II 
(Non-legislative acts)  
REGULATIONS  
COMMISSION REGULATION (EU) 2017/1151  
of 1 June 2017  
supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on 
type-approval of motor vehicles with respect to emissions from light passenger and commercial 
vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, 
amending Directive 2007/46/EC of the European Parliament and of the Council, Commission 
Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing 
Commission Regulation (EC) No 692/2008  
(Text with EEA relevance)  
THE EUROPEAN COMMISSION,  
Having regard to the Treaty on the Functioning of the European Union,  
Having regard to Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type- 
approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) 
and on access to vehicle repair and maintenance information (  1 ), and in particular Articles 8 and 14(3) thereof,  
Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing 
a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical 
units intended for such vehicles (Framework Directive) (  2 ), and in particular Article 39(2) thereof.  
Whereas:  
(1) Commission Regulation (EC) No 692/2008 implementing and amending Regulation (EC) No 715/2007 (  3 ) 
provides for light-duty vehicles to be tested in accordance with the New European Driving Cycle (NEDC).  
(2) Based on the continuous review of the relevant procedures, test cycles and test results provided for in Article 14(3) 
of Regulation (EC) No 715/2007, it is evident that the information about fuel consumption and CO  2 emissions 
provided by testing vehicles in accordance with the NEDC is no longer adequate and no longer reflects real world 
emissions.  
(3) Against that background, it is appropriate to provide for a new regulatory test procedure by implementing the 
Worldwide harmonised Light-duty vehicles Test Procedures (WLTP) into Union legislation.  
(4) The WLTP was developed at the level of the United Nations Economic Commission for Europe (UNECE) and was 
adopted as Global Technical Regulation (GTR) No 15 by the World Forum for Harmonization of Vehicle Regu ­
lations (WP.29) in March 2014.EN 7.7.2017 Official Journal of the European Union L 175/1  
( 1 ) OJ L 171, 29.6.2007, p. 1.  
( 2 ) OJ L 263, 9.10.2007, p. 1.  
( 3 ) Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the 
European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and 
commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 199, 28.7.2008, p. 1) .
 (5) In addition to more realistic information about fuel consumption and CO  2 emissions for consumer and regulatory 
purposes, the WLTP also creates a global framework for vehicle testing, leading to a closer international harmon ­
isation of test requirements.  
(6) The WLTP provides a full description of a vehicle test cycle for CO  2 and regulated pollutant emissions under 
standardised ambient conditions. In order to adapt it to the EU type-approval system, it is necessary to 
complement it by further improving the transparency requirements for technical parameters that will allow 
independent parties to reproduce the type approval test results and by reducing testing flexibilities.  
(7) This proposal also specifies a revised procedure for the conformity of production (CoP) assessment of vehicles. 
Since under the new provisions the CoP evolution coefficient as described in point 4.2.4.1 of Annex I is likely to 
be determined more often by specific testing of the manufacturer instead of using a default value, the respective 
test procedure will need to be revised in due course.  
(8) While the WLTP specifies a new test cycle and procedure for measuring emissions, other obligations, such as those 
linked to durability of pollution control devices, in-service conformity or consumer information on CO  2 emissions 
and fuel consumption, remain essentially the same as those laid down in Regulation (EC) No 692/2008.  
(9) In order to allow approval authorities and manufacturers to put in place the necessary procedures to comply with 
the requirements of this Regulation, as well as to follow as much as possible the established calendar for the 
application of emissions requirements, it should apply to new type-approvals from 1 September 2017 in the case 
of categories M1, M2 and category N1 class I vehicles and from 1 September 2018 in the case of N1 vehicles of 
class II and III and category N2 vehicles, and to new vehicles from 1 September 2018 in the case of categories M1, 
M2 and category N1 class I vehicles, and from 1 September 2019 in the case of N1 vehicles of class II and III and 
category N2 vehicles.  
(10) As the purpose of this Regulation is the introduction of the WLTP into European legislation, the timetable and the 
transitional provisions for introducing the real driving emissions test procedure remain unchanged with respect to 
those lined out previously in Commission Regulations (EU) 2016/427 (  1 ) and (EU) 2016/646 (  2 ). 
(11) The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee – 
Motor Vehicles,  
HAS ADOPTED THIS REGULATION:  
Article 1  
Subject matter  
This Regulation lays down measures for the implementation of Regulation (EC) No 715/2007.  
Article 2  
Definitions  
For the purposes of this Regulation, the following definitions shall apply:  
(1) ‘vehicle type with regard to emissions and vehicle repair and maintenance information’ means a group of vehicles 
which:  
(a) do not differ with respect to the criteria constituting an  "interpolation family " as defined in point 5.6 of 
Annex XXI;EN L 175/2 Official Journal of the European Union 7.7.2017  
( 1 ) Commission Regulation (EU) 2016/427 of 10 March 2016 amending Regulation (EC) No 692/2008 as regards emissions from light 
passenger and commercial vehicles (Euro 6) (OJ L 82, 31.3.2016, p. 1).  
( 2 ) Commission Regulation (EU) 2016/646 of 20 April 2016 amending Regulation (EC) No 692/2008 as regards emissions from light 
passenger and commercial vehicles (Euro 6) (OJ L 109, 26.4.2016, p. 1).
 (b) fall in a single  "CO  2 interpolation range " as defined in point 1.2.3.2 of sub-Annex 6 to Annex XXI;  
(c) do not differ with respect to any characteristics that have a non-negligible influence on tailpipe emissions, such 
as, but not limited to, the following:  
— types and sequence of pollution control devices (e.g. three-way catalyst, oxidation catalyst, lean NO  x trap, 
SCR, lean NO  x catalyst, particulate trap or combinations thereof in a single unit);  
— exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure).  
(2) ‘EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information’ means an 
EC type-approval of the vehicles contained in a ‘vehicle type with regard to emissions and vehicle repair and 
maintenance information’ with regard to their tailpipe emissions, crankcase emissions, evaporative emissions, fuel 
consumption and access to vehicle OBD and vehicle repair and maintenance information;  
(3) ‘odometer’ means that part of the odometer equipment which indicates to the driver the total distance recorded by 
the vehicle since its entry into service;  
(4) ‘starting aid’ means glow plugs, modifications to the injection timing and other devices which assist the engine to 
start without enrichment of the air/fuel mixture of the engine;  
(5) ‘engine capacity’ means either of the following:  
(a) for reciprocating piston engines, the nominal engine swept volume;  
(b) for rotary piston (Wankel) engines, double the nominal engine swept volume;  
(6) ‘periodically regenerating system’ means an exhaust emissions control device (e.g. catalytic converter, particulate trap) 
that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation;  
(7) ‘original replacement pollution control device’ means a pollution control device or an assembly of pollution control 
devices whose types are indicated in Appendix 4 to Annex I to this Regulation but are offered on the market as 
separate technical units by the holder of the vehicle type-approval;  
(8) ‘type of pollution control device’ means catalytic converters and particulate filters which do not differ in any of the 
following essential aspects:  
(a) number of substrates, structure and material;  
(b) type of activity of each substrate;  
(c) volume, ratio of frontal area and substrate length;  
(d) catalyst material content;  
(e) catalyst material ratio;  
(f) cell density;  
(g) dimensions and shape;EN 7.7.2017 Official Journal of the European Union L 175/3
 
(h) thermal protection;  
(9) ‘mono fuel vehicle’ means a vehicle that is designed to run primarily on one type of fuel;  
(10) ‘mono fuel gas vehicle’ means a mono fuel vehicle that primarily runs on LPG, NG/biomethane, or hydrogen but 
may also have a petrol system for emergency purposes or starting only, where the petrol tank does not contain 
more than 15 litres of petrol;  
(11) ‘bi fuel vehicle’ means a vehicle with two separate fuel storage systems that can run part-time on two different fuels 
and is designed to run on only one fuel at a time;  
(12) ‘bi fuel gas vehicle’ means a bi fuel vehicle that can run on petrol and also on either LPG, NG/biomethane or 
hydrogen;  
(13) ‘flex fuel vehicle’ means a vehicle with one fuel storage system that can run on different mixtures of two or more 
fuels;  
(14) ‘flex fuel ethanol vehicle’ means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to 
an 85 per cent ethanol blend (E85);  
(15) ‘flex fuel biodiesel vehicle’ means a flex fuel vehicle that can run on mineral diesel or a mixture of mineral diesel and 
biodiesel;  
(16) ‘hybrid electric vehicle’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric 
machine;  
(17) ‘properly maintained and used’ means, for the purpose of a test vehicle, that such a vehicle satisfies the criteria for 
acceptance of a selected vehicle laid down in section 2 of Appendix 3 to UN/ECE Regulation No 83 (  1 ); 
(18) ‘emission control system’ means, in the context of the OBD system, the electronic engine management controller 
and any emission-related component in the exhaust or evaporative system which supplies an input to or receives an 
output from this controller;  
(19) ‘malfunction indicator’ (MI) means a visible or audible indicator that clearly informs the driver of the vehicle in the 
event of a malfunction of any emission-related component connected to the OBD system, or of the OBD system 
itself;  
(20) ‘malfunction’ means the failure of an emission-related component or system that would result in emissions 
exceeding the limits in section 2.3 of Annex XI or if the OBD system is unable to fulfil the basic monitoring 
requirements set out in Annex XI;  
(21) ‘secondary air’ means the air introduced into the exhaust system by means of a pump or aspirator valve or other 
means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream;  
(22) ‘driving cycle’, means, in respect of vehicle OBD systems, the engine start-up, driving mode where a malfunction 
would be detected if present, and engine shut-off;  
(23) ‘access to information’ means the availability of all vehicle OBD and vehicle repair and maintenance information, 
required for the inspection, diagnosis, servicing or repair of the vehicle.EN L 175/4 Official Journal of the European Union 7.7.2017  
( 1 ) Regulation No 83 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the 
approval of vehicles with regard to the emission of pollutants according to engine fuel requirements [2015/1038] (OJ L 172, 
3.7.2015, p. 1).
 (24) ‘deficiency’ means, in the context of the OBD system, that up to two separate components or systems which are 
monitored contain temporary or permanent operating characteristics that impair the otherwise efficient OBD 
monitoring of those components or systems or do not meet all of the other detailed requirements for OBD;  
(25) ‘deteriorated replacement pollution control device’ means a pollution control device as defined in Article 3(11) of 
Regulation (EC) No 715/2007 that has been aged or artificially deteriorated to such an extent that it fulfils the 
requirements laid out in section 1 to Appendix 1 to Annex XI of UN/ECE Regulation No 83;  
(26) ‘vehicle OBD information’ means information relating to an on-board diagnostic system for any electronic system 
on the vehicle  
(27) ‘reagent’ means any product other than fuel that is stored on-board the vehicle and is provided to the exhaust after- 
treatment system upon request of the emission control system;  
(28) ‘mass in running order’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or thei r 
capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment in 
accordance with the manufacturer's specifications and, when they are fitted, the mass of the bodywork, the 
cabin, the coupling and the spare wheel(s) as well as the tools;  
(29) ‘engine misfire’ means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, poor 
fuel metering, poor compression or any other cause;  
(30) ‘cold start system or device’ means a system which temporarily enriches the air/fuel mixture of the engine thus 
assisting the engine to start;  
(31) ‘power take-off operation or unit’ means an engine-driven output provision for the purposes of powering auxiliary, 
vehicle mounted, equipment;  
(32) ‘small volume manufacturers’ means vehicle manufacturers whose worldwide annual production is less than 10 000 
units;  
(33) ‘Electric power train’ means a system consisting of one or more electric energy storage devices, one or more electric 
power conditioning devices and one or more electric machines that convert stored electric energy to mechanical 
energy delivered at the wheels for propulsion of the vehicle;  
(34) ‘Pure electric vehicle’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines as 
propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy 
storage systems.  
(35) ‘Fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice 
versa.  
(36) ‘Fuel cell vehicle’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric 
machine(s) as propulsion energy converter(s).  
(37) ‘net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the 
corresponding engine or motor speed with the auxiliaries, tested in accordance with Annex XX (Measurements 
of net power and the maximum 30 minutes power of electric drive train), and determined under reference 
atmospheric conditions;  
(38) ‘rated engine power (P  rated )’ means maximum engine power in kW as per the requirements of Annex XX to this 
Regulation;EN 7.7.2017 Official Journal of the European Union L 175/5
 
(39) ‘maximum 30 minutes power’ means the maximum net power of an electric drive train at DC voltage as set out in 
paragraph 5.3.2. of UN/ECE Regulation No 85 (  1 ); 
(40) ‘cold start’ means, in the context of the in use performance ratio of OBD monitors, an engine coolant temperature 
or equivalent temperature at engine start less than or equal to 35 °C and less than or equal to 7 °C higher than 
ambient temperature, if available;  
(41) ‘Real driving emissions (RDE)’ means the emissions of a vehicle under its normal conditions of use;  
(42) ‘Portable emissions measurement system’ (PEMS) means a portable emissions measurement system meeting the 
requirements specified in Appendix 1 to Annex IIIA;  
(43) ‘Base Emission Strategy’, (‘BES’) means an emission strategy that is active throughout the speed and load operating 
range of the vehicle unless an Auxiliary Emission Strategy is activated;  
(44) ‘Auxiliary Emission Strategy’, (‘AES’) means an emission strategy that becomes active and replaces or modifies a BES 
for a specific purpose and in response to a specific set of ambient or operating conditions and only remains 
operational as long as those conditions exist.  
(45) ‘Fuel Storage System’ means devices which allow storing the fuel, comprising of the fuel tank, the fuel filler, the filler  
cap and the fuel pump;  
(46) ‘Permeability Factor (PF)’ means the hydrocarbon emissions as reflected in the permeability of the fuel storage 
system;  
(47) ‘Monolayer tank’ means a fuel tank constructed with a single layer of material;  
(48) ‘Multilayer tank’ means a fuel tank constructed with at least two different layered materials, one of which is 
impermeable to hydrocarbons, including ethanol;  
Article 3  
Requirements for type-approval  
1. In order to receive an EC type-approval with regard to emissions and vehicle repair and maintenance information, 
the manufacturer shall demonstrate that the vehicles comply with the requirements of this Regulation when tested in 
accordance with the test procedures specified in Annexes IIIA to VIII, XI, XIV, XVI, XX and XXI. The manufacturer shall 
also ensure that the reference fuels comply with the specifications set out in Annex IX.  
2. Vehicles shall be subject to the tests specified in Figure I.2.4 of Annex I.  
3. As an alternative to the requirements contained in Annexes II, V to VIII, XI, XVI and XXI, small volume manu ­
facturers may request the granting of EC type-approval to a vehicle type which was approved by an authority of a third 
country on the basis of the legislative acts listed in section 2.1 of Annex I.  
The emissions tests for roadworthiness purposes set out in Annex IV, tests for fuel consumption and CO  2 emissions set 
out in Annex XXI and the requirements for access to vehicle OBD and vehicle repair and maintenance information set 
out in Annex XIV shall be required to obtain EC type-approval with regard to emissions and vehicle repair and main ­
tenance information under this paragraph.  
The approval authority shall inform the Commission of the circumstances of each type approval granted under this 
paragraph.EN L 175/6 Official Journal of the European Union 7.7.2017  
( 1 ) Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the 
approval of internal combustion engines or electric drive trains intended for the propulsion of motor vehicles of categories M and N 
with regard to the measurement of net power and the maximum 30 minutes power of electric drive trains (OJ L 323, 7.11.2014, 
p. 52).
 4. Specific requirements for inlets to fuel tanks and electronic system security are laid down in Section 2.2 and 2.3 of 
Annex I.  
5. The manufacturer shall take technical measures so as to ensure that the tailpipe and evaporative emissions are 
effectively limited, in accordance with this Regulation, throughout the normal life of the vehicle and under normal 
conditions of use.  
These measures shall include ensuring that the security of hoses, joints and connections, used within the emission control 
systems, are constructed so as to conform with the original design intent.  
6. The manufacturer shall ensure that the emissions test results comply with the applicable limit value under the 
specified test conditions of this Regulation.  
7. For the Type 1 test set out in Annex XXI, vehicles that are fuelled with LPG or NG/biomethane shall be tested in the 
Type 1 test for variation in the composition of LPG or NG/biomethane, as set out in Annex XII. Vehicles that can be 
fuelled either with petrol or LPG or NG/biomethane shall be tested on both the fuels, tests on LPG or NG/biomethane 
being performed for variation in the composition of LPG or NG/biomethane, as set out in Annex XII.  
Notwithstanding the requirement of the previous sub-paragraph, vehicles that can be fuelled with either petrol or a 
gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank 
cannot contain more than 15 litres of petrol will be regarded for the Type 1 test as vehicles that can only run on a 
gaseous fuel.  
8. For the Type 2 test set out in Appendix 1 to Annex IV, at normal engine idling speed, the maximum permissible 
carbon monoxide content in the exhaust gases shall be that stated by the vehicle manufacturer. However, the maximum 
carbon monoxide content shall not exceed 0,3 % vol.  
At high engine idling speed, the carbon monoxide content by volume of the exhaust gases shall not exceed 0,2 %, with 
the engine speed being at least 2 000 min  –1 and Lambda being 1 ± 0,03 or in accordance with the specifications of the 
manufacturer.  
9. The manufacturer shall ensure that for the Type 3 test set out in Annex V, the engine's ventilation system does not 
permit the emission of any crankcase gases into the atmosphere.  
10. The Type 6 test measuring emissions at low temperatures set out in Annex VIII shall not apply to diesel vehicles.  
However, when applying for type-approval, manufacturers shall present to the approval authority with information 
showing that the NO  x after-treatment device reaches a sufficiently high temperature for efficient operation within 400 
seconds after a cold start at – 7 °C as described in the Type 6 test.  
In addition, the manufacturer shall provide the approval authority with information on the operating strategy of the 
exhaust gas recirculation system (EGR), including its functioning at low temperatures.  
This information shall also include a description of any effects on emissions.  
The approval authority shall not grant type-approval if the information provided is insufficient to demonstrate that the 
after-treatment device actually reaches a sufficiently high temperature for efficient operation within the designated period 
of time.  
At the request of the Commission, the approval authority shall provide information on the performance of NO  x after- 
treatment devices and EGR system at low temperatures.EN 7.7.2017 Official Journal of the European Union L 175/7
 
