02011R0582 — EN — 10.12.2022 — 013.001

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►B COMMISSION REGULATION (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance) (OJ L 167 25.6.2011, p. 1)

Amended by:





Corrected by:









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COMMISSION REGULATION (EU) No 582/2011

of 25 May 2011

implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council

(Text with EEA relevance)







Article 1

Subject matter

This Regulation lays down measures for the implementation of Articles 4, 5, 6 and 12 of Regulation (EC) No 595/2009.

It also amends Regulation (EC) No 595/2009 and Directive 2007/46/EC.

Article 2

Definitions

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

(1) ‘engine system’ means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit or units (hereinafter ‘ECU’) and any other powertrain or vehicle control unit;

(2) ‘service accumulation schedule’ means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-aftertreatment system family;

(3) ‘engine family’ means a manufacturers grouping of engines which, through their design as defined in Section 6 of Annex I, have similar exhaust emission characteristics; all members of the family shall comply with the applicable emission limit values;

(4) ‘engine type’ means a category of engines which do not differ in essential engine characteristics as set out in Appendix 4 to Annex I;

(5) ‘vehicle type with regard to emissions ►M10 ————— ◄ ’ means a group of vehicles which do not differ in essential engine and vehicle characteristics as set out in Appendix 4 to Annex I;

(6) ‘deNOx system’ means a selective catalytic reduction (hereinafter ‘SCR’) system, NOx adsorber, passive or active lean NOx catalyst or any other exhaust after-treatment system designed to reduce emissions of oxides of nitrogen (NOx);

(7) ‘exhaust after-treatment system’ means a catalyst (oxidation, 3-way or any other), particulate filter, deNOx system, combined deNOx particulate filter, or any other emission reducing device, that is installed downstream of the engine;

(8) ‘on-board diagnostic (OBD) system’ means a system on-board a vehicle or engine which has the capability: (a) of detecting malfunctions, affecting the emission performance of the engine system; and (b) of indicating their occurrence by means of an alert system; and (c) of identifying the likely area of the malfunction by means of information stored in computer memory and communicating that information off-board;

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(9) ‘qualified deteriorated component or system’ (hereinafter ‘QDC’) means a component or system that has been intentionally deteriorated such as by accelerated ageing or by having been manipulated in a controlled manner and which has been accepted by the approval authority in accordance with the provisions set out in Annex 9B to UN/ECE Regulation No 49 for use when demonstrating the OBD performance of the engine system;

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(10) ‘ECU’ means the engine system electronic control unit;

(11) ‘diagnostic trouble code’ (hereinafter ‘DTC’) means a numeric or alphanumeric identifier which identifies or labels a malfunction;

(12) ‘portable emissions measurement system’ (hereinafter ‘PEMS’) means a portable emissions measurement system meeting the requirements specified in Appendix 2 to Annex II;

(13) ‘malfunction indicator’ (hereinafter ‘MI’) means an indicator which is part of the alert system and which clearly informs the driver of the vehicle in the event of a malfunction;

(14) ‘ageing cycle’ means the vehicle or engine operation (speed, load, power) to be executed during the service accumulation period;

(15) ‘critical emission-related components’ means the following components which are designed primarily for emission control: any exhaust after-treatment system, the ECU and its associated sensors and actuators, and the exhaust gas recirculation (hereinafter ‘EGR’) system including all related filters, coolers, control valves and tubing;

(16) ‘critical emission-related maintenance’ means the maintenance to be performed on critical emission-related components;

(17) ‘emission related maintenance’ means the maintenance which substantially affects emissions or which is likely to affect emissions deterioration of the vehicle or the engine during normal in-use operation;

(18) ‘engine aftertreatment system family’ means a manufacturer’s grouping of engines that comply with the definition of engine family, but which are further grouped into engines utilising a similar exhaust after-treatment system;

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(19) ‘Wobbe index (lower Wl or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions: Which can also be expressed as

(20) ‘λ-shift factor’ (hereinafter ‘Sλ’) means an expression, specified in Section A.5.5.1 of Appendix 5 of Annex 4 to UNECE Regulation No 49, that describes the required flexibility of the engine management system regarding a change of excess-air-ratio λ if the engine is fuelled with a gas composition different from pure methane;

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(21) ‘non-emission-related maintenance’ means the maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions deterioration of the vehicle or the engine during normal in-use operation once the maintenance is performed;

(22) ‘OBD engine family’ means a manufacturer’s grouping of engine systems having common methods of monitoring and diagnosing emission-related malfunctions;

(23) ‘scan-tool’ means an external test equipment used for standardised off-board communication with the OBD system in accordance with the requirements of this Regulation;

(24) ‘Auxiliary Emission Strategy’ (hereinafter ‘AES’) means an emission strategy that becomes active and replaces or modifies a base emission strategy for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains operational as long as those conditions exist;

(25) ‘Base Emission Strategy’ (hereinafter ‘BES’) means an emission strategy that is active throughout the speed and load operating range of the engine unless an AES is activated;

(26) ‘in-use performance ratio’ means the ratio of the number of times that the conditions have existed under which a monitor, or group of monitors, should have detected a malfunction to the number of driving cycles of relevance to that monitor or group of monitors;

(27) ‘engine start’ consists of the ignition-On, cranking and start of combustion, and is completed when the engine speed reaches 150 min-1 below the normal, warmed-up idle speed;

(28) ‘operating sequence’ means a sequence consisting of an engine start, an operating period (of the engine), an engine shut-off, and the time until the next start, where a specific OBD monitor runs to completion and a malfunction would be detected if present;

(29) ‘emission threshold monitoring’ means monitoring of a malfunction that leads to an excess of the OBD threshold limits (OTLs) and which consists of either or both of the following: (a) direct emissions measurement via a tailpipe emissions sensor(s) and a model to correlate the direct emissions to specific emissions of the applicable test-cycle; (b) indication of an emissions increase via correlation of computer input and output information to test-cycle specific emissions;

(30) ‘performance monitoring’ means malfunction monitoring that consists of functionality checks, and the monitoring of parameters that are not directly correlated to emission thresholds, that is done on components or systems to verify that they are operating within the proper range;

(31) ‘rationality failure’ means a malfunction where the signal from an individual sensor or component differs from that expected when assessed against signals available from other sensors or components within the control system including cases where all of the measured signals and component output data are individually within the range associated with normal operation of the associated sensor or component and where none of the sensors or components is individually indicating a malfunction;

(32) ‘total functional failure monitoring’ means monitoring in order to detect a malfunction which will lead to a complete loss of the desired function of a system;

(33) ‘malfunction’ means a failure or deterioration of an engine system, including the OBD system, that might reasonably be expected to lead either to an increase in any of the regulated pollutants emitted by the engine system or to a reduction in the effectiveness of the OBD system;

(34) ‘general denominator’ means a counter indicating the number of times a vehicle has been operated, taking into account general conditions;

(35) ‘ignition cycle counter’ means a counter indicating the number of engine starts a vehicle has experienced;

(36) ‘Driving cycle’ means a sequence consisting of an engine start, an operating period (of the vehicle), an engine shut-off, and the time until the next engine start;

(37) ‘group of monitors’ means, for the purpose of assessing the in-use performance of an OBD engine family, a set of OBD monitors used for determining the correct operation of the emission control system;

(38) ‘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 according to Annex XIV and determined under reference atmospheric conditions;

(39) ‘maximum net power’ means the maximum value of the net power measured at full engine load;

(40) ‘wall-flow diesel particulate filter’ means a diesel particulate filter (hereinafter ‘DPF’) in which all the exhaust gas is forced to flow through a wall which filters out the solid matter;

(41) ‘continuous regeneration’ means the regeneration process of an exhaust after-treatment system that occurs either permanently or at least once per World Harmonized Transient Driving Cycle (hereinafter ‘WHTC’) hot start test;

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(42) ‘customer adaptation’ means any change to a vehicle, system, component or separate technical unit made at the specific request of a customer and subject to approval;

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(44) ‘carry-over system’ means a system, as defined in Article 3(23) of Directive 2007/46/EC, carried over from an old type of vehicle to a new type of vehicles;

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(45) ‘diesel mode’ means the normal operating mode of a dual-fuel engine during which the engine does not use any gaseous fuel for any engine operating condition;

