02017R0654 — EN — 07.08.2018 — 002.001

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Amended by:









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COMMISSION DELEGATED REGULATION (EU) 2017/654

of 19 December 2016

supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery







Article 1

Definitions

The following definitions shall apply:

(1) ‘wobbe index’ or ‘W’ 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:

(2) ‘λ-shift factor’ or ‘Sλ’ means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane;

(3) ‘liquid-fuel 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;

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

(5) ‘particulate after-treatment system’ means an exhaust after-treatment system designed to reduce emissions of particulate pollutants through a mechanical, aerodynamic, diffusional or inertial separation;

(6) ‘governor’ means a device or control strategy that automatically controls engine speed or load, other than an over-speed limiter as installed in an engine of category NRSh limiting the maximum engine speed for the sole purpose of preventing the engine operating at speeds in excess of a certain limit;

(7) ‘ambient temperature’ means, in relation to a laboratory environment (e.g. filter weighing room or chamber), the temperature within the specified laboratory environment;

(8) ‘base emission control strategy’ or ‘BECS’ means an emission control strategy that is active throughout the range of torque and speed over which the engine operates, unless an auxiliary emission control strategy (AECS) is activated;

(9) ‘reagent’ means any consumable or non-recoverable medium required and used for the effective operation of the exhaust after-treatment system;

(10) ‘auxiliary emission control strategy’ or ‘AECS’ means an emission control strategy that is activated and temporarily modifies a base emission control strategy (BECS) for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains in operation as long as those conditions exist;

(11) ‘good engineering judgment’ means judgments consistent with generally accepted scientific and engineering principles and available relevant information;

(12) ‘high speed’ or ‘nhi’ means the highest engine speed where 70 % of the maximum power occurs;

(13) ‘low speed’ or ‘nlo’ means the lowest engine speed where 50 % of the maximum power occurs;

(14) ‘maximum power’ or ‘Pmax’ means the maximum power in kW as designed by the manufacturer;

(15) ‘partial flow dilution’ means the method of analysing the exhaust gas whereby a part of the total exhaust gas flow is separated, then mixed with an appropriate amount of dilution air prior to reaching the particulate sampling filter;

(16) ‘drift’ means the difference between a zero or calibration signal and the respective value reported by a measurement instrument immediately after it was used in an emission test;

(17) ‘to span’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 % and 100 % of the maximum value in the instrument range or expected range of use;

(18) ‘span gas’ means a purified gas mixture used to span gas analysers;

(19) ‘HEPA filter’ means high-efficiency particulate air filters that are rated to achieve a minimum initial particle-removal efficiency of 99,97 % using ASTM F 1471–93;

(20) ‘calibration’ means the process of setting a measurement system's response to an input signal so that its output agrees with a range of reference signals;

(21) ‘specific emissions’ means the mass emissions expressed in g/kWh;

(22) ‘operator demand’ means an engine operator's input to control engine output;

(23) ‘maximum torque speed’ means the engine speed at which the maximum torque is obtained from the engine, as designed by the manufacturer;

(24) ‘engine governed speed’ means the engine operating speed when it is controlled by the installed governor;

(25) ‘open crankcase emissions’ means any flow from an engine's crankcase that is emitted directly into the environment;

(26) ‘probe’ means the first section of the transfer line which transfers the sample to the next component in the sampling system;

(27) ‘test interval’ means a duration of time over which brake-specific emissions are determined;

(28) ‘zero gas’ means a gas that yields the value zero as response to its input in an analyser;

(29) ‘zeroed’ means that an instrument was adjusted in a manner that it gives a zero response to a zero calibration standard, such as purified nitrogen or purified air;

(30) ‘variable-speed non-road steady-state test cycle'’ (hereinafter ‘variable-speed NRSC’) means a non-road steady-state test cycle that is not a constant-speed NRSC;

(31) ‘constant-speed non-road steady-state test cycle’ (hereinafter ‘constant-speed NRSC’) means any of the following non-road steady-state test cycles defined in Annex IV to Regulation (EU) 2016/1628: D2, E2, G1, G2 or G3;

(32) ‘updating-recording’ means the frequency at which the analyser provides new, current, values;

(33) ‘calibration gas’ means a purified mixture of gases used to calibrate gas analysers;

(34) ‘stoichiometric’ means relating to the particular ratio of air and fuel such that if the fuel were fully oxidised, there would be no remaining fuel or oxygen;

(35) ‘storage medium’ means a particulate filter, sample bag, or any other storage device used for batch sampling;

(36) ‘full flow dilution’ means the method of mixing the exhaust gas flow with dilution air prior to separating a fraction of the diluted exhaust gas flow for analysis;

(37) ‘tolerance’ means the interval in which 95 % of a set of recorded values of a certain quantity shall lie, with the remaining 5 % of the recorded values deviating from the tolerance interval;

(38) ‘service mode’ means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the non-road mobile machinery to a safe location when operation in the dual-fuel mode is not possible;

Article 2

Requirements for any other specified fuels, fuel mixtures or fuel emulsions

The reference fuels and other specified fuels, fuel mixtures or fuel emulsions included by a manufacturer in an application for EU type-approval as referred to in Article 25(2) of Regulation (EU) 2016/1628 shall comply with the technical characteristics and be described in the information folder as laid down in Annex I to this Regulation.

Article 3

Arrangements with regard to conformity of production

In order to ensure that the engines in production conform to the approved type in accordance with Article 26(1) of Regulation (EU) 2016/1628, the approval authorities shall take the measures and follow the procedures laid down in Annex II to this Regulation.

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Article 4

Methodology for adapting the emission laboratory test results to include the deterioration factors

The emission laboratory test results shall be adapted to include the deterioration factors, comprising those related with the measurement of the particle number (PN) and with gaseous-fuelled engines, referred to in Article 25(1)(c) of Regulation (EU) 2016/1628, in accordance with the methodology laid down in Annex III to this Regulation.

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Article 5

Requirements with regard to emission control strategies, NOx control measures and particulate control measures

The measurements and tests in respect of the emission control strategies referred to in Article 25(3)(f)(i) of Regulation (EU) 2016/1628 and of the NOx control measures referred to in Article 25(3)(f)(ii) of that Regulation and the particulate pollutant emission control measures, as well as the documentation required to demonstrate them, shall be conducted in compliance with the technical requirements laid down in Annex IV to this Regulation.

Article 6

Measurements and tests with regard to the area associated with the non-road steady-state test cycle

The measurements and tests with regard to the area referred to in Article 25(3)(f)(iii) of Regulation (EU) 2016/1628 shall be conducted in compliance with the detailed technical requirements laid down in Annex V to this Regulation.

Article 7

Conditions and methods for the conduct of tests

The conditions for conduct of the tests referred to in Articles 25(3)(a) and (b) of Regulation (EU) 2016/1628, the methods for determining the engine load and speed settings referred to in Article 24 of that Regulation, the methods for taking account of emissions of crankcase gases referred to in Article 25(3)(e)(i) of that Regulation and the methods for determining and taking account of continuous and periodic regeneration of exhaust after-treatment systems referred to in Article 25(3)(e)(ii) of that Regulation shall meet the requirements laid down in Sections 5 and 6 of Annex VI to this Regulation.

Article 8

Procedures for the conduct of tests

The tests referred to in points (a) and (f)(iv) of Article 25(3) of Regulation (EU) 2016/1628 shall be conducted in accordance with the procedures laid down in Section 7 of Annex VI and in Annex VIII to this Regulation.

Article 9

Procedures for emission measurement and sampling

The emission measurement and sampling referred to in Article 25(3)(b) of Regulation (EU) 2016/1628 shall be conducted in accordance with the procedures laid down in Section 8 of Annex VI to this Regulation and in Appendix 1 to that Annex.

Article 10

Apparatus for the conduct of tests and for emission measurement and sampling

The apparatus for the conduct of tests as referred to in Article 25(3)(a) of Regulation (EU) 2016/1628 and for emission measurement and sampling as referred to in Article 25(3)(b) of that Regulation shall comply with the technical requirements and characteristics laid down in Section 9 of Annex VI to this Regulation.

Article 11

Method for data evaluation and calculations

The data referred to in Article 25(3)(c) of Regulation (EU) 2016/1628 shall be evaluated and calculated in accordance with the method laid down in Annex VII to this Regulation.

Article 12

Technical characteristics of the reference fuels

The reference fuels referred to in Article 25(2) of Regulation (EU) 2016/1628 shall meet the technical characteristics laid down in Annex IX to this Regulation.

Article 13

Detailed technical specifications and conditions for delivering an engine separately from its exhaust after-treatment system

Where a manufacturer delivers an engine separately from its exhaust after-treatment system to an original equipment manufacturer (‘OEM’) in the Union, as provided for in Article 34(3) of Regulation (EU) 2016/1628, that delivery shall comply with the detailed technical specifications and conditions laid down in Annex X to this Regulation.

Article 14

Detailed technical specifications and conditions for the temporary placing on the market for the purposes of field testing

Engines that have not been EU type-approved in accordance with Regulation (EU) 2016/1628 shall be authorised, in accordance with Article 34(4) of that Regulation, to be temporarily placed on the market for the purposes of field testing if they comply with the detailed technical specifications and conditions laid down in Annex XI to this Regulation.