11. The manufacturer shall ensure that, throughout the normal life of a vehicle which is type approved in accordance 
with Regulation (EC) No 715/2007, its emissions as determined in accordance with the requirements set out in Annex 
IIIA and emitted at an RDE test performed in accordance with that Annex, shall not exceed the values set out therein.  
Type approval in accordance with Regulation (EC) No 715/2007 may only be issued if the vehicle is part of a validated 
PEMS test family according to Appendix 7 of Annex IIIA.  
Article 4  
Requirements for type-approval regarding the OBD system  
1. The manufacturer shall ensure that all vehicles are equipped with an OBD system.  
2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of 
deterioration or malfunction over the entire life of the vehicle.  
3. The OBD system shall comply with the requirements of this Regulation during normal conditions of use.  
4. When tested with a defective component in accordance with Appendix 1 of Annex XI, the OBD system malfunction 
indicator shall be activated.  
The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD thresholds 
limits specified in section 2.3 of Annex XI.  
5. The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out 
in section 3 of Appendix 1 to Annex XI of this Regulation under all reasonably foreseeable driving conditions.  
6. In-use performance related data to be stored and reported by a vehicle's OBD system according to the provisions of 
Section 7.6 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall be made readily available by the manufacturer 
to national authorities and independent operators without any encryption.  
Article 5  
Application for EC type-approval of a vehicle with regard to emissions and access to vehicle repair and 
maintenance information  
1. The manufacturer shall submit to the approval authority an application for EC type-approval of a vehicle with 
regard to emissions and access to vehicle repair and maintenance information.  
2. The application referred to in paragraph 1 shall be drawn up in accordance with the model of the information 
document set out in Appendix 3 to Annex I.  
3. In addition, the manufacturer shall submit the following information:  
(a) in the case of vehicles equipped with positive-ignition engines, a declaration by the manufacturer of the minimum 
percentage of misfires out of a total number of firing events that either would result in emissions exceeding the limits 
given in section 2.3 of Annex XI if that percentage of misfire had been present from the start of a type 1 test as 
chosen for the demonstration according to Annex XI to this Regulation or could lead to an exhaust catalyst, or 
catalysts, overheating prior to causing irreversible damage;  
(b) detailed written information fully describing the functional operation characteristics of the OBD system, including a 
listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system;  
(c) a description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the 
vehicle;EN L 175/8 Official Journal of the European Union 7.7.2017
 
(d) a declaration by the manufacturer that the OBD system complies with the provisions of section 3 of Appendix 1 to 
Annex XI relating to in-use performance under all reasonably foreseeable driving conditions;  
(e) a plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of 
each monitor that must fulfil the requirements of paragraphs 7.2 and 7.3. of Appendix 1 to Annex XI of UN/ECE 
Regulation No 83, as well as for disabling numerators, denominators and the general denominator under the 
conditions outlined in paragraph 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83;  
(f) a description of the provisions taken to prevent tampering with and modification of the emission control computer, 
odometer including the recording of mileage values for the purposes of the requirements of Annexes XI and XVI;  
(g) if applicable, the particulars of the vehicle family as referred to in Appendix 2 to Annex 11 to UN/ECE Regulation 
No 83;  
(h) where appropriate, copies of other type-approvals with the relevant data to enable extension of approvals and 
establishment of deterioration factors.  
4. For the purposes of point (d) of paragraph 3, the manufacturer shall use the model of manufacturer's certificate of 
compliance with the OBD in-use performance requirements set out in Appendix 7 of Annex I  
5. For the purposes of point (e) of paragraph 3, the approval authority that grants the approval shall make the 
information referred to in that point available to the approval authorities or the Commission upon request.  
6. For the purposes of points (d) and (e) of paragraph 3, approval authorities shall not approve a vehicle if the 
information submitted by the manufacturer is inappropriate for fulfilling the requirements of section 3 of Appendix 1 to 
Annex XI.  
Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex XI of UN/ECE Regulation No 83 shall apply under all reasonably 
foreseeable driving conditions.  
For the assessment of the implementation of the requirements set out in these paragraphs, the approval authorities shall 
take into account the state of technology.  
7. For the purposes of point (f) of paragraph 3, the provisions taken to prevent tampering with and modification of 
the emission control computer shall include the facility for updating using a manufacturer-approved programme or 
calibration.  
8. For the tests specified in Figure I.2.4 of Annex I the manufacturer shall submit to the technical service responsible 
for the type-approval tests a vehicle representative of the type to be approved.  
9. The application for type-approval of mono fuel, bi-fuel and flex-fuel vehicles shall comply with the additional 
requirements laid down in Sections 1.1 and 1.2 of Annex I.  
10. Changes to the make of a system, component or separate technical unit that occur after a type-approval shall not 
automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a 
way that the functionality of the engine or pollution control system is affected.  
11. The manufacturer shall also provide an extended documentation package with the following information:  
(a) information on the operation of all AES and BES, including a description of the parameters that are modified by any 
AES and the boundary conditions under which the AES operate, and indication of the AES or BES which are likely to 
be active under the conditions of the test procedures set out in this Regulation;EN 7.7.2017 Official Journal of the European Union L 175/9
 
(b) a description of the fuel system control logic, timing strategies and switch points during all modes of operation.  
(c) a description of the coastdown mode, if any, as referred to in paragraph 4.2.1.8.5. of Sub-Annex 4 to Annexe XXI, 
and a description of the vehicle's dynamometer operation mode, if any, as referred to in paragraph 1.2.4. of Sub- 
Annex 6 to Annex XXI.  
12. The extended documentation package referred to in paragraph 11 (a) and (b) shall remain strictly confidential. It 
may be kept by the approval authority, or, at the discretion of the approval authority, may be retained by the manu ­
facturer. In the case the manufacturer retains the documentation package, that package shall be identified and dated by 
the approval authority once reviewed and approved. It shall be made available for inspection by the approval authority at 
the time of approval or at any time during the validity of the approval.  
Article 6  
Administrative provisions for EC type-approval of a vehicle with regard to emissions and access to vehicle 
repair and maintenance information  
1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a type- 
approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.  
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number shall 
be drawn up in accordance with Appendix 6 to Annex I to this Regulation.  
An approval authority shall not assign the same number to another vehicle type.  
2. By way of derogation from paragraph 1, at the request of the manufacturer, a vehicle with an OBD system may be 
accepted for type-approval with regard to emissions and vehicle repair and maintenance information, even though the 
system contains one or more deficiencies such that the specific requirements of Annex XI are not fully met, provided that 
the specific administrative provisions set out in Section 3 of that Annex are complied with.  
The approval authority shall notify the decision to grant such a type approval to all approval authorities in the other 
Member States in accordance with the requirements set out in Article 8 of Directive 2007/46/EC.  
3. When granting an EC type approval under paragraph 1, the approval authority shall issue an EC type-approval 
certificate using the model set out in Appendix 4 to Annex I.  
Article 7  
Amendments to type-approvals  
Articles 13, 14 and 16 of Directive 2007/46/EC shall apply to any amendments to the type-approvals granted in 
accordance to Regulation (EC) No 715/2007.  
At the manufacturer's request the provisions specified in Section 3 of Annex I shall apply without the need for additional 
testing only to vehicles of the same type.  
Article 8  
Conformity of production  
1. Measures to ensure the conformity of production shall be taken in accordance with the provisions of Article 12 of 
Directive 2007/46/EC.  
In addition, the provisions laid down in Section 4 of Annex I to this Regulation and the relevant statistical method in 
Appendices 1 and 2 to that Annex shall apply.  
2. Conformity of production shall be checked on the basis of the description in the type-approval certificate set out in 
Appendix 4 to Annex I to this Regulation.EN L 175/10 Official Journal of the European Union 7.7.2017
 
Article 9  
In service conformity  
1. Measures to ensure in-service conformity of vehicles type-approved under this Regulation shall be taken in 
accordance with Annex X to Directive 2007/46/EC and Annex II to this Regulation.  
2. The in-service conformity measures shall be appropriate for confirming the functionality of the pollution control 
devices during the normal life of the vehicles under normal conditions of use as specified in Annex II to this Regulation.  
3. The in-service conformity measures shall be checked for a period of up to 5 years of age or 100 000 km, whichever 
is the sooner.  
4. The manufacturer shall not be obliged to carry out an audit of in-service conformity if the number of vehicles sold 
precludes obtaining sufficient samples to test. Therefore, an audit shall not be required if the annual sales of that vehicle 
type are less than 5 000 across the Union.  
However, the manufacturer of such small series vehicles shall provide the approval authority with a report of any 
emissions related warranty and repair claims and OBD faults as set out in paragraph 9.2.3 of UN/ECE Regulation 
No 83. In addition, the type-approval authority may require such vehicle types to be tested in accordance with 
Appendix 3 to UN/ECE Regulation No 83.  
5. With regard to vehicles type-approved under this Regulation, where the approval authority is not satisfied with the 
results of the tests in accordance with the criteria defined in Appendix 4 to UN/ECE Regulation No 83, the remedial 
measures referred to in Article 30(1) and in Annex X to Directive 2007/46/EC shall be extended to vehicles in service 
belonging to the same vehicle type which are likely to be affected with the same defects in accordance with section 6 of 
Appendix 3 to UN/ECE Regulation No 83.  
The plan of remedial measures presented by the manufacturer according to section 6.1 of Appendix 3 to UN/ECE 
Regulation No 83 shall be approved by the approval authority. The manufacturer shall be responsible for the execution of 
the approved remedial plan.  
The approval authority shall notify its decision to all Member States within 30 days. Member States may require that the 
same plan of remedial measures be applied to all vehicles of the same type registered in their territory.  
6. If an approval authority has established that a vehicle type does not conform to the applicable requirements of 
Appendix 3 to UN/ECE Regulation No 83, it shall notify without delay the Member State which granted the original type- 
approval in accordance with the requirements of Article 30(3) of Directive 2007/46/EC.  
Following that notification and subject to the provision of Article 30(6) of Directive 2007/46/EC, the approval authority 
which granted the original type-approval shall inform the manufacturer that a vehicle type fails to satisfy the requirements 
of these provisions and that certain measures are expected of the manufacturer. The manufacturer shall submit to that 
authority, within two months after this notification, a plan of measures to overcome the defects, the substance of which 
should correspond to the requirements of sections 6.1 to 6.8 of Appendix 3 to UN/ECE Regulation No 83. The approval 
authority which granted the original type-approval shall, within two months, consult the manufacturer in order to secure 
agreement on a plan of measures and on the carrying out the plan. If the approval authority which granted the original 
type-approval establishes that no agreement can be reached, the procedure pursuant to Article 30(3) and (4) of Directive 
2007/46/EC shall be initiated.  
Article 10  
Pollution control devices  
1. The manufacturer shall ensure that replacement pollution control devices intended to be fitted to EC type-approved 
vehicles covered by the scope of Regulation (EC) No 715/2007 are EC type-approved, as separate technical units within 
the meaning of Article 10(2) of Directive 2007/46/EC, in accordance with Article 12, Article 13 and Annex XIII to this 
Regulation.EN 7.7.2017 Official Journal of the European Union L 175/11
 
Catalytic converters and particulate filters shall be considered to be pollution control devices for the purposes of this 
Regulation.  
The relevant requirements shall be deemed to be met if all the following conditions are fulfilled:  
(a) the requirements of Article 13 are met;  
(b) the replacement pollution control devices have been approved according to UN/ECE Regulation No 103 (  1 ). 
In the case referred to in the third subparagraph Article 14 shall also apply.  
2. Original equipment replacement pollution control devices, which fall within the type covered by point 2.3 of the 
Addendum to Appendix 4 to Annex I and are intended for fitment to a vehicle to which the relevant type-approval 
document refers, do not need to comply with Annex XIII provided they fulfil the requirements of points 2.1 and 2.2 of 
that Annex.  
3. The manufacturer shall ensure that the original pollution control device carries identification markings.  
4. The identification markings referred to in paragraph 3 shall comprise the following:  
(a) the vehicle or engine manufacturer's name or trade mark;  
(b) the make and identifying part number of the original pollution control device as recorded in the information referred 
to in point 3.2.12.2 of Appendix 3 to Annex I.  
Article 11  
Application for EC type-approval of a type of replacement pollution control device as a separate technical unit  
1. The manufacturer shall submit to the approval authority an application for EC type-approval of a type of 
replacement pollution control device as a separate technical unit.  
The application shall be drawn up in accordance with the model of the information document set out in Appendix 1 to 
Annex XIII.  
2. In addition to the requirements laid down in paragraph 1, the manufacturer shall submit to the technical service 
responsible for the type-approval test all of the following:  
(a) a vehicle or vehicles of a type approved in accordance with this Regulation equipped with a new original equipment 
pollution control device;  
(b) one sample of the type of the replacement pollution control device;  
(c) an additional sample of the type of the replacement pollution control device, in the case of a replacement pollution 
control device intended to be fitted to a vehicle equipped with an OBD system.  
3. For the purposes of point (a) of paragraph 2, the test vehicles shall be selected by the applicant with the agreement 
of the technical service.  
The test vehicles shall comply with the requirements set out in Section 3.2 of Annex 4a to UN/ECE Regulation No 83.EN L 175/12 Official Journal of the European Union 7.7.2017  
( 1 ) Regulation No 103 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the 
approval of replacement catalytic converters for power-driven vehicles (OJ L 158, 19.6.2007, p. 106).
 The test vehicles shall respect all of the following requirements:  
(a) they shall have no emission control system defects;  
(b) any excessively worn out or malfunctioning emission-related original part shall be repaired or replaced;  
(c) they shall be tuned properly and set to manufacturer's specification prior to emission testing.  
4. For the purposes of points (b) and (c) of paragraph 2, the sample shall be clearly and indelibly marked with the 
applicant's trade name or mark and its commercial designation.  
5. For the purposes of point (c) of paragraph 2, the sample shall have been deteriorated as defined under point (25) of 
Article 2.  
Article 12  
Administrative provisions for EC type-approval of replacement pollution control device as separate technical 
unit  
1. If all the relevant requirements are met, the type approval authority shall grant an EC type-approval for replacement 
pollution control devices as separate technical unit and issue a type-approval number in accordance with the numbering 
system set out in Annex VII to Directive 2007/46/EC.  
The approval authority shall not assign the same number to another replacement pollution control device type.  
The same type-approval number may cover the use of that replacement pollution control device type on a number of 
different vehicle types.  
2. For the purposes of paragraph 1, the approval authority shall issue an EC type-approval certificate established in 
accordance with the model set out in Appendix 2 to Annex XIII.  
3. If the applicant for type-approval is able to demonstrate to the approval authority or technical service that the 
replacement pollution control device is of a type indicated in section 2.3 of the Addendum to Appendix 4 to Annex I, 
the granting of a type-approval shall not be dependent on verification of compliance with the requirements specified in 
section 4 of Annex XIII.  
Article 13  
Access to vehicle OBD and vehicle repair and maintenance information  
1. Manufacturers shall put in place the necessary arrangements and procedures, in accordance with Articles 6 and 7 of 
Regulation (EC) No 715/2007 and Annex XIV of this regulation, to ensure that vehicle OBD and vehicle repair and 
maintenance information is readily accessible.  
2. Approval authorities shall only grant type-approval after receiving from the manufacturer a Certificate on Access to 
Vehicle OBD and Vehicle Repair and Maintenance Information.  
3. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall serve as the proof 
of compliance with Article 6(7) of Regulation (EC) No 715/2007.  
4. The Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information shall be drawn up in 
accordance with the model set out in Appendix 1 of Annex XIV.  
5. If the vehicle OBD and vehicle repair and maintenance information is not available, or does not conform to 
Article 6 and 7 of Regulation (EC) No 715/2007 and Annex XIV of this Regulation, when the application for type- 
approval is made, the manufacturer shall provide that information within six months of the date of type approval.EN 7.7.2017 Official Journal of the European Union L 175/13
 
6. The obligations to provide information within the period specified in paragraph 5 shall apply only if, following 
type-approval, the vehicle is placed on the market.  
When the vehicle is placed on the market more than six months after type-approval, the information shall be provided 
on the date on which the vehicle is placed on the market.  
7. The approval authority may presume that the manufacturer has put in place satisfactory arrangements and 
procedures with regard to access to vehicle OBD and vehicle repair and maintenance information, on the basis of a 
completed Certificate on Access to Vehicle OBD and Vehicle Repair and Maintenance Information, providing that no 
complaint was made, and that the manufacturer provides this information within the period set out in paragraph 5.  
8. In addition to the requirements for the access to OBD information that are specified in Section 4 of Annex XI, the 
manufacturer shall make available to interested parties the following information:  
(a) relevant information to enable the development of replacement components which are critical to the correct func ­
tioning of the OBD system;  
(b) information to enable the development of generic diagnostic tools.  
For the purposes of point (a), the development of replacement components shall not be restricted by: the unavailability of 
pertinent information, the technical requirements relating to malfunction indication strategies if the OBD thresholds are 
exceeded or if the OBD system is unable to fulfil the basic OBD monitoring requirements of this Regulation; specific 
modifications to the handling of OBD information to deal independently with vehicle operation on petrol or on gas; and 
the type-approval of gas-fuelled vehicles that contain a limited number of minor deficiencies.  
For the purposes of point (b), where manufacturers use diagnostic and test tools in accordance with ISO 22900 Modular 
Vehicle Communication Interface (MVCI) and ISO 22901 Open Diagnostic Data Exchange (ODX) in their franchised 
networks, the ODX files shall be accessible to independent operators via the web site of the manufacturer.  
9. The Forum on Access to Vehicle Information (the Forum).  
The Forum shall consider whether access to information affects the advances made in reducing vehicle theft and shall 
make recommendations for improving the requirements relating to access to information. In particular, the Forum shall 
advise the Commission on the introduction of a process for approving and authorising independent operators by 
accredited organisations to access information on vehicle security.  
The Commission may decide to keep the discussions and findings of the Forum confidential.  
Article 14  
Compliance with the obligations regarding access to vehicle OBD and vehicle repair and maintenance 
information  
1. An approval authority may, at any time, whether on its own initiative, on the basis of a complaint, or on the basis 
of an assessment by a technical service, check the compliance of a manufacturer with the provisions of Regulation (EC) 
No 715/2007, this Regulation, and the terms of the Certificate on Access to Vehicle OBD and Vehicle Repair and 
Maintenance Information.  
2. Where an approval authority finds that the manufacturer has failed to comply with its obligations regarding access 
to vehicle OBD and vehicle repair and maintenance information, the approval authority which granted the relevant type 
approval shall take appropriate steps to remedy the situation.  
3. The steps referred to in paragraph 2 may include withdrawal or suspension of type-approval, fines, or other 
measures adopted in accordance with Article 13 of Regulation (EC) No 715/2007.EN L 175/14 Official Journal of the European Union 7.7.2017
 