(46) ‘dual-fuel engine’ means an engine system that is designed to simultaneously operate with diesel fuel and a gaseous fuel, both fuels being metered separately, where the consumed amount of one of the fuels relative to the other one may vary depending on the operation;

(47) ‘dual-fuel mode’ means the normal operating mode of a dual-fuel engine during which the engine simultaneously uses diesel fuel and a gaseous fuel at some engine operating conditions;

(48) ‘dual-fuel vehicle’ means a vehicle that is powered by a dual-fuel engine and that supplies the fuels used by the engine from separate on-board storage systems;

(49) ‘service mode’ means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the vehicle from the traffic when operation in the dual-fuel mode is not possible;

(50) ‘Gas Energy Ratio (GER)’ means in case of a dual-fuel engine, the energy content of the gaseous fuel divided by the energy content of both fuels (diesel and gaseous), expressed as a percentage, the energy content of the fuels being defined as the lower heating value;

(51) ‘average gas ratio’ means the average Gas Energy Ratio calculated over a driving cycle;

(52) ‘type 1A dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), and that does not idle using exclusively diesel fuel, and that has no diesel mode;

(53) ‘type 1B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), and that does not idle using exclusively diesel fuel in dual-fuel mode, and that has a diesel mode;

(54) ‘type 2A dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio between 10 per cent and 90 per cent (10 % < GERWHTC < 90 %) and that has no diesel mode or that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), but that idles using exclusively diesel fuel, and that has no diesel mode;

(55) ‘type 2B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio between 10 per cent and 90 per cent (10 % < GERWHTC < 90 %) and that has a diesel mode or that operates over the hot part of the WHTC test-cycle with an average gas ratio that is not lower than 90 per cent (GERWHTC ≥ 90 %), but that can idle using exclusively diesel fuel in dual-fuel mode, and that has a diesel mode;

(56) ‘type 3B dual-fuel engine’ means a dual-fuel engine that operates over the hot part of the WHTC test-cycle with an average gas ratio that does not exceed 10 per cent (GERWHTC ≤ 10 %) and that has a diesel mode;

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(57) ‘Particulate Matter number’ (PM number) means the total number of solid particles emitted from the exhaust quantified according to the dilution, sampling and measurement methods as specified in Annex 4 to UNECE Regulation 49 ( 1 ).

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Article 3

Requirements for type-approval

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1. In order to receive an EU type-approval of an engine system or engine family as a separate technical unit, an EU type-approval of a vehicle with an approved engine system with regard to emissions, or an EU type-approval of a vehicle with regard to emissions, the manufacturer shall, in accordance with the provisions of Annex I, demonstrate that the vehicles or engine systems or engine families are subject to the tests and comply with the requirements set out in Articles 4 and 14 and in Annexes III to VIII, X, XIII and XIV. The manufacturer shall also ensure compliance with the specifications of reference fuels set out in Annex IX. In the case of dual-fuel engines and vehicles, the manufacturer shall, in addition, comply with the requirements set out in Annex XVIII. In order to receive an EU type-approval of a vehicle with an approved engine system with regard to emissions, or an EU type-approval of a vehicle with regard to emissions, the manufacturer shall also demonstrate that the requirements laid down in Article 6 of and Annex II to Commission Regulation (EU) 2017/2400 ( 2 ) are met with respect to the vehicle group concerned. However, that requirement shall not apply where the manufacturer indicates that new vehicles of the type to be approved will not be registered, placed on the market or entered into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of Regulation (EU) 2017/2400 for the respective vehicle group.

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2. In order to receive an EU type-approval of a vehicle with an approved engine system with regard to emissions, or an EU type-approval of a vehicle with regard to emissions, the manufacturer shall ensure compliance with the installation requirements set out in Section 4 of Annex I and, in the case of dual-fuel vehicles, with the additional installation requirements set out in Section 6 of Annex XVIII.

3. In order to receive an extension of the EU type-approval of a vehicle with regard to emissions type-approved under this Regulation with a reference mass exceeding 2 380 kg but not exceeding 2 610 kg, the manufacturer shall meet the requirements set out in Section 5 of Annex VIII.

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4. The provisions for alternative type-approval specified in point 2.4.1 of Annex X and point 2.1 of Annex XIII shall not apply for the purpose of an EC type-approval of an engine system or engine family as a separate technical unit. Those provisions shall not apply to dual-fuel engines and vehicles either.

5. Any engine system and any element of design liable to affect the emission of gaseous and particulate pollutants shall be designed, constructed, assembled and installed so as to enable the engine, in normal use, to comply with the provisions of Regulation (EC) No 595/2009 and those of this Regulation. The manufacturer shall also ensure compliance with the off-cycle requirements set out in Article 14 and Annex VI to this Regulation. In the case of dual-fuel engines and vehicles, the provisions of Annex XVIII shall also apply.

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6. In order to receive an EU type-approval of an engine system or engine family as a separate technical unit or an EU type-approval of a vehicle with regard to emissions for the purposes of obtaining universal fuel-range type-approval, a restricted fuel-range type-approval or a fuel-specific type-approval, the manufacturer shall ensure compliance with the requirements set out in Section 1 of Annex I.

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7. In order to receive an EC type-approval in the case of a petrol or E85 fuelled engine, the manufacturer shall ensure that the specific requirements for inlets to fuel tanks for petrol and E85 fuelled vehicles laid down in Section 4.3 of Annex I are fulfilled.

8. In order to receive an EC type-approval the manufacturer shall ensure that the specific requirements for electronic system security laid down in point 2.1 of Annex X are fulfilled.

9. The manufacturer shall take technical measures so as to ensure that the tailpipe emissions are effectively limited, in accordance with this Regulation, throughout the normal life of the vehicle and under normal conditions of use. Those measures shall include ensuring that the security of hoses, joints and connections, used within the emission control systems, are constructed so as to conform to the original design intent.

10. The manufacturer shall ensure that the emissions test results comply with the applicable limit value under the test conditions specified in this Regulation.

11. The manufacturer shall determine deterioration factors that will be used to demonstrate that the gaseous and particulate emissions of an engine family or engine-aftertreatment system family remain in conformity with the emission limits set out in Annex I to Regulation (EC) No 595/2009 over the normal useful life periods set out in Article 4(2) of that Regulation.

The procedures for demonstrating the compliance of an engine system or engine-aftertreatment system family over the normal useful life periods are set out in Annex VII to this Regulation.

12. For positive-ignition engines subject to the test set out in Annex IV, the maximum permissible carbon monoxide content in the exhaust gases at normal engine idling speed shall be that stated by the vehicle manufacturer. However, the maximum carbon monoxide content shall not exceed 0,3 % vol.

At high idle speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 % vol., 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.

13. In the case of a closed crankcase, manufacturers shall ensure that for the test set out in Annex V, the engine’s ventilation system does not permit the emission of any crankcase gases into the atmosphere. If the crankcase is of an open type the emissions shall be measured and added to the tailpipe emissions following the provisions set out in Annex V.

14. When applying for type-approval, manufacturers shall present to the approval authority information showing that the deNO x system retains its emission control function during all conditions regularly pertaining in the territory of the Union, especially at low temperatures.

In addition, manufacturers shall provide the approval authority with information on the operating strategy of any EGR system, including its functioning at low ambient temperatures.

This information shall also include a description of any effects on emissions of operating the system under low ambient temperatures.

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Article 4

On-board diagnostics

1. Manufacturers shall ensure that all engine systems and vehicles are equipped with an OBD system.

2. The OBD system shall be designed, constructed and installed on a vehicle in accordance with Annex X, so as to enable it to identify, record, and communicate the types of deterioration or malfunction specified in that Annex over the entire life of the vehicle.

3. The manufacturer shall ensure that the OBD system complies with the requirements set out in Annex X, including the OBD in-use performance requirements, under all normal and reasonably foreseeable driving conditions encountered in the Union, including the conditions of normal use specified in Annex X.

4. When tested with a qualified deteriorated component, the OBD system malfunction indicator shall be activated in accordance with Annex X. The OBD system malfunction indicator may also be activated at levels of emissions below the OBD thresholds limits specified in Annex X.

5. The manufacturer shall ensure that the provisions for in-use performance of an OBD engine family laid down in Annex X are followed.

6. The OBD in-use performance related data shall be stored and made available without any encryption through the standard OBD communication protocol by the OBD system in accordance with the provisions of Annex X.