Article 15

Detailed technical specifications and conditions for special purpose engines

EU type-approvals for special purpose engines and authorisations for the placing on the market of those engines shall be granted in accordance with Article 34(5) and (6) of Regulation (EU) 2016/1628 if the detailed technical specifications and conditions laid down in Annex XII to this Regulation are fulfilled.

Article 16

Acceptance of equivalent engine type-approvals

The UNECE regulations, or amendments thereto, referred to in Article 42(4)(a) of Regulation (EU) 2016/1628 and the Union acts referred to in Article 42(4)(b) of that Regulation are set out in Annex XIII to this Regulation.

Article 17

Details of the relevant information and instructions for OEMs

The details of the information and instructions for OEMs referred to in Article 43(2), (3) and (4) of Regulation (EU) 2016/1628 are laid down in Annex XIV to this Regulation.

Article 18

Details of the relevant information and instructions for end-users

The details of the information and instructions for end-users referred to in Article 43(3) and (4) of Regulation (EU) 2016/1628 are laid down in Annex XV to this Regulation.

Article 19

Performance standards and assessment of technical services

1. Technical services shall comply with the performance standards laid down in Annex XVI.

2. Approval authorities shall assess the technical services in accordance with the procedure laid down in Annex XVI to this Regulation.

Article 20

Characteristics of the steady-state and transient test cycles

The steady-state and transient test cycles, referred to in Article 24 of Regulation (EU) 2016/1628, shall meet the characteristics laid down in Annex XVII to this Regulation.

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Article 20a

Transitional provisions

1. Notwithstanding the application of the provisions of this Regulation, as amended by Commission Delegated Regulation (EU) 2018/989, approval authorities shall, until 31 December 2018, also continue to grant EU type-approvals to engine types or engine families in accordance with this Regulation, in its version applicable on 6 August 2018.

2. Notwithstanding the application of the provisions of this Regulation, as amended by Commission Delegated Regulation (EU) 2018/989, the Member States shall, until 30 June 2019, also permit the placing on the market of engines based on an engine type approved in accordance with this Regulation, in its version applicable on 6 August 2018.

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Article 21

Entry into force and application

This Regulation shall enter into force on the twentieth day following that of 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.









ANNEXES







Annex Number Annex title Page I Requirements for any other specified fuels, fuel mixtures or fuel emulsions II Arrangements with regard to conformity of production III Methodology for adapting the emission laboratory test results to include the deterioration factors IV Requirements with regard to emission control strategies, NOx control measures and particulate control measures V Measurements and tests with regard to the area associated with the non-road steady-state test cycle VI Conditions, methods, procedures and apparatus for the conduct of tests and for emission measurement and sampling VII Method for data evaluation and calculations VIII Performance requirements and test procedures for dual-fuel engines IX Technical characteristics of the reference fuels X Detailed technical specifications and conditions for delivering an engine separately from its exhaust after-treatment system XI Detailed technical specifications and conditions for the temporary placing on the market for the purposes of field testing XII Detailed technical specifications and conditions for special purpose engines XIII Acceptance of equivalent engine type-approvals XIV Details of the relevant information and instructions for OEMs XV Details of the relevant information and instructions for end-users XVI Performance standards and assessment of technical services XVII Characteristics of the steady-state and transient test cycles









ANNEX I

Requirements for any other specified fuels, fuel mixtures or fuel emulsions

1. Requirements for engines fuelled with liquid fuels

1.1. When applying for an EU type-approval, manufacturers may select one of the following options with regard to the engine's fuel range: (a) standard fuel range engine, in accordance with the requirements set out in point 1.2; or, (b) fuel-specific engine, in accordance with the requirements set out in point 1.3.

1.2. Requirements for a standard fuel range (diesel, petrol) engine A standard fuel range engine shall meet the requirements specified in points 1.2.1 to 1.2.4. 1.2.1. The parent engine shall meet the applicable limit values set out in Annex II to Regulation (EU) 2016/1628 and the requirements set out in this Regulation when the engine is operated on the reference fuels specified in sections 1.1 or 2.1 of Annex IX. 1.2.2. ▼M2 In the absence of either a standard from the European Committee for Standardization (‘CEN standard’) for non-road gas-oil or a table of fuel properties for non-road gas-oil in Directive 98/70/EC of the European Parliament and of the Council ( 1 ), the diesel (non-road gas-oil) reference fuel in Annex IX shall represent market non-road gas-oils with a sulphur content not greater than 10 mg/kg, cetane number not less than 45 and a fatty-acid methyl ester (‘FAME’) content not greater than 8,0 % v/v. Except where otherwise permitted in accordance with points 1.2.2.1, 1.2.3 and 1.2.4, the manufacturer shall make a corresponding declaration to the end-users in accordance with the requirements in Annex XV that operation of the engine on non-road gas-oil is limited to those fuels with a sulphur content not greater than 10 mg/kg (20 mg/kg at point of final distribution) cetane number not less than 45 and a FAME content not greater than 8,0 % v/v. The manufacturer may optionally specify other parameters (e.g. for lubricity). ▼B 1.2.2.1. ►M2 The engine manufacturer shall not indicate at any time that an engine type or engine family may be operated within the Union on market fuels other than those that comply with the requirements in this point unless the manufacturer additionally complies with the requirement in point 1.2.3 ◄ (a) In the case of petrol, Directive 98/70/EC or the CEN standard EN 228:2012. Lubricating oil may be added according to the specification of the manufacturer; (b) In the case of diesel (other than non-road gas-oil), Directive 98/70/EC of the European Parliament and of the Council or the CEN standard EN 590:2013; ▼M2 (c) In the case of diesel (non-road gas-oil), Directive 98/70/EC and also both a cetane number not less than 45 and FAME not greater than 8,0 % v/v. ▼B 1.2.3. If the manufacturer permits engines to run on additional market fuels other than those identified in point 1.2.2, such as running on B100 (EN 14214:2012+A1:2014), B20 or B30 (EN16709:2015), or on specific fuels, fuel mixtures or fuel emulsions, all of the following actions shall be taken by the manufacturer in addition to the requirements of point 1.2.2.1: (a) declare, in the information document set out in Commission Implementing Regulation (EU) 2017/656 ( 2 ), the specification of the commercial fuels, fuel mixtures or emulsions on which the engine family is capable to run; (b) demonstrate the capability of the parent engine to meet the requirements of this Regulation on the fuels, fuel mixtures or emulsions declared; (c) be liable to meet the requirements of in-service monitoring specified in Commission Delegated Regulation (EU) 2017/655 ( 3 ) on the fuels, fuel mixtures or emulsions declared, including any blend between the declared fuels, fuel mixtures or emulsions, and the applicable market fuel identified in point 1.2.2.1. 1.2.4. For SI engines, the fuel/oil mixture ratio must be the ratio which shall be recommended by the manufacturer. The percentage of oil in the fuel/lubricant mixture shall be recorded in the information document set out in Implementing Regulation (EU) 2017/656.

1.3. Requirements for a fuel-specific (ED 95 or E 85) engine A specific fuel (ED 95 or E 85) engine shall meet the requirements specified in points 1.3.1 and 1.3.2. 1.3.1. For ED 95, the parent engine shall meet the applicable limit values set out in Annex II to Regulation (EU) 2016/1628 and the requirements set out in this Regulation when the engine is operated on the reference fuel specified in point 1.2 of Annex IX. 1.3.2. For E 85, the parent engine shall meet the applicable limit values set out in Annex II to Regulation (EU) 2016/1628 and the requirements set out in this Regulation when the engine is operated on the reference fuel specified point 2.2 of Annex IX.

2. Requirements for engines fuelled with natural gas/biomethane (NG) or liquefied petroleum gas (LPG), including dual-fuel engines

2.1. When applying for an EU type-approval, manufacturers may select one of the following options with regard to the engine's fuel range: (a) universal fuel range engine, in accordance with the requirements set out in point 2.3; (b) restricted fuel range engine, in accordance with the requirements set out in point 2.4; (c) fuel-specific engine, in accordance with the requirements set out in point 2.5.

2.2. Tables summarizing the requirements for EU type-approval of natural gas/biomethane fuelled engines, LPG-fuelled engines and dual-fuel engines are provided in Appendix 1.