4. The approval authority shall proceed to an audit in order to verify compliance by the manufacturer with the 
obligations concerning access to vehicle OBD and vehicle repair and maintenance information, if an independent operator 
or a trade association representing independent operators files a complaint to the approval authority.  
5. When carrying out the audit, the approval authority may ask a technical service or any other independent expert to 
carry out an assessment to verify whether these obligations are met.  
Article 15  
Transitional provisions  
1. Until 31 August 2017 in the case of categories M1, M2 and category N1 class I vehicles, and until 31 August 2018 
in the case of N1 vehicles of class II and III and category N2 vehicles manufacturers may request type-approval to be 
granted in accordance with this Regulation. Where such request is not made, Regulation (EC) No 692/2008 shall apply.  
2. With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from 
1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, national authorities shall refuse, 
on grounds relating to emissions or fuel consumption, to grant EC type approval or national type approval, in respect to 
new vehicle types which do not comply with this Regulation.  
3. With effect from 1 September 2018 in the case of categories M1, M2 and category N1 class I vehicles, and from 
1 September 2019 in the case of N1 vehicles of class II and III and category N2 vehicles, national authorities shall, on 
grounds relating to emissions or fuel consumption, in the case of new vehicles which do not comply with this 
Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 26 of Directive 
2007/46/EC and shall prohibit the registration, sale or entry into service of such vehicles.  
4. Until three years after the dates specified in Article 10(4) of Regulation (EC) No 715/2007 in the case of new 
vehicle types and four years after the dates specified in Article 10(5) of that Regulation in the case of new vehicles, the 
following provisions shall apply:  
(a) the requirements of point 2.1 of Annex IIIA shall not apply;  
(b) the requirements of Annex IIIA other than that in point 2.1, including the requirements with regard to RDE tests to 
be performed and data to be recorded and made available, shall apply only to new type approvals granted in 
accordance with Regulation (EC) No 715/2007 from 27 July 2017;  
(c) the requirements of Annex IIIA shall not apply to type approvals granted to small volume manufacturers;  
(d) where the requirements set out in Appendices 5 and 6 of Annex IIIA are satisfied for only one of the two data 
evaluation methods described in those Appendices, one additional RDE test shall be performed;  
where those requirements are again satisfied for only one method, the analysis of the completeness and normality 
shall be recorded for both methods and the calculation required by point 9.3 of Annex IIIA may be limited to the 
method for which the completeness and normality requirements are satisfied; the data of both RDE tests and of the 
analysis of the completeness and normality shall be recorded and made available for examining the difference in the 
results of the two data evaluation methods;  
(e) the power at the wheels of the test vehicle shall be determined either by wheel hub torque measurement or from the 
CO  2 mass flow using ‘Velines’ in accordance with point 4 of Appendix 6 to Annex IIIA.  
5. Until 8 years after the dates given in Article 10(4) of Regulation (EC) No 715/2007:  
(a) type 1/I tests performed and completed in accordance to Regulation (EC) No 692/2008 until 3 years after the dates 
given in Article 10(4) of Regulation (EC) No 715/2007 shall be valid for the purposes of fulfilling the requirements of 
Annex VII and/or Appendix 1 to Annex XI to this Regulation;EN 7.7.2017 Official Journal of the European Union L 175/15
 
(b) procedures performed in accordance with section 3.13. of Annex III to Regulation (EC) No 692/2008 until 3 years 
after the dates given in Article 10(4) of Regulation (EC) 715/2007 shall be accepted by the approval authority for the 
purposes of fulfilling the requirements of the second paragraph of point 1.1 of Appendix 1 to Sub-Annex 6 to Annex 
XXI of this Regulation.  
6. In order to ensure a fair treatment of previously existing type-approvals, the Commission shall examine the 
consequences of Chapter V of Directive 2007/46/EC for the purposes of this Regulation.  
Article 16  
Amendments to Directive 2007/46/EC  
Directive 2007/46/EC is amended in accordance with Annex XVIII to this Regulation.  
Article 17  
Amendments to Regulation (EC) No 692/2008  
Regulation (EC) No 692/2008 is amended as follows:  
(1) In Article 6, paragraph 1, shall be replaced by the following text:  
‘1. If all the relevant requirements are met, the approval authority shall grant an EC type-approval and issue a type- 
approval number in accordance with the numbering system set out in Annex VII to Directive 2007/46/EC.  
Without prejudice to the provisions of Annex VII to Directive 2007/46/EC, Section 3 of the type-approval number 
shall be drawn up in accordance with Appendix 6 to Annex I to this Regulation.  
An approval authority shall not assign the same number to another vehicle type.  
The requirements of Regulation (EC) No 715/2007 shall be deemed to be met if all the following conditions are 
fulfilled:  
(a) the requirements of Article 3(10) of this Regulation are met;  
(b) the requirements of Article 13 of this Regulation are met;  
(c) the vehicle has been approved according to UN/ECE Regulations No 83, series of amendments 07; No 85 and its 
supplements, No 101, Revision 3 (comprising series of amendments 01 and their supplements) and in the case of 
compression ignition vehicles No 24 Part III, series of amendments 03.  
(d) the requirements of Article 5(11) and (12) are met.’  
(2) the following Article 16a is added:  
‘Article 16a  
Transitional provisions  
With effect from 1 September 2017 in the case of categories M1, M2 and category N1 class I vehicles, and from 
1 September 2018 in the case of N1 vehicles of class II and III and category N2 vehicles, this Regulation shall only 
apply for the purposes of assessing the following requirements of vehicles type-approved in accordance with this 
Regulation before those dates:  
(a) conformity of production in accordance with Article 8;EN L 175/16 Official Journal of the European Union 7.7.2017
 
(b) in-service conformity in accordance with Article 9;  
(c) access to vehicle OBD and vehicle repair and maintenance information in accordance with Article 13;  
This Regulation shall also apply for the purposes of the correlation procedure set out in Commission Implementing 
Regulations (EU) 2017/1152 (*) and (EU) 2017/1153 (**).  
___________  
(*) Commission Implementing Regulation (EU) 2017/1152 of 2 June 2017 setting out a methodology for deter ­
mining the correlation parameters necessary for reflecting the change in the regulatory test procedure with regard 
to light commercial vehicles and amending Implementing Regulation (EU) No 293/2012 (See page 644 of this 
Official Journal).  
(**) Commission Implementing Regulation (EU) 2017/1153 of 2 June 2017 setting out a methodology for deter ­
mining the correlation parameters necessary for reflecting the change in the regulatory test procedure and 
amending Regulation (EU) No 1014/2010 (See page 679 of this Official Journal).’  
(3) Annex I is amended in accordance with Annex XVII to this Regulation.  
Article 18  
Amendments to Commission Regulation (EU) No 1230/2012  ( 1 ) 
In Regulation (EU) No 1230/2012, Article 2(5) is replaced by the following:  
‘(5) “Mass of the optional equipment” means the maximum mass of the combinations of optional equipment which 
may be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's 
specifications;’  
Article 19  
Repeal  
Regulation (EC) No 692/2008 is repealed as from 1 January 2022.  
Article 20  
Entry into force and application  
This Regulation shall enter into force on the twentieth day following its publication in the  Official Journal of the European 
Union . 
This Regulation shall be binding in its entirety and directly applicable in all Member States.  
Done at Brussels, 1 June 2017.  
For the Commission  
The President  
Jean-Claude JUNCKEREN 7.7.2017 Official Journal of the European Union L 175/17  
( 1 ) Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) No 661/2009 of the European 
Parliament and of the Council with regard to type-approval requirements for masses and dimensions of motor vehicles and their 
trailers and amending Directive 2007/46/EC of the European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).
 LIST OF ANNEXES  
ANNEX I  Administrative provisions for EC type-approval  
Appendix 1  Verification of conformity of production for Type 1 test — statistical method  
Appendix 2  Calculations for Conformity of Production for EVs  
Appendix 3  Model information document  
Appendix 4  Model EC type-approval certificate  
Appendix 5  OBD related information  
Appendix 6  EC type-approval certificate numbering system  
Appendix 7  Manufacturer's certificate of compliance with OBD in-use performance requirements  
Appendix 8a  Type 1 test Test Report template (including ATCT) with minimum reporting requirements  
Annex for reporting Co2mpass  
Appendix 8b  Road Load Test Report template with minimum reporting requirements  
Appendix 8c  Test Sheet template  
ANNEX II  In-service conformity  
Appendix 1  In-service conformity check  
Appendix 2  Statistical procedure for tailpipe emissions in-service conformity testing  
Appendix 3  Responsibilities for in-service conformity  
ANNEX IIIA  Real Driving Emissions (RDE)  
ANNEX IV  Emissions data required at type-approval for roadworthiness purposes  
Appendix 1  Measuring carbon monoxide emissions at engine idling speeds (Type 2 test)  
Appendix 2  Measurement of smoke opacity  
ANNEX V  Verifying emissions of crankcase gases (Type 3 test)  
ANNEX VI  Determination of evaporative emissions (Type 4 test)  
ANNEX VII  Verifying the durability of pollution control devices (Type 5 test)  
Appendix 1  Standard Bench Cycle (SBC)  
Appendix 2  Standard Diesel Bench Cycle (SDBC)  
Appendix 3  Standard Road Cycle (SRC)  
ANNEX VIII  Verifying the average exhaust emissions at low ambient temperatures (Type 6 test)  
ANNEX IX  Specifications of reference fuels  
ANNEX X  Reserved  
ANNEX XI  On-board diagnostics (OBD) for motor vehicles  
Appendix 1  Functional aspects of OBD systemsEN L 175/18 Official Journal of the European Union 7.7.2017
 
Appendix 2  Essential characteristics of the vehicle family  
ANNEX XII  Type-Approval of vehicles fitted with eco-innovations and Determination of CO  2 emissions and fuel 
consumption from N1 vehicles submitted to multi-stage type-approval  
ANNEX XIII  EC Type-approval of replacement pollution control devices as separate technical unit  
Appendix 1  Model information document  
Appendix 2  Model EC type-approval certificate  
Appendix 3  Model EC type-approval mark  
ANNEX XIV  Access to vehicle OBD and vehicle repair and maintenance information  
Appendix 1  Certificate of compliance  
ANNEX XV  Reserved  
ANNEX XVI  Requirements for vehicles that use a reagent for the exhaust after-treatment system  
ANNEX XVII  Amendments to Regulation (EC) No 692/2008  
ANNEX XVIII  Amendments to Directive 2007/46/EC  
ANNEX XIX  Amendments to Regulation (EU) No 1230/2012  
ANNEX XX  Measurement of net engine power  
ANNEX XXI  Type 1 emissions test proceduresEN 7.7.2017 Official Journal of the European Union L 175/19
 
ANNEX I  
ADMINISTRATIVE PROVISIONS FOR EC TYPE-APPROVAL  
1. ADDITIONAL REQUIREMENTS FOR GRANTING OF EC TYPE-APPROVAL  
1.1. Additional requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.  
1.1.1. The additional requirements for granting of type-approval for mono fuel gas vehicles, and bi-fuel gas vehicles 
shall be those set out in sections 1, 2 and 3 and Appendices 1 and 2 to Annex 12 to UN/ECE Regulation No 
83, with the exceptions set out below.  
1.1.2. The reference in paragraphs 3.1.2. and 3.1.4. of Annex 12 to UN/ECE Regulation No 83 to reference fuels of 
Annex 10a shall be understood as being reference to the appropriate reference fuel specifications in Section A of 
Annex IX to this Regulation.  
1.2. Additional requirements for flex fuel vehicles  
The additional requirements for granting of type-approval for flex fuel vehicles shall be those set out in 
paragraph 4.9. of UN/ECE Regulation No 83.  
2. ADDITIONAL TECHNICAL REQUIREMENTS AND TESTS  
2.1. Small volume manufacturers  
2.1.1. List of legislative acts referred to in Article 3(3):  
Legislative Act  Requirements  
The California Code of Regulations, Title 13, Sections 
1961(a) and 1961(b)(1)(C)(1) applicable to 2001 and 
later model year vehicles, 1968.1, 1968.2, 1968.5, 
1976 and 1975, published by Barclay’s Publishing  Type-approval must be granted under the California 
Code of Regulations applicable to the most recent 
model year of light-duty vehicle.  
2.2. Inlets to fuel tanks  
2.2.1. The requirements for inlets to fuel tanks shall be those specified in paragraphs 5.4.1. and 5.4.2. of Annex XXI 
and point 2.2.2 below.  
2.2.2. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler 
cap. This may be achieved by using one of the following:  
(a) an automatically opening and closing, non-removable fuel filler cap,  
(b) design features which avoid excess evaporative emissions in the case of a missing fuel filler cap,  
(c) any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler 
cap, a chained filler cap or one utilizing the same locking key for the filler cap as for the vehicle’s ignition. 
In this case the key shall be removable from the filler cap only in the locked condition.  
2.3. Provisions for electronic system security  
2.3.1. The provisions for electronic system security shall be those specified in paragraph 5.5 of Annex XXI and points 
2.3.2 and 2.3.3 below.  
2.3.2 In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take 
adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service.EN L 175/20 Official Journal of the European Union 7.7.2017
 
2.3.3. Manufacturers shall effectively deter reprogramming of the odometer readings, in the board network, in any 
powertrain controller as well as in the transmitting unit for remote data exchange if applicable. Manufacturers 
shall include systematic tamper-protection strategies and write-protect features to protect the integrity of the 
odometer reading. Methods giving an adequate level of tamper protection shall be approved by the approval 
authority.  
2.4. Application of tests  
2.4.1. Figure I.2.4 illustrates the application of the tests for type-approval of a vehicle. The specific test procedures are 
described in Annexes II, 111A, IV, V, VI, VII, VIII, XI, XVI, XX and XXI.EN 7.7.2017 Official Journal of the European Union L 175/21
 EN L 175/22 Official Journal of the European Union 7.7.2017
 Figure I.2.4  
Application of test requirements for type-approval and extensions  
Vehicle category  Vehicles with positive ignition engines including hybrids1 Vehicles with 
compression ignition 
engines including 
hybrids  Pure electric 
vehicles  Hydrogen 
fuel cell 
vehicles  
Mono fuel  Bi-fuel3 Flex-fuel3 
Reference fuel  Petrol 
(E10)  LPG  NG/Bio ­
methane  Hydro ­
gen 
(ICE)  Petrol 
(E10)  Petrol 
(E10)  Petrol (E10)  Petrol (E10)  Diesel 
(B7)  5 — Hydrogen 
(Fuel Cell)  
LPG  NG/Bio ­
methane  Hydrogen 
(ICE)  4 Ethanol 
(E85)  
Gaseous pollutants 
(Type 1 test)  Yes Yes  Yes  Yes4 Yes 
(both 
fuels)  Yes 
(both 
fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes —  —  
PM 
(Type 1 test)  Yes2 — —  —  Yes2 
(petrol 
only)  Yes2 
(petrol 
only)  Yes2 
(petrol only)  Yes2 
(both fuels)  Yes —  —  
PN Yes2 — —  —  Yes2 
(petrol 
only)  Yes2 
(petrol 
only)  Yes2 
(petrol only)  Yes2 
(both fuels)  Yes —  —  
Gaseous pollutants, RDE 
(Type 1A test)  Yes Yes  Yes  Yes (4 ) Yes (both 
fuels)  Yes (both 
fuels)  Yes (both 
fuels)  Yes (both fuels)  Yes  —  —  
PN, RDE (Type 1A test)  Yes  —  —  —  Yes (both 
fuels)  Yes (both 
fuels  Yes (both 
fuels  Yes (both fuels)  Yes  —  —  
Idle emissions 
(Type 2 test)  Yes Yes  Yes  —  Yes 
(both 
fuels)  Yes 
(both 
fuels)  Yes 
(petrol only)  Yes 
(both fuels)  — —  —  
Crankcase emissions 
(Type 3 test)  Yes Yes  Yes  —  Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(petrol only)  — —  —
EN 7.7.2017 Official Journal of the European Union L 175/23
 Vehicle category  Vehicles with positive ignition engines including hybrids1 Vehicles with 
compression ignition 
engines including 
hybrids  Pure electric 
vehicles  Hydrogen 
fuel cell 
vehicles  
Mono fuel  Bi-fuel3 Flex-fuel3 
Evaporative emissions 
(Type 4 test)  Yes —  —  —  Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(petrol only)  — —  —  
Durability 
(Type 5 test)  Yes Yes  Yes  Yes  Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(petrol only)  Yes —  —  
Low temperature 
emissions 
(Type 6 test)  Yes —  —  —  Yes 
(petrol 
only)  Yes 
(petrol 
only)  Yes 
(petrol only)  Yes 
(both fuels)  — —  —  
In-service conformity  Yes  Yes  Yes  Yes  Yes 
(both 
fuels)  Yes 
(both 
fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes —  —  
On-board diagnostics  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  —  —  
CO  2 emissions, fuel 
consumption, electric 
energy consumption and 
electric range  Yes Yes  Yes  Yes  Yes 
(both 
fuels)  Yes 
(both 
fuels)  Yes 
(both fuels)  Yes 
(both fuels)  Yes Yes  Yes  
Smoke opacity  —  —  —  —  —  —  —  —  Yes  —  —  
Engine power  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes  Yes
 3. EXTENSIONS TO TYPE-APPROVALS  
3.1. Extensions for tailpipe emissions (type 1 and type 2 tests)  
3.1.1. The type-approval shall be extended to vehicles if they conform to the criteria of Article 2 (1).  
3.1.2. Vehicles with periodically regenerating systems  
For Ki tests undertaken under Appendix 1 to Sub-Annex VI to Annex XXI (WLTP), the type-approval shall be 
extended to vehicles if they conform to the criteria of paragraph 5.9. of Annex XXI.  
For Ki tests undertaken under Annex 13 of UN/ECE Regulation No 83 (NEDC) the type-approval shall 
be extended to vehicles according to the requirements of Section 3.1.4. of Annex I to Regulation (EC) 
No 692/2008.  
3.2. Extensions for evaporative emissions (type 4 test)  
3.2.1. The type-approval shall be extended to vehicles equipped with a control system for evaporative emissions which 
meet the following conditions:  
3.2.1.1. The basic principle of fuel/air metering (e.g. single point injection) is the same.  
3.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses are identical.  
3.2.1.3. The worst-case vehicle with regard to the cross-section and approximate hose length shall be tested. Whether 
non-identical vapour/liquid separators are acceptable is decided by the technical service responsible for the type- 
approval tests.  
3.2.1.4. The fuel tank volume is within a range of ± 10 %.  
3.2.1.5. The setting of the fuel tank relief valve is identical.  
3.2.1.6. The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if 
used for evaporative emission control), etc.  
3.2.1.7. The method of purging of the stored vapour is identical (e.g. air flow, start point or purge volume over the 
preconditioning cycle).  
3.2.1.8. The method of sealing and venting of the fuel metering system is identical.  
3.2.2. The type-approval shall be extended to vehicles with:  
3.2.2.1. different engine sizes;  
3.2.2.2. different engine powers;  
3.2.2.3. automatic and manual gearboxes;  
3.2.2.4. two and four wheel transmissions;  
3.2.2.5. different body styles; and  
3.2.2.6. different wheel and tyre sizes.  
3.3. Extensions for durability of pollution control devices (type 5 test)  
3.3.1. The type-approval shall be extended to different vehicle types, provided that the vehicle, engine or pollution 
control system parameters specified below are identical or remain within the prescribed tolerances:EN L 175/24 Official Journal of the European Union 7.7.2017
 