7. If the manufacturer chooses, during a period of 3 years after the dates specified in Article 8(1) and (2) of Regulation (EC) No 595/2009 OBD systems may comply with alternative provisions as specified in Annex X to this Regulation and referring to this paragraph.

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8. At the request of the manufacturer, until 31 December 2015 in the case of new types of vehicles or engines and until 31 December 2016 for all new vehicles sold, registered or put into service within the Union, alternative provisions for the monitoring of the DPF as set out in point 2.3.3.3 of Annex X may be used.

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Article 5

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Application for EU type-approval of an engine system or engine family as a separate technical unit with regard to emissions

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1. The manufacturer shall submit to the approval authority an application for EC type-approval of an engine system or engine family as a separate technical unit.

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 4 to Annex I. For that purpose Part 1 of that Appendix shall apply.

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3. Together with the application, the manufacturer shall provide a documentation package that fully explains any element of design which affects emissions, the emission control strategy of the engine system, the means by which the engine system controls the output variables which have a bearing upon emissions, whether that control is direct or indirect, anti-tampering measures and fully explains the warning and inducement system required by Sections 4 and 5 of Annex XIII. The 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. The documentation package shall consist of the following parts: the information set out in Section 8 to Annex I, an AES documentation package, as described in Appendix 11 of Annex I to this Regulation in order for the approval authorities to be able to assess the proper use of AES. 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 manufacturer shall provide the draft AES documentation package to the 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 draft AES documentation package provided by the manufacturer. The approval authority shall make the preliminary assessment in accordance with the methodology described in Appendix 2 of Annex VI. 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 the approval authority with proof that no new technologies have become available on the market that would change the preliminary assessment of the AES. A list of AES which were deemed non-acceptable by approval authorities shall be compiled yearly by the Forum for Exchange of Information on Enforcement and made available to the public by the Commission.

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4. In addition to the information referred to in paragraph 3, the manufacturer shall submit the following information: (a) in the case of 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 set out in Annex X if that percentage of misfire had been present from the start of the emission test as set out in Annex III or could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; (b) a description of the provisions taken to prevent tampering with and modification of the emission control computer(s) including the facility for updating using a manufacturer-approved programme or calibration; (c) documentation of the OBD system, in accordance with the requirements set out in Section 5 to Annex X; ▼M10 ————— ▼B (e) a Statement of Off-Cycle Emission compliance with the requirements of Article 14 and Section 9 to Annex VI; (f) a Statement of OBD in-use Performance compliance with the requirements of Appendix 6 to Annex X; ▼M10 ————— ▼B (h) the initial plan for in-service testing according to point 2.4 of Annex II; (i) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and establishment of deterioration factors; ▼M4 (j) where appropriate, the documentation packages necessary for the correct installation of the engine type-approved as a separate technical unit. ▼B

5. The manufacturer shall submit to the technical service responsible for the type-approval tests an engine or, as appropriate, a parent engine representative of the type to be approved.

6. 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.

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Article 6

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Administrative provisions for EU type-approval of an engine system or engine family as a separate technical unit with regard to emissions

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1. ►M10 If all the relevant requirements are met, the approval authority shall grant an EU type-approval of an engine system or engine family as a separate technical unit and issue a type-approval number in accordance with the numbering system set out in the applicable implementing act adopted pursuant to Article 28(3) of Regulation (EU) 2018/858 of the European Parliament and of the Council ( 3 ).

Without prejudice to the provisions of that implementing act, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation. ◄

An approval authority shall not assign the same number to another engine type.

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1a. As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EC type-approval of an engine system or engine family as a separate technical unit if all the following conditions are fulfilled: (a) a type-approval of an engine system or engine family as separate technical unit has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval; ▼M10 ————— ▼M4 (c) the requirements set out in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7); (d) all other exceptions set out in points 3.1 and 5.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2, 4.1, 5.1, 7.1, 8.1 and 10 of Annex XIII to this Regulation, and point 1 of Appendix 6 to Annex XIII to this Regulation apply.

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2. When granting an EC type-approval under paragraphs 1 and 1a, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 5 to Annex I.

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Article 7

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Application for EU type-approval of a vehicle with an approved engine system with regard to emissions

1. The manufacturer shall submit to the approval authority an application for EU type-approval of a vehicle with an approved engine system with regard to emissions.

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2. The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information document set out in Part 2 of Appendix 4 to Annex I. This application shall be accompanied by a copy of the EC type-approval certificate for the engine system or engine family as a separate technical unit issued in accordance with Article 6.

3. The manufacturer shall provide a documentation package that fully explains the elements of the warning and inducement system that is on board the vehicle and required by Annex XIII. This documentation package shall be provided in accordance with Article 5(3).

4. In addition to the information referred to in paragraph 3, the manufacturer shall submit the following information: (a) a description of the measures taken to prevent tampering with and modification of the vehicle control units covered by this Regulation including the facility for updating using a manufacturer-approved programme or calibration; (b) a description of the OBD components on board of the vehicle, in accordance with the requirements of Section 5 of Annex X; ▼M10 ————— ▼B (e) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals.

5. 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.

Article 8

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Administrative provisions for EU type-approval of a vehicle with an approved engine system with regard to emissions

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1. ►M10 If all the relevant requirements are met, the approval authority shall grant an EU type-approval of a vehicle with an approved engine system with regard to emissions and issue a type-approval number in accordance with the numbering system set out in the applicable implementing act adopted pursuant to Article 28(3) of Regulation (EU) 2018/858.

Without prejudice to the provisions of that implementing act, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation. ◄

An approval authority shall not assign the same number to another vehicle type.

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1a. ►M10 As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EU type-approval of a vehicle with an approved engine system with regard to emissions if all the following conditions are fulfilled: ◄ (a) a type-approval of a vehicle with an approved engine system has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval; ▼M10 ————— ▼M4 (c) the requirements in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7); ▼M8 (d) all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply; ▼M8 (e) the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of that Regulation for the respective vehicle group.

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2. When granting an EC type-approval under paragraphs 1 and 1a, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 6 to Annex I.

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Article 9

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Application for EU type-approval of a vehicle with regard to emissions

1. The manufacturer shall submit to the approval authority an application for EU type-approval of a vehicle with regard to emissions.

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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 4 to Annex I. For that purpose Parts 1 and 2 of that Appendix shall apply.

3. The manufacturer shall provide a documentation package that fully explains any element of design which affects emissions, the emission control strategy of the engine system, the means by which the engine system controls the output variables which have a bearing upon emissions, whether that control is direct or indirect, and fully explains the warning and inducement system required by Annex XIII. This documentation package shall be provided in accordance with Article 5(3).

4. In addition to the information referred to in paragraph 3, the manufacturer shall submit the information required by Article 5(4)(a) to (i) and Article 7(4)(a) to (e).

5. The manufacturer shall submit to the technical service responsible for the type-approval tests an engine representative of the type to be approved.

6. 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.

Article 10

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Administrative provisions for EU type-approval of a vehicle with regard to emissions

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1. ►M10 If all the relevant requirements are met, the approval authority shall grant an EU type-approval of a vehicle with regard to emissions and issue a type-approval number in accordance with the numbering system set out in the applicable implementing act adopted pursuant to Article 28(3) of Regulation (EU) 2018/858.

Without prejudice to the provisions of that implementing act, Section 3 of the type-approval number shall be drawn up in accordance with Appendix 9 to Annex I to this Regulation. ◄

An approval authority shall not assign the same number to another vehicle type.

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1a. ►M10 As an alternative to the procedure provided for in paragraph 1, the approval authority shall grant an EU type-approval of a vehicle with regard to emissions if all the following conditions are fulfilled: ◄ (a) a type-approval of a vehicle has already been granted in accordance with UNECE Regulation No 49 at the moment of the application for EC type-approval; ▼M10 ————— ▼M4 (c) the requirements set out in point 6.2 of Annex X to this Regulation are met during the transitional period specified in Article 4(7); ▼M8 (d) all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply; ▼M8 (e) the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of that Regulation for the respective vehicle group.

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2. When granting an EC type-approval under paragraphs 1 and 1a, the approval authority shall issue an EC type-approval certificate using the model set out in Appendix 7 to Annex I.

▼B

Article 11

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.

2. Conformity of production shall be checked on the basis of the description in the type-approval certificates set out in Appendices 5, 6 and 7 to Annex I, as applicable.