2.3. Requirements for a universal fuel range engine 2.3.1. For engines fuelled with natural gas/biomethane, including dual-fuel engines, the manufacturer shall demonstrate the parent engine's capability to adapt to any natural gas/biomethane composition that may occur across the market. That demonstration shall be carried out in accordance with this section 2 and in case of dual-fuel engines, also in accordance with the additional provisions regarding the fuel adaptation procedure set out in point 6.4 of Annex VIII. 2.3.1.1. For engines fuelled with 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, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the non-road steady-state test cycles (‘NRSC’), where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine. 2.3.1.1.1. The manufacturer may test the engine 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. 2.3.1.2. For engines fuelled with liquefied natural gas/liquefied 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, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine. 2.3.2. For engines fuelled with compressed natural gas/biomethane (CNG) which are self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switch 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 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, or the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX. 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 is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine. 2.3.2.1. The manufacturers may test the engine 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. 2.3.3. For engines fuelled with natural gas/biomethane, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows: or, and 2.3.4. For engines fuelled with LPG the manufacturer shall demonstrate the parent engine's capability to adapt to any fuel composition that may occur across the market. For engines fuelled with 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 is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine. 2.3.4.1. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

2.4. Requirements for a restricted fuel range engine A restricted fuel range engine shall meet the requirements specified in points 2.4.1 to 2.4.3. ▼M2 2.4.1. Engines fuelled with CNG and designed for operation on either the range of H-gases or on the range of L-gases ▼B 2.4.1.1. 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 or the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine. 2.4.1.2. The manufacturers may test the engine 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. 2.4.1.3. The ratio of emission results ‘r’ shall be determined for each pollutant as follows: or, and ▼M2 ————— ▼B 2.4.2. For engines fuelled with natural gas or LPG and designed for operation on one specific fuel composition 2.4.2.1. The parent engine shall meet the emission requirements on the reference fuels GR and G25 or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX in the case of CNG, on the reference fuels GR and G20 or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 2 of Annex VI 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. 2.4.2.2. For engines fuelled with CNG, the manufacturer may test the engine on the reference fuels GR and G23, or on the reference fuels G25 and G23, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, in which case the EU type-approval is only valid for the H-range or the L-range of gases respectively. 2.4.2.3. On delivery to the customer the engine shall bear a label as specified in Annex III to Implementing Regulation (EU) 2017/656 stating for which fuel range composition the engine has been calibrated.

2.5. Requirements for a fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane (LNG) A fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane shall meet the requirements specified in points 2.5.1 to 2.5.2. 2.5.1. Fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane (LNG) 2.5.1.1. The engine shall be calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 % from the λ -shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1,5 %. 2.5.1.2. If the requirements set out in point 2.5.1.1.are not fulfilled, the manufacturer shall apply for a universal fuel engine according to the specifications set out in point 2.1.3.2. ▼M2 2.5.2. Fuel-specific dual-fuel engine fuelled with Liquefied Natural Gas (LNG) 2.5.2.1. For 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 % from the λ-shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1,5 %, the parent engine shall only be tested on the G20 reference gas fuel, or on the equivalent fuel created using an admixture of pipeline gas with other gases, as specified in Appendix 1 of Annex IX. ▼B

2.6. EU type-approval of a member of a family 2.6.1. With the exception of the case mentioned in point 2.6.2, the EU 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 EU type-approved (in the case of engines described in point 2.5) or the same range of fuels (in the case of engines described in either point 2.3 or 2.4) for which the parent engine has been EU type-approved. 2.6.2. Where the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex IX to Implementing Regulation (EU) 2017/656, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.

2.7. Additional requirements for dual-fuel engines In order to receive an EU type-approval of a dual-fuel engine type or engine family, the manufacturer shall: (a) conduct the tests in accordance with Table 1.3 of Appendix 1; (b) in addition to the requirements set out in section 2, demonstrate that the dual-fuel engines are subject to the tests and comply with the requirements set out in Annex VIII.









Appendix 1

Summary of approval process for natural gas and LPG fuelled engines including dual-fuel engines

Tables 1.1 to 1.3.show a summary of the approval process for of natural gas fuelled engines and LPG fuelled engines and of the minimum number of tests required for approval of dual-fuel engines.







Table 1.1 EU type-approval of natural gas fuelled engines Point 2.3: Requirements for an universal fuel range engine Number of test runs Calculation of ‘r’ Point 2.4: Requirements for a restricted fuel range engine Number of test runs Calculation of ‘r’ Refer to point 2.3.1. NG-engine adaptable to any fuel composition GR (1) and G25 (2) At manufacturer's request engine may be tested on an additional market fuel (3), if Sl = 0,89 – 1,19 2 (max. 3) and, if tested with an additional fuel; and Refer to point 2.3.2. NG-engine which is self-adaptive by a switch GR (1) and G23 (3) for H and G25 (2) and G23 (3) for L At manufacturer's request engine may be tested on a market fuel (3) instead of G23, if Sl = 0,89 – 1,19 2 for the H-range, and 2 for the L-range; at respective position of switch and Refer to point 2.4.1. NG-engine laid out for operation on either H-range gas or L-range gas GR (1) and G23 (3) for H or G25 (2) and G23 (3) for L At manufacturer's request engine may be tested on a market fuel (3) instead of G23, if Sl = 0,89 – 1,19 2 for the H-range or 2 for the L-range 2 for the H-range or for the L-range Refer to point 2.4.2. NG-engine laid out for operation on one specific fuel composition GR (1) and G25 (2), Fine-tuning between the tests allowed. At manufacturer's request engine may be tested on: GR (1) and G23 (3) for H or G25 (2) and G23 (3) for L 2 2 for the H-range or 2 for the L-range







Table 1.2 EU type-approval of LPG fuelled engines Point 2.3: Requirements for an universal fuel range engine Number of test runs Calculation of ‘r’ Point 2.4: Requirements for a restricted fuel range engine Number of test runs Calculation of ‘r’ Refer to point 2.3.4. LPG-engine adaptable to any fuel composition Fuel A and fuel B 2 Refer to point 2.4.2. LPG-engine laid out for operation on one specific fuel composition Fuel A and fuel B, fine-tuning between the tests allowed 2







Table 1.3 Minimum number of tests required for EU type-approval of dual-fuel engines Dual-fuel type Liquid-fuel mode Dual-fuel mode CNG LNG LNG20 LPG 1A Universal or restricted (2 tests) Universal (2 tests) Fuel-specific (1 test) Universal or restricted (2 tests) 1B Universal (1 test) Universal or restricted (2 tests) Universal (2 tests) Fuel-specific (1 test) Universal or restricted (2 tests) 2A Universal or restricted (2 tests) Universal (2 tests) Fuel-specific (1 test) Universal or restricted (2 tests) 2B Universal (1 test) Universal or restricted (2 tests) Universal (2 tests) Fuel-specific (1 test) Universal or restricted (2 tests) 3B Universal (1 test) Universal or restricted (2 tests) Universal (2 tests) Fuel-specific (1 test) Universal or restricted (2 tests)









ANNEX II

Arrangements with regard to conformity of production

1. Definitions

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

1.1. ‘quality management system’ means a set of interrelated or interacting elements that organisations use to direct and control how quality policies are implemented and quality objectives are achieved;

1.2. ‘audit’ means an evidence-gathering process used to evaluate how well audit criteria are being applied; it should be objective, impartial and independent, and the audit process should be both systematic and documented;

1.3. ‘corrective actions’ means a problem-solving process with subsequent steps taken to remove the causes of a nonconformity or undesirable situation and designed to prevent their recurrence;

2. Purpose

2.1. The conformity of production arrangements aim to ensure that each engine is in conformity with the specification, performance and marking requirements of the approved engine type or engine family.

2.2. Procedures include, inseparably, the assessment of quality management systems, referred as ‘initial assessment’ and set out in section 3 and verification and production-related controls, referred to as ‘product conformity arrangements’ and set out in section 4.

3. Initial assessment

3.1. Before granting EU type-approval, the approval authority shall verify the existence of satisfactory arrangements and procedures established by the manufacturer for ensuring effective control so that engines when in production conform to the approved engine type or engine family.

3.2. Guidelines for quality and/or environmental management systems auditing set out in the EN ISO 19011:2011 standard shall apply to the initial assessment.

3.3. The approval authority shall be satisfied with the initial assessment and the product conformity arrangements in section 4 taking account as necessary of one of the arrangements described in points 3.3.1 to 3.3.3 or a combination of those arrangements in full or in part as appropriate. 3.3.1. The initial assessment and/or verification of product conformity arrangements shall be carried out by the approval authority granting the approval or an appointed body acting on behalf of the approval authority. 3.3.1.1. When considering the extent of the initial assessment to be carried out, the approval authority may take account of available information relating to the manufacturer's certification which has not been accepted under point 3.3.3. 3.3.2. ▼M2 The initial assessment and verification of product conformity arrangements may also be carried out in cooperation with the approval authority of another Member State, or the appointed body designated for this purpose by the approval authority. ▼B 3.3.2.1. In such a case, the approval authority of the other Member State shall prepare a statement of compliance outlining the areas and production facilities it has covered as relevant to the engines to be EU type-approved. 3.3.2.2. On receiving an application for a compliance statement from the approval authority of a Member State granting EU type-approval, the approval authority of another Member State shall send forthwith the statement of compliance or advise that it is not in a position to provide such a statement. 3.3.2.3. The statement of compliance shall include at least the following: 3.3.2.3.1. group or company (e.g. XYZ manufacturing); 3.3.2.3.2. particular organisation (e.g. European division); 3.3.2.3.3. plants/sites (e.g. engine plant 1 (United Kingdom) — engine plant 2 (Germany)); 3.3.2.3.4. engine types/engine families included 3.3.2.3.5. areas assessed (e.g. engine assembly, engine testing, after-treatment manufacture) 3.3.2.3.6. documents examined (e.g. company and site quality manual and procedures); 3.3.2.3.7. date of the assessment (e.g. audit conducted from 18 to 30.5.2013); 3.3.2.3.8. planned monitoring visit (e.g. October 2014). 3.3.3. The approval authority shall also accept the manufacturer's suitable certification to harmonised standard EN ISO 9001:2008 or an equivalent harmonised standard as satisfying the initial assessment requirements of point 3.3. The manufacturer shall provide details of the certification and undertake to inform the approval authority of any revisions to its validity or scope.

