 
mg/km;  
PM  CS is the particulate matter emission of the charge- 
sustaining Type 1 test according to paragraph 4.1.1. 
of this Sub-Annex, mg/km;  
c is the index number of the cycle considered;  
n c is the number of applicable WLTP test cycles driven 
until the end of the transition cycle n according to 
paragraph 3.2.4.4. of this Sub-Annex.  
4.2. Calculation of fuel consumption  
4.2.1. Charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs 
and NOVC-FCHVs  
4.2.1.1. The charge-sustaining fuel consumption for OVC-HEVs and 
NOVC-HEVs shall be calculated stepwise according to Table A8/6.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 756  
Table A8/6  
Calculation of final charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs  
Source  Input  Process  Output  Step no.  
Output from step 
no. 6 and 7 of 
Table A8/5 of this 
Sub-Annex.  M i,CS,c,6  , g/km; 
M CO2,CS,c,7  , g/km; 
M CO2,CS,p,7  , g/km;  Calculation of 
fuel consumption 
according to 
paragraph 6. of 
Sub-Annex 7. 
The calculation of 
fuel consumption 
shall be 
performed 
separately for the 
applicable cycle 
and its phases. 
For that purpose: 
(a) the applicable 
phase or 
cycle CO  2 
values shall 
be used; 
(b) the criteria 
emission over 
the complete 
cycle shall be 
used.  FC CS,c,1  , l/100 km; 
FC CS,p,1  , l/100 km;  1 
‘FC  CS results of a 
Type 1 test for a 
test vehicle’  
Step no. 1 of this 
Table.  For each of the test 
vehicles H and L: 
FC CS,c,1  , l/100 km; 
FC CS,p,1  , l/100 km;  For FC the values 
derived in step 
no. 1 of this Table 
shall be used. 
FC values shall be 
rounded to three 
decimal places.  FC CS,c,H  , l/100 km; 
FC CS,p,H  , l/100 km; 
and if a vehicle L 
was tested: 
FC CS,c,L  , l/100 km; 
FC CS,p,L  , l/100 km;  2 
‘interpolation 
family result’ 
final criteria 
emission result  
Step no. 2 of this 
Table.  FC CS,c,H  , l/100 km; 
FC CS,p,H  , l/100 km; 
and if a vehicle L 
was tested: 
FC CS,c,L  , l/100 km; 
FC CS,p,L  , l/100 km;  Fuel consumption 
calculation 
according to 
paragraph 4.5.5.1. 
of this Sub-Annex 
for individual 
vehicles in an 
interpolation 
family. 
FC values shall be 
rounded 
according to 
Table A8/2.  FC CS,c,ind  , 
l/100 km; 
FC CS,p,ind  , 
l/100 km;  3 
‘result of an indi ­
vidual vehicle’ 
final FC result  ▼B
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4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs  
▼M3 
4.2.1.2.1. Stepwise procedure for calculating the final test fuel consumption 
results of the charge-sustaining Type 1 test for NOVC-FCHVs  
▼B 
The results shall be calculated in the order described in the Tables 
A8/7. All applicable results in the column ‘Output’ shall be 
recorded. The column ‘Process’ describes the paragraphs to be 
used for calculation or contains additional calculations.  
For the purpose of this table, the following nomenclature within the 
equations and results is used:  
c: complete applicable test cycle;  
p: every applicable cycle phase;  
CS: charge-sustaining  
Table A8/7  
Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs  
Source  Input  Process  Output  Step no.  
Appendix 7 of this 
Sub-Annex.  Non-balanced 
charge-sustaining 
fuel consumption 
FC CS,nb ,kg/ 
100 km  Charge-sustaining 
fuel consumption 
according to 
paragraph 2.2.6. of 
Appendix 7. to 
this Sub-Annex  FC CS,c,1  , kg/ 
100 km;  1 
Output from step 
no. 1 of this Table.  FC CS,c,1  , kg/ 
100 km;  REESS electric 
energy change 
correction 
Sub-Annex 8, 
paragraphs 
4.2.1.2.2. to 
4.2.1.2.3. inclusive 
of this Sub-Annex  FC CS,c,2  , kg/ 
100 km;  2 ▼B
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Source  Input  Process  Output  Step no.  
▼M3 
Output from step 
No. 2 of this table.  FC CS,c,2  , kg/ 
100 km.  FC CS,c,3  = FC  CS,c,2  FC CS,c,3  , kg/ 
100 km.  3 
Result of a single 
test. 
Output from step 
No. 3 of this table.  For every test: 
FC CS,c,3  , kg/ 
100 km.  Averaging of tests 
and declared value 
according to para ­
graphs 1.2. to 
1.2.3. inclusive of 
Sub-Annex 6.  FC CS,c,4  , kg/ 
100 km.  4 
▼B 
Output from step 
no. 4 of this Table.  FC CS,c,4  , kg/ 
100 km; 
FC CS,c,declared  , kg/ 
100 km  Alignment of 
phase values. 
Sub-Annex 6, 
paragraph 1.1.2.4. 
And:  
FC CS;c5 ¼ 
FC CS;c;declared  FC CS,c,5  , kg/ 
100 km;  5 
‘FC  CS results of a 
Type 1 test for a 
test vehicle’  
4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of 
Appendix 2 to this Sub-Annex was not applied, the following 
charge-sustaining fuel consumption shall be used: 
FC CS ¼ FC  CS;nb 
where:  
FC CS is the charge-sustaining fuel consumption of the charge- 
sustaining Type 1 test according to Table A8/7, step no. 
2, kg/100 km;  
FC CS,nb is the non-balanced charge-sustaining fuel consumption of 
the charge-sustaining Type 1 test, not corrected for the 
energy balance, according to Table A8/7, step no. 
1, kg/100 km.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 759  
4.2.1.2.3. If the correction of the fuel consumption is required according to 
paragraph 1.1.3. of Appendix 2 to this Sub-Annex or in the case 
that the correction according to paragraph 1.1.4. of Appendix 2 to 
this Sub-Annex was applied, the fuel consumption correction coef ­
ficient shall be determined according to paragraph 2. of Appendix 2 
to this Sub-Annex. The corrected charge-sustaining fuel 
consumption shall be determined using the following equation: 
FC CS ¼ FC  CS;nb Ä K fuel;FCHV Ü EC  DC;CS 
where:  
FC CS is the charge-sustaining fuel consumption of the charge- 
sustaining Type 1 test according to Table A8/7, step no. 
2, kg/100 km;  
FC CS,nb is the non-balanced fuel consumption of the charge- 
sustaining Type 1 test, not corrected for the energy 
balance, according to Table A8/7, step no. 1, kg/100 km;  
EC DC,CS  is the electric energy consumption of the charge- 
sustaining Type 1 test according to paragraph 4.3. of 
this Sub-Annex, Wh/km;  
K fuel,FCHV  is the fuel consumption correction coefficient according 
to paragraph 2.3.1. of Appendix 2 to this Sub-Annex, 
(kg/100 km)/(Wh/km).  
4.2.2. Utility factor-weighted charge-depleting fuel consumption for OVC- 
HEVs  
The utility factor-weighted charge-depleting fuel consumption FC  CD 
shall be calculated using the following equation: 
FC CD ¼ P k 
j¼1 ðUF j Ü FC  CD;j Þ 
P k 
j¼1 UF j 
where:  
FC CD is the utility factor weighted charge-depleting fuel 
consumption, l/100 km;  
FC CD,j is the fuel consumption for phase j of the charge- 
depleting Type 1 test, determined according to 
paragraph 6. of Sub-Annex 7, l/100 km;  
UF j is the utility factor of phase j according to Appendix 5 of 
this Sub-Annex;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 760  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the 
transition cycle according to paragraph 3.2.4.4 of this 
Sub-Annex.  
▼M3 
In the case that the interpolation method is applied, k shall be the 
number of phases driven up to the end of the transition cycle of 
vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if 
applicable, by an individual vehicle within the vehicle interpolation 
family,  n veh  ind , is lower than the transition cycle number driven by 
vehicle L n  veh_L  the confirmation cycle of vehicle H and, if appli ­
cable, an individual vehicle shall be included in the calculation. The 
fuel consumption of each phase of the confirmation cycle shall be 
calculated in accordance with paragraph 6. of Sub-Annex 7 with the 
criteria emission over the complete confirmation cycle and the 
applicable CO  2 phase value which shall be corrected to an electric 
energy consumption of zero, EC  DC,CD,j  = 0, by using the CO  2 mass 
correction coefficient (K  CO2 ) in accordance with Appendix 2 to this 
Sub-Annex.  
▼B 
4.2.3. Utility factor-weighted fuel consumption for OVC-HEVs  
The utility factor-weighted fuel consumption from the charge- 
depleting and charge-sustaining Type 1 test shall be calculated 
using the following equation: 
FC weighted ¼ X  k 
j¼1 ðUF j Ü FC  CD;j Þ þ ð1 Ä X  k 
j¼1 UF j Þ Ü FC  CS 
where:  
FC weighted  is the utility factor-weighted fuel consumption, l/100 km;  
UF j is the utility factor of phase j according to Appendix 5 of 
this Sub-Annex;  
FC CD,j is the fuel consumption of phase j of the charge- 
depleting Type 1 test, determined according to 
paragraph 6. of Sub-Annex 7, l/100 km;  
FC CS is the fuel consumption determined according to Table 
A8/6, step no. 1, l/100 km;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the 
transition cycle according to paragraph 3.2.4.4. of this 
Sub-Annex.  
▼M3 
In the case that the interpolation method is applied, k shall be the 
number of phases driven up to the end of the transition cycle of 
vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if 
applicable, by an individual vehicle within the vehicle interpolation 
family  n veh  ind is lower than the transition cycle number driven by 
vehicle L, n  veh_L  , the confirmation cycle of vehicle H and, if appli ­
cable, an individual vehicle shall be included in the calculation.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 761  
The fuel consumption of each phase of the confirmation cycle shall 
be calculated in accordance with paragraph 6. of Sub-Annex 7 with 
the criteria emission over the complete confirmation cycle and the 
applicable CO  2 phase value which shall be corrected to an electric 
energy consumption of zero EC  DC,CD,j  = 0 by using the CO  2 mass 
correction coefficient (K  CO2 ) in accordance with Appendix 2 to this 
Sub-Annex.  
▼B 
4.3. Calculation of electric energy consumption  
For the determination of the electric energy consumption based on 
the current and voltage determined according to Appendix 3 of this 
Sub-Annex, the following equations shall be used: 
EC DC;j ¼ ΔE REESS ;j 
d j 
where:  
EC DC,j is the electric energy consumption over the considered 
period j based on the REESS depletion, Wh/km;  
ΔE REESS,j  is the electric energy change of all REESSs during the 
considered period j, Wh;  
d j is the distance driven in the considered period j, km;  
and 
ΔE REESS ;j ¼ X  n 
j¼1 ΔE REESS ;j;i 
where:  
ΔE REESS,j,i  : is the electric energy change of REESS i during the 
considered period j, Wh;  
and 
ΔE REESS ;j;i ¼ 1 
3600 Ü Z t end 
t 0 UðtÞ REESS ;j;i Ü IðtÞ j;i dt 
where:  
U(t)  REESS,j,i  is the voltage of REESS i during the considered period 
j determined according to Appendix 3 to this Sub- 
Annex, V;  
t 0 is the time at the beginning of the considered period j, 
s; 
t end is the time at the end of the considered period j, s;  
I(t) j,i is the electric current of REESS i during the considered 
period j determined according to Appendix 3 to this 
Sub-Annex, A;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 762  
i is the index number of the considered REESS;  
n is the total number of REESS;  
j is the index for the considered period, where a period 
can be any combination of phases or cycles;  
1 
3600 is the conversion factor from Ws to Wh.  
▼M3 
4.3.1. Utility factor-weighted charge-depleting electric energy consumption 
based on the recharged electric energy from the mains for OVC- 
HEVs  
The utility factor-weighted charge-depleting electric energy 
consumption based on the recharged electric energy from the 
mains shall be calculated using the following equation: 
EC AC;CD ¼ P k 
j¼1 ðUF j Ü EC  AC;CD;j Þ 
P k 
j¼1 UF j 
where:  
EC AC,CD  is the utility factor-weighted charge-depleting electric 
energy consumption based on the recharged electric 
energy from the mains, Wh/km;  
UF j is the utility factor of phase j in accordance with 
Appendix 5 to this Sub-Annex;  
EC AC,CD,j  is the electric energy consumption based on the 
recharged electric energy from the mains of phase 
j, Wh/km;  
and 
EC AC;CD;j ¼ EC  DC;CD;j Ü E AC P k 
j¼1 ΔE REESS ;j 
where:  
EC DC,CD,j  is the electric energy consumption based on the REESS 
depletion of phase j of the charge-depleting Test 1 in 
accordance with paragraph 4.3. of this Sub- 
Annex, Wh/km;  
E AC is the recharged electric energy from the mains 
determined in accordance with paragraph 3.2.4.6. of 
this Sub-Annex, Wh;  
ΔE REESS,j  is the electric energy change of all REESSs of phase j 
in accordance with paragraph 4.3. of this Sub-Annex, 
Wh; 
j is the index number for the considered phase;  
k is the number of phases driven up to the end of the 
transition cycle in accordance with paragraph 3.2.4.4. of 
this Sub-Annex.  
In the case that the interpolation method is applied, k is 
the number of phases driven up to the end of the tran ­
sition cycle of L, n  veh_L  . ▼B
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4.3.2. Utility factor-weighted electric energy consumption based on the 
recharged electric energy from the mains for OVC-HEVs  
The utility factor-weighted electric energy consumption based on the 
recharged electric energy from the mains shall be calculated using 
the following equation: 
EC AC;weighted ¼ X  k 
j¼1 ðUF j Ü EC  AC;CD;j Þ 
where:  
EC AC,weighted  is the utility factor-weighted electric energy 
consumption based on the recharged electric energy 
from the mains, Wh/km;  
UF j is the utility factor of phase j according to Appendix 
5 of this Sub-Annex;  
EC AC,CD,j  is the electric energy consumption based on the 
recharged electric energy from the mains of phase j 
according to paragraph 4.3.1. of this Sub-Annex, 
Wh/km;  
j is the index number of the phase considered;  
▼M3 
k is the number of phases driven up to the end of the 
transition cycle in accordance with paragraph 3.2.4.4. 
of this Sub-Annex.  
in the case that the interpolation method is applied, k 
is the number of phases driven up to the end of the 
transition cycle of vehicle L, n  veh_L  . 
▼B 
4.3.3. Electric energy consumption for OVC-HEVs  
4.3.3.1. Determination of cycle-specific electric energy consumption  
The electric energy consumption based on the recharged electric 
energy from the mains and the equivalent all-electric range shall 
be calculated using the following equation: 
EC ¼ E AC 
EAER  
where:  
EC is the electric energy consumption of the applicable WLTP 
test cycle based on the recharged electric energy from the 
mains and the equivalent all-electric range, Wh/km;  
E AC is the recharged electric energy from the mains according to 
paragraph 3.2.4.6. of this Sub-Annex, Wh;  
EAER is the equivalent all-electric range according to paragraph 
4.4.4.1. of this Sub-Annex, km.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 764  
4.3.3.2. Determination of phase-specific electric energy consumption  
The phase-specific electric energy consumption based on the 
recharged electric energy from the mains and the phase-specific 
equivalent all-electric range shall be calculated using the following 
equation: 
EC p ¼ E AC 
EAER  p 
where:  
EC P : is the phase-specific electric energy consumption based on 
the recharged electric energy from the mains and the 
equivalent all-electric range, Wh/km;  
E AC : is the recharged electric energy from the mains according 
to paragraph 3.2.4.6. of this Sub-Annex, Wh;  
EAER  P : is the phase-specific equivalent all-electric range according 
to paragraph 4.4.4.2. of this Sub-Annex, km.  
4.3.4. Electric energy consumption of PEVs  
▼M3 
4.3.4.1. The electric energy consumption determined in this paragraph shall 
be calculated only if the vehicle was able to follow the applicable 
test cycle within the speed trace tolerances in accordance with 
paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered 
period.  
▼B 
4.3.4.2. Electric energy consumption determination of the applicable WLTP 
test cycle  
The electric energy consumption of the applicable WLTP test cycle 
based on the recharged electric energy from the mains and the pure 
electric range shall be calculated using the following equation: 
EC WLTC ¼ E AC 
PER  WLTC  
where:  
EC WLTC  is the electric energy consumption of the applicable 
WLTP test cycle based on the recharged electric 
energy from the mains and the pure electric range for 
the applicable WLTP test cycle, Wh/km;  
E AC is the recharged electric energy from the mains 
according to paragraph 3.4.4.3. of this Sub-Annex, Wh;  
PER  WLTC  is the pure electric range for the applicable WLTP test 
cycle as calculated according to paragraph 4.4.2.1.1. or 
paragraph 4.4.2.2.1. of this Sub-Annex, depending on 
the PEV test procedure that must be used, km.  ▼B
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4.3.4.3. Electric energy consumption determination of the applicable WLTP 
city test cycle  
The electric energy consumption of the applicable WLTP city test 
cycle based on the recharged electric energy from the mains and the 
pure electric range for the applicable WLTP city test cycle shall be 
calculated using the following equation: 
EC city ¼ E AC 
PER  city 
where:  
EC city is the electric energy consumption of the applicable WLTP 
city test cycle based on the recharged electric energy from 
the mains and the pure electric range for the applicable 
WLTP city test cycle, Wh/km;  
E AC is the recharged electric energy from the mains according 
to paragraph 3.4.4.3. of this Sub-Annex, Wh;  
PER  city is the pure electric range for the applicable WLTP city test 
cycle as calculated according to paragraph 4.4.2.1.2. or 
paragraph 4.4.2.2.2. of this Sub-Annex, depending on the 
PEV test procedure that must be used, km.  