3.3.1.1. Vehicle:  
Inertia category: the two inertia categories immediately above and any inertia category below.  
Total road load at 80 km/h: + 5 % above and any value below.  
3.3.1.2. Engine  
(a) engine cylinder capacity (± 15 %),  
(b) number and control of valves,  
(c) fuel system,  
(d) type of cooling system,  
(e) combustion process.  
3.3.1.3. Pollution control system parameters:  
(a) Catalytic converters and particulate filters:  
number of catalytic converters, filters and elements,  
size of catalytic converters and filters (volume of monolith ± 10 %),  
type of catalytic activity (oxidizing, three-way, lean NO  x trap, SCR, lean NO  x catalyst or other),  
precious metal load (identical or higher),  
precious metal type and ratio (± 15 %),  
substrate (structure and material),  
cell density,  
temperature variation of no more than 50 K at the inlet of the catalytic converter or filter. This temperature 
variation shall be checked under stabilized conditions at a vehicle speed of 120 km/h and the load setting of 
the type 1 test.  
(b) Air injection:  
with or without  
type (pulsair, air pumps, other(s))  
(c) EGR:  
with or without  
type (cooled or non-cooled, active or passive control, high pressure or low pressure).  
3.3.1.4. The durability test may be carried out using a vehicle, which has a different body style, gear box (automatic or 
manual) and size of the wheels or tyres, from those of the vehicle type for which the type-approval is sought.EN 7.7.2017 Official Journal of the European Union L 175/25
 
3.4. Extensions for on-board diagnostics  
3.4.1. The type-approval shall be extended to different vehicles with identical engine and emission control systems as 
defined in Annex XI, Appendix 2. The type-approval shall be extended regardless of the following vehicle 
characteristics:  
(a) engine accessories;  
(b) tyres;  
(c) equivalent inertia;  
(d) cooling system;  
(e) overall gear ratio;  
(f) transmission type; and  
(g) type of bodywork.  
3.5 Extensions for low temperature test (type 6 test)  
3.5.1. Vehicles with different reference masses  
3.5.1.1. The type-approval shall be extended only to vehicles with a reference mass requiring the use of the next two 
higher equivalent inertia or any lower equivalent inertia.  
3.5.1.2. For category N vehicles, the approval shall be extended only to vehicles with a lower reference mass, if the 
emissions of the vehicle already approved are within the limits prescribed for the vehicle for which extension of 
the approval is requested.  
3.5.2. Vehicles with different overall transmission ratios  
3.5.2.1. The type-approval shall be extended to vehicles with different transmission ratios only under certain conditions.  
3.5.2.2. To determine whether type-approval can be extended, for each of the transmission ratios used in the type 6 test, 
the proportion, 
ðEÞ ¼ ðV 2 Ä V 1 Þ=V 1 
shall be determined where, at an engine speed of 1 000 min  –1 , V 1 is the speed of the vehicle-type approved and 
V 2 is the speed of the vehicle type for which extension of the approval is requested.  
3.5.2.3. If, for each transmission ratio, E ≤ 8 %, the extension shall be granted without repeating the type 6 test.  
3.5.2.4. If, for at least one transmission ratio, E > 8 %, and if, for each gear ratio, E ≤ 13 %, the type 6 test shall be 
repeated. The tests may be performed in a laboratory chosen by the manufacturer subject to the approval of the 
technical service. The report of the tests shall be sent to the technical service responsible for the type-approval 
tests.  
3.5.3. Vehicles with different reference masses and transmission ratios  
The type-approval shall be extended to vehicles with different reference masses and transmission ratios, provided 
that all the conditions prescribed in paragraphs 3.5.1 and 3.5.2 are fulfilled.EN L 175/26 Official Journal of the European Union 7.7.2017
 
4. CONFORMITY OF PRODUCTION  
4.1. Introduction  
4.1.1. Every vehicle produced under a Type Approval according to this Regulation shall be so manufactured as to 
conform to the type approval requirements of this Regulation. The Manufacturer shall implement adequate 
arrangements and documented control plans and carry-out at specified intervals as given in this regulation the 
necessary emission and OBD tests to verify continued conformity with the approved type. The approval 
authority shall verify and agree with these arrangements and control plans of the manufacturer and perform 
audits and conduct emission and OBD tests at specific intervals, as given in this regulation, at the premises of 
the manufacturer, including production and test facilities as part of the product conformity and continued 
verification arrangements as described in Annex X of Directive 2007/46/EC.  
4.1.2. The manufacturer shall check the conformity of production by testing the emissions of pollutants (given in 
Table 2 of Annex I to Regulation (EC) No 715/2007), the emission of CO  2 (along with the measurement of 
electric energy consumption, EC), the crankcase emissions, evaporative emissions and the OBD. The verification 
shall therefore include the tests of types 1, 3, 4 and the test for OBD, as described in section 2.4 of this Annex 
and the relevant annexes quoted therein. The specific procedures for conformity of production are set out in 
Sections 4.2 to 4.7 and Appendixes 1 and 2.  
4.1.3. For the purposes of the manufactures conformity of production check, the family means the CO  2 interpolation 
family for tests of Type 1 and 3, includes for the Type 4 test the extensions described in paragraph 3.2 of this 
Annex and the OBD family with the extensions described in paragraph 3.3 of this Annex for the OBD tests.  
4.1.4. The frequency for product verification performed by the manufacturer shall be based on a risk assessment 
methodology consistent with the international standard ISO 31000:2009 — Risk Management — Principles and 
guidelines and at least for Type 1 with a minimum frequency of one verification per 5 000 vehicles produced 
per family or once per year, whichever comes first.  
4.1.5. The Approval Authority which has granted type-approval may at any time verify the conformity control 
methods applied in each production facility.  
For the purpose of this regulation the Approval Authority shall perform audits for verifying the manufacturers 
arrangements and documented control plans at the premises of the manufacturer on a risk assessment 
methodology consistent with the international standard ISO 31000:2009 — Risk Management — Principles 
and guidelines and, in all cases, with a minimum frequency of one audit per year.  
If the Approval Authority is not satisfied with the auditing procedure of the manufacturer, physical test shall 
directly be carried out on production vehicles as described in Sections 4.2 to 4.9.  
4.1.6. The normal frequency of physical test verifications by the Approval Authority shall be based on the results of 
the auditing procedure of the manufacturer on a risk assessment methodology and in all cases with a minimum 
frequency of one verification test per three years. The Approval Authority shall conduct these physical emission 
tests and OBD tests on production vehicles as described in Sections 4.2 to 4.9.  
In the case of the manufacturer running the physical tests, the Approval Authority shall witness the tests at the 
manufacturer's facility.  
4.1.7. The Approval Authority shall report the results of all audit checks and physical tests performed on verifying 
conformity of the manufacturers and file it for a period of minimum 10 years. These reports should be available 
for other type approval authorities and the European Commission on request.  
4.1.8. In case of non-conformity Article 30 of Directive 2007/46/EC shall apply.  
4.2. Checking the conformity of the vehicle for a type 1 test  
4.2.1. The Type 1 test shall be carried out on production vehicles of a valid member of the CO  2 interpolation family 
as described in the TA certificate. The limit values against which to check conformity for pollutants are set outEN 7.7.2017 Official Journal of the European Union L 175/27
 
in Table 2 of Annex I to Regulation (EC) No 715/2007. As regards CO  2 emissions, the limit value shall be the 
value determined by the manufacturer for the selected vehicle in accordance with the interpolation methodology 
set out in Sub-Annex 7 of Annex XXI. The interpolation calculation shall be verified by the approval authority.  
4.2.2. A sample of three vehicles shall be selected at random in the family. After selection by the approval authority, 
the manufacturer shall not undertake any adjustment to the vehicles selected.  
4.2.2.1. The selection shall only include finalised production vehicles which have completed a maximum of 80 km and 
those vehicles will be referred to as zero km vehicles for the purposes of checking conformity against Type 1 
test. The vehicle shall be tested on the appropriate WLTP cycle as described in Annex XXI to this Regulation 
notwithstanding the requirements for test repetitions, or km of vehicles. The test results shall be the values after 
all corrections according to this regulation are applied.  
4.2.3. The statistical method for calculating the test criteria is described in Appendix 1.  
The production of a family shall be deemed to not conform when a fail decision is reached for one or more of 
the pollutants and CO  2 values, according to the test criteria in Appendix 1.  
The production of a family shall be deemed to conform once a pass decision is reached for all the pollutants 
and CO  2 values according to the test criteria in Appendix 1.  
When a pass decision has been reached for one pollutant, that decision shall not be changed by any additional 
tests carried out to reach a decision for the other pollutants and CO  2 values.  
If a pass decision is not reached for all the pollutants and CO  2 values, a test shall be carried out on another 
vehicle, up to the maximum of 16 vehicles, and the procedure described in Appendix 1 for taking a pass or fail 
decision shall be repeated (see Figure I.4.2).EN L 175/28 Official Journal of the European Union 7.7.2017
 
Figure I.4.2
  
4.2.4. At the request of the manufacturer and with the acceptance of the approval authority, tests may be carried out 
on a vehicle of the family with a maximum of 15 000 km in order to establish measured evolution coefficients 
EvC for pollutants/CO  2 for each family. The running-in procedure shall be conducted by the manufacturer, who 
shall not to make any adjustments to these vehicles.  
4.2.4.1. In order to establish a measured evolution coefficient with a run-in vehicle the procedure shall be as follows:  
(a) the pollutants/CO  2 shall be measured at a mileage of at most 80 km and at ‘x’ km of the first tested vehicle;EN 7.7.2017 Official Journal of the European Union L 175/29
 
(b) the evolution coefficient (EvC) of the pollutants/CO  2 between 80 km and ‘x’ km shall be calculated as:  
EvC  meas ¼ values at ‘x’ km =values at 80 km  
(c) the other vehicles in the interpolation family shall not be run in, but their zero km emissions/EC/CO  2 shall 
be multiplied by the evolution coefficient of the first run-in vehicle. In this case, the values to be taken for 
testing as in Appendix 1 shall be:  
(i) the values at ‘x’ km for the first vehicle;  
(ii) the values at zero km multiplied by the relevant evolution coefficient for the other vehicles.  
4.2.4.2. All these tests shall be conducted with commercial fuel. However, at the manufacturer’s request, the reference 
fuels described in Annex IX may be used.  
4.2.4.3. When checking the conformity of production for CO  2 , as an alternative to the procedure mentioned in Section 
4.2.4.1 the vehicle manufacturer may use a fixed evolution coefficient EvC of 0,98 and multiply all values of 
CO  2 measured at zero km by this factor.  
4.2.5 Tests for conformity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a 
commercial fuel of which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, or of one 
of the high or low caloric fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to 
the approval authority.  
4.2.6. Vehicles fitted with eco-innovations  
4.2.6.1. In the case of a vehicle type fitted with one or more eco-innovations, within the meaning of Article 12 of 
Regulation (EC) No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles, 
the conformity of production shall be demonstrated with respect to the eco-innovations, by checking the 
presence of the correct eco-innovation(s) in question.  
4.3. PEVs  
4.3.1 Measures to ensure the conformity of production with regard to electric energy consumption (EC) shall be 
checked on the basis of the type-approval certificate set out in Appendix 4 to this Annex.  
4.3.2. Electric energy consumption verification for conformity of production  
4.3.2.1. During the conformity of production procedure, the break-off criterion for the Type 1 test procedure according 
to paragraph 3.4.4.1.3 of Sub-Annex 8 to Annex XXI of this Regulation (consecutive cycle procedure) and 
paragraph 3.4.4.2.3. of Sub-Annex 8 to Annex XXI of this Regulation (Shortened Test Procedure) shall be 
replaced with the following:  
The break-off criterion for the conformity of production procedure shall be reached with having finished the 
first applicable WLTP test cycle.  
4.3.2.2. During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to 
the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven 
distance in this applicable WLTP test cycle.  
4.3.2.3. The value determined according to paragraph 4.3.2.2 shall be compared to the value determined according to 
paragraph 1.2 of Appendix 2.  
4.3.2.4. Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. 
For the purposes of this conformity check, the terms pollutants/CO  2 shall be replaced by EC.EN L 175/30 Official Journal of the European Union 7.7.2017
 
4.4. OVC-HEVs  
4.4.1. Measures to ensure the conformity of production with regard to CO  2 mass emission and electric energy 
consumption from OVC-HEV shall be checked on the basis of the description in the type-approval certificate 
set out in Appendix 4 to this Annex.  
4.4.2. CO  2 mass emission verification for conformity of production  
4.4.2.1. The vehicle shall be tested according to the charge-sustaining Type 1 test as described in paragraph 3.2.5. of 
Sub-Annex 8 to Annex XXI of this Regulation.  
4.4.2.2. During this test, the charge-sustaining CO  2 mass emission shall be determined according to Table A8/5 of Sub- 
Annex 8 to Annex XXI of this Regulation and compared to the charge-sustaining CO  2 mass emission according 
to paragraph 2.3 of Appendix 2.  
4.4.2.3. Conformity for CO  2 emissions shall be checked using the statistical procedures described in Section 4.2 and 
Appendix 1.  
4.4.3. Electric energy consumption verification for conformity of production  
4.4.3.1. During the conformity of production procedure, the end of the charge-depleting Type 1 test procedure 
according to paragraph 3.2.4.4. of Sub-Annex 8 to Annex XXI of this Regulation shall be replaced with the 
following:  
The end of the charge-depleting Type 1 test procedure for the conformity of production procedure shall be 
reached with having finished the first applicable WLTP test cycle.  
4.4.3.2. During this first applicable WLTP test cycle, the DC energy from the REESS(s) shall be measured according to 
the method described in Appendix 3 of Sub-Annex 8 to Annex XXI of this Regulation and divided by the driven 
distance in this applicable WLTP test cycle.  
4.4.3.3. The value determined according to paragraph 4.5.3.2. of this Regulation shall be compared to the value 
determined according to paragraph 2.4. of Appendix 2.  
4.4.1.4. Conformity for EC shall be checked using the statistical procedures described in Section 4.2 and Appendix 1. 
For the purposes of this conformity check, the terms pollutants/CO  2 shall be replaced by EC.  
4.5. Checking the conformity of the vehicle for a Type 3 test  
4.5.1. If a verification of the Type 3 test is to be carried out, it shall be conducted in accordance with the following 
requirements:  
4.5.1.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be 
randomly taken from the family and subjected to the tests described in Annex V.  
4.5.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in 
Annex V.  
4.5.1.3. If the vehicle tested does not satisfy the requirements of Section 4.5.1.1, a further random sample of four 
vehicles shall be taken from the same family and subjected to the tests described in Annex V. The tests may be 
carried out on vehicles which have completed a maximum of 15 000 km with no modifications.  
4.5.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests 
described in Annex V.  
4.6. Checking the conformity of the vehicle for a Type 4 test  
4.6.1. If a verification of the Type 4 test is to be carried out, it shall be conducted in accordance with the following 
requirements:EN 7.7.2017 Official Journal of the European Union L 175/31
 
4.6.1.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be 
randomly taken from the family and subjected to the tests described in Annex VI, or at least as in paragraph 7 
of Annex 7 of UN Regulation 83.  
4.6.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in 
Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed.  
4.6.1.3. If the vehicle tested does not satisfy the requirements of section 4.6.1.1, a further random sample of four 
vehicles shall be taken from the same family and subjected to the tests described in Annex VI, or at least as in 
paragraph 7 of Annex 7 of UN Regulation 83. The tests may be carried out on vehicles which have completed a 
maximum of 15 000 km with no modifications.  
4.6.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests 
described in Annex VI, or paragraph 7 of Annex 7 of UN Regulation 83 depending on the test performed.  
4.7. Checking the conformity of the vehicle for On-board Diagnostics (OBD)  
4.7.1. If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance 
with the following requirements:  
4.7.1.1. When the approval authority determines that the quality of production seems unsatisfactory, a vehicle shall be 
randomly taken from the family and subjected to the tests described in Appendix 1 to Annex XI.  
4.7.1.2. The production shall be deemed to conform if this vehicle meets the requirements of the tests described in 
Appendix 1 to Annex XI.  
4.7.1.3. If the vehicle tested does not satisfy the requirements of section 4.7.1.1, a further random sample of four 
vehicles shall be taken from the same family and subjected to the tests described in Appendix 1 to Annex XI. 
The tests may be carried out on vehicles which have completed a maximum of 15 000 km with no modifi ­
cations.  
4.7.1.4. The production shall be deemed to conform if at least three vehicles meet the requirements of the tests 
described in Appendix 1 to Annex XI.EN L 175/32 Official Journal of the European Union 7.7.2017
 