3. Conformity of production shall be assessed in accordance with the specific conditions laid down in Section 7 of Annex I and the relevant statistical methods laid down in Appendices 1, 2 and 3 to that Annex.

Article 12

In-service conformity

1. Measures to ensure in-service conformity of vehicles or engine systems type-approved under this Regulation or Directive 2005/55/EC of the European Parliament and of the Council ( 4 ) shall be taken in accordance with Article 12 of Directive 2007/46/EC, and complying with the requirements of Annex II to this Regulation in the case of vehicles or engine systems type-approved under this Regulation and with the requirements of Annex XII to this Regulation in the case of vehicles or engine systems type-approved under Directive 2005/55/EC.

2. The technical measures taken by the manufacturer shall be such as to ensure that the tailpipe emissions are effectively limited, throughout the normal life of the vehicles under normal conditions of use. The conformity with the provisions of this Regulation shall be checked over the normal useful life of an engine system installed in a vehicle under normal conditions of use as specified in Annex II to this Regulation.

3. The manufacturer shall report the results of the in-service testing to the approval authority which granted the original type-approval in accordance with the initial plan submitted at type-approval. Any deviation from the initial plan shall be justified to the satisfaction of the approval authority.

4. If the approval authority which granted the original type-approval is not satisfied with the manufacturer’s reporting in accordance with Section 10 of Annex II, or has reported evidence of unsatisfactory in-service conformity, the authority may order the manufacturer to run a test for confirmatory purposes. The approval authority shall examine the confirmatory test report supplied by the manufacturer.

5. Where the approval authority which granted the original type-approval is not satisfied with the results of in-service tests or confirmatory tests in accordance with the criteria set out in Annex II, or based on in-service testing conducted by a Member State, it shall require the manufacturer to submit a plan of remedial measures to remedy the non-conformity in accordance with Article 13 and Section 9 of Annex II.

6. Any Member State may conduct and report its own surveillance testing, based on the in-service conformity testing procedure set out in Annex II. Information on the procurement, maintenance, and manufacturer’s participation in the activities shall be recorded. On request by an approval authority the approval authority that granted the original type-approval shall provide the necessary information about the type-approval to enable testing in accordance with the procedure set out in Annex II.

7. If a Member State demonstrates that an engine or vehicle type does not conform to the applicable requirements of this Article and Annex II, it shall notify through its own approval authority without delay the approval authority which granted the original type-approval in accordance with the requirements of Article 30(3) of Directive 2007/46/EC.

Following that notification and subject to the provision of Article 30(6) of Directive 2007/46/EC, the approval authority of the Member State which granted the original type-approval shall promptly inform the manufacturer that an engine or vehicle type fails to satisfy the requirements of these provisions.

8. Following the notification referred to in paragraph 7 and in cases where earlier in-service conformity testing showed conformity, the approval authority which granted the original type-approval may require the manufacturer to perform additional confirmatory tests after consultation with the experts of the Member State that reported the failing vehicle.

If no such test data is available, the manufacturer shall, within 60 working days after receipt of the notification referred to in paragraph 7, either submit to the approval authority which granted the original type-approval a plan of remedial measures in accordance with Article 13 or perform additional in-service conformity testing with an equivalent vehicle to verify whether the engine or vehicle type fails the requirements. In the case where the manufacturer can demonstrate to the satisfaction of the approval authority that further time is required to perform additional testing, an extension may be granted.

9. Experts of the Member State that reported the failing engine or vehicle type in accordance with paragraph 7 shall be invited to witness the additional in-service conformity tests referred to in paragraph 8. Additionally, the results of the tests shall be reported to that Member State and the approval authorities.

If these in-service conformity tests or confirmatory tests confirm the non-conformance of the engine or vehicle type, the approval authority shall require the manufacturer to submit a plan of remedial measures to remedy the non-conformity. The plan of remedial measures shall comply with the provisions of Article 13 and Section 9 of Annex II.

If those in-service conformity tests or confirmatory tests show conformity the manufacturer shall submit a report to the approval authority which granted the original type-approval. The report shall be submitted by the approval authority which granted the original type-approval to the Member State that reported the failing vehicle type and the approval authorities. It shall contain the test results according to Section 10 of Annex II.

10. The approval authority which granted the original type-approval shall keep the Member State which had established that the engine or vehicle type did not conform to the applicable requirements informed of the progress and results of the discussions with the manufacturer, the verification tests and the remedial measures.

Article 13

Remedial measures

1. On request of the approval authority and following in-service testing in accordance with Article 12 the manufacturer shall submit the plan of remedial measures to the approval authority no later than 60 working days after receipt of the notification from the approval authority. Where the manufacturer can demonstrate to the satisfaction of the approval authority that further time is required to investigate the reason for the non-compliance in order to submit a plan of remedial measures, an extension may be granted.

2. The remedial measures shall apply to all engines in service belonging to the same engine families or OBD engine families and be extended also to engine families or OBD engine families which are likely to be affected with the same defects. The need to amend the type-approval documents shall be assessed by the manufacturer and the result reported to the approval authority.

3. The approval authority shall consult the manufacturer in order to secure agreement on a plan of remedial measures and on executing the plan. If the approval authority which granted the original type-approval establishes that no agreement can be reached, the procedure set out in Article 30(1) and 30(5) of Directive 2007/46/EC shall be initiated.

4. The approval authority shall within 30 working days from the date on which it has received the plan of remedial measures from the manufacturer, approve or reject the plan of remedial measures. The approval authority shall within the same time also notify the manufacturer and all Member States of its decision to approve or reject the plan of remedial measures.

5. The manufacturer shall be responsible for the execution of the approved plan of remedial measures.

6. The manufacturer shall keep a record of every engine system or vehicle recalled and repaired or modified and of the workshop which performed the repair. The approval authority shall have access to that record on request during the execution and for a period of 5 years after the completion of the execution of the plan.

7. Any repair or modification referred to in paragraph 6 shall be recorded in a certificate supplied by the manufacturer to the owner of the engine or vehicle.

Article 14

Requirements to limit off-cycle emissions

1. The manufacturer shall take all necessary measures, in accordance with this Regulation and Article 4 of Regulation (EC) No 595/2009, so as to ensure that the tailpipe emissions are effectively limited throughout the normal life of the vehicle and under all normal conditions of use.

Those measures shall take the following into account:

(a) the general requirements including the performance requirements and the prohibition of defeat strategies;

(b) the requirements to effectively limit the tailpipe emissions under the range of ambient conditions under which the vehicle may be expected to operate, and under the range of operating conditions that may be encountered;

(c) the requirements with respect to off-cycle laboratory testing at type-approval;

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(d) the requirements with respect to the PEMS demonstration test at type-approval and any additional requirements with respect to off-cycle in-use vehicle testing, as provided for in this Regulation;

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(e) the requirement for the manufacturer to provide a statement of compliance with the requirements limiting off-cycle emissions.

2. The manufacturer shall fulfil the specific requirements, together with the associated test procedures, set out in Annex VI.

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▼B

Article 15

Pollution control devices

1. ►M1 ◄ The manufacturer shall ensure that replacement pollution control devices intended to be fitted to EC type-approved engine systems or vehicles covered by Regulation (EC) No 595/2009 are EC type-approved, as separate technical units in accordance with the requirements of this Article and of Articles 1a, 16 and 17.

Catalytic converters, deNOx devices and particulate filters shall be considered to be pollution control devices for the purposes of this Regulation.

2. Original replacement pollution control devices, which fall within the type covered by point 3.2.12 of 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 all provisions of Annex XI provided that they fulfil the requirements of points 2.1, 2.2 and 2.3 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 4 to Annex I.

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▼B

Article 16

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 application for EC type-approval of a type of replacement pollution control device as a separate technical unit.

2. The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to Annex XI.

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▼B

4. The manufacturer shall submit to the technical service responsible for the type-approval test the following: (a) an engine system or engine systems 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; (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.

5. For the purposes of point (a) of paragraph 4, the test engines shall be selected by the applicant with the agreement of the approval authority.

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The test conditions shall comply with the requirements set out in Section 6 of Annex 4 to UNECE Regulation No 49.

▼B

The test engines shall respect the following requirements:

(a) they shall have no emission control system defects;

(b) any malfunctioning or excessively worn emission-related original part shall be repaired or replaced;

(c) they shall be tuned properly and set to the manufacturer's specification prior to emission testing.