4.3.4.4. Electric energy consumption determination of the phase-specific 
values  
The electric energy consumption of each individual phase based on 
the recharged electric energy from the mains and the phase-specific 
pure electric range shall be calculated using the following equation: 
EC p ¼ E AC 
PER  p 
where:  
EC p is the electric energy consumption of each individual phase 
p based on the recharged electric energy from the mains 
and the phase-specific pure electric range, Wh/km  
E AC is the recharged electric energy from the mains according 
to paragraph 3.4.4.3. of this Sub-Annex, Wh;  
PER  p is the phase-specific pure electric range as calculated 
according to paragraph 4.4.2.1.3. or paragraph 4.4.2.2.3. 
of this Sub-Annex, depending on the PEV test procedure 
used, km.  
4.4. Calculation of electric ranges  
4.4.1. All-electric ranges AER and AER  city for OVC-HEVs  
4.4.1.1. All-electric range AER  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 766  
The all-electric range AER for OVC-HEVs shall be determined 
from the charge-depleting Type 1 test described in paragraph 
3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence 
and is referenced in paragraph 3.2.6.1. of this Sub-Annex as part of 
the Option 3 test sequence by driving the applicable WLTP test 
cycle according to paragraph 1.4.2.1. of this Sub-Annex. The 
AER is defined as the distance driven from the beginning of the 
charge-depleting Type 1 test to the point in time where the 
combustion engine starts consuming fuel.  
4.4.1.2. All-electric range city AER  city 
4.4.1.2.1. The all-electric range city AER  city for OVC-HEVs shall be 
determined from the charge-depleting Type 1 test described in 
paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test 
sequence and is referenced in paragraph 3.2.6.1. of this Sub-Annex 
as part of the Option 3 test sequence by driving the applicable 
WLTP city test cycle according to paragraph 1.4.2.2. of this Sub- 
Annex. The AER  city is defined as the distance driven from the 
beginning of the charge-depleting Type 1 test to the point in time 
where the combustion engine starts consuming fuel.  
4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this Sub-Annex, the all- 
electric range city AER  city may be determined from the charge- 
depleting Type 1 test described in paragraph 3.2.4.3. of this Sub- 
Annex by driving the applicable WLTP test cycles according to 
paragraph 1.4.2.1. of this Sub-Annex. In that case, the charge- 
depleting Type 1 test by driving the applicable WLTP city test 
cycle shall be omitted and the all-electric range city AER  city shall 
be calculated using the following equation:  
AER  city ¼ UBE  city 
EC DC;city 
where:  
UBE  city is the usable REESS energy determined from the 
beginning of the charge-depleting Type 1 test described 
in paragraph 3.2.4.3. of this Sub-Annex by driving 
applicable WLTP test cycles until the point in time 
where the combustion engine starts consuming fuel, Wh;  
EC DC,city  is the weighted electric energy consumption of the pure 
electrically driven applicable WLTP city test cycles of the 
charge-depleting Type 1 test described in paragraph 
3.2.4.3. of this Sub-Annex by driving applicable WLTP 
test cycle(s), Wh/km;  
and 
▼M3 
UBE  city ¼ X  kþ1 
j¼1 ΔE REESS ;j 
where:  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 767  
ΔE REESS,j  is the electric energy change of all REESSs during 
phase j, Wh;  
j is the index number of the considered phase;  
k + 1 is the number of the phases driven from the beginning 
of the test until the point in time when the combustion 
engine starts consuming fuel;  
▼B 
and 
EC DC;city ¼ X  n city;pe 
j¼1 EC DC;city;j Ü K city;j 
where:  
EC DC,city,j  is the electric energy consumption for the jth pure elec ­
trically driven WLTP city test cycle of the charge- 
depleting Type 1 test according to paragraph 3.2.4.3. 
of this Sub-Annex by driving applicable WLTP test 
cycles, Wh/km;  
K city,j is the weighting factor for the jth pure electrically 
driven applicable WLTP city test cycle of the charge- 
depleting Type 1 test according to paragraph 3.2.4.3. of 
this Sub-Annex by driving applicable WLTP test 
cycles;  
j is the index number of the pure electrically driven 
applicable WLTP city test cycle considered;  
n city,pe  is the number of pure electrically driven applicable 
WLTP city test cycles;  
and 
K city;1 ¼ ΔE REESS ;city;1 
UBE  city 
where:  
ΔE REESS,city,1  is the electric energy change of all REESSs during the 
first applicable WLTP city test cycle of the charge-depleting Type 1 
test, Wh;  
and 
K city;j ¼ 1 Ä K city;1 
n city;pe Ä 1 for j ¼ 2 to n  city;pe · 
▼M3 
4.4.2. Pure electric range for PEVs  
The ranges determined in this paragraph shall only be calculated if 
the vehicle was able to follow the applicable WLTP test cycle 
within the speed trace tolerances in accordance with 
paragraph 2.6.8.3. of Sub-Annex 6 during the entire considered 
period.  
▼B 
4.4.2.1. Determination of the pure electric ranges when the shortened Type 1 
test procedure is applied  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 768  
4.4.2.1.1. The pure -electric range for the applicable WLTP test cycle 
PER  WLTC  for PEVs shall be calculated from the shortened Type 1 
test as described in paragraph 3.4.4.2. of this Sub-Annex using the 
following equations:  
PER  WLTC ¼ UBE  STP 
EC DC;WLTC  
where:  
UBE  STP is the usable REESS energy determined from the 
beginning of the shortened Type 1 test procedure 
until the break-off criterion as defined in paragraph 
3.4.4.2.3. of this Sub-Annex is reached, Wh;  
EC DC,WLTC  is the weighted electric energy consumption for the 
applicable WLTP test cycle of DS  1 and DS  2 of the 
shortened Type 1 test procedure Type 1 test, Wh/km;  
and 
UBE  STP ¼ ΔE REESS ;DS 1 þ ΔE REESS ;DS 2 þ ΔE REESS ;CSS  M þ ΔE REESS ;CCS  E 
where:  
ΔE REESS ;DS 1 is the electric energy change of all REESSs during 
DS 1 of the shortened Type 1 test procedure, Wh;  
ΔE REESS ;DS 2 is the electric energy change of all REESSs during 
DS 2 of the shortened Type 1 test procedure, Wh;  
ΔE REESS ;CSS  M is the electric energy change of all REESSs during 
CSS  M of the shortened Type 1 test procedure, Wh;  
ΔE REESS ;CSS  E is the electric energy change of all REESSs during 
CSS  E of the shortened Type 1 test procedure, Wh;  
and 
EC DC;WLTC ¼ X  2 
j¼1 EC DC;WLTC ;j Ü K WLTC ;j 
where:  
▼M3 
EC DC,WLTC,j  is the electric energy consumption for the applicable 
WLTP test cycle of DS  j of the shortened Type 1 test 
procedure according to paragraph 4.3. of this Sub- 
Annex, Wh/km;  
▼B 
k WLTC,j  is the weighting factor for the applicable WLTP test 
cycle of DS  j of the shortened Type 1 test procedure;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 769  
and 
K WLTC ;1 ¼ ΔE REESS ;WLTC ;1 
UBE  STP and K  WLTC ;2 ¼ 1 Ä K WLTC ;1 
where:  
K WLTC,j  is the weighting factor for the applicable WLTP 
test cycle of DS  j of the shortened Type 1 test 
procedure;  
ΔE REESS,WLTC,1  is the electric energy change of all REESSs during 
the applicable WLTP test cycle from DS  1 of the 
shortened Type 1 test procedure, Wh;  
4.4.2.1.2. The pure electric range for the applicable WLTP city test cycle 
PER  city for PEVs shall be calculated from the shortened Type 1 
test procedure as described in paragraph 3.4.4.2. of this Sub- 
Annex using the following equations:  
PER  city ¼ UBE  STP 
EC DC;city 
where:  
UBE  STP is the usable REESS energy according to paragraph 
4.4.2.1.1. of this Sub-Annex, Wh;  
EC DC,city  is the weighted electric energy consumption for the 
applicable WLTP city test cycle of DS  1 and DS  2 of 
the shortened Type 1 test procedure, Wh/km;  
and 
EC DC;city ¼ X  4 
j¼1 EC DC;city;j Ü K city;j 
where:  
EC DC,city,j  is the electric energy consumption for the applicable 
WLTP city test cycle where the first applicable WLTP 
city test cycle of DS  1 is indicated as j = 1, the second 
applicable WLTP city test cycle of DS  1 is indicated as j 
= 2, the first applicable WLTP city test cycle of DS  2 is 
indicated as j = 3 and the second applicable WLTP city 
test cycle of DS  2 is indicated as j = 4 of the shortened 
Type 1 test procedure according to paragraph 4.3. of this 
Sub-Annex, Wh/km;  
K city,j is the weighting factor for the applicable WLTP city test 
cycle where the first applicable WLTP city test cycle of 
DS 1 is indicated as j = 1, the second applicable WLTP 
city test cycle of DS  1 is indicated as j = 2, the first 
applicable WLTP city test cycle of DS  2 is indicated as 
j = 3 and the second applicable WLTP city test cycle of 
DS 2 is indicated as j = 4,  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 770  
and 
K city;1 ¼ ΔE REESS ;city;1 
UBE  STP and K  city;j ¼ 1 Ä K city;1 
3 for j ¼ 2::: 4 
where:  
ΔE REESS,city,1  is the energy change of all REESSs during the first 
applicable WLTP city test cycle of DS  1 of the 
shortened Type 1 test procedure, Wh;  
4.4.2.1.3. The phase-specific pure electric-range PER  p for PEVs shall be 
calculated from the Type 1 test as described in paragraph 3.4.4.2. 
of this Sub-Annex by using the following equations:  
PER  p ¼ UBE  STP 
EC DC;p 
where:  
▼M3 
UBE  STP is the usable REESS energy in accordance with 
paragraph 4.4.2.1.1. of this Sub-Annex, Wh;  
▼B 
EC DC,p is the weighted electric energy consumption for each 
individual phase of DS  1 and DS  2 of the shortened 
Type 1 test procedure, Wh/km;  
In the case that phase p = low and phase p = medium, the following 
equations shall be used:  
EC DC;p ¼ X  4 
j¼1 EC DC;p;j Ü K p;j 
where:  
EC DC,p,j  is the electric energy consumption for phase p where 
the first phase p of DS  1 is indicated as j = 1, the 
second phase p of DS  1 is indicated as j = 2, the first 
phase p of DS  2 is indicated as j = 3 and the second 
phase p of DS  2 is indicated as j = 4 of the shortened 
Type 1 test procedure according to paragraph 4.3. of 
this Sub-Annex, Wh/km;  
K p,j is the weighting factor for phase p where the first 
phase p of DS  1 is indicated as j = 1, the second 
phase p of DS  1 is indicated as j = 2, the first phase 
p of DS  2 is indicated as j = 3, and the second phase p 
of DS  2 is indicated as j = 4 of the shortened Type 1 
test procedure;  
and 
K p;1 ¼ ΔE REESS ;p;1 
UBE  STP and K  p;j ¼ 1 Ä K p;1 
3 for j ¼ 2::: 4 
where:  
ΔE REESS,p,1  : is the energy change of all REESSs during the first 
phase p of DS  1 of the shortened Type 1 test 
procedure, Wh.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 771  
In the case that phase p = high and phase p = extraHigh, the 
following equations shall be used:  
EC DC;p ¼ X  2 
j¼1 EC DC;p;j Ü K p;j 
where:  
EC DC,p,j  is the electric energy consumption for phase p of DS  j of 
the shortened Type 1 test procedure according to 
paragraph 4.3. of this Sub-Annex, Wh/km;  
k p,j is the weighting factor for phase p of DS  j of the shortened 
Type 1 test procedure  
and 
K p;1 ¼ ΔE REESS ;p;1 
UBE  STP and K  p;2 ¼ 1 Ä K p;1 
where:  
ΔE REESS,p,1  is the electric energy change of all REESSs during the 
first phase p of DS  1 of the shortened Type 1 test 
procedure, Wh.  
4.4.2.2. Determination of the pure electric ranges when the consecutive 
cycle Type 1 test procedure is applied  
4.4.2.2.1. The pure electric range for the applicable WLTP test cycle 
PER  WLTP  for PEVs shall be calculated from the Type 1 test as 
described in paragraph 3.4.4.1. of this Sub-Annex using the 
following equations:  
PER  WLTC ¼ UBE  CCP 
EC DC;WLTC  
where:  
UBE  CCP is the usable REESS energy determined from the 
beginning of the consecutive cycle Type 1 test 
procedure until the break-off criterion according to 
paragraph 3.4.4.1.3. of this Sub-Annex is reached, 
Wh; 
EC DC,WLTC  is the electric energy consumption for the applicable 
WLTP test cycle determined from completely driven 
applicable WLTP test cycles of the consecutive cycle 
Type 1 test procedure, Wh/km;  
and 
UBE  CCP ¼ X  k 
j¼1 ΔE REESS ;j ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 772  
where:  
ΔE REESS,j  is the electric energy change of all REESSs during 
phase j of the consecutive cycle Type 1 test procedure, 
Wh; 
j is the index number of the phase considered;  
k is the number of phases driven from the beginning up to 
and including the phase where the break-off criterion is 
reached;  
and 
EC DC;WLTC ¼ X  n WLTC  
j¼1 EC DC;WLTC ;j Ü K WLTC ;j 
where:  
EC DC,WLTC,j  is the electric energy consumption for the applicable 
WLTP test cycle j of the consecutive cycle Type 1 
test procedure according to paragraph 4.3. of this Sub- 
Annex, Wh/km;  
K WLTC,j  is the weighting factor for the applicable WLTP test 
cycle j of the consecutive cycle Type 1 test procedure;  
j is the index number of the applicable WLTP test 
cycle;  
n WLTC  is the whole number of complete applicable WLTP 
test cycles driven;  
and 
K WLTC ;1 ¼ ΔE REESS ;WLTC ;1 
UBE  CCP and K  WLTC ;j ¼ 1 Ä K WLTC ;1 
n WLTC Ä 1 for j ¼ 2 … n  WLTC  
where:  
ΔE REESS,WLTC,1  is the electric energy change of all REESSs during 
the first applicable WLTP test cycle of the 
consecutive Type 1 test cycle procedure, Wh.  
4.4.2.2.2. The pure electric range for the WLTP city test cycle PER  city for 
PEVs shall be calculated from the Type 1 test as described in 
paragraph 3.4.4.1. of this Sub-Annex using the following equations:  
PER  city ¼ UBE  CCP 
EC DC;city 
where:  
UBE  CCP is the usable REESS energy according to paragraph 
4.4.2.2.1. of this Sub-Annex, Wh;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 773  
EC DC,city  is the electric energy consumption for the applicable 
WLTP city test cycle determined from completely 
driven applicable WLTP city test cycles of the 
consecutive cycle Type 1 test procedure, Wh/km;  
and 
EC DC;city ¼ X  n city 
j¼1 EC DC;city;jÜ K city;j 
where:  
EC DC,city,j  is the electric energy consumption for the applicable 
WLTP city test cycle j of the consecutive cycle Type 1 
test procedure according to paragraph 4.3. of this Sub- 
Annex, Wh/km;  
K city,j is the weighting factor for the applicable WLTP city 
test cycle j of the consecutive cycle Type 1 test 
procedure;  
j is the index number of the applicable WLTP city test 
cycle;  
n city is the whole number of complete applicable WLTP city 
test cycles driven;  
and 
K city;1 ¼ ΔE REESS ;city;1 
UBE  CCP and K  city;j ¼ 1 Ä K city;1 
n city Ä 1 for j ¼ 2 … n  city 
where:  
ΔE REESS,city,1  is the electric energy change of all REESSs during 
the first applicable WLTP city test cycle of the 
consecutive cycle Type 1 test procedure, Wh.  
4.4.2.2.3. The phase-specific pure electric-range PER  p for PEVs shall be 
calculated from the Type 1 test as described in paragraph 3.4.4.1. 
of this Sub-Annex using the following equations:  
PER  p ¼ UBE  CCP 
EC DC;p 
where:  
UBE  CCP is the usable REESS energy according to paragraph 
4.4.2.2.1. of this Sub-Annex, Wh;  
EC DC,p is the electric energy consumption for the considered 
phase p determined from completely driven phases p 
of the consecutive cycle Type 1 test procedure, Wh/km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 774  
and 
EC DC;p ¼ X  n p 
j¼1 EC DC;p;j Ü K p;j 
where:  
EC DC,p,j  is the jth electric energy consumption for the considered 
phase p of the consecutive cycle Type 1 test procedure 
according to paragraph 4.3. of this Sub-Annex, Wh/km;  
k p,j is the jth weighting factor for the considered phase p of 
the consecutive cycle Type 1 test procedure;  
j is the index number of the considered phase p;  
n p is the whole number of complete WLTC phases p driven;  
and 
K p;1 ¼ ΔE REESS ;p;1 
UBE  CCP and K  p;j ¼ 1 Ä K p;1 
n p Ä 1 for j ¼ 2 … n  p 
where:  
ΔE REESS,p,1  is the electric energy change of all REESSs during the 
first driven phase p during the consecutive cycle Type 
1 test procedure, Wh.  
4.4.3. Charge-depleting cycle range for OVC-HEVs  
The charge-depleting cycle range R  CDC shall be determined from the 
charge-depleting Type 1 test described in paragraph 3.2.4.3. of this 
Sub-Annex as part of the Option 1 test sequence and is referenced 
in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test 
sequence. The R  CDC is the distance driven from the beginning of the 
charge-depleting Type 1 test to the end of the transition cycle 
according to paragraph 3.2.4.4 of this Sub-Annex.  