4. Product conformity arrangements

4.1. Every engine EU type-approved pursuant to Regulation (EU) 2016/1628, this Delegated Regulation, Delegated Regulation (EU) 2017/655 and Implementing Regulation (EU) 2017/656 shall be so manufactured as to conform to the approved engine type or engine family by meeting the requirements of this Annex, Regulation (EU) 2016/1628 and the abovementioned Delegated and Implementing Regulations.

4.2. Before granting a EU type-approval pursuant to Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation, the approval authority shall verify the existence of adequate arrangements and documented control plans, to be agreed with the manufacturer for each approval, to carry out at specified intervals those tests or associated checks necessary to verify continued conformity with the approved engine type or engine family, including, where applicable, tests specified in Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation.

4.3. The holder of the EU type-approval shall: 4.3.1. ensure the existence and application of procedures for effective control of the conformity of engines to the approved engine type or engine family; 4.3.2. have access to the testing or other appropriate equipment necessary for checking conformity to each approved engine type or engine family; 4.3.3. ensure that test or check result data are recorded and that annexed documents remain available for a period of up to 10 years to be determined in agreement with the approval authority; 4.3.4. for engine categories NRSh and NRS, except for NRS-v-2b and NRS-v-3, ensure that for each type of engine, at least the checks and the tests prescribed in Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation are carried out. For other categories tests at a component or assembly of components level with appropriate criterion may be agreed between the manufacturer and the approval authority. 4.3.5. analyse the results of each type of test or check, in order to verify and ensure the stability of the product characteristics, making allowance for variation in industrial production; 4.3.6. ensure that any set of samples or test pieces giving evidence of non-conformity in the type of test in question gives rise to a further sampling and test or check.

4.4. If the further audit or check results referred to in point 4.3.6 are deemed not to be satisfactory in the opinion of the approval authority, the manufacturer shall ensure that conformity of production is restored as soon as possible by corrective actions to the satisfaction of the approval authority.

5. Continued verification arrangements

5.1. The authority which has granted EU type-approval may at any time verify the conformity of production control methods applied in each production facility by means of periodic audits. The manufacturer shall for that purpose allow access to the manufacture, inspection, testing, storage and distribution sites and shall provide all necessary information with regard to the quality management system documentation and records. 5.1.1. The normal approach for such periodic audits shall be to monitor the continued effectiveness of the procedures laid down in sections 3 and 4 (initial assessment and product conformity arrangements). 5.1.1.1. Surveillance activities carried out by the technical services (qualified or recognised as required in point 3.3.3) shall be accepted as satisfying the requirements of point 5.1.1 with regard to the procedures established at initial assessment. 5.1.1.2. The minimum frequency of verifications (other than those referred to in point 5.1.1.1) to ensure that the relevant conformity of production controls applied in accordance with sections 3 and 4 are reviewed over a period consistent with the climate of trust established by the approval authority shall be at least once every two years. However, additional verifications shall be carried out by the approval authority depending on the yearly production, the results of previous evaluations, the need to monitor corrective actions and upon a reasoned request from another approval authority or any market surveillance authority.

5.2. At every review, the records of tests, checks and production records, and in particular the records of those tests or checks documented as required in point 4.2, shall be available to the inspector.

5.3. The inspector may select random samples to be tested in the manufacturer's laboratory or in the facilities of the technical service, in which case only physical tests shall be carried out. The minimum number of samples may be determined according to the results of the manufacturer's own verification.

5.4. Where the level of control appears unsatisfactory, or when it seems necessary to verify the validity of the tests carried out in application of point 5.2, or upon a reasoned request from another approval authority or any market surveillance authority, the inspector shall select samples to be tested in the manufacturer's laboratory or sent to the technical service to perform physical tests in accordance with the requirements set out in section 6, in Regulation (EU) 2016/1628 and in the delegated and implementing acts adopted pursuant to that Regulation.

5.5. Where unsatisfactory results are found by the approval authority during an inspection or a monitoring review, or by an approval authority in other Member State, in accordance with Article 39(3) of Regulation (EU) 2016/1628, the approval authority shall ensure that all necessary steps are taken to restore conformity of production as rapidly as possible.

6. Conformity of production test requirements in cases of an unsatisfactory level of product conformity control as referred to in point 5.4.

6.1. In case of an unsatisfactory level of product conformity control as referred to in point 5.4 or point 5.5, conformity of production shall be checked by emissions testing on the basis of the description in the EU type-approval certificates set out in Annex IV to Implementing Regulation (EU) 2017/656.

6.2. Except otherwise provided in point 6.3, the following procedure shall apply: 6.2.1. Three engines and, if applicable, three after-treatment systems shall randomly be taken for inspection from the series production of the engine type under consideration. Additional engines shall be taken as necessary to reach a pass or fail decision. For reaching a pass decision, a minimum of four engines needs to be tested. 6.2.2. After the inspector's selection of the engines, the manufacturer shall not carry out any adjustment to the engines selected. 6.2.3. Engines shall be subjected to emissions testing in accordance with the requirements of Annex VI, or, in the case of dual fuel engines, in accordance with Appendix 2 of Annex VIII, and shall be subject to the test cycles relevant for the engine type in accordance with Annex XVII. ▼M2 6.2.3.1. Notwithstanding point 6.2.3, in the case of engines of category RLL where an existing test report is used for type-approval in accordance with Article 7(2) of Implementing Regulation (EU) 2017/656, the per cent load and power and the weighting factor for the mode number of the test cycle type F for the purpose of this Annex may be the same as that used for the type-approval test. ▼B 6.2.4. The limit values shall be those set out in Annex II to Regulation (EU) 2016/1628. Where an engine with after-treatment regenerates infrequently as referred to in point 6.6.2 of Annex VI, each gaseous or particulate pollutant emission result shall be adjusted by the factor applicable to the engine type. In all cases each gaseous or particulate pollutant emission result shall be adjusted by application of the appropriate deterioration factors (DFs) for that engine type ►M2 that were determined in accordance with Annex III ◄ . 6.2.5. The tests shall be carried out on newly manufactured engines. 6.2.5.1. At the request of the manufacturer, the tests may be conducted on engines which have been run-in, up either 2 % of the emission durability period or, if this is a shorter period of time, 125 hours. Where the run-in procedure shall be conducted by the manufacturer who shall undertake not to make any adjustments to those engines. Where the manufacturer has specified a run-in procedure in point 3.3 of the information document, as set out in Annex I to Implementing Regulation (EU) 2017/656, the run-in shall be conducted using that procedure. 6.2.6. On the basis of tests of the engine by sampling as set out in Appendix 1, the series production of the engines under consideration is regarded as conforming to the approved type where a pass decision is reached for all the pollutants and as non-conforming to the approved type where a fail decision is reached for one pollutant, in accordance with the test criteria applied in Appendix 1, and as shown in Figure 2.1. 6.2.7. 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 no fail decision is reached for any of the pollutant, a test shall be carried out on another engine. 6.2.8. If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision shall be recorded.

6.3. By derogation from point 6.2.1, the following procedure shall apply for engine types with a sales volume within the EU of less than 100 units per year: 6.3.1. One engine and, if applicable, one after-treatment system shall be taken randomly for inspection from the series production of the engine type under consideration. 6.3.2. If the engine meets the requirements outlined in point 6.2.4, a pass decision is reached and no further test is necessary. 6.3.3. If the test does not satisfy the requirements outlined in point 6.2.4, the procedure outlined in points 6.2.6 to 6.2.9 shall be followed.

6.4. All these tests may be conducted with the applicable market fuels. However, at the manufacturer's request, the reference fuels described in Annex IX shall be used. ►M2 For engines fuelled with natural gas/biomethane (NG) or liquefied petroleum gas (LPG), including dual-fuel engines, the tests shall be performed with at least two of the reference fuels for each gaseous-fuelled engine, except in the case of a gaseous-fuelled engine with a fuel-specific type-approval where only one reference fuel is required, as described in Appendix 1 to Annex I. ◄ Where more than one gaseous reference fuel is used the results shall demonstrate that the engine meets the limit values with each fuel.

6.5. Non-compliance of gaseous-fuelled engines In the case of dispute concerning compliance of gaseous-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, at the request of the manufacturer, with the possible additional third fuel, as referred to in points 2.3.1.1.1, 2.3.2.1 and 2.4.1.2 of Annex I, on which the parent engine may have been tested. When applicable, the result shall be converted by a calculation, applying the relevant factors ‘r’, ‘r a’ or ‘r b’ as described in points 2.3.3, 2.3.4.1 and 2.4.1.3 of Annex I. If r, r a or r b are less than 1, no correction shall take place. The measured results and, when applicable, the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (for example fuels 1, 2 and, if applicable, the third fuel in the case of natural gas/bio-methane engines, and fuels A and B in the case of LPG engines). Figure 2.1 Schematic of production conformity testing









Appendix 1

Procedure for production conformity testing

1. This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants.

2. With a minimum sample size of three engines, the sampling procedure shall be set out so that the probability of a lot passing a test with 30 % of the engines defective is 0,90 (producer's risk = 10 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the emission pollutants (see Figure 2.1):

Let : n = the current sample number.