Appendix 1  
Verification of conformity of production for Type 1 test—statistical method  
1. This appendix describes the procedure to be used to verify the production conformity requirements for the Type 1 test 
for pollutants/CO  2 , including conformity requirements for PEVs and OVC-HEVs.  
2. Measurements of the pollutants specified in Table 2 of Annex I to Regulation (EC) No 715/2007 and the emission of 
CO  2 shall be carried out on a minimum number of 3 vehicles, and consecutively increase until a pass or fail decision 
is reached.  
From the number of  N tests:  x 1, x 2, … x  N, the average  X tests and the variance  VAR  are to be determined from all  N 
measurements:  
X tests ¼ ðx 1 þ x 2 þ x 3 þ … þ x N Þ=N 
and 
VAR ¼ ððx 1 Ä X tests Þ 2 þ ðx 2 Ä X tests Þ 2 þ … þ ðx N Ä X tests Þ 2 Þ=ðN Ä 1Þ 
3. For each number of tests, one of the three following decisions (see (i) to ((iii) below) can be reached for pollutants 
based on the limit value  L for each pollutant, the average of all  N tests:  X tests , the variance of the test results  VAR  and 
the number of tests  N: 
(i) Pass the family if  X tests< A Ü L Ä VAR =L 
(ii) Fail the family if  X tests> A Ü L Ä ððN Ä 3Þ=13Þ Ü VAR =L 
(iii) Take another measurement if: 
A Ü L Ä VAR =L Ï X tests< A Ü L Ä ððN Ä 3Þ=13Þ Ü VAR =L 
For the measurement of pollutants the factor A is set at 1,05 in order to take into account inaccuracies in the 
measurements.  
4. For CO  2 and EC the normalised values for CO  2 and EC shall be used:  
x i ¼ CO  2testÄi=CO  2declared : 
x i ¼ EC  testÄi=EC  DC; COP  
In the case of CO  2 and EC the factor A is set at 1.01 and the value for L is set at 1. So in the case of CO  2 and EC the 
criteria are simplified to:  
(i) Pass the family if  X tests< A Ä VAR  
(ii) Fail the family if  X tests> A Ä ððN Ä 3Þ=13Þ Ü VAR  
(iii) Take another measurement if: 
A Ä VAR Ï X tests< A Ä ððN Ä 3Þ=13Þ Ü VAR  
The A values for pollutants, EC and CO  2 will be reviewed and may change according to the available evidence. For this 
reason the Type Approval Authorities will need to provide the Commission with all relevant data at least for the initial 
period of 5 years.EN 7.7.2017 Official Journal of the European Union L 175/33
 
Appendix 2  
Calculations for Conformity of Production of EVs  
1. Calculations for conformity of production values for PEVs  
1.1 Interpolating of individual electric energy consumption of PEVs 
EC  DCÄind;COP ¼ EC  DCÄL;COP þ K ind Ü ðEC  DCÄH;COP Ä EC  DCÄL;COP Þ 
where:  
EC DC–ind,COP  is the electric energy consumption of an individual vehicle for the conformity of production, Wh/km;  
EC DC–L,COP  is the electric energy consumption of vehicle L for the conformity of production, Wh/km;  
EC DC–H,COP  is the electric energy consumption of vehicle H for the conformity of production, Wh/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test cycle.  
1.2 Electric Consumption for PEVs  
The following value shall be declared and used for verifying the conformity of production with respect to the electric 
consumption: 
EC  DC;COP ¼ EC  DC;CD;first WLTC Ü AF  EC 
where:  
EC DC,COP  is the electric energy consumption based on the REESS depletion of the first applicable WLTC test 
cycle provided for the verification during the conformity of production test procedure;  
EC DC,CD,first WLTC  is the electric energy consumption based on the REESS depletion of the first applicable WLTC test 
cycle according to paragraph 4.3. of Sub-Annex 8 to Annex XXI, in Wh/km;  
AF EC is the adjustment factor which compensates the difference between the charge-depleting electric 
energy consumption value declared after having performed the Type 1 test procedure during 
homologation and the measured test result determined during the conformity of production 
procedure  
and 
AF  EC ¼ EC  WLTC ;declared  
EC  WLTC  
where  
EC WLTC,declared  is the declared electric energy consumption for PEVs according to paragraph 1.1.2.3. of Sub-Annex 
6 of Annex XXI  
EC WLTC  is the measured electric energy consumption according to paragraph 4.3.4.2. of Sub-Annex 8 to 
Annex XXI.  
2. Calculations for conformity of production values for OVC-HEVs  
2.1 Individual charge-sustaining CO  2 mass emission of OVC-HEVs for conformity of production 
M CO2Äind;CS;COP ¼ M  CO2ÄL;CS;COP þ K ind Ü ðM CO2ÄH;CS;COP Ä M CO2ÄL;CS;COP ÞEN L 175/34 Official Journal of the European Union 7.7.2017
 
where:  
M CO2–ind,CS,COP  is the charge-sustaining CO  2 mass emission of an individual vehicle for the conformity of 
production, g/km;  
M CO2–L,CS,COP  is the charge-sustaining CO  2 mass emission of vehicle L for the conformity of production, g/km;  
M CO2–H,CS,COP  is the charge-sustaining CO  2 mass emission of vehicle H for the conformity of production, g/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test 
cycle.  
2.2 Individual charge-depleting electric energy consumption of OVC-HEVs for conformity of production 
EC  DCÄind;CD;COP ¼ EC  DCÄL;CD;COP þ K ind Ü ðEC  DCÄH;CD;COP Ä EC  DCÄL;CD;COP Þ 
where:  
EC DC–ind,CD,COP  is the charge-depleting electric energy consumption of an individual vehicle for the conformity of 
production, Wh/km;  
EC DC–L,CD,COP  is the charge-depleting electric energy consumption of vehicle L for the conformity of production, 
Wh/km;  
EC DC–H,CD,COP  is the charge-depleting electric energy consumption of vehicle H for the conformity of production, 
Wh/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test 
cycle.  
2.3 Charge-sustaining CO  2 mass emission value for conformity of production  
The following value shall be declared and used for the verification of the conformity of production with respect to 
the charge-sustaining CO  2 mass emission: 
M CO2;CS;COP ¼ M  CO2;CS Ü AF  CO2;CS 
where:  
M CO2,CS,COP  is the charge-sustaining CO  2 mass emission value of the charge-sustaining Type 1 test provided for the 
verification during the conformity of production test procedure;  
M CO2,CS  is the charge-sustaining CO  2 mass emission of the charge-sustaining Type 1 test according to 
paragraph 4.1.1. of Annex XXI, g/km;  
AF CO2,CS  is the adjustment factor which compensates the difference between the value declared after having 
performed the Type 1 test procedure during homologation and the measured test result determined 
during the conformity of production procedure  
And 
AF  CO2;CS ¼ M CO2;CS;c;declared  
M CO2;CS;c;6 
where  
M CO2,CS,c,declared  is the declared charge-sustaining CO  2 mass emission of the charge-sustaining Type 1 test according 
to step 7 of Table A8/5 of Sub-Annex 8 to Annex XXI.EN 7.7.2017 Official Journal of the European Union L 175/35
 
M CO2,CS,c,6  is the measured charge-sustaining CO  2 mass emission of the charge-sustaining Type 1 test 
according to step 6 of Table A8/5 of Sub-Annex 8 to Annex XXI.  
2.4 Charge-depleting electric energy consumption for conformity of production  
The following value shall be declared and used for verifying the conformity of production with respect to the charge- 
depleting electric energy consumption 
EC  DC;CD;COP ¼ EC  DC;CD;first WLTC Ü AF  EC;AC;CD 
where:  
EC DC,CD,COP  is the charge-depleting electric energy consumption based on the REESS depletion of the first 
applicable WLTC test cycle of the charge-depleting Type 1 test provided for the verification during 
the conformity of production test procedure;  
EC DC,CD,first WLTC  is the charge-depleting electric energy consumption based on the REESS depletion of the first 
applicable WLTC test cycle of the charge-depleting Type 1 test according to paragraph 4.3. of Sub- 
Annex 8 to Annex XXI, Wh/km;  
AF EC,AC,CD  is the adjustment factor for the charge-depleting electric energy consumption which compensates 
the difference between the value declared after having performed the Type 1 test procedure during 
homologation and the measured test result determined during the conformity of production 
procedure  
and 
AF  EC;AC;CD ¼ EC  AC;CD;declared  
EC  AC;CD 
where  
EC AC,CD,declared  is the declared charge-depleting electric energy consumption of the charge-depleting Type 1 test 
according to paragraph 1.1.2.3. of Sub-Annex 6 to Annex XXI.  
EC AC,CD  is the measured charge-depleting electric energy consumption of the charge-depleting Type 1 test 
according to paragraph 4.3.1. of Sub-Annex 8 to Annex XXI.EN L 175/36 Official Journal of the European Union 7.7.2017
 
Appendix 3  
MODEL  
INFORMATION DOCUMENT No …  
RELATING TO EC TYPE-APPROVAL OF A VEHICLE WITH REGARD TO EMISSIONS AND ACCESS TO VEHICLE REPAIR AND 
MAINTENANCE INFORMATION  
The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must 
be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must 
show sufficient detail.  
If the systems, components or separate technical units have electronic controls, information concerning their performance 
must be supplied. 
0 GENERAL  
0.1.  Make (trade name of manufacturer): ................... ........................................................................ .........................  
0.2.  Type: ........................................................................................................................ .....................................................  
0.2.1.  Commercial name(s) (if available): ........................................................................................... ..............................  
0.4.  Category of vehicle (  c ): ............................................................................................................................ .................  
0.8.  Name(s) and address(es) of assembly plant(s): ................................................................................ ...................  
0.9.  Name and address of the manufacturer's representative (if any): .............................................................. .. 
1 GENERAL CONSTRUCTION CHARACTERISTICS  
1.1.  Photographs and/or drawings of a representative vehicle/component/separate technical unit (  1 ): 
1.3.3.  Powered axles (number, position, interconnection): ........................................................................... ..............  
2 MASSES AND DIMENSIONS  ( f ) ( g ) ( 7 ) 
(in kg and mm) (Refer to drawing where applicable)  
2.6.  Mass in running order (  h ) 
(a) maximum and minimum for each variant: ..................................................................................... ............ 
(b) mass of each version (a matrix must be provided): ......................................................................... ........  
2.8.  Technically permissible maximum laden mass stated by the manufacturer (  i ) ( 3 ): ................... .................  
3 PROPULSION ENERGY CONVERTER  ( k ) 
3.1.  Manufacturer of the propulsion energy converter(s): .......................................................................... .............  
3.1.1.  Manufacturer's code (as marked on the propulsion energy converter or other means of 
identification): .............................................................................................................. ...............................................  
3.2.  Internal combustion engine  
3.2.1.1.  Working principle: positive ignition/compression ignition/dual fuel (  1 ) 
Cycle: four stroke/two stroke/rotary (  1 ) 
3.2.1.2.  Number and arrangement of cylinders: ......................................................................................... ......................EN 7.7.2017 Official Journal of the European Union L 175/37
 
3.2.1.2.1.  Bore (  1 ): ............................................................................................................................ ................................... mm  
3.2.1.2.2.  Stroke (  1 ): ............................................................................................................................ ................................. mm  
3.2.1.2.3.  Firing order: ................................................................................................................ ................................................  
3.2.1.3.  Engine capacity (  m ): ............................................................................................................................ .............. cm  3 
3.2.1.4.  Volumetric compression ratio (  2 ): ..........................................................................................................................  
3.2.1.5.  Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston 
rings: ........................................................................................................................ .....................................................  
3.2.1.6.  Normal engine idling speed (  2 ): ................................................................................................................. min  –1 
3.2.1.6.1.  High engine idling speed (  2 ): ...................................................................................................................... min  –1 
3.2.1.8.  Rated engine power (  n ): .......................... kW at ........................... min  –1 (manufacturer's declared value)  
3.2.1.9.  Maximum permitted engine speed as prescribed by the manufacturer: ........................................ min  –1 
3.2.1.10.  Maximum net torque (  n ): ......................... Nm at ......................... min  –1 (manufacturer's declared value)  
3.2.2.  Fuel  
3.2.2.1.  Light-duty vehicles: Diesel/Petrol/LPG/NG or Biomethane/Ethanol (E85)/Biodiesel/Hydrogen/ 
H 2 NG (  1 ) ( 6 ) 
3.2.2.1.1.  RON, unleaded: ............................................................................................................... ...........................................  
3.2.2.4.  Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel (  1 ) 
3.2.2.5.  Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): ........ % by volume  
3.2.4.  Fuel feed  
3.2.4.1.  By carburettor(s): yes/no (  1 ) 
3.2.4.2.  By fuel injection (compression ignition or dual fuel only): yes/no (  1 ) 
3.2.4.2.1.  System description (common rail/unit injectors/distribution pump etc.): ...................................................  
3.2.4.2.2.  Working principle: direct injection/pre-chamber/swirl chamber (  1 ) 
3.2.4.2.3.  Injection/Delivery pump  
3.2.4.2.3.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.4.2.3.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.4.2.3.3.  Maximum fuel delivery (  1 ) ( 2 ): ..................................... mm  3 /stroke or cycle at an engine speed 
of: ................. min  –1 or, alternatively, a characteristic diagram: .................................................... (When 
boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed)  
3.2.4.2.4.  Engine speed limitation control  
3.2.4.2.4.2.1.  Speed at which cut-off starts under load: .................................................................................... .......... min  –1 
3.2.4.2.4.2.2.  Maximum no-load speed: ....................................................................................................... .................... min  –1 
3.2.4.2.6.  Injector(s)  
3.2.4.2.6.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.4.2.6.2.  Type(s): ..................................................................................................................... .................................... .................EN L 175/38 Official Journal of the European Union 7.7.2017
 
3.2.4.2.8.  Auxiliary starting aid  
3.2.4.2.8.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.4.2.8.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.4.2.8.3.  System description: .......................................................................................................... ..........................................  
3.2.4.2.9.  Electronic controlled injection: yes/no (  1 ) 
3.2.4.2.9.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.4.2.9.2.  Type(s):  
3.2.4.2.9.3  Description of the system: ................................................................................................... ...................................  
3.2.4.2.9.3.1.  Make and type of the control unit (ECU): ..................................................................................... ....................  
3.2.4.2.9.3.1.1.  Software version of the ECU: ................................................................................................. ............... .................  
3.2.4.2.9.3.2.  Make and type of the fuel regulator: ......................................................................................... ..........................  
3.2.4.2.9.3.3.  Make and type of the air-flow sensor: ........................................................................................ ........................  
3.2.4.2.9.3.4.  Make and type of fuel distributor: ........................................................................................... .............................  
3.2.4.2.9.3.5.  Make and type of the throttle housing: ....................................................................................... .......................  
3.2.4.2.9.3.6.  Make and type or working principle of water temperature sensor: ............................................................  
3.2.4.2.9.3.7.  Make and type or working principle of air temperature sensor: ................................................................ . 
3.2.4.2.9.3.8.  Make and type or working principle of air pressure sensor: ................................................................... ..... 
3.2.4.3.  By fuel injection (positive ignition only): yes/no (  1 ) 
3.2.4.3.1.  Working principle: intake manifold (single-/multi-point/direct injection (  1 ) /other (specify): ................  
3.2.4.3.2.  Make(s): ..................................................................................................................... ...................................................  
3.2.4.3.3.  Type(s): ..................................................................................................................... .................................... .................  
3.2.4.3.4.  System description (In the case of systems other than continuous injection give equivalent details): ...  
3.2.4.3.4.1.  Make and type of the control unit (ECU): ..................................................................................... ....................  
3.2.4.3.4.1.1.  Software version of the ECU: ................................................................................................. ............... .................  
3.2.4.3.4.3.  Make and type or working principle of air-flow sensor: ....................................................................... ........  
3.2.4.3.4.8.  Make and type of throttle housing: ........................................................................................... ...........................  
3.2.4.3.4.9.  Make and type or working principle of water temperature sensor: ............................................................  
3.2.4.3.4.10.  Make and type or working principle of air temperature sensor: ................................................................ . 
3.2.4.3.4.11.  Make and type or working principle of air pressure sensor: ................................................................... ..... 
3.2.4.3.5.  Injectors  
3.2.4.3.5.1.  Make: ........................................................................................................................ .....................................................  
3.2.4.3.5.2.  Type: ........................................................................................................................ .....................................................EN 7.7.2017 Official Journal of the European Union L 175/39
 
3.2.4.3.7.  Cold start system  
3.2.4.3.7.1.  Operating principle(s): ...................................................................................................... ........................................  
3.2.4.3.7.2.  Operating limits/settings (  1 ) ( 2 ): ............................................................................................................................ .. 
3.2.4.4.  Feed pump  
3.2.4.4.1.  Pressure (  2 ): ................................................. kPa or characteristic diagram (  2 ): .................................................  
3.2.4.4.2.  Make(s): ..................................................................................................................... ...................................................  
3.2.4.4.3.  Type(s): ..................................................................................................................... .................................... .................  
3.2.5.  Electrical system  
3.2.5.1.  Rated voltage: .................................................................................................... V, positiv e/negative ground (  1 ) 
3.2.5.2.  Generator  
3.2.5.2.1.  Type: ........................................................................................................................ .....................................................  
3.2.5.2.2.  Nominal output: .............................................................................................................. .................................... VA  
3.2.6.  Ignition system (spark ignition engines only)  
3.2.6.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.6.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.6.3.  Working principle: ................... ........................................................................................ ..........................................  
3.2.6.6.  Spark plugs  
3.2.6.6.1.  Make: ........................................................................................................................ .....................................................  
3.2.6.6.2.  Type: ........................................................................................................................ .....................................................  
3.2.6.6.3.  Gap setting: ................................................................................................................. ........................................ mm  
3.2.6.7.  Ignition coil(s)  
3.2.6.7.1.  Make: ........................................................................................................................ .....................................................  
3.2.6.7.2.  Type: ........................................................................................................................ .....................................................  
3.2.7.  Cooling system: liquid/air (  1 ) 
3.2.7.1.  Nominal setting of the engine temperature control mechanism: ................................................................  
3.2.7.2.  Liquid  
3.2.7.2.1.  Nature of liquid: ............................................................................................................ .............................................  
3.2.7.2.2.  Circulating pump(s): yes/no (  1 ) 
3.2.7.2.3.  Characteristics: ............................................................ ................................................. .......................................... or  
3.2.7.2.3.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.7.2.3.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.7.2.4.  Drive ratio(s): .............................................................................................................. ................................................  
3.2.7.2.5.  Description of the fan and its drive mechanism: .............................................................................. ...............EN L 175/40 Official Journal of the European Union 7.7.2017
 