4.4.4. Equivalent all-electric range for OVC-HEVs  
4.4.4.1. Determination of cycle-specific equivalent all-electric range  
The cycle-specific equivalent all-electric range shall be calculated 
using the following equation:  
EAER ¼ Í M CO2;CS Ä M CO2;CD;avg 
M CO2;CS Î 
Ü R CDC 
where:  
EAER is the cycle-specific equivalent all-electric range, km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 775  
M CO2,CS  is the charge-sustaining CO  2 mass emission according 
to Table A8/5, step no. 7, g/km;  
M CO2,CD,avg  is the arithmetic average charge-depleting CO  2 mass 
emission according to the equation below, g/km;  
R CDC is the charge-depleting cycle range according to 
paragraph 4.4.2. of this Sub-Annex, km;  
and 
M CO2;CD;avg ¼ P k 
j¼1 ðM CO2;CD;j Ü d j Þ 
P k 
j¼1 d j 
where:  
M CO2,CD,avg  is the arithmetic average charge-depleting CO  2 mass 
emission, g/km;  
M CO2,CD,j  is the CO  2 mass emission determined according to 
paragraph 3.2.1. of Sub-Annex 7 of phase j of the 
charge-depleting Type 1 test, g/km;  
dj is the distance driven in phase j of the charge- 
depleting Type 1 test, km;  
j is the index number of the considered phase;  
k is the number of phases driven up to the end of the 
transition cycle n according to paragraph 3.2.4.4 of 
this Sub-Annex.  
▼M3 
4.4.4.2. Determination of the phase-specific and city equivalent all-electric 
range  
The phase-specific and city equivalent all-electric range shall be 
calculated using the following equation: 
EAER  p ¼ Í M CO  2;CS;p Ä M CO  2;CD;avg;p 
M CO  2;CS;p Î 
Ü P k 
j¼1 ΔE REESS ;j 
EC DC;CD;p 
where:  
EAER  p is the equivalent all-electric range for the considered 
period p, km;  
M CO  2;CS;p is the phase-specific CO  2 mass emission from the 
charge-sustaining Type 1 test for the considered 
period p according to Table A8/5, step no. 7, g/km;  
ΔE REESS,j  are the electric energy changes of all REESSs during 
the considered phase j, Wh;  
EC DC,CD,p  is the electric energy consumption over the considered 
period p based on the REESS depletion, Wh/km;  
j is the index number of the considered phase;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 776  
k is the number of phases driven up to the end of the 
transition cycle n according to paragraph 3.2.4.4 of this 
Sub-Annex;  
and 
M CO  2;CD;avg;p ¼ P n c 
c¼1 ðM CO  2;CD;p;c Ü d p;c Þ P n c 
c¼1 d p;c 
where:  
M CO  2;CD;avg;p is the arithmetic average charge-depleting CO  2 mass 
emission for the considered period p, g/km;  
M CO  2;CD;p;c is the CO  2 mass emission determined according to 
paragraph 3.2.1. of Sub-Annex 7 of period p in 
cycle c of the charge-depleting Type 1 test, g/km;  
d p,c is the distance driven in the considered period p of 
cycle c of the charge-depleting Type 1 test, km;  
c is the index number of the considered applicable 
WLTP test cycle;  
p is the index of the individual period within the 
applicable WLTP test cycle;  
n c is the number of applicable WLTP test cycles driven 
up to the end of the transition cycle n according to 
paragraph 3.2.4.4. of this Sub-Annex;  
and 
EC DC;CD;p ¼ P n c 
c¼1 EC DC;CD;p;c Ü d p;c P n c 
c¼1 d p;c 
where:  
EC DC,CD,p  is the electric energy consumption of the considered 
period p based on the REESS depletion of the 
charge-depleting Type 1 test, Wh/km;  
EC DC,CD,p,c  is the electric energy consumption of the considered 
period p of cycle c based on the REESS depletion of 
the charge-depleting Type 1 test according to 
paragraph 4.3. of this Sub-Annex, Wh/km;  
d p,c is the distance driven in the considered period p of 
cycle c of the charge-depleting Type 1 test, km;  
c is the index number of the considered applicable 
WLTP test cycle;  
p is the index of the individual period within the 
applicable WLTP test cycle;  
n c is the number of applicable WLTP test cycles driven 
up to the end of the transition cycle n according to 
paragraph 3.2.4.4. of this Sub-Annex.  
The considered phase values shall be the low-phase, medium-phase, 
high-phase, extra high-phase, and the city driving cycle.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 777  
4.4.5. Actual charge-depleting range for OVC-HEVs  
The actual charge-depleting range shall be calculated using the 
following equation:  
R CDA ¼ X  nÄ1 
c¼1 d c þ Í M CO2;CS Ä M CO2;n;cycle 
M CO2;CS Ä M CO2;CD;avg;nÄ1 Î 
Ü d n 
where:  
R CDA is the actual charge-depleting range, km;  
M CO2,CS  is the charge-sustaining CO  2 mass emission 
according to Table A8/5, step no. 7, g/km;  
M CO2,n,cycle  is the CO  2 mass emission of the applicable WLTP 
test cycle n of the charge-depleting Type 1 test, 
g/km;  
M CO2,CD,avg,n–1  is the arithmetic average CO  2 mass emission of the 
charge-depleting Type 1 test from the beginning up 
to and including the applicable WLTP test cycle 
(n-1), g/km;  
d c is the distance driven in the applicable WLTP test 
cycle c of the charge-depleting Type 1 test, km;  
d n is the distance driven in the applicable WLTP test 
cycle n of the charge-depleting Type 1 test, km;  
c is the index number of the considered applicable 
WLTP test cycle;  
n is the number of applicable WLTP test cycles 
driven including the transition cycle according to 
paragraph 3.2.4.4. of this Sub-Annex;  
and 
M CO2;CD;avg;nÄ1 ¼ P nÄ1 
c¼1 ðM CO2;CD;c Ü d c Þ P nÄ1 
c¼1 d c 
where:  
M CO2,CD,avg,n–1  is the arithmetic average CO  2 mass emission of the 
charge-depleting Type 1 test from the beginning up 
to and including the applicable WLTP test cycle 
(n-1), g/km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 778  
M CO2,CD,c  is the CO  2 mass emission determined according to 
paragraph 3.2.1. of Sub-Annex 7 of the applicable 
WLTP test cycle c of the charge-depleting Type 1 
test, g/km;  
d c is the distance driven in the applicable WLTP test 
cycle c of the charge-depleting Type 1 test, km;  
c is the index number of the considered applicable 
WLTP test cycle;  
n is the number of applicable WLTP test cycles 
driven including the transition cycle according to 
paragraph 3.2.4.4 of this Sub-Annex;  
4.5. Interpolation of individual vehicle values  
4.5.1. Interpolation range for NOVC-HEVs and OVC-HEVs  
▼M3 
The interpolation method shall only be used if the difference in 
charge-sustaining CO  2 mass emission, M  CO2,CS  , according to 
Table A8/5, step no. 8 between test vehicles L and H is between 
a minimum of 5 g/km and a maximum of 20 per cent plus 5 g/km of 
the charge-sustaining CO  2 mass emission, M  CO2,CS  , according to 
Table A8/5, step no. 8 for vehicle H, but at least 15 g/km and 
not exceeding 20 g/km.  
At the request of the manufacturer and with approval of the 
approval authority, the application of the interpolation method on 
individual vehicle values within a family may be extended if the 
maximum extrapolation is not more than 3 g/km above the charge- 
sustaining CO  2 mass emission of vehicle H and/or is not more than 
3 g/km below the charge-sustaining CO  2 mass emission of vehicle 
L. This extension is valid only within the absolute boundaries of the 
interpolation range specified in this paragraph.  
▼B 
The maximum absolute boundary of 20 g/km charge-sustaining CO  2 
mass emission difference between vehicle L and vehicle H or 20 per 
cent of the charge-sustaining CO  2 mass emission for vehicle H, 
whichever is smaller, may be extended by 10 g/km if a vehicle M 
is tested. Vehicle M is a vehicle within the interpolation family with 
a cycle energy demand within ± 10 per cent of the arithmetic 
average of vehicles L and H.  
The linearity of charge-sustaining CO  2 mass emission for vehicle M 
shall be verified against the linear interpolated charge-sustaining 
CO  2 mass emission between vehicle L and H.  
The linearity criterion for vehicle M shall be considered fulfilled if 
the difference between the charge-sustaining CO  2 mass emission of  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 779  
vehicle M derived from the measurement and the interpolated 
charge-sustaining CO  2 mass emission between vehicle L and H is 
below 1 g/km. If this difference is greater, the linearity criterion 
shall be considered to be fulfilled if this difference is 3 g/km or 3 
per cent of the interpolated charge-sustaining CO  2 mass emission for 
vehicle M, whichever is smaller.  
▼M3 
If the linearity criterion is fulfilled, the interpolation method shall be 
applicable for all individual vehicles between vehicles L and H 
within the interpolation family.  
▼B 
If the linearity criterion is not fulfilled, the interpolation family shall 
be split into two sub-families for vehicles with a cycle energy 
demand between vehicles L and M, and vehicles with a cycle 
energy demand between vehicles M and H.  
▼M3 
For vehicles with a cycle energy demand between that of vehicles L 
and M, each parameter of vehicle H necessary for the application of 
the interpolation method on individual OVC-HEV and NOVC-HEV 
values, shall be substituted by the corresponding parameter of 
vehicle M.  
For vehicles with a cycle energy demand between that of vehicles 
M and H, each parameter of vehicle L that is necessary for the 
application of the interpolation method on individual OVC-HEV 
and NOVC-HEV values shall be substituted by the corresponding 
parameter of vehicle M.  
▼B 
4.5.2. Calculation of energy demand per period  
The energy demand E  k,p and distance driven d  c,p per period p 
applicable for individual vehicles in the interpolation family shall 
be calculated according to the procedure in paragraph 5. of Sub- 
Annex 7, for the sets k of road load coefficients and masses 
according to paragraph 3.2.3.2.3. of Sub-Annex 7.  
4.5.3. Calculation of the interpolation coefficient for individual vehicles 
K ind,p 
The interpolation coefficient K  ind,p per period shall be calculated for 
each considered period p using the following equation:  
K ind;p ¼ E 3;p Ä E 1;p 
E 2;p Ä E 1;p 
where:  
▼M3 
K ind,p is the interpolation coefficient for the considered individual 
vehicle for period p;  
E 1,p is the energy demand for the considered period for vehicle 
L in accordance with paragraph 5. of Sub-Annex 7, Ws;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 780  
E 2,p is the energy demand for the considered period for vehicle 
H in accordance with paragraph 5. of Sub-Annex 7, Ws;  
3,p is the energy demand for the considered period for the 
individual vehicle in accordance with paragraph 5. of 
Sub-Annex 7, Ws;  
p is the index of the individual period within the applicable 
test cycle.  
▼B 
In the case that the considered period p is the applicable WLTP test 
cycle, K  ind,p is named K  ind . 
4.5.4. Interpolation of the CO  2 mass emission for individual vehicles  
4.5.4.1. Individual charge-sustaining CO  2 mass emission for OVC-HEVs 
and NOVC-HEVs  
The charge-sustaining CO  2 mass emission for an individual vehicle 
shall be calculated using the following equation:  
M CO2–ind ;CS;p ¼ M CO2–L ;CS;p þ K ind;d Ü ðM CO2–H ;CS;p Ä M CO2–L ;CS;p Þ 
where:  
M CO2–ind,CS,p  is the charge-sustaining CO  2 mass emission for an 
individual vehicle of the considered period p 
according to Table A8/5, step no. 9, g/km;  
M CO2–L,CS,p  is the charge-sustaining CO  2 mass emission for 
vehicle L of the considered period p according to 
Table A8/5, step no. 8, g/km;  
M CO2–H,CS,p  is the charge-sustaining CO  2 mass emission for 
vehicle H of the considered period p according to 
Table A8/5, step no. 8, g/km;  
K ind,d is the interpolation coefficient for the considered 
individual vehicle for period p;  
p is the index of the individual period within the 
applicable WLTP test cycle.  
▼M3 
The considered periods shall be the low phase, medium phase, high 
phase, extra high phase, and the applicable WLTP test cycle.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 781  
4.5.4.2. Individual utility factor-weighted charge-depleting CO  2 mass 
emission for OVC-HEVs  
The utility factor-weighted charge-depleting CO  2 mass emission for 
an individual vehicle shall be calculated using the following 
equation:  
M CO2–ind ;CD ¼ M CO2–L ;CD þ K ind Ü ðM CO2–H ;CD Ä M CO2–L ;CD Þ 
where:  
M CO2–ind,CD  is the utility factor-weighted charge-depleting CO  2 
mass emission for an individual vehicle, g/km;  
M CO2–L,CD  is the utility factor-weighted charge-depleting CO  2 
mass emission for vehicle L, g/km;  
M CO2–H,CD  is the utility factor-weighted charge-depleting CO  2 
mass emission for vehicle H, g/km;  
K ind is the interpolation coefficient for the considered indi ­
vidual vehicle for the applicable WLTP test cycle.  
4.5.4.3. Individual utility factor-weighted CO  2 mass emission for 
OVC-HEVs  
The utility factor-weighted CO  2 mass emission for an individual 
vehicle shall be calculated using the following equation: 
M CO2–ind ;weighted ¼ M CO2–L ;weighted þ K ind Ü ðM CO2–H ;weighted Ä M CO2–L ;weighted Þ 
where:  
M CO2–ind,weighted  is the utility factor-weighted CO  2 mass emission 
for an individual vehicle, g/km;  
M CO2–L,weighted  is the utility factor-weighted CO  2 mass emission 
for vehicle L, g/km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 782  
M CO2–H,weighted  is the utility factor-weighted CO  2 mass emission 
for vehicle H, g/km;  
K ind is the interpolation coefficient for the considered 
individual vehicle for the applicable WLTP test 
cycle.  
4.5.5. Interpolation of the fuel consumption for individual vehicles  
4.5.5.1. Individual charge-sustaining fuel consumption for OVC-HEVs and 
NOVC-HEVs  
The charge-sustaining fuel consumption for an individual vehicle 
shall be calculated using the following equation: 
FC ind;CS;p ¼ FC  L;CS;p þ K ind;p Ü ðFC H;CS;p Ä FC  L;CS;p Þ 
where:  
FC ind,CS,p  is the charge-sustaining fuel consumption for an indi ­
vidual vehicle of the considered period p according to 
Table A8/6, step no. 3, l/100 km;  
FC L,CS,p  is the charge-sustaining fuel consumption for vehicle L 
of the considered period p according to Table A8/6, 
step no. 2, l/100 km;  
FC H,CS,p  is the charge-sustaining fuel consumption for vehicle H 
of the considered period p according to Table A8/6, 
step no. 2, l/100 km;  
K ind,p is the interpolation coefficient for the considered indi ­
vidual vehicle for period p;  
p is the index of the individual period within the 
applicable WLTP test cycle.  
▼M3 
The considered periods shall be the low phase, medium phase, high 
phase, extra high phase, and the applicable WLTP test cycle.  
▼B 
4.5.5.2. Individual utility factor-weighted charge depleting fuel consumption 
for OVC-HEVs  
The utility factor-weighted charge-depleting fuel consumption for an 
individual vehicle shall be calculated using the following equation: 
FC ind;CD ¼ FC  L;CD þ K ind Ü ðFC H;CD Ä FC  L;CD Þ ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 783  
where:  
FC ind,CD  is the utility factor-weighted charge-depleting fuel 
consumption for an individual vehicle, l/100 km;  
FC L,CD is the utility factor-weighted charge-depleting fuel 
consumption for vehicle L, l/100 km;  
FC H,CD is the utility factor-weighted charge-depleting fuel 
consumption for vehicle H, l/100 km;  
K ind is the interpolation coefficient for the considered indi ­
vidual vehicle for the applicable WLTP test cycle.  
4.5.5.3. Individual utility factor-weighted fuel consumption for OVC-HEVs  
The utility factor-weighted fuel consumption for an individual 
vehicle shall be calculated using the following equation: 
FC ind;weighted ¼ FC  L;weighted þ K ind Ü ðFC H;weighted Ä FC  L;weighted Þ 
where:  
FC ind,weighted  is the utility factor-weighted fuel consumption for an 
individual vehicle, l/100 km;  
FC L,weighted  is the utility factor-weighted fuel consumption for 
vehicle L, l/100 km;  
FC H,weighted  is the utility factor-weighted fuel consumption for 
vehicle H, l/100 km;  
K ind is the interpolation coefficient for the considered indi ­
vidual vehicle for the applicable WLTP test cycle.  