4. Determine for the sample the test statistic quantifying the cumulative number of nonconforming tests at the nth test.

5. Then:

(a) If the test statistic is less than or equal to the pass decision number for the sample size given in Table 2.1, a pass decision shall be reached for the pollutant;

(b) If the test statistic is greater than or equal to the fail decision number for the sample size given in Table 2.1, a fail decision shall be reached for the pollutant;

(c) Otherwise, an additional engine is tested in accordance with point 6.2 and the calculation procedure shall be applied to the sample increased by one more unit.

In Table 2.1 the pass and fail decision numbers shall be calculated by means of the International Standard ISO 8422/1991.

Table 2.1

Test statistics for production conformity testing







Minimum sample size: 3 Minimum sample size for pass decision: 4







Cumulative number of engines tested (sample size) Pass decision number Fail decision number 3 — 3 4 0 4 5 0 4 6 1 5 7 1 5 8 2 6 9 2 6 10 3 7 11 3 7 12 4 8 13 4 8 14 5 9 15 5 9 16 6 10 17 6 10 18 7 11 19 8 9









ANNEX III

Methodology for adapting the emission laboratory test results to include the deterioration factors

1. Definitions

For the purposes of this Annex, the following definitions apply:

1.1. ‘Ageing cycle’ means the non-road mobile machinery or engine operation (speed, load, power) to be executed during the service accumulation period.

1.2. ‘Critical emission-related components’ means the exhaust after- treatment system, the electronic engine control unit and its associated sensors and actuators, and the exhaust gas recirculation (EGR) including all related filters, coolers, control valves and tubing.

1.3. ‘Critical emission-related maintenance’ means the maintenance to be performed on critical emission-related components of the engine.

1.4. ‘Emission-related maintenance’ means the maintenance which substantially affects emissions or which is likely to affect emissions performance of the non-road mobile machinery or the engine during normal in-use operation.

1.5. ‘Engine-after-treatment system family’ means a manufacturer's grouping of engines that comply with the definition of engine family, but which are further grouped into a family of engine families utilising a similar exhaust after-treatment system.

1.6. ‘Non-emission-related maintenance’ means maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions performance deterioration of the non-road mobile machinery or the engine during normal in-use operation once the maintenance is performed.

1.7. ‘Service accumulation schedule’ means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-after-treatment system family.

2. General

2.1. This Annex details the procedures for selecting engines to be tested over a service accumulation schedule for the purpose of determining deterioration factors for engine type or engine family EU type-approval and conformity of production assessments. The deterioration factors shall be applied to the emissions measured in accordance with Annex VI and calculated in accordance with Annex VII in accordance with the procedure set out in point 3.2.7 or point 4.3, respectively.

2.2. The service accumulation tests or the emissions tests performed to determine deterioration need not be witnessed by the approval authority.

2.3. This Annex also details the emission-related and non-emission-related maintenance that should be or may be carried out on engines undergoing a service accumulation schedule. Such maintenance shall conform to the maintenance performed on in-service engines and communicated to the end-users of new engines.

3. Engine categories NRE, NRG, IWP, IWA, RLL, RLR, SMB, ATS and sub-categories NRS-v-2b and NRS-v-3

3.1. Selection of engines for establishing emission durability period deterioration factors

3.1.1. Engines shall be selected from the engine family defined in section 2 of Annex IX to Implementing Regulation (EU) 2017/656 for emission testing to establish emission durability period deterioration factors.

▼M2

3.1.2. Engines from different engine families may be further combined into families based on the type of exhaust after-treatment system utilised or where no after-treatment is used, based upon the similarity of the technical characteristics of the emission control system. Engines of different bore and stroke, different configuration, different air management systems or different fuel systems may be considered equivalent in respect to emissions deterioration characteristics if the manufacturer provides data to the approval authority that there is a reasonable technical basis for such determination. In order to place engine families having similar technical specifications and installation for the exhaust after-treatment systems into the same engine after-treatment system family, the manufacturer shall provide data to the approval authority that demonstrates that the emissions reduction performance of such engines is similar.

3.1.3. The test engine shall represent the emission deterioration characteristics of the engine families that will apply the resulting deterioration factors for type approval. The engine manufacturer shall select one engine representing the engine family, group of engine families or engine-after-treatment system family, as determined in accordance with point 3.1.2, for testing over the service accumulation schedule referred to in point 3.2.2, which shall be reported to the approval authority before any testing commences.

3.1.4. If the approval authority decides that the worst case emissions of the engine family, group of engine families or engine-after-treatment system family can be better characterised by another test engine, the test engine to be used shall be selected jointly by the approval authority and the engine manufacturer.

▼B

3.2. Determination of emission durability period deterioration factors

▼M2

3.2.1. General

Deterioration factors applicable to an engine family, group of engine families or an engine-after-treatment system family shall be developed from the selected engines based on a service accumulation schedule that includes periodic testing for gaseous and particulate emissions over each test cycle applicable to the engine category, as given in Annex IV to Regulation (EU) 2016/1628. In the case of non-road transient test cycles for engines of category NRE (‘NRTC’), only the results of the hot-start run of the NRTC (‘hot-start NRTC’) shall be used.

▼B

3.2.1.1. At the request of the manufacturer, the approval authority may allow the use of deterioration factors that have been established using alternative procedures to those specified in points 3.2.2 to 3.2.5. In that case, the manufacturer shall demonstrate to the satisfaction of the approval authority that the alternative procedures used are not less rigorous than those set out in points 3.2.2 to 3.2.5.

3.2.2. Service accumulation schedule

Service accumulation schedules may be carried out at the choice of the manufacturer by running a non-road mobile machinery equipped with the selected engine over an ‘in-service’ accumulation schedule or by running the selected engine over a ‘dynamometer service’ accumulation schedule. The manufacturer shall not be required to use reference fuel for the service accumulation in-between emission measurement test points.

3.2.2.1. In-service and dynamometer service accumulation

3.2.2.1.1. The manufacturer shall determine the form and duration of the service accumulation and the ageing cycle for engines in a manner consistent with good engineering judgment.

3.2.2.1.2. The manufacturer shall determine the test points where gaseous and particulate emissions will be measured over the applicable cycles, as follows: 3.2.2.1.2.1. When running a service accumulation schedule shorter than the emission durability period in accordance with point 3.2.2.1.7, the minimum number of test points shall be three, one at the beginning, one approximately in the middle and one at the end of the service accumulation schedule. 3.2.2.1.2.2. When completing the service accumulation up to the end of the emission durability period, the minimum number of test points shall be two, one at the beginning and one at the end of the service accumulation. 3.2.2.1.2.3. The manufacturer may additionally test at evenly spaced intermediate points.

3.2.2.1.3. The emission values at the start point and at the emission durability period endpoint either calculated in accordance with point 3.2.5.1 or measured directly in accordance with point 3.2.2.1.2.2, shall be within the limit values applicable to the engine family. However individual emission results from the intermediate test points may exceed those limit values.

3.2.2.1.4. For engine categories or sub-categories to which a NRTC applies, or for engines category or sub-categories NRS to which a large spark-ignition engines non-road transient test cycles (‘LSI-NRTC’) applies, the manufacturer may request the agreement of the approval authority to run only one test cycle (either the hot-start NRTC or LSI-NRTC, as applicable, or NRSC) at each test point, and to run the other test cycle only at the beginning and at the end of the service accumulation schedule.

3.2.2.1.5. In the case of engine categories or sub-categories for which there is no applicable non-road transient cycle given in Annex IV to Regulation (EU) 2016/1628, only the NRSC shall be run at each test point.

3.2.2.1.6. Service accumulation schedules may be different for different engine-after-treatment system families.

3.2.2.1.7. Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Annex V to Regulation (EU) 2016/1628.

3.2.2.1.8. Accelerated ageing by adjusting the service accumulation schedule on a fuel consumption basis is permitted. The adjustment shall be based on the ratio between the typical in-use fuel consumption and the fuel consumption on the ageing cycle, but fuel consumption on the ageing cycle shall not exceed typical in-use fuel consumption by more than 30 %.

3.2.2.1.9. The manufacturer may use, if agreed by the approval authority, alternative methods of accelerated ageing.

3.2.2.1.10. The service accumulation schedule shall be fully described in the application for EU type-approval and reported to the approval authority before the start of any testing.

3.2.2.2. If the approval authority decides that additional measurements need to be performed between the points selected by the manufacturer it shall notify the manufacturer. The revised service accumulation schedule shall be prepared by the manufacturer and agreed by the approval authority.

3.2.3. Engine testing

3.2.3.1. Engine stabilisation

3.2.3.1.1. For each engine-after-treatment system family, the manufacturer shall determine the number of hours of non-road mobile machinery or engine running after which the operation of the engine-after-treatment system has stabilised. If requested by the approval authority the manufacturer shall make available the data and analysis used to make this determination. As an alternative, the manufacturer may run the engine or non-road mobile machinery between 60 and 125 hours or the equivalent time on the ageing cycle to stabilise the engine-after-treatment system.