3.2.7.3.  Air  
3.2.7.3.1.  Fan: yes/no (  1 ) 
3.2.7.3.2.  Characteristics: ............................................................ ................................................. .......................................... or  
3.2.7.3.2.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.7.3.2.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.7.3.3.  Drive ratio(s): .............................................................................................................. ................................................  
3.2.8.  Intake system  
3.2.8.1.  Pressure charger: yes/no (  1 ) 
3.2.8.1.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.8.1.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.8.1.3.  Description of the system (e.g. maximum charge pressure: ........ kPa; wastegate if applicable): ........  
3.2.8.2.  Intercooler: yes/no (  1 ) 
3.2.8.2.1.  Type: air-air/air-water (  1 ) 
3.2.8.3.  Intake depression at rated engine speed and at 100 % load (compression ignition engines only)  
3.2.8.4.  Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, 
additional air intakes, etc.): ................................................................................................ .....................................  
3.2.8.4.1.  Intake manifold description (include drawings and/or photos): ................................................................ ... 
3.2.8.4.2.  Air filter, drawings: ........................................................................................................ ..................................... or  
3.2.8.4.2.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.8.4.2.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.8.4.3.  Intake silencer, drawings: ................................................................................................... ................................ or  
3.2.8.4.3.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.8.4.3.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.9.  Exhaust system  
3.2.9.1.  Description and/or drawing of the exhaust manifold: .......................................................................... ...........  
3.2.9.2.  Description and/or drawing of the exhaust system: ............................................................................ .............  
3.2.9.3.  Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression 
ignition engines only): ....................................................................................................... ............................... kPa  
3.2.10.  Minimum cross-sectional areas of inlet and outlet ports: ..................................................................... .........  
3.2.11.  Valve timing or equivalent data  
3.2.11.1.  Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution 
systems, in relation to dead centres. For variable timing system, minimum and maximum timing: ...  
3.2.11.2.  Reference and/or setting ranges (  1 ): .......................................................................................................................EN 7.7.2017 Official Journal of the European Union L 175/41
 
3.2.12.  Measures taken against air pollution  
3.2.12.1.  Device for recycling crankcase gases (description and drawings): ............................................................. .. 
3.2.12.2.  Pollution control devices (if not covered by another heading)  
3.2.12.2.1.  Catalytic converter  
3.2.12.2.1.1.  Number of catalytic converters and elements (provide the information below for each separate 
unit): ........................................................................................................................ ......................................................  
3.2.12.2.1.2.  Dimensions, shape and volume of the catalytic converter(s): .................................................................. ..... 
3.2.12.2.1.3.  Type of catalytic action: .................................................................................................... ......................................  
3.2.12.2.1.4.  Total charge of precious metals: ............................................................ ................................. ...............................  
3.2.12.2.1.5.  Relative concentration: ...................................................................................................... .......................................  
3.2.12.2.1.6.  Substrate (structure and material): .......................................................................................... ...............................  
3.2.12.2.1.7.  Cell density: ................................................................................................................ ................................................  
3.2.12.2.1.8.  Type of casing for the catalytic converter(s): ............................................................................... ......................  
3.2.12.2.1.9.  Location of the catalytic converter(s) (place and reference distance in the exhaust line): .....................  
3.2.12.2.1.10.  Heat shield: yes/no (  1 ) 
3.2.12.2.1.11.  Normal operating temperature range: .......................................................................................... .................. °C  
3.2.12.2.1.12.  Make of catalytic converter: ................................................................................................. ..................................  
3.2.12.2.1.13.  Identifying part number: ..................................................................................................... .....................................  
3.2.12.2.2.  Sensors  
3.2.12.2.2.1.  Oxygen sensor: yes/no (  1 ) 
3.2.12.2.2.1.1.  Make: ........................................................................................................................ .....................................................  
3.2.12.2.2.1.2.  Location: .................................................................................................................... ..................................................  
3.2.12.2.2.1.3.  Control range: ............................................................ ................................................... ..............................................  
3.2.12.2.2.1.4.  Type or working principle: ................................................................................................... ..................................  
3.2.12.2.2.1.5.  Identifying part number: ..................................................................................................... .....................................  
3.2.12.2.2.2.  NO  x sensor: yes/no (  1 ) 
3.2.12.2.2.2.1.  Make: ........................................................................................................................ .....................................................  
3.2.12.2.2.2.2.  Type: ........................................................................................................................ .....................................................  
3.2.12.2.2.2.3.  Location  
3.2.12.2.2.3.  Particulate sensor: yes/no (  1 ) 
3.2.12.2.2.3.1.  Make: ........................................................................................................................ .....................................................  
3.2.12.2.2.3.2.  Type: ........................................................................................................................ .....................................................  
3.2.12.2.2.3.3.  Location: .................................................................................................................... ..................................................EN L 175/42 Official Journal of the European Union 7.7.2017
 
3.2.12.2.3.  Air injection: yes/no (  1 ) 
3.2.12.2.3.1.  Type (pulse air, air pump, etc.): ............................................................................................ ................................  
3.2.12.2.4.  Exhaust gas recirculation (EGR): yes/no (  1 ) 
3.2.12.2.4.1.  Characteristics (make, type, flow, high pressure/low pressure/combined pressure, etc.): ........................  
3.2.12.2.4.2.  Water-cooled system (to be specified for each EGR system e.g. low pressure/high pressure/combined 
pressure: yes/no (  1 ) 
3.2.12.2.5.  Evaporative emissions control system (petrol and ethanol engines only): yes/no (  1 ) 
3.2.12.2.5.1.  Detailed description of the devices: ......................................................................................... .............................  
3.2.12.2.5.2.  Drawing of the evaporative control system: ................................................................................... ...................  
3.2.12.2.5.3.  Drawing of the carbon canister: ............................................................ .................................. ..............................  
3.2.12.2.5.4.  Mass of dry charcoal: ........................................................................................................ ........ ............................ g  
3.2.12.2.5.5.  Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol 
engines only): ................................................................................................................ .............................................  
3.2.12.2.5.6.  Description and schematic of the heat shield between tank and exhaust system: .................................  
3.2.12.2.6.  Particulate trap (PT): yes/no (  1 ) 
3.2.12.2.6.1.  Dimensions, shape and capacity of the particulate trap: ...................................................................... ..........  
3.2.12.2.6.2.  Design of the particulate trap: .............................................................................................. .................................  
3.2.12.2.6.3.  Location (reference distance in the exhaust line): ........................................................................... .................  
3.2.12.2.6.4.  Make of particulate trap: .................................................................................................... .....................................  
3.2.12.2.6.5.  Identifying part number: ..................................................................................................... .....................................  
3.2.12.2.7  On-board-diagnostic (OBD) system: yes/no (  1 ) 
3.2.12.2.7.1.  Written description and/or drawing of the MI: ................................................................................ ................  
3.2.12.2.7.2.  List and purpose of all components monitored by the OBD system: ........................................................  
3.2.12.2.7.3.  Written description (general working principles) for  
3.2.12.2.7.3.1  Positive-ignition engines  
3.2.12.2.7.3.1.1.  Catalyst monitoring: ......................................................................................................... .........................................  
3.2.12.2.7.3.1.2.  Misfire detection: ........................................................................................................... .............................................  
3.2.12.2.7.3.1.3.  Oxygen sensor monitoring: .................................................................................................... ................................  
3.2.12.2.7.3.1.4.  Other components monitored by the OBD system: ................................................................................ ........  
3.2.12.2.7.3.2.  Compression-ignition engines: ................................................................................................ ...............................  
3.2.12.2.7.3.2.1.  Catalyst monitoring: ......................................................................................................... .........................................  
3.2.12.2.7.3.2.2.  Particulate trap monitoring: ................................................................................................. ...................................  
3.2.12.2.7.3.2.3.  Electronic fuelling system monitoring: ....................................................................................... ..........................EN 7.7.2017 Official Journal of the European Union L 175/43
 
3.2.12.2.7.3.2.5.  Other components monitored by the OBD system: ................................................................................ ........  
3.2.12.2.7.4.  Criteria for MI activation (fixed number of driving cycles or statistical method): ..................................  
3.2.12.2.7.5.  List of all OBD output codes and formats used (with explanation of each): ...........................................  
3.2.12.2.7.6.  The following additional information shall be provided by the vehicle manufacturer for the purposes 
of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools 
and test equipment.  
3.2.12.2.7.6.1.  A description of the type and number of the preconditioning cycles used for the original type 
approval of the vehicle.  
3.2.12.2.7.6.2.  A description of the type of the OBD demonstration cycle used for the original type-approval of the 
vehicle for the component monitored by the OBD system.  
3.2.12.2.7.6.3.  A comprehensive document describing all sensed components with the strategy for fault detection 
and MI activation (fixed number of driving cycles or statistical method), including a list of relevant 
secondary sensed parameters for each component monitored by the OBD system. A list of all OBD 
output codes and format used (with an explanation of each) associated with individual emission 
related power-train components and individual non-emission related components, where monitoring 
of the component is used to determine MI activation, including in particular a comprehensive 
explanation for the data given in service $05 Test ID $21 to FF and the data given in service $06. 
In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road 
vehicles, diagnostics on controller area network (CAN) — Part 4: requirements for emissions-related 
systems’, a comprehensive explanation for the data given in service $06 Test ID $00 to FF, for each 
OBD monitor ID supported, shall be provided.  
3.2.12.2.7.6.4.  The information required above may be defined by completing a table as described below.  
3.2.12.2.7.6.4.1.  Light-duty vehicles  
Compon ­
ent Fault 
code  Monitoring 
strategy  Fault detection 
criteria  MI 
activation 
criteria  Secondary 
parameters  Precondi ­
tioning  Demon ­
stration 
test 
Catalyst  P0420  Oxygen 
sensor 1 
and sensor 
2 signals  Difference 
between 
sensor 1 and 
sensor 2 
signals-  3rd cycle  Engine speed 
load, A/F 
mode, catalyst 
temperature  Two type 
I cycles  Type I  
3.2.12.2.8.  Other system: ................................................................................................................ .............................................  
3.2.12.2.8.2.  Driver inducement system  
3.2.12.2.8.2.3.  Type of inducement system: no engine restart after countdown/no start after refuelling/fuel-lockout/ 
performance restriction  
3.2.12.2.8.2.4.  Description of the inducement system  
3.2.12.2.8.2.5.  Equivalent to the average driving range of the vehicle with a complete tank of fuel: .................. km  
3.2.12.2.10.  Periodically regenerating system: (provide the information below for each separate unit)  
3.2.12.2.10.1.  Method or system of regeneration, description and/or drawing: ................................................................ .EN L 175/44 Official Journal of the European Union 7.7.2017
 
3.2.12.2.10.2.  The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two cycles 
where regenerative phases occur under the conditions equivalent to Type 1 test (Distance ‘D’ in Figure 
A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to Regulation (EU) 2017/1151 or figure 
A13/1 in Annex 13 to UN/ECE Regulation 83 (as applicable)): .................................................................  
3.2.12.2.10.2.1.  Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or UN/ECE 
Regulation 83): ............................................................................................................... ...........................................  
3.2.12.2.10.3.  Description of method employed to determine the number of cycles between two cycles where 
regenerative phases occur: .................................................................................................... ...................................  
3.2.12.2.10.4.  Parameters to determine the level of loading required before regeneration occurs (i.e. temperature, 
pressure etc.): ............................................................................................................... ...............................................  
3.2.12.2.10.5.  Description of method used to load system in the test procedure described in paragraph 3.1., Annex 
13 to UN/ECE Regulation 83: ................................................................................................... ............................  
3.2.12.2.11.  Catalytic converter systems using consumable reagents (provide the information below for each 
separate unit) yes/no (  1 ) 
3.2.12.2.11.1.  Type and concentration of reagent needed: .................................................................................... ...................  
3.2.12.2.11.2.  Normal operational temperature range of reagent: ............................................................ ................. ..............  
3.2.12.2.11.3.  International standard: ...................................................................................................... ........................................  
3.2.12.2.11.4.  Frequency of reagent refill: continuous/maintenance (where appropriate):  
3.2.12.2.11.5.  Reagent indicator: (description and location)  
3.2.12.2.11.6.  Reagent tank  
3.2.12.2.11.6.1.  Capacity: .................................................................................................................... ...................................................  
3.2.12.2.11.6.2.  Heating system: yes/no  
3.2.12.2.11.6.2.1.  Description or drawing  
3.2.12.2.11.7.  Reagent control unit: yes/no (  1 ) 
3.2.12.2.11.7.1.  Make: ........................................................................................................................ .....................................................  
3.2.12.2.11.7.2.  Type: ........................................................................................................................ .....................................................  
3.2.12.2.11.8.  Reagent injector (make type and location): ................................................................................... .....................  
3.2.13.  Smoke opacity  
3.2.13.1.  Location of the absorption coefficient symbol (compression ignition engines only): .............................  
3.2.14.  Details of any devices designed to influence fuel economy (if not covered by other items):.  
3.2.15.  LPG fuelling system: yes/no (  1 ) 
3.2.15.1.  Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): ...EN 7.7.2017 Official Journal of the European Union L 175/45
 
3.2.15.2.  Electronic engine management control unit for LPG fuelling  
3.2.15.2.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.15.2.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.15.2.3.  Emission-related adjustment possibilities: ................................................................................... .........................  
3.2.15.3.  Further documentation  
3.2.15.3.1.  Description of the safeguarding of the catalyst at switch-over from petrol to LPG or back: .............  
3.2.15.3.2.  System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................  
3.2.15.3.3.  Drawing of the symbol: ....................................................................................................... ....................................  
3.2.16.  NG fuelling system: yes/no (  1 ) 
3.2.16.1.  Type-approval number according to Regulation (EC) No 661/2009: ..........................................................  
3.2.16.2.  Electronic engine management control unit for NG fuelling  
3.2.16.2.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.16.2.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.16.2.3.  Emission-related adjustment possibilities: ................................................................................... .........................  
3.2.16.3.  Further documentation  
3.2.16.3.1.  Description of the safeguarding of the catalyst at switch-over from petrol to NG or back: ...............  
3.2.16.3.2.  System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................  
3.2.16.3.3.  Drawing of the symbol: ....................................................................................................... ....................................  
3.2.18.  Hydrogen fuelling system: yes/no (  1 ) 
3.2.18.1.  EC type-approval number in accordance with Regulation (EC) No 79/2009: ..........................................  
3.2.18.2.  Electronic engine management control unit for hydrogen fuelling  
3.2.18.2.1.  Make(s): ..................................................................................................................... ...................................................  
3.2.18.2.2.  Type(s): ..................................................................................................................... .................................... .................  
3.2.18.2.3.  Emission-related adjustment possibilities: ................................................................................... .........................  
3.2.18.3.  Further documentation  
3.2.18.3.1.  Description of the safeguarding of the catalyst at switch-over from petrol to hydrogen or back: ...  
3.2.18.3.2.  System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................  
3.2.18.3.3.  Drawing of the symbol: ....................................................................................................... ....................................  
3.2.19.4.  Further documentation  
3.2.19.4.1.  Description of the safeguarding of the catalyst at switch-over from petrol to H  2 NG or back: ..........EN L 175/46 Official Journal of the European Union 7.7.2017
 
3.2.19.4.2.  System lay-out (electrical connections, vacuum connections compensation hoses, etc.): .......................  
3.2.19.4.3.  Drawing of the symbol: ....................................................................................................... ....................................  
3.2.20.  Heat storage information  
3.2.20.1.  Active heat storage device: yes/no (  1 ) 
3.2.20.1.1.  Enthalpy: .................................................................................................................... ............................................. (J)  
3.2.20.2.  Insulation materials  
3.2.20.2.1.  Insulation material: ......................................................................................................... ...........................................  
3.2.20.2.2.  Insulation volume: ................... ........................................................................................ ..........................................  
3.2.20.2.3.  Insulation weight: ........................................................................................................... ............................................  
3.2.20.2.4.  Insulation location: ......................................................................................................... ...........................................  
3.3.  Electric machine  
3.3.1.  Type (winding, excitation): .................................................................................................. ....................................  
3.3.1.2.  Operating voltage: ........................................................................................................... ....................................... V  
3.4.  Combinations of propulsion energy converters  
3.4.1.  Hybrid electric vehicle: yes/no (  1 ) 
3.4.2.  Category of hybrid electric vehicle: off-vehicle charging/not off-vehicle charging: (  1 ) 
3.4.3.  Operating mode switch: with/without (  1 ) 
3.4.3.1.  Selectable modes  
3.4.3.1.1.  Pure electric: yes/no (  1 ) 
3.4.3.1.2.  Pure fuel consuming: yes/no (  1 ) 
3.4.3.1.3.  Hybrid modes: yes/no (  1 ) 
(if yes, short description): .................................................................................................. ......................................  
3.4.4.  Description of the energy storage device: (REESS, capacitor, flywheel/generator)  
3.4.4.1.  Make(s): ..................................................................................................................... ...................................................  
3.4.4.2.  Type(s): ..................................................................................................................... .................................... .................  
3.4.4.3.  Identification number: ....................................................................................................... .......................................  
3.4.4.4.  Kind of electrochemical couple: .............................................................................................. ..............................  
3.4.4.5.  Energy: .......................... (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, ..........................)  
3.4.4.6.  Charger: on board/external/without (  1 ) 
3.4.5.  Electric machine (describe each type of electric machine separately)EN 7.7.2017 Official Journal of the European Union L 175/47
 