4.5.6 Interpolation of electric energy consumption for individual vehicles  
4.5.6.1. Individual utility factor-weighted charge-depleting electric energy 
consumption based on the recharged electric energy from the 
mains for OVC-HEVs  
The utility factor-weighted charge-depleting electric energy 
consumption based on the recharged electric energy from for an 
individual vehicle shall be calculated using the following equation: 
EC AC–ind ;CD ¼ EC  AC–L ;CD þ K ind Ü ðEC AC–H ;CD Ä EC  AC–L ;CD Þ 
where:  
EC AC–ind,CD  is the utility factor-weighted charge-depleting 
electric energy consumption based on the 
recharged electric energy from the mains for an indi ­
vidual vehicle, Wh/km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 784  
EC AC–L,CD  is the utility factor-weighted charge-depleting 
electric energy consumption based on the 
recharged electric energy from the mains for 
vehicle L, Wh/km;  
EC AC–H,CD  is the utility factor-weighted charge-depleting 
electric energy consumption based on the 
recharged electric energy from the mains for 
vehicle H, Wh/km;  
K ind is the interpolation coefficient for the considered 
individual vehicle for the applicable WLTP test 
cycle  
4.5.6.2. Individual utility factor-weighted electric energy consumption based 
on the recharged electric energy from the mains for OVC-HEVs  
The utility factor-weighted electric energy consumption based on the 
recharged electric energy from the mains for an individual vehicle 
shall be calculated using the following equation:  
EC AC–ind ;weighted ¼ EC  AC–L ;weighted þ K ind Ü ðEC AC–H ;weighted Ä EC  AC–L ;weighted Þ 
where:  
EC AC–ind,weighted  is the utility factor weighted electric energy 
consumption based on the recharged electric 
energy from the mains for an individual vehicle, 
Wh/km;  
EC AC–L,weighted  is the utility factor weighted electric energy 
consumption based on the recharged electric 
energy from the mains for vehicle L, Wh/km;  
EC AC–H,weighted  is the utility factor weighted electric energy 
consumption based on the recharged electric 
energy from the mains for vehicle H, Wh/km;  
K ind is the interpolation coefficient for the considered 
individual vehicle for the applicable WLTP test 
cycle.  
4.5.6.3. Individual electric energy consumption for OVC-HEVs and PEVs  
The electric energy consumption for an individual vehicle according 
to paragraph 4.3.3. of this Sub-Annex in the case of OVC-HEVs 
and according to paragraph 4.3.4. of this Sub-Annex in the case of 
PEVs shall be calculated using the following equation: 
EC ind;p ¼ EC  L;p þ K ind;p Ü ðEC H;p Ä EC  L;p Þ ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 785  
where:  
EC ind,p is the electric energy consumption for an individual vehicle 
for the considered period p, Wh/km;  
EC L,p is the electric energy consumption for vehicle L for the 
considered period p, Wh/km;  
EC H,p is the electric energy consumption for vehicle H for the 
considered period p, Wh/km;  
K ind,p is the interpolation coefficient for the considered individual 
vehicle for period p;  
p is the index of the individual period within the applicable 
test cycle.  
▼M3 
The considered periods shall be the low phase, medium phase, high 
phase, extra high phase, the applicable WLTP city test cycle and the 
applicable WLTP test cycle.  
▼B 
4.5.7 Interpolation of electric ranges for individual vehicles  
4.5.7.1. Individual all-electric range for OVC-HEVs  
If the following criterion  
j AER  L 
R CDA ;L Ä AER  H 
R CDA ;H j Ï 0; 1 
where:  
AER  L : is the all-electric range of vehicle L for the applicable 
WLTP test cycle, km;  
AER  H : is the all-electric range of vehicle H for the applicable 
WLTP test cycle, km;  
R CDA,L  : is the actual charge-depleting range of vehicle L, km;  
R CDA,H  : is the actual charge-depleting range of vehicle H, km;  
is fulfilled, the all-electric range for an individual vehicle shall be 
calculated using the following equation: 
AER  ind;p ¼ AER  L;p þ K ind;p Ü ðAER  H;p Ä AER  L;p Þ 
where:  
AER  ind,p is the all-electric range for an individual vehicle for the 
considered period p, km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 786  
AER  L,p is the all-electric range for vehicle L for the considered 
period p, km;  
AER  H,p is the all-electric range for vehicle H for the considered 
period p, km  
K ind,p is the interpolation coefficient for the considered indi ­
vidual vehicle for period p;  
p is the index of the individual period within the 
applicable test cycle.  
The considered periods shall be the applicable WLTP city test cycle 
and the applicable WLTP test cycle.  
If the criterion defined in this paragraph is not fulfilled, the AER 
determined for vehicle H is applicable to all vehicles within the 
interpolation family.  
4.5.7.2. Individual pure electric range for PEVs  
The pure electric range for an individual vehicle shall be calculated 
using the following equation: 
PER  ind;p ¼ PER  L;p þ K ind;p Ü ðPER  H;p Ä PER  L;p Þ 
where:  
PER  ind,p is the pure electric range for an individual vehicle for the 
considered period p, km;  
PER  L,p is the pure electric range for vehicle L for the considered 
period p, km;  
PER  H,p is the pure electric range for vehicle H for the considered 
period p, km;  
K ind,p is the interpolation coefficient for the considered indi ­
vidual vehicle for period p;  
p is the index of the individual period within the 
applicable test cycle.  
▼M3 
The considered periods shall be the low phase, medium phase, high 
phase, extra high phase, the applicable WLTP city test cycle and the 
applicable WLTP test cycle.  
▼B 
4.5.7.3. Individual equivalent all-electric range for OVC-HEVs  
The equivalent all-electric range for an individual vehicle shall be 
calculated using the following equation: 
EAER  ind;p ¼ EAER  L;p þ K ind;p Ü ðEAER  H;p Ä EAER  L;p Þ ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 787  
where:  
EAER  ind,p is the equivalent all-electric range for an individual 
vehicle for the considered period p, km;  
EAER  L,p is the equivalent all-electric range for vehicle L for the 
considered period p, km;  
EAER  H,p is the equivalent all-electric range for vehicle H for the 
considered period p, km;  
K ind,p is the interpolation coefficient for the considered indi ­
vidual vehicle for period p;  
p is the index of the individual period within the 
applicable test cycle.  
The considered periods shall be the low-phase, mid-phase, high- 
phase, extra high-phase, applicable WLTP city test cycle and the 
applicable WLTP test cycle.  
▼M3 
4.6. Stepwise procedure for calculating the final test results of OVC- 
HEVs  
In addition to the stepwise procedure for calculating the final 
charge-sustaining test results for gaseous emission compounds in 
accordance with paragraph 4.1.1.1. of this Sub-Annex and for fuel 
consumption in accordance with paragraph 4.2.1.1. of this Sub- 
Annex, paragraphs 4.6.1. and 4.6.2. of this Sub-Annex describe 
the stepwise calculation of the final charge-depleting as well as 
the final charge-sustaining and charge-depleting weighted test 
results.  
4.6.1. Stepwise procedure for calculating the final test results of the 
charge-depleting Type 1 test for OVC-HEVs  
The results shall be calculated in the order described in Table A8/8. 
All applicable results in the column ‘Output’ shall be recorded. The 
column ‘Process’ describes the paragraphs to be used for calculation 
or contains additional calculations.  
For the purpose of Table A8/8, the following nomenclature within 
the equations and results is used:  
c complete applicable test cycle;  
p every applicable cycle phase;  
i applicable criteria emission component;  
CS charge-sustaining;  
CO  2 CO  2 mass emission.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 788  
Table A8/8  
Calculation of final charge-depleting values  
Source  Input  Process  Output  Step no.  
Sub- 
Annex 8  Charge-depleting 
test results  Results measured in accordance 
with Appendix 3 to this Sub- 
Annex, pre-calculated in 
accordance with paragraph 4.3. of 
this Sub-Annex.  ΔE REESS,j  , Wh; d  j , 
km; 1 
Usable battery energy in 
accordance with paragraph 
4.4.1.2.2. of this Sub-Annex.  UBE  city , Wh;  
Recharged electric energy in 
accordance with paragraph 3.2.4.6. 
of this Sub-Annex.  E AC , Wh;  
Cycle energy in accordance with 
paragraph 5. of Sub-Annex 7.  E cycle , Ws;  
CO  2 mass emission in accordance 
with paragraph 3.2.1. of Sub- 
Annex 7.  M CO2,CD,j  , g/km;  
Mass of gaseous emission 
compound i in accordance with 
paragraph 3.2.1. of Sub-Annex 7.  M i,CD,j , g/km;  
Particle number emissions in 
accordance with paragraph 4. of 
Sub-Annex 7.  PN CD,j , particles 
per kilometer;  
Particulate matter emissions in 
accordance with paragraph 3.3. of 
Sub-Annex 7.  PM  CD,c , mg/km;  
All-electric range determined in 
accordance with paragraph 4.4.1.1. 
of this Sub-Annex.  AER, km;  
In the case that the applicable 
WLTC city test cycle was driven: 
all-electric range city in accordance 
with paragraph 4.4.1.2.1. of this 
Sub-Annex.  AER  city , km.  
CO  2 mass emission K  CO2 
correction coefficient might be 
necessary in accordance with 
Appendix 2 to this Sub-Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output 
(except of K  CO2 ) is available for 
vehicle H, L and, if applicable, M.  K CO2 , (g/km)/ 
(Wh/km).  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 789  
Source  Input  Process  Output  Step no.  
Output 
step 1  ΔE REESS,j  , Wh; 
E cycle , Ws.  Calculation of relative electric 
energy change for each cycle in 
accordance with paragraph 
3.2.4.5.2. of this Sub-Annex. 
Output is available for each test 
and each applicable WLTP test 
cycle. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  REEC  i . 2  
Output 
step 2  REEC  i . Determination of the transition and 
confirmation cycle in accordance 
with paragraph 3.2.4.4. of this 
Sub-Annex. 
In the case that more than one 
charge-depleting test is available 
for one vehicle, for the purpose of 
averaging, each test shall have the 
same transition cycle number n  veh . n veh ; 3  
Determination of the charge- 
depleting cycle range in accordance 
with paragraph 4.4.3. of this Sub- 
Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  R CDC ; km.  
Output 
step 3  n veh ; In the case that the interpolation 
method is used, the transition 
cycle shall be determined for 
vehicle H, L and, if applicable, M. 
Check whether the interpolation 
criterion in accordance with 
paragraph 5.6.2. (d) of this Annex 
is fulfilled.  n veh,L ; 
n veh,H ; 
if applicable 
n veh,M.  4 
Output 
step 1  M i,CD,j , g/km; 
PM  CD,c , mg/km; 
PN CD,j , particles 
per kilometer.  Calculation of combined values for 
emissions for n  veh cycles; in the 
case of interpolation for n  veh,L 
cycles for each vehicle. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  M i,CD,c  , g/km; 
PM  CD,c , mg/km; 
PN CD,c , particles 
per kilometer.  5 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 790  
Source  Input  Process  Output  Step no.  
Output 
step 5  M i,CD,c  , g/km; 
PM  CD,c , mg/km; 
PN CD,c , particles 
per kilometer.  Emission averaging of tests for 
each applicable WLTP test cycle 
within the charge-depleting Type 
1 test and check with the limits in 
accordance with Table A6/2 of 
Sub-Annex 6.  M i,CD,c,ave  , g/km; 
PM  CD,c,ave  , mg/ 
km; 
PN CD,c,ave  , 
particles per kilo ­
meter.  6 
Output 
step 1  ΔE REESS,j  , Wh; 
d j , km; 
UBE  city , Wh.  In the case that AER  city is derived 
from the Type 1 test by driving the 
applicable WLTP test cycles, the 
value shall be calculated in 
accordance with 
paragraph 4.4.1.2.2. of this Sub- 
Annex. 
In the case of more than one test, 
n city,pe  shall be equal for each test. 
Output available for each test. 
Averaging of AER  city . 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  AER  city , km; 
AER  city,ave  , km.  7 
Output 
step 1  d j , km;  Phase-specific and cycle-specific 
UF calculation. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  UF phase,j  ; 
UF cycle,c  . 8 
Output 
step 3  n veh ; 
Output 
step 4  n veh,L ; 
Output 
step 1  ΔE REESS,j  , Wh; 
d j , km; 
E AC , Wh;  Calculation of the electric energy 
consumption based on the 
recharged energy according. to 
paragraphs 4.3.1. and 4.3.2. of 
this Sub-Annex. 
In the case of interpolation, n  veh,L 
cycles shall be used. Therefore, due 
to the required correction of the 
CO  2 mass emission, the electric 
energy consumption of the confir ­
mation cycle and its phases shall be 
set to zero. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  EC AC,weighted  , Wh/ 
km; 
EC AC,CD  , Wh/km;  9 
Output 
step 3  n veh ; 
Output 
step 4  n veh,L ; 
Output 
step 8  UF phase,j  ; ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 791  
Source  Input  Process  Output  Step no.  
Output 
step 1  M CO2,CD,j  , g/km; 
K CO2 , (g/km)/(Wh/ 
km); 
ΔE REESS,j  , Wh; 
d j , km;  Calculation of the charge-depleting 
CO  2 mass emission in accordance 
with paragraph 4.1.2. of this Sub- 
Annex. 
In the case that the interpolation 
method is applied, n  veh,L cycles 
shall be used. With reference to 
paragraph 4.1.2. of this Sub- 
Annex, the confirmation cycle 
shall be corrected in accordance 
with Appendix 2 to this Sub- 
Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  M CO2,CD  , g/km;  10  
Output 
step 3  n veh ; 
Output 
step 4  n veh,L ; 
Output 
step 8  UF phase,j  . 
Output 
step 1  M CO2,CD,j  , g/km; 
M i,CD,j , g/km; 
K CO2 , (g/km)/(Wh/ 
km). Calculation of the charge-depleting 
fuel consumption in accordance 
with paragraph 4.2.2. of this Sub- 
Annex. 
In the case that the interpolation 
method is applied, n  veh,L cycles 
shall be used. With reference to 
paragraph 4.1.2. of this Sub- 
Annex, M  CO2,CD,j  of the confir ­
mation cycle shall be corrected in 
accordance with Appendix 2 to this 
Sub-Annex. The phase-specific fuel 
consumption FC  CD,j shall be 
calculated using the corrected CO  2 
mass emission in accordance with 
paragraph 6. of Sub-Annex 7. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  FC CD,j , l/100 km; 
FC CD , l/100 km.  11 
Output 
step 3  n veh ; 
Output 
step 4  n veh,L ; 
Output 
step 8  UF phase,j  ; 
Output 
step 1  ΔE REESS,j  , Wh; 
d j , km;  Calculation of the electric energy 
consumption from the first 
applicable WLTP test cycle. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H, L and, if 
applicable, M.  EC DC,CD,first  , Wh/ 
km 12 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 792  
Source  Input  Process  Output  Step no.  
Output 
step 9  EC AC,weighted  , Wh/ 
km; 
EC AC,CD  , Wh/km;  Averaging of tests for each vehicle. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle H, L 
and, if applicable, M.  EC AC,weighted,ave  , 
Wh/km; 
EC AC,CD,ave  , Wh/ 
km; 
M CO2,CD,ave  , g/ 
km; 
FC CD,ave  , l/ 
100 km; 
EC DC,CD,first,ave  , 
Wh/km  13 
Output 
step 10  M CO2,CD  , g/km;  
Output 
step 11  FC CD , l/100 km;  
Output 
step 12  EC DC,CD,first  , Wh/ 
km. 
Output 
step 13  EC AC,CD,ave  , Wh/ 
km; 
M CO2,CD,ave  , g/km.  Declaration of charge-depleting 
electric energy consumption and 
CO  2 mass emission for each 
vehicle. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle H, L 
and, if applicable, M.  EC AC,CD,dec  , Wh/ 
km; 
M CO2,CD,dec  , g/ 
km. 14 
Output 
step 12  EC DC,CD,first  , Wh/ 
km; Adjustment of electric energy 
consumption for the purpose of 
COP. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle H, L 
and, if applicable, M.  EC DC,CD,COP  , Wh/ 
km; 15 
Output 
step 13  EC AC,CD,ave  , Wh/ 
km; 
Output 
step 14  EC AC,CD,dec  , Wh/ 
km; 
Output 
step 15  EC DC,CD,COP  , Wh/ 
km; Intermediate rounding. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle H, L 
and, if applicable, M.  EC DC,CD,COP,final  , 
Wh/km; 
EC AC,CD,final  , Wh/ 
km; 
M CO2,CD,final  , g/ 
km; 
EC AC,weighted,final  , 
Wh/km; 
FC CD,final  , l/ 
100 km;  16 
Output 
step 14  EC AC,CD,dec  , Wh/ 
km; 
M CO2,CD,dec  , g/km;  
Output 
step 13  EC AC,weighted,ave  , 
Wh/km; 
FC CD,ave  , l/ 
100 km;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 793  
Source  Input  Process  Output  Step no.  
Output 
step 16  EC DC,CD,COP,final  , 
Wh/km; 
EC AC,CD,final  , Wh/ 
km; 
M CO2,CD,final  , g/ 
km; 
EC AC,weighted,final  , 
Wh/km; 
FC CD,final  , l/ 
100 km;  Interpolation of individual values 
based on input from vehicle L, M 
and H, and final rounding. 
Output available for individual 
vehicles.  EC DC,CD,COP,ind  , 
Wh/km; 
EC AC,CD,ind  , Wh/ 
km; 
M CO2,CD,ind  , g/km; 
EC AC,weighted,ind  , 
Wh/km; 
FC CD,ind  , l/ 
100 km;  17 
4.6.2. Stepwise procedure for calculating the final charge-sustaining and charge-depleting weighted test results of 
the Type 1 test  
The results shall be calculated in the order described in Table A8/9. All applicable results in the column 
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or 
contains additional calculations.  
For the purpose of this table, the following nomenclature within the equations and results is used:  
c considered period is the complete applicable test cycle;  
p considered period is the applicable cycle phase;  
i applicable criteria emission component (except for CO  2 ); 
j index for the considered period;  
CS charge-sustaining;  
CD charge-depleting;  
CO  2 CO  2 mass emission;  
REESS Rechargeable Electric Energy Storage System.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 794  
Table A8/9  
Calculation of final charge-depleting and charge-sustaining weighted values  
Source  Input  Process  Output  Step no.  