6. For the purposes of points (b) and (c) of paragraph 4, the sample shall be clearly and indelibly marked with the applicant's trade name or mark and its commercial designation.

7. For the purposes of point (c) of paragraph 4, the sample shall be a qualified deteriorated component.

Article 17

Administrative provisions for EC type-approval of replacement pollution control device as separate technical unit

1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval for replacement pollution control devices as separate technical units 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 or engine 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 XI.

3. If the manufacturer is able to demonstrate to the approval authority that the replacement pollution control device is of a type referred to in point 3.2.12.2 of Appendix 4 to Annex I, the granting of a type-approval shall not be dependent on verification of compliance with the requirements set out in Section 4 of Annex XI.

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Article 17a

Transitional provisions for certain type-approvals and certificates of conformity

1. With effect from 1 September 2018, national authorities shall refuse, on grounds relating to emissions, to grant EC type-approval or national type-approval in respect of new types of vehicles or engines tested using procedures which do not comply with points 4.2.2.2 and 4.2.2.2.1 and 4.2.2.2.2 and 4.3.1.2 and 4.3.1.2.1 and 4.3.1.2.2 of Appendix 1 to Annex II.

2. With effect from 1 September 2019, national authorities shall, in the case of new vehicles which do not comply with points 4.2.2.2 and 4.2.2.2.1 and 4.2.2.2.2 and 4.3.1.2 and 4.3.1.2.1 and 4.3.1.2.2 of Appendix 1 to Annex II, consider certificates of conformity issued in respect of those vehicles to be no longer valid for the purposes of Article 26 of Directive 2007/46/EC and shall, on grounds relating to emissions, prohibit the registration, sale and entry into service of such vehicles.

With effect from 1 September 2019 and except in the case of replacement engines for in-service vehicles, national authorities shall prohibit the sale or use of new engines which do not comply with points 4.2.2.2 and 4.2.2.2.1 and 4.3.1.2 and 4.3.1.2.1 of Appendix 1 to Annex II.

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3. With effect from 1 January 2021, national authorities shall refuse, on grounds relating to emissions, to grant EU type-approval or national type-approval in respect of new types of vehicle or engine which do not comply with the requirements of this Regulation as amended by Commission Regulation (EU) 2019/1939 ( 5 ). By way of derogation from the first subparagraph, new types of positive-ignition engines, type 1A dual-fuel engines and type 1B dual-fuel engines (in dual-fuel mode), and vehicles equipped with such engines, shall comply with the maximum allowed conformity factor for PM number according to point 6.3 of Annex II with effect from 1 January 2023. However, as from 1 January 2021, the particle number work window conformity factor and CO2 mass window conformity factor shall be stated in the PEMS demonstration test results on the type-approval certificate for monitoring purposes.

4. With effect from 1 January 2022, national authorities shall, in the case of new vehicles which do not comply with the requirements of this Regulation as amended by Regulation (EU) 2019/1939, consider certificates of conformity issued in respect of those vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall, on grounds relating to emissions, prohibit the registration, making available on the market and entry into service of such vehicles. By way of derogation from the first subparagraph, with effect from 1 January 2024, national authorities shall, in the case of new vehicles equipped with positive-ignition engines, type 1A dual-fuel engines and type 1B dual-fuel engines (in dual-fuel mode) which do not comply with the maximum allowed conformity factor for PM number according to point 6.3 of Annex II and the requirements of this Regulation as amended by Regulation (EU) 2019/1939, consider certificates of conformity issued in respect of those vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858 and shall, on grounds relating to emissions, prohibit the registration, making available on the market and entry into service of such vehicles. However, as from 1 January 2022, the particle number work window conformity factor and CO2 mass window conformity factor shall be stated in the PEMS demonstration test results on the type-approval certificate for monitoring purposes. With effect from 1 January 2022 and except in the case of replacement engines for in-service vehicles, national authorities shall on grounds relating to emissions prohibit the making available on the market and entry into service of new engines which do not comply with the requirements of this Regulation as amended by Regulation (EU) 2019/1939. By way of derogation from the third subparagraph, with effect from 1 January 2024, and except in the case of replacement engines for in-service vehicles, national authorities shall, on grounds relating to emissions, prohibit the making available on the market and entry into service of new positive-ignition engines, new type 1A dual-fuel engines and new type 1B dual-fuel engines (in dual-fuel mode) which do not comply with the requirements of this Regulation as amended by Regulation (EU) 2019/1939.

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Article 18

Amendments to Regulation (EC) No 595/2009

Regulation (EC) No 595/2009 is amended in accordance with Annex XV to this Regulation.

Article 19

Amendments to Directive 2007/46/EC

Directive 2007/46/EC is amended in accordance with Annex XVI to this Regulation.

Article 20

Entry into force

This Regulation shall enter into force on the 20th 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.









LIST OF ANNEXES

ANNEX I Administrative provisions for EC type-approval Appendix 1 Procedure for production conformity testing when standard deviation is satisfactory Appendix 2 Procedure for production conformity testing when standard deviation is unsatisfactory or unavailable Appendix 3 Procedure for production conformity testing at manufacturer's request Appendix 4 Models of information document Appendix 5 Models of EC type-approval certificate of an engine type/component as separate technical unit Appendix 6 Models of EC type-approval certificate of a type of a vehicle with an approved engine Appendix 7 Models of EC type-approval certificate of a type of a vehicle with regard to a system Appendix 8 Example of the EC type-approval mark Appendix 9 EC Type-Approval Certification Numbering System Appendix 10 Explanatory notes Appendix 11 AES Documentation Package ANNEX II Conformity of in-service engines or vehicles Appendix 1 Test procedure for vehicle emissions testing with portable emissions measurement systems Appendix 2 Portable measurement equipment Appendix 3 Calibration of portable measurement equipment Appendix 4 Method to check the conformity of the ECU torque signal ANNEX III Verifying exhaust emissions ANNEX IV Emissions data required at type-approval for roadworthiness purposes ANNEX V Verifying emissions of crankcase gases ANNEX VI Requirements to limit off-cycle emissions (OCE) and in-use emissions Appendix 1 PEMS demonstration test at type-approval ANNEX VII Verifying the durability of engine systems ANNEX VIII CO2 emissions and fuel consumption ANNEX IX Specifications of reference fuels ANNEX X On-board diagnostics (OBD) Appendix 5 Assessment of the in-use performance of the on-board diagnostic system during the phase-in period ANNEX XI 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 Durability procedure for evaluation of emissions performance of a replacement pollution control device Appendix 4 Sequence for thermal ageing Appendix 5 Test-cycle for chassis dynamometer or on-road data gathering Appendix 6 Drain and weigh procedure Appendix 7 Example of service accumulation schedule including thermal, lubricant consumption and regeneration sequences Appendix 8 Flowchart on the performance of the service accumulation schedule ANNEX XII Conformity of in-service engines and vehicles type-approved under Directive 2005/55/EC ANNEX XIII Requirements to ensure the correct operation of NOx control measures Appendix 6 Demonstration of the minimum acceptable reagent quality CDmin ANNEX XIV Measurement of net engine power ANNEX XV Amendments to Regulation (EC) No 595/2009 ANNEX XVI Amendments to Directive 2007/46/EC ANNEX XVIII Specific technical requirements for dual-fuel engines and vehicles Appendix 1 Types of dual-fuel engines and vehicles - list of main operational requirements









ANNEX I

ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL

1. REQUIREMENTS ON FUEL RANGE

1.1. Requirements on universal fuel range type-approval

A universal fuel range approval shall be granted subject to the requirements specified in points 1.1.1 to 1.1.6.1.

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1.1.1. The parent engine shall meet the requirements of this Regulation on the appropriate reference fuels specified in Annex IX. Specific requirements shall apply to engines fuelled with natural gas/biomethane, including dual-fuel engines, as laid down in point 1.1.3.