3.4.5.1.  Make: ........................................................................................................................ .....................................................  
3.4.5.2.  Type: ........................................................................................................................ .....................................................  
3.4.5.3.  Primary use: traction motor/generator (  1 ) 
3.4.5.3.1.  When used as traction motor: single-/multimotors (number) (  1 ): ................................................................  
3.4.5.4.  Maximum power: ............................................................................................................... ................................ kW  
3.4.5.5.  Working principle  
3.4.5.5.5.1  Direct current/alternating current/number of phases: ......................................................................... ..............  
3.4.5.5.2.  Separate excitation/series/compound (  1 ) 
3.4.5.5.3.  Synchronous/asynchronous (  1 ) 
3.4.6.  Control unit  
3.4.6.1.  Make(s): ..................................................................................................................... ...................................................  
3.4.6.2.  Type(s): ..................................................................................................................... .................................... .................  
3.4.6.3.  Identification number: ....................................................................................................... .......................................  
3.4.7.  Power controller  
3.4.7.1.  Make: ........................................................................................................................ .....................................................  
3.4.7.2.  Type: ........................................................................................................................ .....................................................  
3.4.7.3.  Identification number: ....................................................................................................... .......................................  
3.4.9.  Manufacturer's recommendation for preconditioning: ........................................................................... ..........  
3.5.  Manufacturer’s declared values for determination of CO  2 emissions/fuel consumption/electric 
consumption/electric range and details of eco-innovations (where applicable) (  o ) 
3.5.7.  Manufacturer’s declared values  
3.5.7.1.  Test vehicle parameters  
3.5.7.1.1  Vehicle high  
3.5.7.1.1.1.  Cycle Energy Demand (J): ..................................................................................................... ...................................  
3.5.7.1.1.2.  Road load coefficients  
3.5.7.1.1.2.1.  f  0 , N: .......................................................................................................................... ...................................................  
3.5.7.1.1.2.2.  f  1 , N/(km/h): ................................................................................................................... ............................................  
3.5.7.1.1.2.3.  f  2 , N/(km/h)  2 : ............................................................................................................................. .................................  
3.5.7.1.2.  Vehicle Low (if applicable)  
3.5.7.1.2.1.  Cycle Energy Demand (J)  
3.5.7.1.2.2.  Road load coefficients  
3.5.7.1.2.2.1.  f  2 , N: .......................................................................................................................... ...................................................  
3.5.7.1.2.2.2.  f  1 , N/(km/h): ................................................................................................................... ............................................EN L 175/48 Official Journal of the European Union 7.7.2017
 
3.5.7.1.2.2.3.  f  2 , N/(km/h)  2 : ............................................................................................................................. .................................  
3.5.7.1.3.  Vehicle M (if applicable)  
3.5.7.1.3.1.  Cycle Energy Demand (J)  
3.5.7.1.3.2.  Road load coefficients  
3.5.7.1.3.2.1.  f  0 , N: .......................................................................................................................... ...................................................  
3.5.7.1.3.2.2.  f  1 , N/(km/h): ................................................................................................................... ............................................  
3.5.7.1.3.2.3.  f  2 , N/(km/h)  2 : ............................................................................................................................. .................................  
3.5.7.2.  Combined CO  2 mass emissions  
3.5.7.2.1.  CO  2 mass emission for ICE  
3.5.7.2.1.1.  Vehicle High: ................................................................................................................ .................................... g/km  
3.5.7.2.1.2.  Vehicle low (if applicable): ................................................................................................. ........................... g/km  
3.5.7.2.2.  Charge Sustaining CO  2 mass emission for OVC-HEVs and NOVC-HEVs  
3.5.7.2.2.1.  Vehicle high: ................................................................................................................ ..................................... g/km  
3.5.7.2.2.2.  Vehicle low (if applicable): ................................................................................................. ........................... g/km  
3.5.7.2.2.3.  Vehicle M (if applicable): ................................................................................................... ........................... g/km  
3.5.7.2.3.  Charge Depleting CO  2 mass emission for OVC-HEVs  
3.5.7.2.3.1.  Vehicle high: ................................................................................................................ ..................................... g/km  
3.5.7.2.3.2.  Vehicle low (if applicable): ................................................................................................. ........................... g/km  
3.5.7.2.3.3.  Vehicle M (if applicable): ................................................................................................... ........................... g/km  
3.5.7.3.  Electric range for electrified vehicles  
3.5.7.3.1.  Pure Electric Range (PER) for PEVs  
3.5.7.3.1.1.  Vehicle high: ................................................................................................................ ........................................ km  
3.5.7.3.1.2.  Vehicle low (if applicable): ................................................................................................. .............................. km  
3.5.7.3.2.  All Electric Range AER for OVC-HEVs  
3.5.7.3.2.1.  Vehicle high: ................................................................................................................ ........................................ km  
3.5.7.3.2.2.  Vehicle low (if applicable): ................................................................................................. .............................. km  
3.5.7.3.2.3.  Vehicle M (if applicable): ................................................................................................... .............................. km  
3.5.7.4.  Charge Sustaining fuel consumption (FC  CS ) for FCHVs  
3.5.7.4.1.  Vehicle high: ................................................................................................................ .......................... kg/100 kmEN 7.7.2017 Official Journal of the European Union L 175/49
 
3.5.7.4.2.  Vehicle low (if applicable): ................................................................................................. ................ kg/100 km  
3.5.7.4.3.  Vehicle M (if applicable): ................................................................................................... ................. kg/100 km  
3.5.7.5.  Electric energy consumption for electrified vehicles  
3.5.7.5.1.  Combined electric energy consumption (EC  WLTC  ) for Pure electric vehicles  
3.5.7.5.1.1.  Vehicle high: ................................................................................................................ ................................ Wh/km  
3.5.7.5.1.2.  Vehicle low (if applicable): ................................................................................................. ...................... Wh/km  
3.5.7.5.2.  UF-weighted charge-depleting electric consumption EC  AC,CD  (combined)  
3.5.7.5.2.1.  Vehicle high: ................................................................................................................ ................................ Wh/km  
3.5.7.5.2.2.  Vehicle low (if applicable): ................................................................................................. ...................... Wh/km  
3.5.7.5.2.3.  Vehicle M (if applicable): ................................................................................................... ....................... Wh/km  
3.5.8.  Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC) 
No 443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles: 
yes/no (  1 ) 
3.5.8.1.  Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) 
No 725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if 
applicable): ................... ............................................................................................... ..................................................  
3.5.8.2.  Existence of interactions between different eco-innovations: yes/no (  1 ) 
3.5.8.3.  Emissions data related to the use of eco-innovations (repeat the table for each reference fuel 
tested) (  w1 ) 
Decision 
approving 
the eco- 
inno ­
vation (  w2 ) Code of 
the eco- 
inno ­
vation (  w3 ) 1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
(g/km)  3. CO  2 
emissions of 
the baseline 
vehicle under 
type 1 
test-cycle (  w4 ) 4. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
under type 1 
test-cycle  5. Usage 
factor (UF), 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4))*5  
xxxx/201x  
Total CO  2 emissions saving (g/km) (  w5 ) 
(w) Eco-innovations. 
(w1) Expand the table if necessary, using one extra row per eco-innovation. 
(w2) Number of the Commission Decision approving the eco-innovation. 
(w3) Assigned in the Commission Decision approving the eco-innovation. 
(w4) Under agreement of the type-approval authority, if a modelling methodology is applied instead of the type 1 
test cycle, this value shall be the one provided by the modelling methodology. 
(w5) Sum of the CO  2 emissions savings of each individual eco-innovation.  
3.6.  Temperatures permitted by the manufacturer  
3.6.1.  Cooling systemEN L 175/50 Official Journal of the European Union 7.7.2017
 
3.6.1.1.  Liquid cooling 
Maximum temperature at outlet: ................................................................................................ ....................... K  
3.6.1.2.  Air cooling  
3.6.1.2.1.  Reference point: ............................................................................................................. ............................................  
3.6.1.2.2.  Maximum temperature at reference point: ...................................................................................... ............... K  
3.6.2.  Maximum outlet temperature of the inlet intercooler: ......................................................................... ....... K  
3.6.3.  Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of 
the exhaust manifold or turbocharger: ......................................................................................... ................... K  
3.6.4.  Fuel temperature  
Minimum: .......................................................................... K — maximum: .............................. ............................................ K 
For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage  
3.6.5.  Lubricant temperature  
Minimum: .......................................................................... K — maximum: .............................. ............................................. K  
3.8.  Lubrication system  
3.8.1.  Description of the system  
3.8.1.1.  Position of lubricant reservoir: ............................................................................................. .................................  
3.8.1.2.  Feed system (by pump/injection into intake/mixing with fuel, etc.) (  1 ) 
3.8.2.  Lubricating pump  
3.8.2.1.  Make(s): ..................................................................................................................... ...................................................  
3.8.2.2.  Type(s): ..................................................................................................................... .................................... .................  
3.8.3.  Mixture with fuel  
3.8.3.1.  Percentage: ................... ............................................................................................... ..................................................  
3.8.4.  Oil cooler: yes/no (  1 ) 
3.8.4.1.  Drawing(s): .................................................................................................................. .......................................... or  
3.8.4.1.1.  Make(s): ..................................................................................................................... ...................................................  
3.8.4.1.2.  Type(s): ..................................................................................................................... .................................... .................  
4 TRANSMISSION  ( p ) 
4.3.  Moment of inertia of engine flywheel: ........................................................................................ ........................  
4.3.1.  Additional moment of inertia with no gear engaged: ........................................................................... ..........  
4.4.  Clutch(es)  
4.4.1.  Type: ........................................................................................................................ .....................................................  
4.4.2.  Maximum torque conversion: ................................................................................................... ............. .................  
4.5.  Gearbox  
4.5.1.  Type (manual/automatic/CVT (continuously variable transmission)) (  1 )EN 7.7.2017 Official Journal of the European Union L 175/51
 
4.5.1.1.  Predominant mode: yes/no (  1 ) 
4.5.1.2.  Best mode (if no predominant mode): .......................................................................................... ......................  
4.5.1.3.  Worst mode (if no predominant mode): ......................................................................................... ...................  
4.5.1.4.  Torque rating: ............................................................................................................... ..............................................  
4.5.1.5.  Number of clutches: .......................................................................................................... ........................................  
4.6.  Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to 
gearbox output shaft 
revolutions)  Final drive ratio(s) (ratio 
of gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT  
Reverse  
4.7.  Maximum vehicle design speed (in km/h) (  q ): ...................................................................................................  
6 SUSPENSION  
6.6.  Tyres and wheels  
6.6.1.  Tyre/wheel combination(s)  
6.6.1.1.  Axles  
6.6.1.1.1.  Axle 1: ...................................................................................................................... ....................................................  
6.6.1.1.1.1.  Tyre size designation  
6.6.1.1.2.  Axle 2: ...................................................................................................................... ....................................................  
6.6.1.1.2.1.  Tyre size designation  
etc. 
6.6.2.  Upper and lower limits of rolling radii  
6.6.2.1.  Axle 1: ...................................................................................................................... ....................................................  
6.6.2.2.  Axle 2: ...................................................................................................................... ....................................................  
6.6.3.  Tyre pressure(s) as recommended by the vehicle manufacturer: ........................................................... kPa  
9 BODYWORK  
9.1.  Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: ...........  
9.10.3.  Seats  
9.10.3.1.  Number of seating positions (s): ............................................................ ................................. ...............................EN L 175/52 Official Journal of the European Union 7.7.2017
 
16 ACCESS TO VEHICLE REPAIR AND MAINTENANCE INFORMATION  
16.1.  Address of principal website for access to vehicle repair and maintenance information: .....................  
16.1.1.  Date from which it is available (no later than 6 months from the date of type-approval): ...............  
16.2.  Terms and conditions of access to website: ................................................................................... ...................  
16.3.  Format of the vehicle repair and maintenance information accessible through website: ......................EN 7.7.2017 Official Journal of the European Union L 175/53
 
Appendix to information document  
INFORMATION ON TEST CONDITIONS  
1. Lubricants used  
1.1. Engine lubricant  
1.1.1. Make: …  
1.1.2. Type: …  
1.2. Gearbox lubricant  
1.2.1. Make: …  
1.2.2. Type: …  
(state percentage of oil in mixture if lubricant and fuel mixed)  
2. Road load information  
2.1. Gearbox type (manual/automatic/CVT)  
VL (if existing)  VH  
2.2. Vehicle bodywork type (variant/version)  2.2. Vehicle bodywork type (variant/version)  
2.3. Road load method used (measurement or 
calculation by road load family)  2.3. Road load method used (measurement or 
calculation by road load family)  
2.4. Road load information from the test  2.4. Road load information from the test  
2.4.1. Tyres make and type:  2.4.1. Tyres make and type:  
2.4.2. Tyre dimensions (front/rear):  2.4.2. Tyre dimensions (front/rear):  
2.4.4. Tyre pressure (front/rear) (kPa):  2.4.4. Tyre pressure (front/rear) (kPa):  
2.4.5. Tyre rolling resistance (front/rear) (kg/t):  2.4.5. Tyre rolling resistance (front/rear) (kg/t):  
2.4.6. Vehicle test mass (kg):  2.4.6. Vehicle test mass (kg):  
2.4.7. Delta Cd.A compared to VH (m  2 ) 
2.4.8. Road load coefficient f  0 , f 1 , f 2 2.4.8. Road load coefficient f  0 , f 1 , f 2EN L 175/54 Official Journal of the European Union 7.7.2017
 
Appendix 4  
MODEL OF EC TYPE-APPROVAL CERTIFICATE  
(Maximum format: A4 (210 × 297 mm))  
EC TYPE-APPROVAL CERTIFICATE  
Stamp of administration  
Communication concerning the:  
— EC type-approval (  1 ), 
— extension of EC type-approval (  1 ), 
— refusal of EC type-approval (  1 ), 
— withdrawal of EC type-approval (  1 ), 
— of a type of system/type of a vehicle with regard to a system (  1 ) with regard to Regulation (EC) No 715/2007 (  2 ) and 
Regulation (EU) 2017/1151 (  3 ) 
EC type-approval number: …  
Reason for extension: …  
SECTION I  
0.1. Make (trade name of manufacturer): …  
0.2. Type: …  
0.2.1. Commercial name(s) (if available): …  
0.3. Means of identification of type if marked on the vehicle (  4 ) 
0.3.1. Location of that marking: …  
0.4. Category of vehicle (  5 ) 
0.5. Name and address of manufacturer: …  
0.8. Name(s) and address(es) of assembly plant(s): …  
0.9. Representative of the manufacturer: …  
SECTION II —  to be repeated for each interpolation family, as defined in paragraph 5.6. of Annex XXI  
0. Interpolation family identifier as defined in paragraph 5.0 of Annex XXI  
1. Additional information (where applicable): (see addendum)  
2. Technical service responsible for carrying out the tests: …  
3. Date of type 1 test report: …  
4. Number of the type 1 test report: …  
5. Remarks (if any): (see addendum)EN 7.7.2017 Official Journal of the European Union L 175/55
 
6. Place: …  
7. Date: …  
8. Signature: …  
Attachments:  Information package (  6 ).EN L 175/56 Official Journal of the European Union 7.7.2017
 
Addendum to EC type-approval certificate No …  
concerning the type-approval of a vehicle with regard to emissions and access to vehicle repair and 
maintenance information according to Regulation (EC) No 715/2007  
Cross references to information in Test Report or Information Document should be avoided when completing the TA 
certificate.  
0. INTERPOLATION FAMILY IDENTIFIER AS DEFINED IN PARAGRAPH 5.0 OF ANNEX XXI  
1. ADDITIONAL INFORMATION  
1.1. Mass of the vehicle in running order: …  
1.2. Maximum mass: …  
1.3. Reference mass: …  
1.4. Number of seats: …  
1.6. Type of bodywork:  
1.6.1. for M1, M2: saloon, hatchback, station wagon, coupé, convertible, multipurpose vehicle (  1 ) 
1.6.2. for N1, N2: lorry, van (  1 ) 
1.7. Drive wheels: front, rear, 4 × 4 (  1 ) 
1.8. Pure electric vehicle: yes/no (  1 ) 
1.9. Hybrid electric vehicle: yes/no (  1 ) 
1.9.1. Category of Hybrid Electric vehicle: Off Vehicle Charging/Not Off Vehicle charging / Fuel Cell (  1 ) 
1.9.2. Operating mode switch: with/without (  1 ) 
1.10. Engine identification:  
1.10.1. Engine displacement:  
1.10.2. Fuel supply system: direct injection/indirect injection (  1 ) 
1.10.3. Fuel recommended by the manufacturer:  
1.10.4.1. Maximum power: kW at min  –1 
1.10.4.2. Maximum torque: Nm at min  –1 
1.10.5. Pressure charging device: yes/no (  1 ) 
1.10.6. Ignition system: compression ignition/positive ignition (  1 ) 
1.11. Power train (for pure electric vehicle or hybrid electric vehicle) (  1 ) 
1.11.1. Maximum net power: … kW, at: … to … min  –1 
1.11.2. Maximum thirty minutes power: … kW  
1.11.3. Maximum net torque: … Nm, at … min  –1EN 7.7.2017 Official Journal of the European Union L 175/57
 
1.12. Traction battery (for pure electric vehicle or hybrid electric vehicle)  
1.12.1. Nominal voltage: V  
1.12.2. Capacity (2 h rate): Ah  
1.13. Transmission: …, …  
1.13.1. Type of gearbox: manual/automatic/variable transmission (  1 ) 
1.13.2. Number of gear ratios:  
1.13.3. Total gear ratios (including the rolling circumferences of the tyres under load): (vehicle speed (km/h)) / 
(engine speed (1 000 (min  –1 )) 
First gear: …  Sixth gear: …  
Second gear: …  Seventh gear: …  
Third gear: …  Eighth gear: …  
Fourth gear: …  Overdrive: …  
Fifth gear: …  
1.13.4. Final drive ratio:  
1.14. Tyres: …, …, …  
Type: radial/bias/… (  7 ) 
Dimensions: …  
Rolling circumference under load:  
Rolling circumference of tyres used for the Type 1 test  
2. TEST RESULTS  
2.1. Tailpipe emissions test results  
Emissions classification: Euro 6  
Type 1 test results, where applicable  
Type approval number if not parent vehicle (  1 ): …  
Test 1  
Type 1 Result  CO 
(mg/km)  THC 
(mg/km)  NMHC 
(mg/km)  NO  x 
(mg/km)  THC + 
NO  x 
(mg/km)  PM 
(mg/km)  PN 
(#.10  11 / 
km) 
Measured (  8 ) ( 9 ) 
Ki (*) (  8 ) ( 10 ) (  11 ) 
Ki (+) (  8 ) ( 10 ) (  11 ) 
Mean value calculated with 
Ki (M.Ki or M+Ki) (  9 ) ( 12 )EN L 175/58 Official Journal of the European Union 7.7.2017
 