Output step 1, 
Table A8/8  M i,CD,j , g/km; 
PN CD,j , particles 
per kilometer; 
PM  CD,c , mg/km; 
M CO2,CD,j  , g/km; 
ΔE REESS,j  , Wh; 
d j , km; 
AER, km; 
E AC , Wh;  Input from CD and CS postpro ­
cessing.  M i,CD,j , g/km; 
PN CD,j , particles 
per kilometer; 
PM  CD,c , mg/km; 
M CO2,CD,j  , g/km; 
ΔE REESS,j  , Wh; 
d j , km; 
AER, km; 
E AC , Wh; 
AER  city,ave  , km; 
n veh ; 
R CDC , km; 
n veh,L ; 
n veh,H ; 
UF phase,j  ; 
UF cycle,c  ; 
M i,CS,c,6  , g/km; 
M CO2,CS  , g/km;  1 
Output step 7, 
Table A8/8  AER  city,ave  , km;  
Output step 3, 
Table A8/8  n veh ; 
R CDC , km;  
Output step 4, 
Table A8/8  n veh,L ; 
n veh,H ; 
Output step 8, 
Table A8/8  UF phase,j  ; 
UF cycle,c  ; 
Output step 6, 
Table A8/5  M i,CS,c,6  , g/km;  
Output step 7, 
Table A8/5  M CO2,CS  , g/km;  
Output in the case of CD is 
available for each CD test. 
Output in the case of CS is 
available once due to CS test 
averaged values.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 795  
Source  Input  Process  Output  Step no.  
In the case that the interpolation 
method is applied, the output 
(except of K  CO2 ) is available for 
vehicle H, L and, if applicable, M.  
K CO2 , 
(g/km)/(Wh/km).  CO  2 mass emission correction 
coefficient K  CO2 might be 
necessary in accordance with 
Appendix 2 to this Sub-Annex.  K CO2 , 
(g/km)/(Wh/km).  
Output step 1,  M  i,CD,j , g/km; 
PN CD,j , particles 
per kilometer; 
PM  CD,c , mg/km; 
n veh ; 
n veh,L ; 
UF phase,j  ; 
UF cycle,c  ; 
M i,CS,c,6  , g/km;  Calculation of weighted emission 
(except M  CO2,weighted  ) 
compounds in accordance with 
paragraphs 4.1.3.1. to 4.1.3.3. of 
this Sub-Annex. 
Remark: 
M i,CS,c,6  includes PN  CS,c and 
PM  CS,c . 
Output is available for each CD 
test. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle L, H 
and, if applicable, M.  M i,weighted  , g/km; 
PN weighted  , 
particles per kilo ­
meter; 
PM  weighted  , mg/ 
km; 2 
Output step 1,  M  CO2,CD,j  , g/km; 
ΔE REESS,j  , Wh; 
d j , km; 
n veh ; 
R CDC , km 
M CO2,CS  , g/km;  Calculation of equivalent all- 
electric range in accordance 
with paragraphs 4.4.4.1. and 
4.4.4.2. of this Sub-Annex, and 
actual charge-depleting range in 
accordance with paragraph 
4.4.5. of this Sub-Annex. 
Output is available for each CD 
test. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle L, H 
and, if applicable, M.  EAER, km; 
EAER  p , km; 
R CDA , km.  3 
Output step 1  AER, km;  Output is available for each CD 
test. 
In the case that the interpolation 
method is applied, check the 
availability of AER interpolation 
between vehicle H, L and, if 
applicable, M in accordance 
with paragraph 4.5.7.1. of this 
Sub-Annex. 
If the interpolation method is 
used, each test shall fulfil the 
requirement.  AER-interpolation 
availability.  4 
Output step 3  R  CDA , km.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 796  
Source  Input  Process  Output  Step no.  
Output step 1  AER, km.  Averaging AER and AER declar ­
ation. 
The declared AER shall be 
rounded as defined in Table A6/ 
1. 
In the case that the interpolation 
method is applied and the AER- 
interpolation availability criterion 
is fulfilled, the output is available 
for each vehicle L, H and if 
applicable, M. 
If the criterion is not fulfilled, 
AER of vehicle H shall be 
applied for the whole inter ­
polation family.  AER  ave , km; 
AER  dec , km.  5 
Output step 1  M  i,CD,j , g/km; 
M CO2,CD,j  , g/km; 
n veh ; 
n veh,L ; 
UF phase,j  ; 
M i,CS,c,6  , g/km; 
M CO2,CS  , g/km.  Calculation of weighted CO  2 
mass emission and fuel 
consumption in accordance with 
paragraphs 4.1.3.1. and 4.2.3. of 
this Sub-Annex. 
Output is available for each CD 
test. 
In the case that the interpolation 
method is applied, n  veh,L cycles 
shall be used. With reference to 
paragraph 4.1.2. of this Sub- 
Annex, M  CO2,CD,j  of the confir ­
mation cycle shall be corrected 
in accordance with Appendix 2 
to this Sub-Annex. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle L, H 
and, if applicable, M.  M CO2,weighted  , g/ 
km; 
FC weighted  , l/ 
100 km;  6 
Output step 1  E  AC , Wh;  Calculation of the electric energy 
consumption based in EAER in 
accordance with paragraphs 
4.3.3.1. and 4.3.3.2. of this Sub- 
Annex. 
Output is available for each CD 
test. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle L, H 
and, if applicable, M.  EC, Wh/km; 
EC p , Wh/km;  7 
Output step 3  EAER, km; 
EAER  p , km;  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 797  
Source  Input  Process  Output  Step no.  
Output step 1  AER  city, ave  , km;  Averaging and intermediate 
rounding. 
In the case that the interpolation 
method is applied, the output is 
available for each vehicle L, H 
and, if applicable, M.  AER  city,final  , km; 
M CO2,weighted,final  , 
g/km; 
FC weighted,final  , l/ 
100 km; 
EC final , Wh/km; 
EC p,final  , Wh/km; 
EAER  final , km; 
EAER  p,final  , km.  8 
Output step 6  M  CO2,weighted  , g/ 
km; 
FC weighted  , l/ 
100 km;  
Output step 7  EC, Wh/km; 
EC p , Wh/km;  
Output step 3  EAER, km; 
EAER  p , km.  
Output step 5  AER  ave , km;  Interpolation of individual values 
based on input from vehicle low, 
medium and high in accordance 
with paragraph 4.5. of this Sub- 
Annex, and final rounding. 
AER  ind shall be rounded as 
defined in Table A8/2. 
Output available for individual 
vehicles.  AER  ind , km; 
AER  city,ind  , km; 
M CO2,weighted,ind  , 
g/km; 
FC weighted,ind  , l/ 
100 km; 
EC ind , Wh/km; 
EC p,ind , Wh/km; 
EAER  ind , km; 
EAER  p,ind , km.  9 
Output step 8  AER  city,final  , km; 
M CO2,weighted,final  , 
g/km; 
FC weighted,final  , l/ 
100 km; 
EC final , Wh/km; 
EC p,final  , Wh/km; 
EAER  final , km; 
EAER  p,final  , km;  
Output step 4  AER-inter ­
polation avail ­
ability.  
4.7. Stepwise procedure for calculating the final test results of PEVs  
The results shall be calculated in the order described in Table A8/10 
in case of the consecutive cycle procedure and in the order 
described in Table A8/11 in case of the shortened test procedure. 
All applicable results in the column ‘Output’ shall be recorded. The 
column ‘Process’ describes the paragraphs to be used for calculation 
or contains additional calculations.  
4.7.1. Stepwise procedure for calculating the final test results of PEVs in 
case of the consecutive cycles procedure  
For the purpose of this table, the following nomenclature within the 
questions and results is used:  
j index for the considered period.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 798  
Table A8/10  
Calculation of final PEV values determined by application of the consecutive cycle Type 1 procedure  
Source  Input  Process  Output  Step no.  
Sub- 
Annex 8  Test results  Results measured in accordance with 
Appendix 3 to this Sub-Annex and 
pre-calculated in accordance with 
paragraph 4.3. of this Sub-Annex.  ΔE REESS,j  , Wh; 
d j , km;  1 
Usable battery energy in accordance 
with paragraph 4.4.2.2.1. of this Sub- 
Annex.  UBE  CCP , Wh;  
Recharged electric energy in 
accordance with paragraph 3.4.4.3. 
of this Sub-Annex. 
Output available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  E AC , Wh.  
Output 
step 1  ΔE REESS,j  , Wh; 
UBE  CCP , Wh.  Determination of the number of 
completely driven applicable WLTC 
phases and cycles in accordance with 
paragraph 4.4.2.2. of this Sub- 
Annex. 
Output available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  n WLTC  ; 
n city ; 
n low ; 
n med ; 
n high ; 
n exHigh  . 2 
Output 
step 1  ΔE REESS,j  , Wh; 
UBE  CCP , Wh.  Calculation of weighting factors in 
accordance with paragraph 4.4.2.2. 
of this Sub-Annex. 
Output available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  K WLTC,1  
K WLTC,2  
K WLTC,3  
K WLTC,4  
K city,1 
K city,2 
K city,3 
K city,4 
K low,1 
K low,2 
K low,3 
K low,4 
K med,1 
K med,2 
K med,3 
K med,4 
K high,1  
K high,2  
K high,3  
K high,4  
K exHigh,1  
K exHigh,2  
K exHigh,3  3 
Output 
step 2  n WLTC  ; 
n city ; 
n low ; 
n med ; 
n high ; 
n exHigh  . ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 799  
Source  Input  Process  Output  Step no.  
Output 
step 1  ΔE REESS,j  , Wh; 
d j , km; 
UBE  CCP , Wh.  Calculation of electric energy 
consumption at the REESSs in 
accordance with paragraph 4.4.2.2. 
of this Sub-Annex. 
EC DC,COP,1  
Output available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  EC DC,WLTC  , Wh/ 
km; 
EC DC,city  , Wh/km; 
EC DC,low  , Wh/km; 
EC DC,med  , Wh/ 
km; 
EC DC,high  , Wh/ 
km; 
EC DC,exHigh  , Wh/ 
km; 
EC DC,COP,1  , Wh/ 
km. 4 
Output 
step 2  n WLTC  ; 
n city ; 
n low ; 
n med ; 
n high ; 
n exHigh  . 
Output 
step 3  All weighting 
factors  
Output 
step 1  UBE  CCP , Wh;  Calculation of pure electric range in 
accordance with paragraph 4.4.2.2. of 
this Sub-Annex. 
Output available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  PER  WLTC  , km; 
PER  city , km; 
PER  low , km; 
PER  med , km; 
PER  high , km; 
PER  exHigh  , km.  5 
Output 
step 4  EC DC,WLTC  , Wh/ 
km; 
EC DC,city  , Wh/km; 
EC DC,low  , Wh/km; 
EC DC,med  , Wh/km; 
EC DC,high  , Wh/km; 
EC DC,exHigh  , Wh/ 
km. 
Output 
step 1  E AC , Wh;  Calculation of electric energy 
consumption at the mains in 
accordance with paragraph 4.3.4. of 
this Sub-Annex. 
Output available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  EC WLTC  , Wh/km; 
EC city , Wh/km; 
EC low , Wh/km; 
EC med , Wh/km; 
EC high , Wh/km; 
EC exHigh  , Wh/km.  6 
Output 
step 5  PER  WLTC  , km; 
PER  city , km; 
PER  low , km; 
PER  med , km; 
PER  high , km; 
PER  exHigh  , km.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 800  
Source  Input  Process  Output  Step no.  
Output 
step 5  PER  WLTC  , km; 
PER  city , km; 
PER  low , km; 
PER  med , km; 
PER  high , km; 
PER  exHigh  , km;  Averaging of tests for all input 
values. 
EC DC,COP,ave  
Declaration of PER  WLTC,dec  and 
EC WLTC,dec  based on PER  WLTC,ave  
and EC  WLTC,ave  . 
PER  WLTC,dec  and EC  WLTC,dec  shall be 
rounded as defined in Table A6/1. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  PER  WLTC,dec  , km; 
PER  WLTC,ave  , km; 
PER  city,ave  , km; 
PER  low,ave  , km; 
PER  med,ave  , km; 
PER  high,ave  , km; 
PER  exHigh,ave  , km;  7 
Output 
step 6  EC WLTC  , Wh/km; 
EC city , Wh/km; 
EC low , Wh/km; 
EC med , Wh/km; 
EC high , Wh/km; 
EC exHigh  , Wh/km.  EC WLTC,dec  , Wh/ 
km; 
EC WLTC,ave  , Wh/ 
km; 
EC city,ave  , Wh/km; 
EC low,ave  , Wh/km; 
EC med,ave  , Wh/km; 
EC high,ave  , Wh/ 
km; 
EC exHigh,ave  , Wh/ 
km; 
EC DC,COP,ave  , Wh/ 
km. 
Output 
step 4  EC DC,COP,1  , Wh/ 
km. 
Output 
step 7  EC WLTC,dec  , Wh/ 
km; 
EC WLTC,ave  , Wh/ 
km; 
EC DC,COP,ave  , Wh/ 
km. Determination of the adjustment 
factor and application to 
EC DC,COP,ave  . 
For example: 
AF ¼ EC WLTC ;dec 
EC WLTC ;ave 
EC DC,COP  = EC  DC,COP,ave  × AF 
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  EC DC,COP  , Wh/ 
km. 8 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 801  
Source  Input  Process  Output  Step no.  
Output 
step 7  PER  city,ave  , km; 
PER  low,ave  , km; 
PER  med,ave  , km; 
PER  high,ave  , km; 
PER  exHigh,ave  , km;  Intermediate rounding. 
EC DC,COP,final  
In the case that the interpolation 
method is applied, the output is 
available for vehicle H and vehicle L.  PER  city,final  , km; 
PER  low,final  , km; 
PER  med,final  , km; 
PER  high,final  , km; 
PER  exHigh,final  , 
km; 9 
EC city,ave  , Wh/km; 
EC low,ave  , Wh/km; 
EC med,ave  , Wh/km; 
EC high,ave  , Wh/km; 
EC exHigh,ave  , Wh/ 
km; EC city,final  , Wh/ 
km; 
EC low,final  , Wh/ 
km; 
EC med,final  , Wh/ 
km; 
EC high,final  , Wh/ 
km; 
EC exHigh,final  , Wh/ 
km; 
Output 
step 8  EC DC,COP  , Wh/ 
km. EC DC,COP,final  , 
Wh/km.  
Output 
step 7  PER  WLTC,dec  , km;  Interpolation in accordance with 
paragraph 4.5. of this Sub-Annex, 
and final rounding as defined in 
Table A8/2. 
EC DC,COP,ind  
In the case that the interpolation 
method is applied, the output 
available for each individual vehicle.  PER  WLTC,ind  , km; 
PER  city,ind  , km; 
PER  low,ind  , km; 
PER  med,ind  , km; 
PER  high,ind  , km; 
PER  exHigh,ind  , km;  10 
Output 
step 9  EC WLTC,dec  , Wh/ 
km; 
PER  city,final  , km; 
PER  low,final  , km; 
PER  med,final  , km; 
PER  high,final  , km; 
PER  exHigh,final  , km;  
EC city,final  , Wh/ 
km; 
EC low,final  , Wh/ 
km; 
EC med,final  , Wh/ 
km; 
EC high,final  , Wh/ 
km; 
EC exHigh,final  , Wh/ 
km; EC WLTC,ind  , Wh/ 
km; 
EC city,ind  , Wh/km; 
EC low,ind  , Wh/km; 
EC med,ind  , Wh/km; 
EC high,ind  , Wh/km; 
EC exHigh,ind  , Wh/ 
km; 
EC DC,COP,final  , 
Wh/km.  EC DC,COP,ind  , Wh/ 
km. ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 802  
4.7.2. Stepwise procedure for calculating the final test results of PEVs in 
case of the shortened test procedure  
For the purpose of this table, the following nomenclature within the 
questions and results is used:  
j index for the considered period.  
Table A8/11  
Calculation of final PEV values determined by application the shortened Type 1 test procedure  
Source  Input  Process  Output  Step no.  
Sub- 
Annex 8  Test results  Results measured in accordance with 
Appendix 3 to this Sub-Annex, and 
pre-calculated in accordance with 
paragraph 4.3. of this Sub-Annex.  ΔE REESS,j  , Wh; 
d j , km;  1 
Usable battery energy in accordance 
with paragraph 4.4.2.1.1. of this Sub- 
Annex.  UBE  STP , Wh;  
Recharged electric energy in 
accordance with paragraph 3.4.4.3. 
of this Sub-Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle 
H. E AC , Wh.  
Output 
step 1  ΔE REESS,j  , Wh; 
UBE  STP , Wh.  Calculation of weighting factors in 
accordance with paragraph 4.4.2.1. 
of this Sub-Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle H.  K WLTC,1  
K WLTC,2  
K city,1 
K city,2 
K city,3 
K city,4 
K low,1 
K low,2 
K low,3 
K low,4 
K med,1 
K med,2 
K med,3 
K med,4 
K high,1  
K high,2  
K exHigh,1  
K exHigh,2  2 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 803  
Source  Input  Process  Output  Step no.  
Output 
step 1  ΔE REESS,j  , Wh; 
d j , km; 
UBE  STP , Wh.  Calculation of electric energy 
consumption at the REESSs in 
accordance with paragraph 4.4.2.1. 
of this Sub-Annex. 
EC DC,COP,1  
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle H.  EC DC,WLTC  , Wh/ 
km; 
EC DC,city  , Wh/km; 
EC DC,low  , Wh/km; 
EC DC, med  , Wh/ 
km; 
EC DC,high  , Wh/ 
km; 
EC DC,exHigh  , Wh/ 
km; 
EC DC,COP,1  , Wh/ 
km. 3 
Output 
step 2  All weighting 
factors  
Output 
step 1  UBE  STP , Wh;  Calculation of pure electric range in 
accordance with paragraph 4.4.2.1. of 
this Sub-Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle H.  PER  WLTC  , km; 
PER  city , km; 
PER  low , km; 
PER  med , km; 
PER  high , km; 
PER  exHigh  , km.  4 
Output 
step 3  EC DC,WLTC  , Wh/ 
km; 
EC DC,city  , Wh/km; 
EC DC,low  , Wh/km; 
EC DC, med  , Wh/ 
km; 
EC DC,high  , Wh/km; 
EC DC,exHigh  , Wh/ 
km. 