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1.1.2. ►M12 If the manufacturer permits the engine family to run on market fuels that do not comply either with Directive 98/70/EC of the European Parliament and of the Council ( 6 ), or with CEN standard EN 228:2012 in the case of unleaded petrol or CEN standard EN 590:2013 in the case of diesel or CEN standard EN 14214:2012+A2:2019 in the case of FAME B100, such as paraffinic fuel (CEN standard EN 15940) or others, the manufacturer shall, in addition to the requirements in point 1.1.1, comply with the following requirements: ◄

(a) declare the fuels the engine family is capable of running on in point 3.2.2.2.1 of the Information Document as set out in Part 1 of Appendix 4., either by reference to an official standard or to a production specification of a brand specific market fuel not meeting any official standard such as those mentioned in point 1.1.2. The manufacturer shall also declare that the functionality of the OBD system is not affected by the use of the declared fuel;

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(a1) determine the power correction factor for each fuel declared pursuant to point 5.2.7 if applicable;

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(b) demonstrate that the parent engine meets the requirements specified in Annex III and in Appendix 1 of Annex VI to this Regulation on the fuels declared; the approval authority may request that the demonstration requirements be further extended to those laid down in Annex VII and Annex X;

(c) be liable to meet the requirements of in-service conformity specified in Annex II on the fuels declared including any blend between the declared fuels and the market fuels included in Directive 98/70/EC and the relevant CEN standards.

At the request of the manufacturer, the requirements set out in this point shall be applied to fuels used for military purposes.

For the purposes of point (a) of the first subparagraph where the emission tests are performed for demonstrating compliance with the requirements of this Regulation, a fuel analysis report of the test fuel shall be attached to the test report and shall comprise at least the parameters specified in the official specification of the fuel manufacturer.

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1.1.3. In the case of natural gas/biomethane fuelled engines, including dual-fuel engines, the manufacturer shall demonstrate the parent engines capability to adapt to any natural gas/biomethane composition that may occur across the market. This demonstration shall be carried out in accordance with this Section and, in the case of dual-fuel engines, also in accordance with the additional provisions regarding the fuel adaptation procedure set out in paragraph 6.4 of Annex 15 to UNECE Regulation No 49.

In the case of compressed natural gas/biomethane (CNG) there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (Sλ). Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.

The parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run, the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

In the case of liquefied natural gas/biomethane (LNG) the parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G20 (fuel 2), as specified in Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run, the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UN/ECE Regulation No 49.

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1.1.3.1. At the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

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1.1.4. In the case of an engine fuelled with CNG which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex IX for each range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

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1.1.4.1. At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

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1.1.5. In the case of natural gas/biomethane engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows:

or

and

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1.1.6. In the case of LPG the manufacturer shall demonstrate the parent engines capability to adapt to any fuel composition that may occur across the market.

In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex IX without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

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1.1.6.1. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

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1.2. Requirements on restricted fuel range type-approval in case of engines fuelled with natural gas/biomethane or LPG, including dual-fuel engines

A restricted fuel range type-approval shall be granted subject to the requirements specified in points 1.2.1 to 1.2.2.2.

1.2.1. Exhaust emissions type-approval of an engine running on CNG and laid out for operation on either the range of H-gases or on the range of L-gases.

The parent engine shall be tested on the relevant reference fuel, as specified in Annex IX, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run over one WHTC hot cycle without measurement is permitted after the change of the fuel. After the adaptation run the engine shall be cooled down in accordance with paragraph 7.6.1 of Annex 4 to UNECE Regulation No 49.

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1.2.1.1. At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

1.2.1.2. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

, or

, and

1.2.1.3. On delivery to the customer the engine shall bear a label as specified in Section 3.3 stating for which range of gases the engine is approved.

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1.2.2. Exhaust emissions type-approval of an engine running on natural gas/biomethane or LPG and designed for operation on one specific fuel composition.

The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of CNG, on the reference fuels GR and G20 in the case of LNG, or on the reference fuels A and B in the case of LPG, as specified in Annex IX. Fine-tuning of the fuelling system is allowed between the tests. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary, the exchange of parts that are directly related to the amount of fuel flow such as injector nozzles is allowed.

1.2.2.1. In the case of CNG, at the manufacturer’s request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.

1.2.2.2. On delivery to the customer the engine shall bear a label as specified in point 3.3 stating for which fuel-range composition the engine has been calibrated.

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1.3. Requirements on fuel-specific type-approval

1.3.1. A fuel specific type-approval may be granted for LNG fuelled engines, including dual-fuel engines, labelled with an approval mark containing the letters ‘LNG20’ in accordance with point 3.1 of this Annex.

1.3.2. The manufacturer can only apply for a fuel specific type-approval in the case of the engine being calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 per cent from the λ-shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1.5 per cent.

1.3.3. In the case of a dual-fuel engine family where the engines are calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 per cent from the λ-shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1.5 per cent, the parent engine shall only be tested on the G20 reference gas fuel, as specified in Annex IX.

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1.4. Requirements on B100 type-approval

1.4.1. The type-approval of a B100 family with a parent engine tested on FAME B100 shall be extended to all family members and biodiesel blends with a FAME content that exceeds that of FAME B30 (CEN standard EN 16709), without further testing. The type-approval may be extended to biodiesel blends with a lower FAME content, if the requirements of this regulation are also satisfied for these blends without making any adjustments to the vehicle. In such a case the manufacturer shall declare the biodiesel blends the engine family is capable of running on in point 3.2.2.2.1 of the Information Document as set out in Part 1 of Appendix 4. If the approval authority determines that the submitted application is not fully representative, biodiesel blends other than FAME B100 may be selected by the approval authority and tested.

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2. EXHAUST EMISSIONS TYPE-APPROVAL OF A MEMBER OF A FAMILY

2.1. With the exception of the case mentioned in point 2.2, the type-approval of a parent engine shall be extended to all family members, without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in point 1.2.2) or the same range of fuels (in the case of engines described in either point 1.1 or 1.2) for which the parent engine has been type-approved.

2.2. If the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Part 1 of Appendix 4, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.

3. ENGINE MARKINGS

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3.1. ►M10 In the case of an engine type-approved as a separate technical unit or a vehicle type-approved with regard to emissions, the engine shall bear: ◄ (a) the trademark or trade name of the manufacturer of the engine; (b) the manufacturer's commercial description of the engine.

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3.2. Every engine type approved under this Regulation as a separate technical unit shall bear an EC type-approval mark. This mark shall consist of: ▼B 3.2.1. A rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the EC separate technical unit type-approval: 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 ▼M2 25 for Croatia ▼B 26 for Slovenia 27 for Slovakia 29 for Estonia 32 for Latvia 34 for Bulgaria 36 for Lithuania 49 for Cyprus 50 for Malta ▼M6 3.2.1.1. In case of a natural gas/biomethane engine one of the following markings to be placed after the EC type-approval mark: (a) H in case of the engine being approved and calibrated for the H-range of gases; (b) L in case of the engine being approved and calibrated for the L-range of gases; (c) HL in case of the engine being approved and calibrated for both the H-range and L-range of gases; (d) Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling; (e) Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling; (f) HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L- range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling; (g) CNGfr in all other cases where the engine is fuelled with CNG/biomethane and designed for operation on one restricted gas fuel range composition; (h) LNGfr in the cases where the engine is fuelled with LNG and designed for operation on one restricted gas fuel range composition; (i) LPGfr in the cases where the engine is fuelled with LPG and designed for operation on one restricted gas fuel range composition; (j) LNG20 in case of the engine being approved and calibrated for a specific LNG composition resulting in a λ-shift factor not differing by more than 3 per cent the λ-shift factor of the G20 gas specified in Annex IX, and the ethane content of which does not exceed 1,5 per cent; (k) LNG in case of the engine being approved and calibrated for any other LNG composition; 3.2.1.2. For dual-fuel engines, the approval mark shall contain a series of digits after the national symbol, the purpose of which is to distinguish for which dual-fuel engine type and with which range of gases the approval has been granted. The series of digits will be constituted of two digits identifying the dual-fuel engine type as defined in Article 2, followed by the letter or letters specified in point 3.2.1.1 corresponding to the natural gas/biomethane composition used by the engine. The two digits identifying the dual- fuel engine types as defined in Article 2 are the following: (a) 1A for dual-fuel engines of Type 1A; (b) 1B for dual-fuel engines of Type 1B; (c) 2A for dual-fuel engines of Type 2A; (d) 2B for dual-fuel engines of Type 2B; (e) 3B for dual-fuel engines of Type 3B; 3.2.1.3. For diesel-fuelled CI engines, the approval mark shall contain the letter ‘D’ after the national symbol; 3.2.1.4. For ethanol (ED95)-fuelled CI engines the approval mark shall contain the letters ‘ED’ after the national symbol; 3.2.1.5. For ethanol (E85)-fuelled PI engines the approval mark shall contain ‘E85’ after the national symbol; 3.2.1.6. for petrol-fuelled PI engines the approval mark shall contain the letter ‘P’ after the national symbol; ▼M12 3.2.1.7. In the case of a B100 type-approval, the approval mark shall contain ‘B100’ after the national symbol. ▼M4 3.2.2. 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 letter indicating the emission stage for which the EC type-approval has been granted. 3.2.3. The EC type-approval mark shall be affixed to the engine in such a way as to be indelible and clearly legible. It shall be visible when the engine is installed on the vehicle and shall be affixed to a part necessary for normal engine operation and not normally requiring replacement during engine life. In addition to the marking on the engine, the EC approval mark may also be retrievable via the instrument cluster. It shall then be readily available for inspection and the access instructions included in the user manual of the vehicle. ▼B 3.2.4. Appendix 8 gives examples of the EC type-approval mark.