3.2.3.1.2. The end of the stabilisation period determined in point 3.2.3.1.1 shall be deemed to be the start of the service accumulation schedule.

3.2.3.2. Service accumulation testing

3.2.3.2.1. After stabilisation, the engine shall be run over the service accumulation schedule selected by the manufacturer, as described in point 3.2.2. At the periodic intervals in the service accumulation schedule determined by the manufacturer, and, where applicable, decided by the approval authority in accordance with point 3.2.2.2, the engine shall be tested for gaseous and particulate emissions over the hot-start NRTC and NRSC, or LSI-NRTC and NRSC applicable to the engine category, as set out in Annex IV to Regulation (EU) 2016/1628. The manufacturer may select to measure the pollutant emissions before any exhaust after-treatment system separately from the pollutant emissions after any exhaust after-treatment system. In accordance with point 3.2.2.1.4, if it has been agreed that only one test cycle (hot-start NRTC, LSI-NRTC or NRSC) be run at each test point, the other test cycle (hot-start NRTC, LSI-NRTC or NRSC) shall be run at the beginning and at the end of the service accumulation schedule. In accordance with point 3.2.2.1.5, in the case of engine categories or sub-categories for which there is no applicable non-road transient cycle given in Annex IV to Regulation (EU) 2016/1628, only the NRSC shall be run at each test point.

3.2.3.2.2. During the service accumulation schedule, maintenance shall be carried out on the engine in accordance with point 3.4.

3.2.3.2.3. During the service accumulation schedule, unscheduled maintenance on the engine or non-road mobile machinery may be performed, for example if the manufacturer's normal diagnostic system has detected a problem that would have indicated to the non-road mobile machinery operator that a fault had arisen.

3.2.4. Reporting

3.2.4.1. The results of all emission tests (hot-start NRTC, LSI-NRTC and NRSC) conducted during the service accumulation schedule shall be made available to the approval authority. If an emission test is declared to be void, the manufacturer shall provide reasons why the test has been declared void. In such a case, another series of emission tests shall be carried out within the following 100 hours of service accumulation.

3.2.4.2. The manufacturer shall retain records of all information concerning all the emission tests and maintenance carried out on the engine during the service accumulation schedule. This information shall be submitted to the approval authority along with the results of the emission tests conducted over the service accumulation schedule.

3.2.5. Determination of deterioration factors

3.2.5.1. When running a service accumulation schedule in accordance with point 3.2.2.1.2.1 or point 3.2.2.1.2.3, for each pollutant measured over the hot-start NRTC, LSI-NRTC and NRSC at each test point during the service accumulation schedule, a ‘best fit’ linear regression analysis shall be made on the basis of all test results. The results of each test for each pollutant shall be expressed to the same number of decimal places as the limit value for that pollutant, as applicable to the engine family, plus one additional decimal place. Where in accordance with point 3.2.2.1.4 or point 3.2.2.1.5, only one test cycle (hot-start NRTC, LSI-NRTC or NRSC) has been run at each test point, the regression analysis shall be made only on the basis of the test results from the test cycle run at each test point. The manufacturer may request the prior approval of the approval authority for a non-linear regression.

3.2.5.2. The emission values for each pollutant at the start of the service accumulation schedule and at the emission durability period end point that is applicable for the engine under test shall be either: (a) determined by extrapolation of the regression equation in point 3.2.5.1, when running a service accumulation schedule in accordance with point 3.2.2.1.2.1 or point 3.2.2.1.2.3, or (b) measured directly, when running a service accumulation schedule in accordance with point 3.2.2.1.2.2. ▼M2 Where emission values are used for engine families in the same group of engine families or engine-after-treatment family but with different emission durability periods, then the emission values at the emission durability period end point shall be recalculated for each emission durability period by extrapolation or interpolation of the regression equation as determined in point 3.2.5.1. ▼B

3.2.5.3. The deterioration factor (DF) for each pollutant is defined as the ratio of the applied emission values at the emission durability period end point and at the start of the service accumulation schedule (multiplicative deterioration factor). The manufacturer may request the prior approval of the approval authority for the application of an additive DF for each pollutant may be applied. The additive DF is defined as the difference between the calculated emission values at the emission durability period end point and at the start of the service accumulation schedule. An example for determination of DFs by using linear regression is shown in Figure 3.1 for NOx emission. Mixing of multiplicative and additive DFs within one set of pollutants is not permitted. If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,00 for an additive DF, then the deterioration factor shall be 1,0 or 0,00, respectively. In accordance with point 3.2.2.1.4, if it has been agreed that only one test cycle (hot-start NRTC, LSI-NRTC or NRSC) be run at each test point and the other test cycle (hot-start NRTC, LSI-NRTC or NRSC) run only at the beginning and end of the service accumulation schedule, the deterioration factor calculated for the test cycle that has been run at each test point shall be applicable also for the other test cycle.

3.2.6. Assigned deterioration factors

3.2.6.1. As an alternative to using a service accumulation schedule to determine DFs, engine manufacturers may select to use assigned multiplicative DFs, as given in Table 3.1.



Table 3.1 Assigned deterioration factors Test cycle CO HC NOx PM PN NRTC and LSI-NRTC 1,3 1,3 1,15 1,05 1,0 NRSC 1,3 1,3 1,15 1,05 1,0 Assigned additive DFs shall not be given. The assigned multiplicative DFs shall not be transformed into additive DFs. ▼M2 ————— ▼M2 3.2.6.1.1. Notwithstanding point 3.2.6.1, for PN, either an additive DF of 0,0 or a multiplicative DF of 1,0 may be used, in conjunction with the results of previous DF testing that did not establish a value for PN if both of the following conditions are fulfilled: (a) the previous DF test was conducted on engine technology that would have qualified for inclusion in the same engine after-treatment system family, as set out in point 3.1.2, as the engine family to which it is intended to apply the DFs; and, (b) the test results were used in a previous type-approval granted before the applicable EU type-approval date given in Annex III to Regulation (EU) 2016/1628. ▼B

3.2.6.2. Where assigned DFs are used, the manufacturer shall present to the approval authority robust evidence that the emission control components can reasonably be expected to have the emission durability associated with those assigned factors. This evidence may be based upon design analysis, or tests, or a combination of both.

3.2.7. Application of deterioration factors

3.2.7.1. The engines shall meet the respective emission limits for each pollutant, as applicable to the engine family, after application of the deterioration factors to the test result as measured in accordance with Annex VI (cycle-weighted specific emission for particulate and each individual gas). Depending on the type of DF, the following provisions apply: (a) Multiplicative: (cycle weighted specific emission) × DF ≤ emission limit (b) Additive: (cycle weighted specific emission) + DF ≤ emission limit Cycle weighted specific emission may include the adjustment for infrequent regeneration, where applicable.

3.2.7.2. For a multiplicative NOx + HC DF, separate HC and NOx DFs shall be determined and applied separately when calculating the deteriorated emission levels from an emissions test result before combining the resultant deteriorated NOx and HC values to establish compliance with the emission limit.

3.2.7.3. The manufacturer may carry across the DFs determined for an engine-after-treatment system family to an engine that does not fall into the same engine-after-treatment system family. In such cases, the manufacturer shall demonstrate to the approval authority that the engine for which the engine-after-treatment system family was originally tested and the engine for which the DFs are being carried across have similar technical specifications and installation requirements on the non-road mobile machinery and that the emissions of such engine are similar. Where DFs are carried across to an engine with a different emission durability period, the DFs shall be recalculated for the applicable emission durability period by extrapolation or interpolation of the regression equation as determined in point 3.2.5.1.

3.2.7.4. The DF for each pollutant for each applicable test cycle shall be recorded in the test report set out in Appendix 1 of Annex VI to Implementing Regulation (EU) 2017/656.

3.3. Checking of conformity of production

3.3.1. Conformity of production for emissions compliance is checked on the basis of Section 6 of Annex II.

3.3.2. The manufacturer may measure the pollutant emissions before any exhaust after-treatment system at the same time as the EU type-approval test is being performed. For that purpose, the manufacturer may develop informal DFs separately for the engine without after-treatment system and for the after-treatment system that may be used by the manufacturer as an aid to end of production line auditing.

3.3.3. For the purposes of EU type-approval, only the DFs determined in accordance with point 3.2.5 or 3.2.6 shall be recorded in the test report set out in Appendix 1 of Annex VI to Implementing Regulation (EU) 2017/656.

3.4. Maintenance

For the purpose of the service accumulation schedule, maintenance shall be performed in accordance with the manufacturer's manual for service and maintenance.

3.4.1. Scheduled emission-related maintenance

3.4.1.1. Scheduled emission-related maintenance during engine running, undertaken for the purpose of conducting a service accumulation schedule, shall occur at equivalent intervals to those that are specified in the manufacturer's maintenance instructions to the end-user of the non-road mobile machinery or engine. This schedule maintenance may be updated as necessary throughout the service accumulation schedule provided that no maintenance operation is deleted from the maintenance schedule after the operation has been performed on the test engine.