Output 
step 1  E AC , Wh;  Calculation of electric energy 
consumption at the mains in 
accordance with paragraph 4.3.4. of 
this Sub-Annex. 
Output is available for each test. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle H.  EC WLTC  , Wh/km; 
EC city , Wh/km; 
EC low , Wh/km; 
EC med , Wh/km; 
EC high , Wh/km; 
EC exHigh  , Wh/km.  5 
Output 
step 4  PER  WLTC  , km; 
PER  city , km; 
PER  low , km; 
PER  med , km; 
PER  high , km; 
PER  exHigh  , km.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 804  
Source  Input  Process  Output  Step no.  
Output 
step 4  PER  WLTC  , km; 
PER  city , km; 
PER  low , km; 
PER  med , km; 
PER  high , km; 
PER  exHigh  , km;  Averaging of tests for all input 
values. 
EC DC,COP,ave  
Declaration of PER  WLTC,dec  and 
EC WLTC,dec  based on PER  WLTC,ave  
and EC  WLTC,ave  . 
PER  WLTC,dec  and EC  WLTC,dec  shall be 
rounded as defined in Table A6/1. 
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle H.  PER  WLTC,dec  , km; 
PER  WLTC,ave  , km; 
PER  city,ave  , km; 
PER  low,ave  , km; 
PER  med,ave  , km; 
PER  high,ave  , km; 
PER  exHigh,ave  , km; 
EC WLTC,dec  , Wh/ 
km; 
EC WLTC,ave  , Wh/ 
km; 
EC city,ave  , Wh/km; 
EC low,ave  , Wh/km; 
EC med,ave  , Wh/km; 
EC high,ave  , Wh/ 
km; 
EC exHigh,ave  , Wh/ 
km; 
EC DC,COP,ave  , Wh/ 
km. 6 
Output 
step 5  EC WLTC  , Wh/km; 
EC city , Wh/km; 
EC low , Wh/km; 
EC med , Wh/km; 
EC high , Wh/km; 
EC exHigh  , Wh/km.  
Output 
step 3  EC DC,COP,1  , Wh/ 
km. 
Output 
step 6  EC WLTC,dec  , Wh/ 
km; 
EC WLTC,ave  , Wh/ 
km; 
EC DC,COP,ave  , Wh/ 
km. Determination of the adjustment 
factor and application to 
EC DC,COP,ave  . 
For example: 
AF ¼ EC WLTC ;dec 
EC WLTC ;ave 
EC DC,COP  = EC  DC,COP,ave  × AF 
In the case that the interpolation 
method is applied, the output is avail- 
able for vehicle L and vehicle H.  EC DC,COP  , Wh/ 
km. 7 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 805  
Source  Input  Process  Output  Step no.  
Output 
step 6  PER  city,ave  , km; 
PER  low,ave  , km; 
PER  med,ave  , km; 
PER  high,ave  , km; 
PER  exHigh,ave  , km;  Intermediate rounding. 
EC DC,COP,final  
In the case that the interpolation 
method is applied, the output is 
available for vehicle L and vehicle 
H. PER  city,final  , km; 
PER  low,final  , km; 
PER  med,final  , km; 
PER  high,final  , km; 
PER  exHigh,final  , 
km; 8 
EC city,ave  , Wh/km; 
EC low,ave  , Wh/km; 
EC med,ave  , Wh/km; 
EC high,ave  , Wh/km; 
EC exHigh,ave  , Wh/ 
km; EC city,final  , Wh/ 
km; 
EC low,final  , Wh/ 
km; 
EC med,final  , Wh/ 
km; 
EC high,final  , Wh/ 
km; 
EC exHigh,final  , Wh/ 
km; 
Output 
step 7  EC DC,COP  , Wh/ 
km. EC DC,COP,final  , 
Wh/km.  
Output 
step 6  PER  WLTC,dec  , km; 
EC WLTC,dec  , Wh/ 
km; 
PER  city,final  , km; 
PER  low,final  , km; 
PER  med,final  , km; 
PER  high,final  , km; 
PER  exHigh,final  , km;  Interpolation in accordance with 
paragraph 4.5. of this Sub-Annex 
and final rounding as defined in 
Table A8/2. 
EC DC,COP,ind  
Output available for each individual 
vehicle.  PER  WLTC,ind  , km; 
PER  city,ind  , km; 
PER  low,ind  , km; 
PER  med,ind  , km; 
PER  high,ind  , km; 
PER  exHigh,ind  , km;  9 
Output 
step 8  EC city,final  , Wh/ 
km; 
EC low,final  , Wh/ 
km; 
EC med,final  , Wh/ 
km; 
EC high,final  , Wh/ 
km; 
EC exHigh,final  , Wh/ 
km; EC WLTC,ind  , Wh/ 
km; 
EC city,ind  , Wh/km; 
EC low,ind  , Wh/km; 
EC med,ind  , Wh/km; 
EC high,ind  , Wh/km; 
EC exHigh,ind  , Wh/ 
km; 
EC DC,COP,final  , 
Wh/km.  EC DC,COP,ind  , Wh/ 
km. ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 806  
Sub-Annex 8  
Appendix 1  
REESS state of charge profile  
1. Test sequences and REESS profiles: OVC-HEVs, charge-depleting and 
charge-sustaining test  
1.1. Test sequence OVC-HEVs according to option 1:  
Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 
test (A8.App1/1)  
Figure A8.App1/1  
OVC-HEVs, charge-depleting Type 1 test
  
1.2. Test sequence OVC-HEVs according to option 2:  
Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 
test (A8.App1/2)  
Figure A8.App1/2  
OVC-HEVs, charge-sustaining Type 1 test
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 807  
1.3. Test sequence OVC-HEVs according to option 3:  
Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test 
(A8.App1/3)  
Figure A8.App1/3  
OVC-HEVs, charge-depleting type 1 test with subsequent charge-sustaining 
Type 1 test
  ▼B
02017R1151 — EN — 01.01.2019 — 002.006 — 808  
1.4. Test sequence OVC-HEVs in accordance with option 4  
Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test 
(Figure A8.App1/4) 
Figure A8.App1/4  
OVC-HEVs, charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test  
▼B
 ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 809  
2. Test sequence NOVC-HEVs and NOVC-FCHVs  
Charge-sustaining Type 1 test  
Figure A8.App1/5  
NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test
  
3. Test sequences PEV  
3.1. Consecutive cycles procedure  
Figure A8.App1/6  
Consecutive cycles test sequence PEV
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 810  
3.2. Shortened Test Procedure  
Figure A8.App1/7  
Shortened test procedure test sequence for PEVs
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 811  
Sub-Annex 8  
Appendix 2  
REESS energy change-based correction procedure  
This Appendix describes the procedure to correct the charge-sustaining Type 1 
test CO  2 mass emission for NOVC-HEVs and OVC-HEVs, and the fuel 
consumption for NOVC-FCHVs as a function of the electric energy change of 
all REESSs.  
1. General requirements  
1.1. Applicability of this Appendix  
1.1.1. The phase-specific fuel consumption for NOVC-FCHVs, and the CO  2 
mass emission for NOVC-HEVs and OVC-HEVs shall be corrected.  
1.1.2. In the case that a correction of fuel consumption for NOVC-FCHVs 
or a correction of CO  2 mass emission for NOVC-HEVs and 
OVC-HEVs measured over the whole cycle according to paragraph 
1.1.3. or paragraph 1.1.4. of this Appendix is applied, paragraph 4.3. 
of this Sub-Annex shall be used to calculate the charge-sustaining 
REESS energy change ΔE REESS,CS  of the charge-sustaining Type 1 
test. The considered period j used in paragraph 4.3. of this Sub-Annex 
is defined by the charge-sustaining Type 1 test.  
▼M3 
1.1.3. The correction shall be applied if ΔE REESS,CS  is negative which 
corresponds to REESS discharging and the correction criterion c 
calculated in paragraph 1.2. of this Appendix is greater than the 
applicable threshold in accordance with Table A8.App2/1.  
1.1.4. The correction may be omitted and uncorrected values may be used if:  
(a) ΔE REESS,CS  is positive which corresponds to REESS charging and 
the correction criterion c calculated in paragraph 1.2. of this 
Appendix is greater than the applicable threshold in accordance 
with Table A8.App2/1;  
(b) The correction criterion c calculated in paragraph 1.2. of this 
Appendix is smaller than the applicable threshold in accordance 
with Table A8.App2/1;  
(c) The manufacturer can prove to the approval authority by 
measurement that there is no relation between Δb REESS,CS  and 
charge-sustaining CO  2 mass emission and Δm REESS,CS  and fuel 
consumption respectively.  
▼B 
1.2. The correction criterion c is the ratio between the absolute value of 
the REESS electric energy change ΔE REESS,CS  and the fuel energy and 
shall be calculated as follows: 
c ¼ jΔE REESS ;CS j 
E fuel;CS 
where:  
ΔE REESS,CS  is the charge-sustaining REESS energy change according 
to paragraph 1.1.2. of this Appendix, Wh;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 812  
E fuel,CS  is the charge-sustaining energy content of the consumed 
fuel in accordance with paragraph 1.2.1. of this 
Appendix in the case of NOVC-HEVs and OVC- 
HEVs, and in accordance with paragraph 1.2.2. of this 
Appendix in the case of NOVC-FCHVs, Wh.  
▼B 
1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs  
The charge-sustaining energy content of the consumed fuel for 
NOVC-HEVs and OVC-HEVs shall be calculated using the 
following equation: 
E fuel;CS ¼ 10 Ü HV Ü FC  CS;nb Ü d CS 
where:  
E fuel,CS  is the charge-sustaining energy content of the consumed fuel 
of the applicable WLTP test cycle of the charge-sustaining 
Type 1 test, Wh;  
HV is the heating value according to Table A6.App2/1, kWh/l;  
FC CS,nb is the non-balanced charge-sustaining fuel consumption of 
the charge-sustaining Type 1 test, not corrected for the 
energy balance, determined according to paragraph 6. of 
Sub-Annex 7, using the gaseous emission compound values 
according to Table A8/5, step no. 2, l/100 km;  
d CS is the distance driven over the corresponding applicable 
WLTP test cycle, km;  
10 conversion factor to Wh.  
1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs  
The charge-sustaining energy content of the consumed fuel for 
NOVC-FCHVs shall be calculated using the following equation: 
E fuel;CS ¼ 1 
0,36 Ü 121 Ü FC  CS;nb Ü d CS 
E fuel,CS  is the charge-sustaining energy content of the consumed fuel 
of the applicable WLTP test cycle of the charge-sustaining 
Type 1 test, Wh;  
121 is the lower heating value of hydrogen, MJ/kg;  
FC CS,nb is the non-balanced charge-sustaining fuel consumption of 
the charge-sustaining Type 1 test, not corrected for the 
energy balance, determined according to Table A8/7, step 
no.1, kg/100 km;  
d CS is the distance driven over the corresponding applicable 
WLTP test cycle, km;  
1 
0,36 conversion factor to Wh.  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 813  
Table A8.App2/1  
RCB correction criteria thresholds  
Applicable Type 1 test cycle  Low + Medium  Low + Medium + High  Low + Medium + High + 
Extra High  
Thresholds for correction 
criterion c  0,015  0,01  0,005  
▼B 
2. Calculation of correction coefficients  
2.1. The CO  2 mass emission correction coefficient K  CO2 , the fuel 
consumption correction coefficients K  fuel,FCHV  , as well as, if 
required by the manufacturer, the phase-specific correction coef ­
ficients K  CO2,p  and K  fuel,FCHV,p  shall be developed based on the 
applicable charge-sustaining Type 1 test cycles.  
In the case that vehicle H was tested for the development of the 
correction coefficient for CO  2 mass emission for NOVC-HEVs and 
OVC-HEVs, the coefficient may be applied within the interpolation 
family.  
2.2. The correction coefficients shall be determined from a set of charge- 
sustaining Type 1 tests according to paragraph 3. of this Appendix. 
The number of tests performed by the manufacturer shall be equal to 
or greater than five.  
The manufacturer may request to set the state of charge of the REESS 
prior to the test according to the manufacturer’s recommendation and 
as described in paragraph 3. of this Appendix. This practice shall only 
be used for the purpose of achieving a charge-sustaining Type 1 test 
with opposite sign of the ΔE REESS,CS  and with approval of the 
approval authority.  
The set of measurements shall fulfil the following criteria:  
▼M3 
(a) The set shall contain at least one test with ΔE REESS,CS,n  ≤ 0 and at 
least one test with ΔE REESS,CS,n  > 0. ΔE REESS,CS,n  is the sum of 
electric energy changes of all REESSs of test n calculated in 
accordance with paragraph 4.3. of this Sub-Annex.  
▼B 
(b) The difference in M  CO2,CS  between the test with the highest 
negative electric energy change and the test with the highest 
positive electric energy change shall be greater than or equal to 
5 g/km. This criterion shall not be applied for the determination of 
K fuel,FCHV  . 
In the case of the determination of K  CO2 , the required number of 
tests may be reduced to three tests if all of the following criteria 
are fulfilled in addition to (a) and (b):  
(c) the difference in M  CO2,CS  between any two adjacent measure ­
ments, related to the electric energy change during the test, 
shall be less than or equal to 10 g/km.  
(d) in addition to (b), the test with the highest negative electric energy 
change and the test with the highest positive electric energy 
change shall not be within the region that is defined by:  
Ä0,01 Ï ΔE REESS  
E fuel Ï þ0,01, ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 814  
where:  
E fuel is the energy content of the consumed fuel calculated 
according to paragraph 1.2. of this Appendix, Wh.  
▼M3 
(e) The difference in M  CO2,CS  between the test with the highest 
negative electric energy change and the mid-point, and the 
difference in M  CO2,CS  between the mid-point and the test with 
the highest positive electric energy change shall be similar. The 
mid-point should preferably be within the range defined by (d). If 
this requirement is not feasible, the approval authority shall decide 
if a retest is necessary.  
The correction coefficients determined by the manufacturer shall 
be reviewed and approved by the approval authority prior to its 
application.  
If the set of at least five tests does not fulfil criterion (a) or 
criterion (b) or both, the manufacturer shall provide evidence to 
the approval authority as to why the vehicle is not capable of 
meeting either or both criteria. If the approval authority is not 
satisfied with the evidence, it may require additional tests to be 
performed. If the criteria after additional tests are still not fulfilled, 
the approval authority shall determine a conservative correction 
coefficient, based on the measurements.  
▼B 
2.3. Calculation of correction coefficients K  fuel,FCHV  and K  CO2 
2.3.1. Determination of the fuel consumption correction coefficient 
K fuel,FCHV  
For NOVC-FCHVs, the fuel consumption correction coefficient 
K fuel,FCHV  , determined by driving a set of charge-sustaining Type 1 
tests, is defined using the following equation: 
K fuel;FCHV ¼ P n CS 
n¼1 Ê 
ðEC DC;CS;n Ä EC  DC;CS;avg Þ Ü ðFC CS;nb;n Ä FC  CS;nb;avg Þ Ì 
P n CS 
n¼1 ðEC DC;CS;n Ä EC  DC;CS;avg Þ 2 
where:  
K fuel,FCHV  is the fuel consumption correction coefficient, 
(kg/100 km)/(Wh/km);  
EC DC,CS,n  is the charge-sustaining electric energy consumption of 
test n based on the REESS depletion according to the 
equation below, Wh/km  
EC DC,CS,avg  is the mean charge-sustaining electric energy 
consumption of n  cs tests based on the REESS 
depletion according to the equation below, Wh/km;  
FC CS,nb,n  is the charge-sustaining fuel consumption of test n, not 
corrected for the energy balance, according to Table 
A8/7, step no. 1, kg/100 km;  
FC CS,nb,avg  is the arithmetic average of the charge-sustaining fuel 
consumption of n  cs tests based on the fuel consumption, 
not corrected for the energy balance, according to the 
equation below, kg/100 km;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 815  
n is the index number of the considered test;  
n cs is the total number of tests;  
and: 
EC DC;CS;avg ¼ 1 
n cs Ü X  n cs 
n¼1 EC DC;CS;n 
and: 
FC CS;nb;avg ¼ 1 
n cs Ü X  n cs 
n¼1 FC CS;nb;n 
and: 
EC DC;CS;n ¼ ΔE REESS ;CS;n 
d CS;n 
where:  
ΔE REESS,CS,n  is the charge-sustaining REESS electric energy change 
of test n according to paragraph 1.1.2. of this 
Appendix, Wh;  
d CS,n is the distance driven over the corresponding charge- 
sustaining Type 1 test n, km.  
The fuel consumption correction coefficient shall be rounded to four 
significant figures. The statistical significance of the fuel consumption 
correction coefficient shall be evaluated by the approval authority.  
2.3.1.1. It is permitted to apply the fuel consumption correction coefficient 
that was developed from tests over the whole applicable WLTP test 
cycle for the correction of each individual phase.  
2.3.1.2. Without prejudice to the requirements of paragraph 2.2. of this 
Appendix, at the manufacturer’s request and upon approval of the 
approval authority, separate fuel consumption correction coefficients 
K fuel,FCHV,p  for each individual phase may be developed. In this case, 
the same criteria as described in paragraph 2.2. of this Appendix shall 
be fulfilled in each individual phase and the procedure described in 
paragraph 2.3.1. of this Appendix shall be applied for each individual 
phase to determine each phase specific correction coefficient.  