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3.3. Labels for natural gas/biomethane and LPG fuelled engines In the case of natural gas/biomethane and LPG fuelled engines with a restricted fuel-range type-approval, the following labels containing information provided in point 3.3.1 shall be affixed. ▼B 3.3.1. The following information shall be given on the label: In the case of point 1.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’. In the case of point 1.2.2.2, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in the appropriate table in Annex IX shall be given with the individual constituents and limits specified by the engine manufacturer. The letters and figures shall be at least 4 mm in height. If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information shall be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes shall be determined by agreement between the manufacturer and the approval authority. 3.3.2. Properties Labels shall be durable for the useful life of the engine. Labels shall be clearly legible and their letters and figures shall be indelible. Additionally, labels shall be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them. 3.3.3. Placing Labels shall be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels shall be located so as to be readily visible after the engine has been completed with all the auxiliaries necessary for engine operation.

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3.4. In the case of an application for EU type-approval of a vehicle with an approved engine with regard to emissions or for EU type-approval of a vehicle with regard to emissions, the label specified in Section 3.3 shall also be placed close to the fuel filling aperture.

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4. INSTALLATION ON THE VEHICLE

4.1. The engine installation on the vehicle shall be performed in such a way as to ensure that the type-approval requirements are met. The following characteristics in respect to the type-approval of the engine shall be taken into consideration: 4.1.1. Intake depression shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4; 4.1.2. Exhaust back pressure shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4; 4.1.3. Power absorbed by the auxiliaries needed for operating the engine shall not exceed that declared for the engine type-approval in Part 1 of Appendix 4; 4.1.4. The characteristics of the exhaust after-treatment system shall be in accordance with those declared for the engine type-approval in Part 1 of Appendix 4.

4.2. Installation of a type-approved engine on a vehicle The installation of an engine type approved as a separate technical unit on a vehicle shall, in addition, comply with the following requirements: (a) as regard the compliance of the OBD system, the installation shall, according to Appendix 1 of Annex 9B to UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of Appendix 4; ▼M6 (b) as regards the compliance of the system ensuring the correct operation of NOx control measures, the installation shall, according to Appendix 4 of Annex 11 to UN/ECE Regulation No 49, meet the manufacturer's installation requirements as specified in Part 1 of Annex 1 to that Regulation; ▼M4 (c) the installation of a dual-fuel engine type-approved as a separate technical unit on a vehicle shall, in addition, meet the specific installation requirements set out in paragraph 6 of Annex 15 to UNECE Regulation No 49 and the manufacturer’s installation requirements set out in Section 7 of Annex XVIII to this Regulation. ▼B

4.3. Inlet to fuel tanks in the case of a petrol or E85 fuelled engine 4.3.1. The inlet orifice of the petrol or E85 tank shall be designed so it prevents the tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23,6 mm or greater. 4.3.2. Point 4.3.1 shall not apply to a vehicle for which both of the following conditions are satisfied: (a) the vehicle is designed and constructed so that no device designed to control the emission of gaseous pollutants is adversely affected by leaded petrol; (b) the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol specified in ISO 2575:2004 in a position immediately visible to a person filling the fuel tank. Additional marking are permitted. 4.3.3. 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) design features which avoid excess evaporative emissions in the case of a missing fuel filler cap; (c) or in case of M1 or N1 vehicles, any other provision which has the same affect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle’s ignition. In this case the key shall be removable from the filler cap only in the locked condition.

5. REQUIREMENTS AND TESTS FOR IN-SERVICE TESTING

5.1. Introduction

This Section sets out the specifications and tests of the ECU data at type-approval for the purpose of in-service testing.

5.2. General Requirements

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5.2.1. For the purpose of in-service testing, the calculated load (engine torque as a percentage of maximum torque and the maximum torque available at the current engine speed), the engine speed, the engine coolant temperature, the instantaneous fuel consumption, and the reference maximum engine torque as a function of engine speed shall be made available by the ECU in real time and at a frequency of at least 1 Hz, as mandatory data stream information.

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5.2.2. The output torque may be estimated by the ECU using built-in algorithms to calculate the produced internal torque and the friction torque.

5.2.3 The engine torque in Nm resulting from the above data stream information shall permit a direct comparison with the values measured when determining the engine power according to Annex XIV. In particular, any eventual corrections as regards auxiliaries shall be included in the above data stream information.

5.2.4. Access to the information required in point 5.2.1 shall be provided in accordance with the requirements set out in Annex X and with the standards referred to in Appendix 6 to Annex 9B to UN/ECE Regulation No 49.

5.2.5. The average load at each operating condition in Nm calculated from the information requested in point 5.2.1 shall not differ from the average measured load at that operating condition by more than:

(a) 7 % when determining the engine power according to Annex XIV;

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(b) 10 % when performing the World Harmonised Steady state Cycle (hereinafter ‘WHSC’) test in accordance with Annex III, except for mode 1 and 13 (idle modes).

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The UN/ECE Regulation No 85 ( 7 ) allows the actual maximum load of the engine to differ from the reference maximum load by 5 % in order to address the manufacturing process variability. This tolerance is taken into account in the above values.

5.2.6. External access to the information required in point 5.2.1 shall not influence the vehicle emissions or performance.

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5.2.7. If the difference between the measured torque value obtained with a declared market fuel and the torque calculated from the information requested in point 5.2.1 exceeds any of the values specified in point 5.2.5, a power correction factor for each additional market fuel permitted by the manufacturer in accordance with point 1.1.2 shall be determined for the engine family. The correction factor shall be calculated as the ratio between average measured peak torque [Nm] on the reference fuel according to Annex IX, and average measured peak torque [Nm] on the market fuel declared.

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5.3. Verification of the availability and conformity of the ECU information required for in-service testing

5.3.1. The availability of the data stream information required in point 5.2.1 according to the requirements set out in point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X.

5.3.2. In the case where this information cannot be retrieved in a proper manner, using a scan-tool that is working properly, the engine is considered as non-compliant.

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5.3.3. The fulfilment of the requirement referred to in point 5.2.5 shall be demonstrated for the parent engine of an engine family when determining the engine power in accordance with Annex XIV and when performing the WHSC test in accordance with Annex III and off-cycle laboratory testing at type-approval in accordance with Section 6 of Annex VI.

5.3.3.1. The fulfilment of the requirement referred to in point 5.2.5 shall be demonstrated for each engine family member when determining the engine power in accordance with Annex XIV. For that purpose, additional measurements shall be performed at several part load and engine speed operating points (for example at the modes of the WHSC and some additional random points).

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5.3.3.2. If applicable, the power correction factor for the engine family, as referred to in point 5.2.7, shall be determined with the parent engine of the engine family.

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5.3.4. In the case where the engine under test does not match the requirements set out in Annex XIV concerning auxiliaries, the measured torque shall be corrected in accordance with the correction method set out in Annex 4 to UNECE Regulation No 49.

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5.3.5. The conformity of the ECU torque signal is considered to be demonstrated if the torque signal remains within the tolerances set out in point 5.2.5.

6. ENGINE FAMILY

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6.1. Parameters defining the engine family

The engine family, as determined by the engine manufacturer, shall comply with paragraph 5.2 of Annex 4 to UNECE Regulation No 49, and, in the case of dual-fuel engines and vehicles, with paragraph 3.1 of Annex 15 to UNECE Regulation No 49.