3.4.1.2. Any adjustment, disassembly, cleaning or exchange of critical emission-related components which is performed on a periodic basis within the emission durability period to prevent malfunction of the engine, shall only be done to the extent that is technologically necessary to ensure proper functioning of the emission control system. The need for scheduled exchange, within the service accumulation schedule and after a certain running time of the engine, of critical emission-related components other than those qualifying as routine exchange items shall be avoided. In this context, consumable maintenance items for regular renewal or items that require cleaning after a certain running time of the engine, shall qualify as routine exchange items.

3.4.1.3. Any scheduled maintenance requirements shall be subject to approval by the approval authority before an EU type-approval is granted and shall be included in the customer's manual. ►M2 The approval authority shall not refuse to approve maintenance requirements that are reasonable and technically necessary, including but not limited to those identified in point 3.4.1.4. ◄

3.4.1.4. The engine manufacturer shall specify for the service accumulation schedules any adjustment, cleaning, maintenance (where necessary) and scheduled exchange of the following items: — filters and coolers in the exhaust gas recirculation (EGR) — positive crankcase ventilation valve, if applicable — fuel injector tips (only cleaning is permitted) — fuel injectors — turbocharger — electronic engine control unit and its associated sensors and actuators — particulate after-treatment system (including related components) — NOx after-treatment system (including related components) — exhaust gas recirculation (EGR), including all related control valves and tubing — any other exhaust after-treatment system.

3.4.1.5. Scheduled critical emission-related maintenance shall only be performed if it is required to be performed in-use and that requirement is communicated to the end-user of the engine or non-road mobile machinery.

3.4.2. Changes to scheduled maintenance

The manufacturer shall submit a request to the approval authority for approval of any new scheduled maintenance that it wishes to perform during the service accumulation schedule and subsequently to recommend to end-users of non-road mobile machinery and engines. The request shall be accompanied by data supporting the need for the new scheduled maintenance and the maintenance interval.

3.4.3. Non-emission-related scheduled maintenance

Non-emission-related scheduled maintenance which is reasonable and technically necessary (for example oil change, oil filter change, fuel filter change, air filter change, cooling system maintenance, idle speed adjustment, governor, engine bolt torque, valve lash, injector lash, adjustment of the tension of any drive-belt, etc.) may be performed on engines or non-road mobile machinery selected for the service accumulation schedule at the least frequent intervals recommended by the manufacturer to the end-user (for example not at the intervals recommended for severe service).

3.5. Repair

3.5.1. Repairs to the components of an engine selected for testing over a service accumulation schedule shall be performed only as a result of component failure or engine malfunction. Repair of the engine itself, the emission control system or the fuel system is not permitted except to the extent defined in point 3.5.2.

3.5.2. If the engine, its emission control system or its fuel system fails during the service accumulation schedule, the service accumulation shall be considered void, and a new service accumulation shall be started with a new engine. The previous paragraph shall not apply when the failed components are replaced with equivalent components that have been subject to a similar number of hours of service accumulation.

4. Engine categories and sub-categories NRSh and NRS, except for NRS-v-2b and NRS-v-3

4.1. The applicable EDP category and corresponding deterioration factor (DF) shall be determined in accordance with this section 4.

4.2. An engine family shall be considered as compliant with the limit values required for an engine sub-category when the emissions test results of all engines representing the engine family, once adjusted by multiplication by the DF laid down in section 2, are lower than or equal to the limit values required for that engine sub-category. However, where one or more emission test results of one or more engines representing the engine family, once adjusted by multiplication by the DF laid down in section 2, are higher than one or more single emission limit values required for that engine sub-category, the engine family shall be considered not compliant with the limit values required for that engine sub-category.

4.3. DFs shall be determined as follows: 4.3.1. On at least one test engine representing the configuration chosen to be the most likely to exceed HC + NOx emission limits, and constructed to be representative of production engines, the (full) test procedure emission testing shall be conducted as described in Annex VI after the number of hours representing stabilised emissions. 4.3.2. If more than one engine is tested, the results shall be calculated as the average of the results for all the engines tested, rounded to the same number of decimal places as in the applicable limit, expressed to one additional significant figure. 4.3.3. Such emission testing shall be conducted again following ageing of the engine. The ageing procedure should be designed to allow the manufacturer to appropriately predict the in-use emission deterioration expected over the EDP of the engine, taking into account the type of wear and other deterioration mechanisms expected under typical consumer use which could affect emissions performance. If more than one engine is tested, the results shall be calculated as the average of the results for all the engines tested, rounded to the same number of decimal places contained in the applicable limit, expressed to one additional significant figure. 4.3.4. The emissions at the end of the EDP (average emissions, if applicable) for each regulated pollutant shall be divided by the stabilised emissions (average emissions, if applicable) and rounded to two significant figures. The resulting number shall be the DF, unless it is less than 1,00, in which case the DF shall be 1,00. 4.3.5. The manufacturer may schedule additional emission test points between the stabilised emission test point and the end of the EDP. If intermediate tests are scheduled, the test points shall be evenly spaced over the EDP (plus or minus two hours) and one such test point shall be at one half of full EDP (plus or minus two hours). 4.3.6. For each pollutant HC + NOx and CO, a straight line must be fitted to the data points treating the initial test as occurring at hour zero, and using the method of least-squares. The DF is the calculated emission at the end of the durability period divided by the calculated emission at zero hours. The DF for each pollutant for the applicable test cycle shall be recorded in the test report set out in Appendix 1 of Annex VII to Implementing Regulation (EU) 2017/656. 4.3.7. Calculated deterioration factors may cover families in addition to the one on which they were generated if the manufacturer submits a justification acceptable to the approval authority in advance of EU type-approval that the affected engine families can be reasonably expected to have similar emission deterioration characteristic based on the design and technology used. A non-exclusive list of design and technology groupings is given below: — conventional two-stroke engines without after-treatment system, — conventional two-stroke engines with a catalyst of the same active material and loading, and the same number of cells per cm2, — stratified scavenging two-stroke engines, — stratified scavenging two-stroke engines with a catalyst of the same active material and loading, and the same number of cells per cm2, — four-stroke engines with catalyst with same valve technology and identical lubrication system, — four-stroke engines without catalyst with the same valve technology and identical lubrication system.

4.4. EDP categories 4.4.1. For those engine categories in Table V-3 or V-4 of Annex V to Regulation (EU) 2016/1628 that have alternative values for EDP, manufacturers shall declare the applicable EDP category for each engine family at the time of EU type-approval. Such category shall be the category from Table 3.2 which most closely approximates the expected useful lives of the equipment into which the engines are expected to be installed as determined by the engine manufacturer. Manufacturers shall retain data appropriate to support their choice of EDP category for each engine family. Such data shall be supplied to the approval authority upon request.



Table 3.2 EDP categories EDP Category Application of Engine Cat 1 Consumer products Cat 2 Semi-professional products Cat 3 Professional products 4.4.2. The manufacturer shall demonstrate to the satisfaction of the approval authority that the declared EDP category is appropriate. Data to support a manufacturer's choice of EDP category, for a given engine family, may include but are not limited to: — surveys of the life spans of the equipment in which the subject engines are installed, — engineering evaluations of field aged engines to ascertain when engine performance deteriorates to the point where usefulness and/or reliability is impacted to a degree sufficient to necessitate overhaul or replacement, — warranty statements and warranty periods, — marketing materials regarding engine life, — failure reports from engine customers, and — engineering evaluations of the durability, in hours, of specific engine technologies, engine materials or engine designs.









ANNEX IV

Requirements with regard to emission control strategies, NOx control measures and particulate control measures

1. Definitions abbreviations and general requirements

1.1. For the purposes of this Annex, the following definitions and abbreviations apply: (1) ‘diagnostic trouble code (“DTC”)’ means a numeric or alphanumeric identifier which identifies or labels a NCM and/ PCM; (2) ‘confirmed and active DTC’ means a DTC that is stored during the time the NCD and/or PCD system concludes that a malfunction exists; (3) ‘NCD engine family’ means a manufacturer's grouping of engines having common methods of monitoring/diagnosing NCMs; (4) ‘NOx Control Diagnostic system (NCD)’ means a system on-board the engine which has the capability of (a) detecting a NOx Control Malfunction, (b) identifying the likely cause of NOx control malfunctions by means of information stored in computer memory and/or communicating that information off-board; (5) ‘NOx Control Malfunction (NCM)’ means an attempt to tamper with the NOx control system of an engine or a malfunction affecting that system that might be due to tampering, that is considered by this Regulation as requiring the activation of a warning or an inducement system once detected; (6) ‘Particulate Control Diagnostic system (PCD)’ means a system on-board the engine which has a capability of: (a) detecting a Particulate Control Malfunction, (b) identifying the likely cause of particulate control malfunctions by means of information stored in computer memory and/or communicating that information off-board; (7) ‘Particulate Control Malfunction (PCM)’ means an attempt to tamper with the particulate after-treatment system of an engine or a malfunction affecting the particulate after-treatment system that might be due to tampering, that is considered by this Regulation as requiring the activation of a warning once detected; (8) ‘PCD engine family’ means a manufacturer's grouping of engines having common methods of monitoring/diagnosing PCMs; (9) ‘Scan-tool’ means an external test equipment used for off-board communication with the NCD and/or PCD system.