2.3.2. Determination of CO  2 mass emission correction coefficient K  CO2 
For OVC-HEVs and NOVC-HEVs, the CO  2 mass emission correction 
coefficient K  CO2 , determined by driving a set of charge-sustaining 
Type 1 tests, is defined by the following equation: 
K CO2 ¼ P n CS 
n¼1 Ê 
ðEC DC;CS;n Ä EC  DC;CS;avg Þ Ü ðM CO2;CS;nb;n Ä M CO2;CS;nb;avg Þ Ì 
P n CS 
n¼1 ðEC DC;CS;n Ä EC  DC;CS;avg Þ 2 ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 816  
where:  
K CO2 is the CO  2 mass emission correction coefficient, 
(g/km)/(Wh/km);  
EC DC,CS,n  is the charge-sustaining electric energy consumption 
of test n based on the REESS depletion according to 
paragraph 2.3.1. of this Appendix, Wh/km;  
EC DC,CS,avg  is the arithmetic average of the charge-sustaining 
electric energy consumption of n  cs tests based on 
the REESS depletion according to paragraph 2.3.1. 
of this Appendix, Wh/km;  
M CO2,CS,nb,n  is the charge-sustaining CO  2 mass emission of test n, 
not corrected for the energy balance, calculated 
according Table A8/5, step no. 2, g/km;  
M CO2,CS,nb,avg  is the arithmetic average of the charge-sustaining CO  2 
mass emission of n  cs tests based on the CO  2 mass 
emission, not corrected for the energy balance, 
according to the equation below, g/km;  
n is the index number of the considered test;  
n cs is the total number of tests;  
and: 
M CO2;CS;nb;avg ¼ 1 
n CS Ü X  n cs 
n¼1 M CO2;CS;nb;n 
The CO  2 mass emission correction coefficient shall be rounded to four 
significant figures. The statistical significance of the CO  2 mass 
emission correction coefficient shall be evaluated by the approval 
authority.  
2.3.2.1. It is permitted to apply the CO  2 mass emission correction coefficient 
developed from tests over the whole applicable WLTP test cycle for 
the correction of each individual phase.  
2.3.2.2. Without prejudice to the requirements of paragraph 2.2. of this 
Appendix, at the request of the manufacturer upon approval of the 
approval authority, separate CO  2 mass emission correction coefficients 
K CO2,p  for each individual phase may be developed. In this case, the 
same criteria as described in paragraph 2.2. of this Appendix shall be 
fulfilled in each individual phase and the procedure described in 
paragraph 2.3.2. of this Appendix shall be applied for each individual 
phase to determine phase-specific correction coefficients.  
3. Test procedure for the determination of the correction coefficients  
3.1. OVC-HEVs  
For OVC-HEVs, one of the following test sequences according to 
Figure A8.App2/1 shall be used to measure all values that are 
necessary for the determination of the correction coefficients 
according to paragraph 2. of this Appendix.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 817  
Figure A8.App2/1  
OVC-HEV test sequences
  
3.1.1. Option 1 test sequence  
3.1.1.1. Preconditioning and soaking  
Preconditioning and soaking shall be conducted according to 
paragraph 2.1. of Appendix 4. to this Sub-Annex.  
▼M3 
3.1.1.2. REESS adjustment  
Prior to the test procedure in accordance with paragraph 3.1.1.3. of 
this Appendix, the manufacturer may adjust the REESS. The manu ­
facturer shall provide evidence that the requirements for the beginning 
of the test in accordance with paragraph 3.1.1.3. of this Appendix are 
fulfilled.  
▼B 
3.1.1.3. Test procedure  
3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall 
be selected according to paragraph 3. of Appendix 6 to this Sub- 
Annex.  
3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 
1.4.2. of this Sub-Annex shall be driven.  
3.1.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested 
according to the Type 1 test procedure described in Sub-Annex 6.  
3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the deter ­
mination of the correction coefficients, the test may be followed by a 
number of consecutive sequences required according to paragraph 2.2 
of this Appendix consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. 
inclusive of this Appendix.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 818  
3.1.2. Option 2 test sequence  
3.1.2.1. Preconditioning  
The test vehicle shall be preconditioned according to paragraph 2.1.1. 
or paragraph 2.1.2. of Appendix 4 to this Sub-Annex.  
3.1.2.2. REESS adjustment  
After preconditioning, soaking according to paragraph 2.1.3. of 
Appendix 4 to this Sub-Annex shall be omitted and a break, during 
which the REESS is permitted to be adjusted, shall be set to a 
maximum duration of 60 minutes. A similar break shall be applied 
in advance of each test. Immediately after the end of this break, the 
requirements of paragraph 3.1.2.3. of this Appendix shall be applied.  
Upon request of the manufacturer, an additional warm-up procedure 
may be conducted in advance of the REESS adjustment to ensure 
similar starting conditions for the correction coefficient determination. 
If the manufacturer requests this additional warm-up procedure, the 
identical warm-up procedure shall be applied repeatedly within the 
test sequence.  
3.1.2.3. Test procedure  
3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall 
be selected according to paragraph 3. of Appendix 6 to this Sub- 
Annex.  
3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 
1.4.2. of this Sub-Annex shall be driven.  
3.1.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested 
according to the Type 1 test procedure described in Sub-Annex 6.  
3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for 
the determination of the correction coefficients, the test may be 
followed by a number of consecutive sequences required according 
to paragraph 2.2. of this Appendix consisting of paragraphs 3.1.2.2. 
and 3.1.2.3. of this Appendix.  
3.2. NOVC-HEVs and NOVC-FCHVs  
For NOVC-HEVs and NOVC-FCHVs, one of the following test 
sequences according to Figure A8.App2/2 shall be used to measure 
all values that are necessary for the determination of the correction 
coefficients according to paragraph 2. of this Appendix.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 819  
Figure A8.App2/2  
NOVC-HEV and NOVC-FCHV test sequences
  
3.2.1. Option 1 test sequence  
3.2.1.1. Preconditioning and soaking  
The test vehicle shall be preconditioned and soaked according to 
paragraph 3.3.1. of this Sub-Annex.  
3.2.1.2. REESS adjustment  
Prior to the test procedure, according to paragraph 3.2.1.3., the manu ­
facturer may adjust the REESS. The manufacturer shall provide 
evidence that the requirements for the beginning of the test 
according to paragraph 3.2.1.3. are fulfilled.  
3.2.1.3. Test procedure  
3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. 
of Appendix 6 to this Sub-Annex.  
3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 
1.4.2. of this Sub-Annex shall be driven.  
3.2.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested 
according to the charge-sustaining Type 1 test procedure described in 
Sub-Annex 6.  
3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for 
the determination of the correction coefficients, the test can be 
followed by a number of consecutive sequences required according 
to paragraph 2.2. of this Appendix consisting of paragraph 3.2.1.1. to 
paragraph 3.2.1.3. inclusive of this Appendix.  
3.2.2. Option 2 test sequence  
3.2.2.1. Preconditioning  
The test vehicle shall be preconditioned according to paragraph 
3.3.1.1. of this Sub-Annex.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 820  
3.2.2.2. REESS adjustment  
After preconditioning, the soaking according to paragraph 3.3.1.2. of 
this Sub-Annex shall be omitted and a break, during which the 
REESS is permitted to be adjusted, shall be set to a maximum 
duration of 60 minutes. A similar break shall be applied in advance 
of each test. Immediately after the end of this break, the requirements 
of paragraph 3.2.2.3. of this Appendix shall be applied.  
Upon request of the manufacturer, an additional warm-up procedure 
may be conducted in advance of the REESS adjustment to ensure 
similar starting conditions for the correction coefficient determination. 
If the manufacturer requests this additional warm-up procedure, the 
identical warm-up procedure shall be applied repeatedly within the 
test sequence.  
3.2.2.3. Test procedure  
3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall 
be selected according to paragraph 3. of Appendix 6 to this Sub- 
Annex.  
3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 
1.4.2. of this Sub-Annex shall be driven.  
3.2.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested 
according to the Type 1 test procedure described in Sub-Annex 6.  
3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the 
determination of the correction coefficients, the test can be followed 
by a number of consecutive sequences required according to 
paragraph 2.2. of this Appendix consisting of paragraphs 3.2.2.2. 
and 3.2.2.3. of this Appendix.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 821  
Sub-Annex 8  
Appendix 3  
Determination of REESS current and REESS voltage for NOVC-HEVs, 
OVC-HEVs, PEVs and NOVC-FCHVs  
1. Introduction  
1.1. This Appendix defines the method and required instrumentation to 
determine the REESS current and the REESS voltage of NOVC-HEVs, 
OVC-HEVs, PEVs and NOVC-FCHVs.  
1.2. Measurement of REESS current and REESS voltage shall start at the 
same time as the test starts and shall end immediately after the vehicle 
has finished the test.  
1.3. The REESS current and the REESS voltage of each phase shall be deter ­
mined.  
1.4. A list of the instrumentation used by the manufacturer to measure REESS 
voltage and current (including instrument manufacturer, model number, 
serial number, last calibration dates (where applicable)) during:  
(a) the Type 1 test according to paragraph 3 of this Sub-Annex,  
(b) the procedure to determine the correction coefficients according to 
Appendix 2 of this Sub-Annex (where applicable),  
(c) the ATCT as specified in Sub-Annex 6a  
shall be provided to the approval authority.  
2. REESS current  
REESS depletion is considered as a negative current.  
2.1. External REESS current measurement  
2.1.1. The REESS current(s) shall be measured during the tests using a clamp- 
on or closed type current transducer. The current measurement system 
shall fulfil the requirements specified in Table A8/1 of this Sub-Annex. 
The current transducer(s) shall be capable of handling the peak currents at 
engine starts and temperature conditions at the point of measurement.  
▼M3 
In order to have an accurate measurement, zero adjustment and 
degaussing shall be performed before the test in accordance with the 
instrument manufacturer's instructions.  
▼B 
2.1.2. Current transducers shall be fitted to any of the REESS on one of the 
cables connected directly to the REESS and shall include the total REESS 
current.  
In case of shielded wires, appropriate methods shall be applied in 
accordance with the approval authority.  
In order to easily measure the REESS current using external measuring 
equipment, the manufacturer should provide appropriate, safe and 
accessible connection points in the vehicle. If that is not feasible, the 
manufacturer is obliged to support the approval authority in connecting 
a current transducer to one of the cables directly connected to the REESS 
in the manner described above in this paragraph.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 822  
2.1.3. The current transducer output shall be sampled with a minimum 
frequency of 20 Hz. The measured current shall be integrated over 
time, yielding the measured value of Q, expressed in ampere-hours Ah. 
The integration may be done in the current measurement system.  
2.2. Vehicle on-board REESS current data  
As an alternative to paragraph 2.1. of this Appendix, the manufacturer 
may use the on-board current measurement data. The accuracy of these 
data shall be demonstrated to the approval authority.  
3. REESS voltage  
3.1. External REESS voltage measurement  
During the tests described in paragraph 3. of this Sub-Annex, the REESS 
voltage shall be measured with the equipment and accuracy requirements 
specified in paragraph 1.1. of this Sub-Annex. To measure the REESS 
voltage using external measuring equipment, the manufacturers shall 
support the approval authority by providing REESS voltage measurement 
points.  
▼M3 
3.2. Nominal REESS voltage  
For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs, instead of using the 
measured REESS voltage in accordance with paragraph 3.1. of this 
Appendix, the nominal voltage of the REESS determined in accordance 
with IEC 60050-482 may be used.  
▼B 
3.3. Vehicle on-board REESS voltage data  
As an alternative to paragraph 3.1. and 3.2. of this Appendix, the manu ­
facturer may use the on-board voltage measurement data. The accuracy of 
these data shall be demonstrated to the approval authority.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 823  
Sub-Annex 8  
Appendix 4  
Preconditioning, soaking and REESS charging conditions of PEVs and 
OVC-HEVs  
1. This Appendix describes the test procedure for REESS and combustion 
engine preconditioning in preparation for:  
(a) Electric range, charge-depleting and charge-sustaining measurements 
when testing OVC-HEVs; and  
(b) Electric range measurements as well as electric energy consumption 
measurements when testing PEVs.  
2. OVC-HEV preconditioning and soaking  
2.1. Preconditioning and soaking when the test procedure starts with a 
charge-sustaining test  
2.1.1. For preconditioning the combustion engine, the vehicle shall be driven 
over at least one applicable WLTP test cycle. During each driven 
preconditioning cycle, the charging balance of the REESS shall be 
determined. The preconditioning shall be stopped at the end of the 
applicable WLTP test cycle during which the break-off criterion is 
fulfilled according to paragraph 3.2.4.5. of this Sub-Annex.  
2.1.2. As an alternative to paragraph 2.1.1. of this Appendix, at the request of 
the manufacturer and upon approval of the approval authority, the state 
of charge of the REESS for the charge-sustaining Type 1 test may be 
set according to the manufacturer’s recommendation in order to achieve 
a test under charge-sustaining operating condition.  
▼M3 
In such a case, a preconditioning procedure, such as that applicable to 
pure ICE vehicles as described in paragraph 2.6. of Sub-Annex 6, shall 
be applied.  
2.1.3. Soaking of the vehicle shall be performed in accordance with 
paragraph 2.7. of Sub-Annex 6.  
▼B 
2.2. Preconditioning and soaking when the test procedure starts with a 
charge-depleting test  
2.2.1. OVC-HEVs shall be driven over at least one applicable WLTP test 
cycle. During each driven preconditioning cycle, the charging balance 
of the REESS shall be determined. The preconditioning shall be stopped 
at the end of the applicable WLTP test cycle during which the break-off 
criterion is fulfilled according to paragraph 3.2.4.5. of this Sub-Annex.  
▼M3 
2.2.2. Soaking of the vehicle shall be performed in accordance with 
paragraph 2.7. of Sub-Annex 6. Forced cooling down shall not be 
applied to vehicles preconditioned for the Type 1 test. During soak, 
the REESS shall be charged using the normal charging procedure as 
defined in paragraph 2.2.3. of this Appendix.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 824  
2.2.3. Application of a normal charge  
2.2.3.1.  ►M3 The REESS shall be charged at an ambient temperature as 
specified in paragraph 2.2.2.2. of Sub-Annex 6 either with: ◄ 
(a) The on-board charger if fitted; or  
(b) An external charger recommended by the manufacturer using the 
charging pattern prescribed for normal charging.  
The procedures in this paragraph exclude all types of special charges 
that could be automatically or manually initiated, e.g. equalization 
charges or servicing charges. The manufacturer shall declare that, 
during the test, a special charge procedure has not occurred.  
2.2.3.2. End-of-charge criterion  
The end-of-charge criterion is reached when the on-board or external 
instruments indicate that the REESS is fully charged.  
3. PEV preconditioning  
3.1. Initial charging of the REESS  
Initial charging of the REESS consists of discharging the REESS and 
applying a normal charge.  
3.1.1. Discharging the REESS  
The discharge procedure shall be performed according to the manufac ­
turer’s recommendation. The manufacturer shall guarantee that the 
REESS is as fully depleted as is possible by the discharge procedure.  
3.1.2. Application of a normal charge  
The REESS shall be charged according to paragraph 2.2.3.1. of this 
Appendix.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 825  
Sub-Annex 8 - Appendix 5  
Utility factors (UF) for OVC-HEVs  
1. Reserved.  
2. The methodology recommended for the determination of a UF curve based 
on driving statistics is described in SAE J2841 (Sept. 2010, Issued 2009-03, 
Revised 2010-09).  
3. For the calculation of a fractional utility factor UF  j for the weighting of 
period j, the following equation shall be applied by using the coefficients 
from Table A8.App5/1.  
UF j ðd j Þ ¼ 1 Ä exp Õ 
Ä Í X  k 
i¼1 C i Ü Ê d j 
d n Ì i ÎØ 
Ä X  jÄ1 
l¼1 UF l 
where:  
UF j utility factor for period j;  
d j measured distance driven at the end of period j, km;  
C i ith coefficient (see Table A8.App5/1);  
d n normalized distance (see Table A8.App5/1), km;  
k number of terms and coefficients in the exponent;  
j number of period considered;  
i number of considered term/coefficient;  
P jÄ1 
l¼1 UF l sum of calculated utility factors up to period (j – 1).  
Table A8.App5/1  
Parameters for the determination of fractional UFs  
Parameter  Value  
d n 800 km  
C1 26,25  
C2 – 38,94  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 826  
Parameter  Value  
C3 – 631,05  
C4 5 964,83  
C5 – 25 095  
C6 60 380,2  
C7 – 87 517  
C8 75 513,8  
C9 – 35 749  
C10 7 154,94  ▼M3
 02017R1151 — EN — 01.01.2019 — 002.006 — 827  
Sub-Annex 8  
Appendix 6  
Selection of driver-selectable modes  
1. General requirement  
▼M3 
1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test 
procedure in accordance with paragraphs 2. to 4. of this Appendix which 
enables the vehicle to follow the considered test cycle within the speed trace 
tolerances in accordance with paragraph 2.6.8.3. of Sub-Annex 6. This shall 
apply to all vehicle systems with driver-selectable modes including those not 
solely specific to the transmission.  
1.2. The manufacturer shall provide evidence to the approval authority 
concerning:  
(a) The availability of a predominant mode under the considered conditions;  
(b) The maximum speed of the considered vehicle;  
and if required:  
(c) The best and worst case mode identified by the evidence on the fuel 
consumption and, if applicable, on the CO  2 mass emission in all 
modes. See paragraph 2.6.6.3. of Sub-Annex 6;  
(d) The highest electric energy consuming mode;  
(e) The cycle energy demand (in accordance with Sub-Annex 7, 
paragraph 5. where the target speed is replaced by the actual speed).  