6.2. Choice of the parent engine

The parent engine of the family shall be selected in accordance with the requirements set out in paragraph 5.2.4 of Annex 4 to UNECE Regulation No 49 and, in the case of dual-fuel engines and vehicles, with paragraph 3.1.2 of Annex 15 to UNECE Regulation No 49.

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6.3. Parameters for defining an OBD engine family

The OBD engine family shall be determined by basic design parameters that shall be common to engine systems within the family in accordance with Section 6.1 of Annex 9B to UN/ECE Regulation No 49.

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6.4. Extension to include a new engine system into an engine-family

6.4.1. At the request of the manufacturer and upon approval of the approval authority, a new engine system may be included as a member of a certified engine family if the criteria referred to in point 6.1 are met.

6.4.2. Where the elements of design of the parent engine system correspond to those of the new engine system in accordance with point 6.2 or, in the case of a dual-fuel engine, in accordance with paragraph 3.1.2 of Annex 15 to UNECE Regulation No 49, the parent engine system shall remain unchanged and the manufacturer shall modify the information document specified in Annex I.

6.4.3. Where the elements of design of the new engine system do not correspond to the parent engine system in accordance with point 6.4.2, but is representative of the whole family, the new engine system shall become the new parent engine. In this case, it shall be demonstrated that the new elements of design comply with the provisions of this Regulation and the information document specified in Annex I shall be modified.

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7. CONFORMITY OF PRODUCTION

7.1. General requirements

Measures to ensure conformity of production shall be taken in accordance with Article 12 of Directive 2007/46/EC. Conformity of production shall be checked on the basis of the description in the type-approval certificates set out in Appendix 4 to this Annex. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for conformity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in the Addendum to the EC type-approval certificate granted in accordance with this Regulation.

The provisions of Annex X to Directive 2007/46/EC shall be applicable where the approval authorities are not satisfied with the auditing procedure of the manufacturer.

All engines subject to tests shall be randomly taken from the series production.

7.2. Emissions of pollutants

7.2.1. If emissions of pollutants are to be measured and an engine type-approval has had one or more extensions, the tests shall be carried out on the engines described in the information package relating to the relevant extension.

7.2.2. Conformity of the engine subjected to a pollutant test:

After submission of the engine to the authorities, the manufacturer may not carry out any adjustment to the engines selected.

7.2.2.1. Three engines shall be taken from the series production of the engines under consideration. Engines shall be subjected to testing on the WHTC, and on the WHSC if applicable, for the checking of the production conformity. The limit values shall be those set out in Annex I to Regulation (EC) No 595/2009.

7.2.2.2. Where the approval authority is satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 1 to this Annex.

Where the approval authority is not satisfied with the production standard deviation given by the manufacturer in accordance with Annex X to Directive 2007/46/EC, the tests shall be carried out according to Appendix 2 to this Annex.

At the manufacturer’s request, the tests may be carried out in accordance with Appendix 3 to this Annex.

7.2.2.3. On the basis of tests of the engine by sampling as set out in point 7.2.2.2, the series production of the engines under consideration is regarded as conforming where a pass decision is reached for all the pollutants and as non-conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix.

When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of a result from any additional tests made in order to reach a decision for the other pollutants.

If a pass decision is not reached for all the pollutants and if no fail decision is reached for any pollutant, a test is carried out on another engine (see Figure 1).

If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

Figure 1

Schematic of production conformity testing

7.2.3. The tests shall be carried out on newly manufactured engines.

7.2.3.1. At the request of the manufacturer, the tests may be carried out on engines which have been run-in up to a maximum of 125 hours. In this case, the running-in procedure shall be conducted by the manufacturer who shall undertake not to make any adjustments to those engines.

7.2.3.2. When the manufacturer requests to conduct a running-in procedure in accordance with point 7.2.3.1, it may be carried out on either of the following:

(a) all the engines that are tested;

(b) the first engine tested, with the determination of an evolution coefficient as follows: (i) the pollutant emissions shall be measured both on the newly manufactured engine and before the maximum of 125 hours set in point 7.2.3.1 on the first engine tested; (ii) the evolution coefficient of the emissions between the two tests shall be calculated for each pollutant: Emissions on second test/Emissions first test The evolution coefficient may have a value less than one.

The subsequent test engines shall not be subjected to the running-in procedure, but their emissions when newly manufactured shall be modified by the evolution coefficient.

In this case, the values to be taken shall be the following:

(a) for the first engine, the values from the second test;

(b) for the other engines, the values when newly manufactured multiplied by the evolution coefficient.

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7.2.3.3. For diesel, ethanol (ED95), petrol, E85, LNG20, LNG and LPG fuelled engines, including dual-fuel engines, all those tests may be conducted with the applicable market fuels. However, at the manufacturer’s request, the reference fuels specified in Annex IX may be used. This implies tests, as described in Section 1 of this Annex, with at least two of the reference fuels for each LPG or LNG engine, including dual-fuel engines.

7.2.3.4. For CNG engines, including dual-fuel engines, all those tests may be conducted with market fuel in the following way:

(a) for H marked engines with a market fuel within the H-range (0,89 ≤ Sλ ≤ 1,00);

(b) for L marked engines with a market fuel within the L-range (1,00 ≤ Sλ ≤ 1,19);

(c) for HL marked engines with a market fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19).

However, at the manufacturer’s request, the reference fuels specified in Annex IX may be used. This implies tests as described in Section 1 of this Annex.

7.2.3.5. Non-compliance of gas and dual-fuel engines

In the case of a dispute caused by the non-compliance of gas fuelled engines, including dual-fuel engines, when using a market fuel, the tests shall be performed with each reference fuel on which the parent engine has been tested, and with the possible additional third fuel as referred to in points 1.1.4.1 and 1.2.1.1 on which the parent engine may have been tested. Where applicable, the result shall be converted by a calculation applying the relevant factors ‘r’, ‘ra’ or ‘rb’ as described in points 1.1.5, 1.1.6.1 and 1.2.1.2. If r, ra or rb are less than 1, no correction shall take place. The measured results and, where applicable, the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (for example, fuels 1, 2 and fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).

7.2.3.6. Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition in accordance with Section 1.2.2 of this Annex shall be performed on the fuel for which the engine has been calibrated.

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7.3. On-board diagnostics (OBD)

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7.3.1. When the approval authority determines that the quality of production seems unsatisfactory, it may request a verification of the conformity of production of the OBD system. Such verification shall be carried out in accordance with the following:

An engine shall be randomly taken from series production and subjected to the tests described in Annex 9B to UNECE Regulation No 49. A dual-fuel engine shall be operated in dual-fuel mode and, where applicable, in diesel mode. The tests may be carried out on an engine that has been run-in up to a maximum of 125 hours.

7.3.2. The production is deemed to be in conformity if this engine complies with the requirements of the tests prescribed in Annex 9B to UNECE Regulation No 49 and, in the case of dual-fuel engines, complies with the additional requirements set out in paragraph 7 of Annex 15 to UNECE Regulation No 49.

7.3.3. If the engine taken from the series production does not comply with the requirements set out in point 7.3.2, a further random sample of four engines shall be taken from the series production and subjected to the tests referred to in point 7.3.1.

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7.3.4. The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Annex 9B to UN/ECE Regulation No 49.

7.4. ECU information required for in-service testing

7.4.1. The availability of the data stream information requested in point 5.2.1 according to the requirements of point 5.2.2 shall be demonstrated by using an external OBD scan-tool as described in Annex X.

7.4.2. In the case where this information cannot be retrieved in a proper manner while the scan-tool is working properly according to Annex X, the engine shall be considered as non-compliant.

7.4.3. The conformity of the ECU torque signal with the requirements of points 5.2.2 and 5.2.3 shall be demonstrated by performing the WHSC test according to Annex III.

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7.4.4. In the case where the test equipment does not comply with the requirements specified in Annex XIV concerning auxiliaries, the measured torque shall be corrected in accordance with the correction method set out in Annex 4 to UNECE Regulation No 49.

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7.4.5. The conformity of the ECU torque signal shall be considered sufficient if the calculated torque remains within the tolerances specified in point 5.2.5.

7.4.6. The availability and conformity checks of the ECU information required for in-service testing shall be performed by the manufacturer on a regular basis on each produced engine type within each produced engine family.

7.4.7. The results of the manufacturer’s survey shall be made available to the approval authority at its request.

7.4.8. At the request of the approval authority, the manufacturer shall demo