1.2. Ambient temperature Notwithstanding Article 2(7), where reference is made to ambient temperature in relation to environments other than a laboratory environment, the following provisions shall apply: 1.2.1. For an engine installed in a test-bed, ambient temperature shall be the temperature of the combustion air supplied to the engine, upstream of any part of the engine being tested. 1.2.2. For an engine installed in non-road mobile machinery, ambient temperature shall be the air temperature immediately outside the perimeter of the non-road mobile machinery.

2. Technical requirements relating to emission control strategies

2.1. This section 2 shall apply for electronically controlled engines of categories NRE, NRG, IWP, IWA, RLL and RLR, complying with ‘Stage V’ emission limits set out in Annex II to Regulation (EU) 2016/1628 and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOx.

2.2. Requirements for base emission control strategy 2.2.1. The base emission control strategy shall be designed as to enable the engine, in normal use, to comply with the provisions of this Regulation. Normal use is not restricted to the control conditions as specified in point 2.4. 2.2.2. Base emission control strategies are, but not limited to, maps or algorithms for controlling: (a) timing of fuel injection or ignition (engine timing); (b) exhaust gas recirculation (EGR); (c) SCR catalyst reagent dosing. 2.2.3. Any base emission control strategy that can distinguish engine operation between a standardised EU type-approval test and other operating conditions and subsequently reduce the level of emission control when not operating under conditions substantially included in the EU type-approval procedure is prohibited. ▼M2 2.2.3.1. Notwithstanding point 2.2.3, in the case of engine (sub-)categories that are not subject to non-road transient test cycles for EU type-approval purposes, the base emission control strategy may identify when transient operating conditions occur and apply the corresponding emission control strategy. In this case, this emission control strategy shall be included in the overview of the base emission control strategy required by point 1.4 of Annex I to Implementing Regulation (EU) 2017/656 and in the confidential information on emission control strategy set out in Appendix 2 to that Annex. 2.2.4. The manufacturer shall demonstrate to the technical service at the time of the EU type-approval test that the operation of the base emission control strategy complies with the provisions of this section on the basis of the documentation referred to in point 2.6. ▼B

2.3. Requirements for auxiliary emission control strategy 2.3.1. ▼M2 An auxiliary emission control strategy may be activated by an engine or a non-road mobile machinery, provided that the auxiliary emission control strategy: ▼B 2.3.1.1. does not permanently reduce the effectiveness of the emission control system; 2.3.1.2. operates only outside the control conditions specified in points 2.4.1, 2.4.2 or 2.4.3 for the purposes defined in point 2.3.5 and only as long as is needed for those purposes, except as permitted by points 2.3.1.3, 2.3.2 and 2.3.4; 2.3.1.3. is activated only exceptionally within the control conditions in points 2.4.1, 2.4.2 or 2.4.3, respectively, has been demonstrated to be necessary for the purposes identified in point 2.3.5 has been approved by the approval authority, and is not activated for longer than is needed for those purposes; 2.3.1.4. ensures a level of performance of the emission control system that is as close as possible to that provided by the base emission control strategy. 2.3.2. Where the auxiliary emission control strategy is activated during the EU type-approval test, activation shall not be limited to occur outside the control conditions set out in point 2.4, and the purpose shall not be limited to the criteria set out in point 2.3.5. 2.3.3. Where the auxiliary emission control strategy is not activated during the EU type-approval test, it must be demonstrated that the auxiliary emission control strategy is active only for as long as required for the purposes set out in point 2.3.5. 2.3.4. Cold temperature operation An auxiliary emission control strategy may be activated on an engine equipped with exhaust gas recirculation (EGR) irrespective of the control conditions in point 2.4 if the ambient temperature is below 275 K (2 °C) and one of the two following criteria is met: (a) intake manifold temperature is less than or equal to the temperature defined by the following equation: IMTc = PIM/15,75 + 304,4, where: IMTc is the calculated intake manifold temperature, K and PIM is the absolute intake manifold pressure in kPa; (b) engine coolant temperature is less than or equal to the temperature defined by the following equation: ECTc = PIM/14,004 + 325,8, where: ECTc is the calculated engine coolant temperature, K and PIM is the absolute intake manifold pressure, kPa. 2.3.5. Except as permitted by point 2.3.2, an auxiliary emission control strategy may solely be activated for the following purposes: (a) by on-board signals, for protecting the engine (including air-handling device protection) and/or non-road mobile machinery into which the engine is installed from damage; (b) for operational safety reasons; (c) for prevention of excessive emissions, during cold start or warming-up, during shut-down; (d) if used to trade-off the control of one regulated pollutant under specific ambient or operating conditions, for maintaining control of all other regulated pollutants, within the emission limit values that are appropriate for the engine concerned. The purpose is to compensate for naturally occurring phenomena in a manner that provides acceptable control of all emission constituents. 2.3.6. The manufacturer shall demonstrate to the technical service at the time of the EU type-approval test that the operation of any auxiliary emission control strategy complies with the provisions of this section. The demonstration shall consist of an evaluation of the documentation referred to in point 2.6. 2.3.7. Any operation of an auxiliary emission control strategy non-compliant with points 2.3.1 to 2.3.5 is prohibited.

2.4. Control conditions The control conditions specify an altitude, ambient temperature and engine coolant range that determines whether auxiliary emission control strategies may generally or only exceptionally be activated in accordance with point 2.3. The control conditions specify an atmospheric pressure which is measured as absolute atmospheric static pressure (wet or dry) (‘Atmospheric pressure’) 2.4.1. Control conditions for engines of categories IWP and IWA: (a) an altitude not exceeding 500 metres (or equivalent atmospheric pressure of 95,5 kPa); (b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C); (c) the engine coolant temperature above 343 K (70 °C). 2.4.2. Control conditions for engines of category RLL: (a) an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa); (b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C); (c) the engine coolant temperature above 343 K (70 °C). 2.4.3. Control conditions for engines of categories NRE, NRG and RLR: (a) the atmospheric pressure greater than or equal to 82,5 kPa; (b) the ambient temperature within the following range: — equal to or above 266 K (– 7 °C), — less than or equal to the temperature determined by the following equation at the specified atmospheric pressure: Tc = – 0,4514 × (101,3 – Pb) + 311, where: Tc is the calculated ambient air temperature, K and Pb is the atmospheric pressure, kPa; (c) the engine coolant temperature above 343 K (70 °C).

2.5. Where the engine inlet air temperature sensor is being used to estimate ambient air temperature the nominal offset between the two measurement points shall be evaluated for an engine type or engine family. Where used, the measured intake air temperature shall be adjusted by an amount equal to the nominal offset to estimate ambient temperature for an installation using the specified engine type or engine family. The evaluation of the offset shall be made using good engineering judgement based on technical elements (calculations, simulations, experimental results, data etc.) including: (a) the typical categories of non-road mobile machinery into which the engine type or engine family will be installed; and, (b) the installation instructions provided to the OEM by the manufacturer. A copy of the evaluation shall be made available to the approval authority upon request.

2.6. Documentation requirements ▼M2 ————— ▼M2 2.6.1. The manufacturer shall comply with the documentation requirements laid down in point 1.4 of Part A of Annex I to Implementing Regulation (EU) 2017/656 and Appendix 2 to that Annex. 2.6.2. The manufacturer shall ensure that all documents used for this purpose are marked with an identification number and date of issue. The manufacturer shall notify to the approval authority whenever the particulars recorded are changed. In this case, it shall issue, either a updated version of the documents concerned where the relevant pages are marked clearly showing the date of revision and the nature of the amendment, or alternatively, a new consolidated version accompanied by an index containing a detailed description and date of each amendment. ▼B

3. Technical requirements relating to NOx control measures

3.1. This section 3 shall apply to electronically controlled engines of categories NRE, NRG, IWP, IWA, RLL and RLR, complying with ‘stage V’ emission limits set out in Annex II to Regulation (EU) 2016/1628 and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOx.

3.2. The manufacturer shall provide complete information on the functional operational characteristics of the NOx control measures using the documents set out in Annex I to Implementing Regulation (EU) 2017/656.

3.3. The NOx control strategy shall be operational under all environmental conditions regularly occurring in the territory of the Union, especially at low ambient temperatures.

3.4. The manufacturer shall demonstrate that the emission of ammonia during the applicable emission test cycle of the EU type-approval procedure, when a reagent is used, does not exceed a mean value of 25 ppm for engines of category RLL and 10 ppm for engines of all other applicable categories.

3.5. If reagent containers are installed on or connected to a non-road mobile machinery, means for taking a sample of the reagent inside the containers must be included. The sampling point must be easily accessible without requiring the use of any specialised tool or device.

3.6. In addition to the requirements set out in points 3.2 to 3.5, the following requirements shall apply: (a) For engines of category NRG the technical requirements set out in Appendix 1; (b) For engines of category NRE: (i) the requirements set out in Appendix 2, when the engine is exclusively intended for use in the place of Stage V engines of categories IWP and IWA, in accordance with Article 4(1), point (1)(b) of Regulation (EU) 2016/1628; or (ii) the requirements set out in Appendix 1 for engines not covered by subparagraph (i); (c) For engines of category IWP, IWA and RLR the technical requirements set out in Appendix 2; (d) For engines of category RLL the technical requirements set out in Appendix 3

4. Technical requirements relating to particulate pollutant control measures

4.1. This section shall apply to engines of sub-categories s