1.3. Dedicated driver-selectable modes, such as ‘mountain mode’ or ‘main ­
tenance mode’ which are not intended for normal daily operation but only 
for special limited purposes, shall not be considered.  
▼B 
2. OVC-HEV equipped with a driver-selectable mode under charge-depleting 
operating condition  
For vehicles equipped with a driver-selectable mode, the mode for the 
charge-depleting Type 1 test shall be selected according to the following 
conditions.  
▼M3 
The flow chart in Figure A8.App6/1 illustrates the mode selection in 
accordance with this paragraph.  
▼B 
2.1. If there is a predominant mode that enables the vehicle to follow the 
reference test cycle under charge-depleting operating condition, this mode 
shall be selected.  
2.2. If there is no predominant mode or if there is a predominant mode but this 
mode does not enable the vehicle to follow the reference test cycle under 
charge-depleting operating condition, the mode for the test shall be selected 
according to the following conditions:  
(a) If there is only one mode which allows the vehicle to follow the 
reference test cycle under charge-depleting operating conditions, this 
mode shall be selected;  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 828  
(b) If several modes are capable of following the reference test cycle under 
charge-depleting operating conditions, the most electric energy 
consuming mode of those shall be selected.  
2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this 
Appendix that enables the vehicle to follow the reference test cycle, the 
reference test cycle shall be modified according to paragraph 9 of 
Sub-Annex 1:  
(a) If there is a predominant mode which allows the vehicle to follow the 
modified reference test cycle under charge-depleting operating 
conditions, this mode shall be selected.  
(b) If there is no predominant mode but other modes which allow the 
vehicle to follow the modified reference test cycle under charge- 
depleting operating condition, the mode with the highest electric 
energy consumption shall be selected.  
(c) If there is no mode which allows the vehicle to follow the modified 
reference test cycle under charge-depleting operating condition, the 
mode or modes with the highest cycle energy demand shall be identified 
and the mode with the highest electric energy consumption shall be 
selected.  
▼M3 
Figure A8.App6/1  
Selection of driver-selectable mode for OVC-HEVs under charge-depleting operating condition
  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 829  
3. OVC-HEVs, NOVC-HEVs and NOVC-FCHVs equipped with a driver- 
selectable mode under charge-sustaining operating condition  
For vehicles equipped with a driver-selectable mode, the mode for the 
charge-sustaining Type 1 test shall be selected according to the following 
conditions.  
▼M3 
The flow chart in Figure A8.App6/2 illustrates the mode selection in 
accordance with this paragraph.  
▼B 
3.1. If there is a predominant mode that enables the vehicle to follow the 
reference test cycle under charge-sustaining operating condition, this mode 
shall be selected.  
3.2. If there is no predominant mode or if there is a predominant mode but this 
mode does not enable the vehicle to follow the reference test cycle under 
charge-sustaining operating condition, the mode for the test shall be selected 
according to the following conditions:  
(a) If there is only one mode which allows the vehicle to follow the 
reference test cycle under charge-sustaining operating conditions, this 
mode shall be selected;  
(b) If several modes are capable of following the reference test cycle under 
charge-sustaining operating conditions, it shall be at the option of the 
manufacturer either to select the worst case mode or to select both best 
case mode and worst case mode and average the test results arithmeti ­
cally.  
3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this 
Appendix that enables the vehicle to follow the reference test cycle, the 
reference test cycle shall be modified according to paragraph 9. of Sub- 
Annex 1:  
(a) If there is a predominant mode which allows the vehicle to follow the 
modified reference test cycle under charge-sustaining operating 
condition, this mode shall be selected.  
(b) If there is no predominant mode but other modes which allow the 
vehicle to follow the modified reference test cycle under charge- 
sustaining operating condition, the worst case mode of these modes 
shall be selected.  
(c) If there is no mode which allows the vehicle to follow the modified 
reference test cycle under charge-sustaining operating condition, the 
mode or modes with the highest cycle energy demand shall be identified 
and the worst case mode shall be selected.  ▼B
 02017R1151 — EN — 01.01.2019 — 002.006 — 830  
Figure A8.App6/2  
Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge- 
sustaining operating condition
  
▼B 
4. PEVs equipped with a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the test 
shall be selected according to the following conditions.  
▼M3 
The flow chart in Figure A8.App6/3 illustrates the mode selection in 
accordance with this paragraph.  
▼B 
4.1. If there is a predominant mode that enables the vehicle to follow the 
reference test cycle, this mode shall be selected.  
4.2. If there is no predominant mode or if there is a predominant mode but this 
mode does not enable the vehicle to follow the reference test cycle, the 
mode for the test shall be selected according to the following conditions.  
(a) If there is only one mode which allows the vehicle to follow the 
reference test cycle, this mode shall be selected.  
(b) If several modes are capable of following the reference test cycle, the 
most electric energy consuming mode of those shall be selected.  
4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this 
Appendix that enables the vehicle to follow the reference test cycle, the 
reference test cycle shall be modified according to paragraph 9. of Sub- 
Annex 1. The resulting test cycle shall be named as the applicable WLTP 
test cycle:  ▼M3
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(a) If there is a predominant mode which allows the vehicle to follow the 
modified reference test cycle, this mode shall be selected;  
(b) If there is no predominant mode but other modes which allow the 
vehicle to follow the modified reference test cycle, the mode with the 
highest electric energy consumption shall be selected;  
(c) If there is no mode which allows the vehicle to follow the modified 
reference test cycle, the mode or modes with the highest cycle energy 
demand shall be identified and the mode with the highest electric energy 
consumption shall be selected.  
▼M3 
Figure A8.App6/3  
Selection of the driver-selectable mode for PEVs
  ▼B
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Sub-Annex - 8 Appendix 7  
Fuel consumption measurement of compressed hydrogen fuel cell hybrid 
vehicles  
1. General requirements  
Fuel consumption shall be measured using the gravimetric method in 
accordance with paragraph 2. of this Appendix.  
At the request of the manufacturer and with approval of the approval 
authority, fuel consumption may be measured using either the pressure 
method or the flow method. In this case, the manufacturer shall provide 
technical evidence that the method yields equivalent results. The 
pressure and flow methods are described in ISO 23828:2013.  
2. Gravimetric method  
Fuel consumption shall be calculated by measuring the mass of the fuel 
tank before and after the test.  
2.1. Equipment and setting  
2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One 
or more off-vehicle tanks shall be used to measure the fuel 
consumption. The off-vehicle tank(s) shall be connected to the vehicle 
fuel line between the original fuel tank and the fuel cell system.  
2.1.2. For preconditioning, the originally installed tank or an external source 
of hydrogen may be used.  
2.1.3. The refuelling pressure shall be adjusted to the manufacturer's recom ­
mended value.  
2.1.4. Difference of the gas supply pressures in lines shall be minimized when 
the lines are switched.  
In the case that influence of pressure difference is expected, the manu ­
facturer and the approval authority shall agree whether correction is 
necessary or not. 
2.1.5. Balance  
2.1.5.1. The balance used for fuel consumption measurement shall meet the 
specification of Table A8.App7/1.  
Table A8.App7/1  
Analytical balance verification criteria  
Measurement system  Resolution  Precision  
Balance  0,1 g maximum  ± 0,02 maximum ( 1 ) 
( 1 ) Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation.  
2.1.5.2. The balance shall be calibrated in accordance with the specifications 
provided by the balance manufacturer or at least as often as specified in 
Table A8.App7/2.  ▼M3
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Table A8.App7/2  
Instrument calibration intervals  
Instrument checks  Interval  
Precision  Yearly and at major maintenance  
2.1.5.3. Appropriate means for reducing the effects of vibration and convection, 
such as a damping table or a wind barrier, shall be provided.  
Figure A8.App7/1  
Example of instrumentation
  
where:  
1 is the external fuel supply for preconditioning  
2 is the pressure regulator  
3 is the original tank  
4 is the fuel cell system  
5 is the balance  
6 is/are off-vehicle tank(s) for fuel consumption measurement  
2.2. Test procedure  
2.2.1. The mass of the off-vehicle tank shall be measured before the test.  
2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as 
shown in Figure A8.App7/1.  
2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.  
2.2.4. The off-vehicle tank shall be removed from the line.  
2.2.5. The mass of the tank after the test shall be measured.  
2.2.6. The non-balanced charge-sustaining fuel consumption FC  CS,nb from the 
measured mass before and after the test shall be calculated using the 
following equation:  ▼M3
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FC CS;nb ¼ g 1 Ä g 2 
d Ü 100 
where:  
FC CS,nb is the non-balanced charge-sustaining fuel consumption 
measured during the test, kg/100 km;  
g 1 is the mass of the tank at the start of the test, kg;  
g 2 is the mass of the tank at the end of the test, kg;  
d is the distance driven during the test, km.  ▼M3
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Sub-Annex 9  
Determination of method equivalency  
1. General Requirement  
Upon request of the manufacturer, other measurement methods may be 
approved by the approval authority if they yield equivalent results in 
accordance with paragraph 1.1. of this Sub-Annex. The equivalence of the 
candidate method shall be demonstrated to the approval authority.  
1.1. Decision on Equivalency  
A candidate method shall be considered equivalent if the accuracy and the 
precision is equal to or better than the reference method.  
1.2. Determination of Equivalency  
The determination of method equivalency shall be based on a correlation 
study between the candidate and the reference methods. The methods to be 
used for correlation testing shall be subject to approval by the approval 
authority.  
The basic principle for the determination of accuracy and precision of 
candidate and reference methods shall follow the guidelines in ISO 5725 
Part 6 Annex 8 ‘Comparison of alternative Measurement Methods’.  
1.3. Implementation requirements  
Reserved  ▼B
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ANNEX XXII  
Devices for monitoring on board the vehicle the consumption of fuel and/or 
electric energy  
1. Introduction  
This Annex sets out the definitions and requirements applicable to the 
devices for monitoring on board the vehicle the consumption of fuel 
and/or electric energy.  
2. Definitions  
2.1 ‘ On-board Fuel and/or Energy Consumption Monitoring Device ’ 
(‘OBFCM device’) means any element of design, either software and/or 
hardware, which senses and uses vehicle, engine, fuel and/or electric 
energy parameters to determine and make available at least the information 
laid down in point 3, and store the lifetime values on board the vehicle.  
2.2 ‘ Lifetime ’ value of a certain quantity determined and stored at a time  t shall 
be the values of this quantity accumulated since the completion of 
production of the vehicle until time  t. 
2.3. ‘ Engine fuel rate ’ means the amount of fuel injected into the engine per 
unit of time. It does not include fuel injected directly into the pollution 
control device.  
2.4 ‘ Vehicle fuel rate ’ means the amount of fuel injected into the engine and 
directly into the pollution control device per unit of time. It does not 
include the fuel used by a fuel operated heater.  
2.5 ‘ Total Fuel Consumed (lifetime) ’ means the accumulation of the calculated 
amount of fuel injected into the engine and the calculated amount of fuel 
injected directly into the pollution control device. It does not include the 
fuel used by a fuel operated heater.  
2.6 ‘ Total Distance Travelled (lifetime) ’ means the accumulation of the 
distance travelled using the same data source that the vehicle odometer 
uses.  
2.7 ‘ Grid energy ’ means, for OVC-HEVs, the electric energy flowing into the 
battery when the vehicle is connected to an external power supply and the 
engine is turned off. It shall not include electrical losses between the 
external power source and the battery.  
2.8 ‘ Charge sustaining operation ’ means, for OVC-HEVs, the state of vehicle 
operation when the REESS state of charge (SOC) may fluctuate but the 
intent of the vehicle control system is to maintain, on average, the current 
state of charge.  
2.9 ‘ Charge depleting operation ’ means, for OVC-HEVs, the state of vehicle 
operation when the current REESS SOC is higher than the charge 
sustaining target SOC value and, while it may fluctuate, the intent of the 
vehicle control system is to deplete the SOC from a higher level down to 
the charge sustaining target SOC value.  ▼M3
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2.10 ‘ Driver-selectable charge increasing operation ’ means, for OVC-HEVs, 
the operating condition in which the driver has selected a mode of oper ­
ation, with the intention to increase the REESS SOC.  
3. Information to be determined, stored and made available  
The OBFCM device shall determine at least the following parameters and 
store the lifetime values on board the vehicle. The parameters shall be 
calculated and scaled according the standards referred to in points 
6.5.3.2 (a) of Paragraph 6.5.3. of Appendix 1 to Annex 11 to UN/ECE 
Regulation No 83, understood as set out in Point 2.8. of Appendix 1 to 
Annex XI to this Regulation.  
3.1. For all vehicles referred to in Article 4a, with the exception of OVC-HEVs:  
(a) Total fuel consumed (lifetime) (litres);  
(b) total distance travelled (lifetime) (kilometres);  
(c) engine fuel rate (grams/second);  
(d) engine fuel rate (litres/hour);  
(e) vehicle fuel rate (grams/second);  
(f) vehicle speed (kilometres/hour).  
3.2. For OVC-HEVs:  
(a) Total fuel consumed (lifetime) (litres);  
(b) total fuel consumed in charge depleting operation (lifetime) (litres);  
(c) total fuel consumed in driver-selectable charge increasing operation 
(lifetime) (litres);  
(d) total distance travelled (lifetime) (kilometres);  
(e) total distance travelled in charge depleting operation with engine off 
(lifetime) (kilometres);  
(f) total distance travelled in charge depleting operation with engine 
running (lifetime) (kilometres);  
(g) total distance travelled in driver-selectable charge increasing operation 
(lifetime) (kilometres);  
(h) engine fuel rate (grams/second);  
(i) engine fuel rate (litres/hour);  
(j) vehicle fuel rate (grams/second);  
(k) vehicle speed (kilometres/hour);  
(l) total grid energy into the battery (lifetime) (kWh).  ▼M3
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4. Accuracy 
4.1 With regard to the information specified in point 3, the manufacturer shall 
ensure that the OBFCM device provides the most accurate values that can 
be achieved by the measurement and calculation system of the engine 
control unit.  
4.2 Notwithstanding point 4.1, the manufacturer shall ensure that the accuracy 
is higher than – 0,05 and lower than 0,05 calculated with three decimals 
using the following formula:  
Accuracy ¼ Fuel_Consumed  WLTP Ä Fuel_Consumed  OBFCM  
Fuel_Consumed  WLTP 
Where:  
Fuel_Consumed  WLTP  (litres) is the fuel consumption determined at 
the first test carried out in accordance 
with point 1.2 of Sub-Annex 6 of 
Annex XXI, calculated in accordance 
with paragraph 6 of Sub-Annex 7 of 
that Annex, using emission results over 
the total cycle before applying 
corrections (output of step 2 in table 
A7/1 of Sub-Annex 7), multiplied by 
the actual distance driven and divided 
by 100.  
Fuel_Consumed  OBFCM  (litres) is the fuel consumption determined for 
the same test using the differentials of 
the parameter ‘Total fuel consumed (life ­
time)’ as provided by the OBFCM 
device.  
For OVC-HEVs the charge-sustaining Type 1 test shall be used.  
4.2.1 If the accuracy requirements set out in point 4.2 are not met, the accuracy 
shall be recalculated for subsequent Type 1 tests performed in accordance 
with point 1.2 of Sub-Annex 6, in accordance with the formulae in 
point 4.2, using the fuel consumed determined and accumulated over all 
performed tests. The accuracy requirement shall be deemed to be fulfilled 
once the accuracy is higher than – 0,05 and lower than 0,05.  
4.2.2 If the accuracy requirements set out in point 4.2.1 are not met following 
the subsequent tests pursuant to this point, additional tests may be 
performed for the purpose of determining the accuracy, however, the 
total number of tests shall not exceed three tests for a vehicle tested 
without using the interpolation method (vehicle H), and six tests for a 
vehicle tested using the interpolation method (three tests for vehicle H 
and three tests for vehicle L). The accuracy shall be recalculated for the 
additional subsequent Type 1 tests in accordance with the formulae in 
point 4.2, using the fuel consumed determined and accumulated over all 
performed tests. The requirement shall be deemed to be fulfilled once the 
accuracy is higher than – 0,05 and lower than 0,05. Where the tests have 
been performed only for the purpose of determining the accuracy of the 
OBFCM device, the results of the additional tests shall not be taken into 
account for any other purposes.  ▼M3
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5. Access to the information provided by the OBFCM device  
5.1 The OBFCM device shall provide for standardised and unrestricted access 
of the information specified in point 3, and shall conform to the standards 
referred to in points 6.5.3.1 (a) and 6.5.3.2 (a) of Paragraph 6.5.3. of 
Appendix 1 to Annex 11 to UN/ECE Regulation No 83, understood as 
set out in Point 2.8. of Appendix 1 to Annex XI to this Regulation.  
5.2. By way of exemption from the reset conditions specified in the standards 
referred to in point 5.1 and notwithstanding points 5.3. and 5.4., once the 
vehicle has entered into service the values of the lifetime counters shall be 
preserved.  
5.3 The values of the lifetime counters may be reset only for those vehicles for 
which the memory type of the engine control unit is unable to preserve 
data when not powered by electricity. For those vehicles the values may be 
reset simultaneously only in the case the battery is disconnected from the 
vehicle. The obligation to preserve the values of the lifetime counters shall 
in this case apply for new type approvals at the latest from 1 January 2022 
and for new vehicles from 1 January 2023.  
5.4. In the case of malfunctioning affecting the values of the lifetime counters, 
or replacement of the engine control unit, the counters may be reset simul ­
taneously to ensure that the values remain fully synchronised.  ▼M3