Type 1 Result  CO 
(mg/km)  THC 
(mg/km)  NMHC 
(mg/km)  NO  x 
(mg/km)  THC + 
NO  x 
(mg/km)  PM 
(mg/km)  PN 
(#.10  11 / 
km) 
DF (+) (  8 ) ( 10 ) 
DF (*) (  8 )( 10 ) 
Final mean value calcula ­
ted with Ki and DF (  13 ) 
Limit value  
Test 2  (if applicable)  
Repeat Test 1 table with the second test results.  
Test 3  (if applicable)  
Repeat Test 1 table with the third test results.  
Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), and VM (if 
applicable)  
Information about regeneration strategy  
D — number of operating cycles between 2 cycles where regenerative phases occur: …  
d — number of operating cycles required for regeneration: …  
Applicable Type 1 cycle: (Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83) (  14 ): …  
ATCT test  
CO  2 Emission (g/km)  Combined  
ATCT (14 °C) M  CO2,Treg  
Type 1 (23 °C) M  CO2,23°  
Family correction factor (FCF)  
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours 
ΔT_ATCT (°C): …  
The minimum soaking time t  soak _ATCT (s): …  
Location of temperature sensor: …  
Type 2: (including data required for roadworthiness testing):  
Test  CO value 
(% vol)  Lambda (  7 ) Engine speed 
(min  –1 ) Engine oil temperature 
(°C) 
Low idle test  N/A  
High idle testEN 7.7.2017 Official Journal of the European Union L 175/59
 
Type 3: …  
Type 4: … g/test  
Type 5: — Durability test: whole vehicle test/bench ageing test/none (  1 ) 
— Deterioration factor DF: calculated/assigned (  1 ) 
— Specify the values: …  
— Applicable Type 1 cycle (Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83) (  14 ): …  
Type 6  CO (g/km)  THC (g/km)  
Measured value  
2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1 
test is to be performed on both fuels according to Figure I.2.4 of Annex I, and for vehicles running on LPG 
or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeated for the different reference gases 
used in the test, and an additional table shall display the worst results obtained. When applicable, in 
accordance with section 3.1.4 of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results 
are measured or calculated.  
2.1.2. Written description and/or drawing of the MI: …  
2.1.3. List and function of all components monitored by the OBD system: …  
2.1.4. Written description (general working principles) for: …  
2.1.4.1. Misfire detection (  15 ): …  
2.1.4.2. Catalyst monitoring (  15 ): …  
2.1.4.3. Oxygen sensor monitoring (  15 ): …  
2.1.4.4. Other components monitored by the OBD system (  15 ): …  
2.1.4.5. Catalyst monitoring (  16 ): …  
2.1.4.6. Particulate trap monitoring (  16 ): …  
2.1.4.7. Electronic fuelling system actuator monitoring (  16 ): …  
2.1.4.8. Other components monitored by the OBD system: …  
2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): …  
2.1.6. List of all OBD output codes and formats used (with explanation of each): …  
2.2. Reserved  
2.3. Catalytic converters yes/no (  1 ) 
2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no (  1 ) 
2.4. Smoke opacity test results (  1 ) 
2.4.1. At steady engine speeds: See technical service test report number: …EN L 175/60 Official Journal of the European Union 7.7.2017
 
2.4.2. Free acceleration tests  
2.4.2.1. Measured value of the absorption coefficient: … m  –1 
2.4.2.2. Corrected value of the absorption coefficient: … m  –1 
2.4.2.3. Location of the absorption coefficient symbol on the vehicle: …  
2.5. CO  2 emissions and fuel consumption test results  
2.5.1. Internal combustion engine vehicle and Not Externally Chargeable (NOVC) Hybrid Electric Vehicle  
2.5.1.1. Vehicle High  
2.5.1.1.1. Cycle Energy Demand: … J  
2.5.1.1.2. Road load coefficients  
2.5.1.1.2.1. f  0, N: …  
2.5.1.1.2.2. f  1, N/(km/h): …  
2.5.1.1.2.3. f  2 , N/(km/h)  2 : …  
2.5.1.1.3. CO  2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values, for 
the combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5 /  M CO2,c,5  1 
2 
3 
M CO2,p,H /  M CO2,c,H  
2.5.1.1.4. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)  
Fuel consumption (l/100 km) or m  3 /100 
km or kg/100 km (  1 ) Low  Medium  High  Extra High  Combined  
Final values FC  p,H /  FC c,H 
2.5.1.2. Vehicle Low (if applicable)  
2.5.1.2.1. Cycle Energy Demand: … J  
2.5.1.2.2. Road load coefficients  
2.5.1.2.2.1. f  0, N: …  
2.5.1.2.2.2. f  1, N/(km/h): …  
2.5.1.2.2.3. f  2 , N/(km/h)  2 : …EN 7.7.2017 Official Journal of the European Union L 175/61
 
2.5.1.2.2. CO  2 mass emissions (provide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5 /  M CO2,c,5  1 
2 
3 
M CO2,p,L /  M CO2,c,L  
2.5.1.2.3. Fuel consumption (provide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.1.2.3.8 and 1.1.2.3.9 of Sub-Annex 6 to Annex XXI)  
Fuel consumption (l/100 km) or m  3 /100 
km or kg/100 km (  1 ) Low  Medium  High  Extra High  Combined  
Final values FC  p,H /  FC c,H 
2.5.1.3. For vehicles powered by an internal combustion engine only which are equipped with periodically regen ­
erating systems as defined in paragraph 6 of Article 2 of this Regulation, the test results shall be adjusted by 
the Ki factor as specified in Appendix 1 to Sub-Annex 6 of Annex XXI.  
2.5.1.3.1. Information about regeneration strategy for CO  2 emissions and fuel consumption  
D — number of operating cycles between 2 cycles where regenerative phases occur: …  
d — number of operating cycles required for regeneration: …  
Applicable Type 1 cycle (Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83) (  14 ): …  
Low  Mid  High  Extra High  Combined  
Ki (additive / multiplicative) (  1 ) 
Values for CO  2 and fuel 
consumption (  10 ) 
2.5.2. Pure electric vehicles (  1 ) 
2.5.2.1. Electric energy consumption (declared value)  
2.5.2.1.1. Electric energy consumption:  
EC (Wh/km)  Test  City  Combined  
Calculated EC  1 
2 
3 
Declared value  —EN L 175/62 Official Journal of the European Union 7.7.2017
 
2.5.2.1.2. Total time out of tolerance for the conduct of the cycle: … sec  
2.5.2.2. Pure Electric Range  
PER (km)  Test  City  Combined  
Measured Pure Electric Range  1 
2 
3 
Declared value  —  
2.5.3. Externally chargeable (OVC) Hybrid Electric Vehicle:  
2.5.3.1. CO  2 mass emission Charge Sustaining  
Vehicle High  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5 /  M CO2,c,5  1 
2 
3 
M CO2,p,H /  M CO2,c,H  
Vehicle Low (if applicable)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5 /  M CO2,c,5  1 
2 
3 
M CO2,p,L /  M CO2,c,L  
Vehicle M (if applicable)  
CO  2 Emission (g/km)  Test  Low  Medium  High  Extra High  Combined  
M CO2,p,5 /  M CO2,c,5  1 
2 
3 
M CO2,p,M /  M CO2,c,M  
2.5.3.2. CO  2 mass emission Charge Depleting  
Vehicle High  
CO  2 Emission (g/km)  Test  Combined  
M CO2,CD  1 
2 
3 
M CO2,CD,HEN 7.7.2017 Official Journal of the European Union L 175/63
 
Vehicle Low (if applicable)  
CO  2 Emission (g/km)  Test  Combined  
M CO2,CD  1 
2 
3 
M CO2,CD,L  
Vehicle M (if applicable)  
CO  2 Emission (g/km)  Test  Combined  
M CO2,CD  1 
2 
3 
M CO2,CD,M  
2.5.3.3. CO  2 mass emission (weighted, combined) (  17 ): 
Vehicle High: M  CO2,weighted  … g/km  
Vehicle Low (if applicable): M  CO2,weighted  … g/km  
Vehicle M (if applicable): M  CO2,weighted  … g/km  
2.5.3.4. Fuel consumption Charge Sustaining  
Vehicle High  
Fuel Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,H /  FC c,H 
Vehicle Low (if applicable)  
Fuel Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,L / FC c,L 
Vehicle M (if applicable)  
Fuel Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,M /  FC c,M 
2.5.3.5. Fuel consumption Charge Depleting  
Vehicle High  
Fuel consumption (l/100 km)  Test  Combined  
FC CD 1 
2 
3 
FC CD,HEN L 175/64 Official Journal of the European Union 7.7.2017
 
Vehicle Low (if applicable)  
Fuel consumption (l/100 km)  Test  Combined  
FC CD 1 
2 
3 
FC CD,L 
Vehicle M (if applicable)  
Fuel consumption (l/100 km)  Test  Combined  
FC CD 1 
2 
3 
FC CD,M  
2.5.3.6. Fuel consumption (weighted, combined) (  17 ): 
Vehicle High: FC  weighted  … l/100 km  
Vehicle Low (if applicable): FC  weighted  … l/100 km  
Vehicle M (if applicable): FC  weighted  … l/100 km  
2.5.3.7. Ranges:  
2.5.3.7.1. All Electric Range AER  
AER (km)  Test  City  Combined  
AER values  1  
2 
3 
Final values AER  
2.5.3.7.2. Equivalent All Electric Range EAER  
EAER (km)  City  Combined  
EAER values  
2.5.3.7.3. Actual Charge Depleting Range R  CDA  
R CDA (km)  Combined  
R CDA values  
2.5.3.7.4. Charge Depleting Cycle Range R  CDC  
R CDC (km)  Test  Combined  
R CDC values  1 
2 
3 
Final values R  CDCEN 7.7.2017 Official Journal of the European Union L 175/65
 
2.5.3.8. Electric consumption  
2.5.3.8.1. Electric Consumption EC  
EC (Wh/km)  Low  Medium  High  Extra High  City  Combined  
Electric consumption values  
2.5.3.8.2. UF-weighted charge-depleting electric consumption EC  AC,CD  (combined)  
EC AC,CD  (Wh/km)  Test  Combined  
EC AC,CD  values  1 
2 
3 
Final values EC  AC,CD  
2.5.3.8.3. UF-weighted electric consumption EC  AC, weighted  (combined)  
EC AC,weighted  (Wh/km)  Test  Combined  
EC AC,weighted  values  1 
2 
3 
Final values EC  AC,weighted  
2.6. Test results of eco-innovations  ( 18 ) ( 19 ) 
Decision 
approving the 
eco-innova- 
tion (  20 ) Code of 
the eco- 
inno ­
vation (  21 ) Type 1/I 
cycle (  22 ) 1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions of 
the baseline 
vehicle 
under type 1 
test- 
cycle (  23 ) 4. CO  2 
emissions of 
the eco- 
innovation 
vehicle 
under type 1 
test-cycle  5. Usage 
factor (UF) i.e. 
temporal share 
of technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 - 2) - 
(3 - 4)) * 5  
xxx/201x  
Total CO  2 emissions saving on NEDC (g/km) (  24 ) 
Total CO  2 emissions saving on WLTP (g/km) (  25 ) 
2.6.1.  General code of the eco-innovation(s)  ( 26 ): …  
3. VEHICLE REPAIR INFORMATION  
3.1. Address of website for access to vehicle repair and maintenance information: …  
3.1.1. Date from which it is available (up to 6 months from the date of type approval): …EN L 175/66 Official Journal of the European Union 7.7.2017
 
3.2. Terms and conditions of access (i.e. duration of access, price of access on an hourly, daily, monthly, annual 
and per-transaction basis) to websites referred to in point 3.1): …  
3.3. Format of vehicle repair and maintenance information accessible through website referred to in point 3.1: …  
3.4. Manufacturer’s certificate on access to vehicle repair and maintenance information provided: …  
4. POWER MEASUREMENT  
Maximum engine net power of internal combustion engine, net power and maximum 30 minutes power of 
electric drive train  
4.1. Internal combustion engine net power  
4.1.1. Engine speed (min  –1 ) …  
4.1.2. Measured fuel flow (g/h) …  
4.1.3. Measured torque (Nm) …  
4.1.4. Measured power (kW) …  
4.1.5. Barometric pressure (kPa) …  
4.1.6. Water vapour pressure (kPa) …  
4.1.7. Intake air temperature (K) …  
4.1.8. Power correction factor when applied …  
4.1.9. Corrected power (kW) …  
4.1.10. Auxiliary power (kW) …  
4.1.11. Net power (kW) …  
4.1.12. Net torque (Nm) …  
4.1.13. Corrected specific fuel consumption (g/kWh) …  
4.2. Electric drive train(s):  
4.2.1. Declared figures  
4.2.2. Maximum net power: … kW, at … min  –1 
4.2.3. Maximum net torque: … Nm, at … min  –1 
4.2.4. Maximum net torque at zero engine speed: … Nm  
4.2.5. Maximum 30 minutes power: … kW  
4.2.6. Essential characteristics of the electric drive train  
4.2.7. Test DC voltage: … V  
4.2.8. Working principle: …EN 7.7.2017 Official Journal of the European Union L 175/67
 
4.2.9. Cooling system:  
4.2.10. Motor: liquid/air (  1 ) 
4.2.11. Variator: liquid/air (  1 ) 
5. REMARKS: …  
Explanatory Notes  
( 1 ) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)  
( 2 ) OJ L 171, 29.6.2007, p. 1.  
( 3 ) OJ L 175, 7.7.2017, p. 1.  
( 4 ) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate techni cal unit 
types covered by this information, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC??123?? ) 
( 5 ) As defined in Annex II, Section A  
( 6 ) As defined in article 3, paragraph 39 of Directive 2007/46/EC  
( 7 ) Type of tyre according UN/ECE Regulation 117  
( 8 ) Where applicable.  
( 9 ) Round to 2 decimal places  
( 10 ) Round to 4 decimal places  
( 11 ) Not applicable  
( 12 ) Mean value calculated by adding mean values (M.Ki) calculated for THC and NOx.  
( 13 ) Round to 1 decimal place more than limit value.  
( 14 ) Indicate the applicable procedure.  
( 15 ) For vehicles equipped with positive-ignition engines.  
( 16 ) For compression-ignition engine vehicles  
( 17 ) Measured over the combined cycle  
( 18 ) Repeat the table for each reference fuel tested.  
( 19 ) Expand the table if necessary, using one extra row per eco-innovation.  
( 20 ) Number of the Commission Decision approving the eco-innovation.  
( 21 ) Assigned in the Commission Decision approving the eco-innovation.  
( 22 ) Applicable Type 1 cycle: Annex XXI, Sub-Annex 4 or UN/ECE Regulation 83  
( 23 ) If modelling is applied instead of the type 1 test-cycle, this value shall be the one provided by the modelling methodology.  
( 24 ) Sum of the emissions saving of each individual eco-innovation on Type I according to UN/ECE Regulation 83.  
( 25 ) Sum of the emissions saving of each individual eco-innovation on Type 1 according to Annex XXI, Sub-Annex 4 of this regulatio n 
( 26 ) The general code of the eco-innovation(s) shall consist of the following elements, each separated by a blank space: 
— Code of the type-approval authority as set out in Annex VII to Directive 2007/46/EC; 
— Individual code of each eco-innovation fitted in the vehicle, indicated in chronological order of the Commission approval 
decisions. 
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 16 and fitted to a vehicle certified by the 
German type approval authority should be: ‘e1 10 15 16’)EN L 175/68 Official Journal of the European Union 7.7.2017
 
Appendix to the Addendum to the Type Approval Certificate  
Transitional period (correlation output)  
(Transitional provision):  
1. CO  2 emissions results from Co2mpas  
1.1 Co2mpas version  
1.2. Vehicle High  
1.2.1. CO  2 mass emissions (for each reference fuel tested)  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_H,co2mpas  
1.3. Vehicle Low (if applicable)  
1.3.1. CO  2 mass emissions (for each reference fuel tested)  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_L,co2mpas  
2. CO  2 emissions test results (if applicable)  
2.1. Vehicle High  
2.1.1. CO  2 mass emissions (for each reference fuel tested)  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_H,test  
2.2. Vehicle Low (if applicable)  
2.2.1. CO  2 mass emissions (for each reference fuel tested)  
CO  2 Emission (g/km)  Urban  Extra Urban  Combined  
M CO2,NEDC_L,test  
3. Deviation factors (determined in accordance with point 3.2.8 of Annex I to Implementing Regulations (EU) 
2017/1152 and (EU) 2017/1153)  
Deviation factors  Vehicle High  Vehicle Low 
(if applicable)  
DeEN 7.7.2017 Official Journal of the European Union L 175/69
 
Appendix 5  
Vehicle OBD information  
1. The information required in this Appendix shall be provided by the vehicle manufacturer for the purposes of 
enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment.  
2. Upon request, the following information shall be made available to any interested component, diagnostic tools or 
test equipment manufacturer, on a non-discriminatory basis:  
2.1. A description of the type and number of the preconditioning cycles used for the original type-approval of the 
vehicle;  
2.2. A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the 
component monitored by the OBD system;  
2.3. A comprehensive document describing all sensed components with the strategy for fault detection and MI activation 
(fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for 
each component monitored by the OBD system and a list of all OBD output codes and format used (with an 
explanation of each) associated with individual emission-related power-train components and individual non- 
emission related components, where monitoring of the component is used to determine MI activation. In particular, 
a comprehensive explanation for the data given in service $ 05 Test ID $ 21 to FF and the data given in service $ 06 
shall be provided. In the case of vehicle types that use a communication link in accordance with ISO 15765-4 ‘Road 
vehicles — Diagnostics on Controller Area Network (CAN) — Part 4: Requirements for emissions-related systems’, a 
comprehensive explanation for the data given in service $ 06 Test ID $ 00 to FF, for each OBD monitor ID 
supported, shall be provided.  
This information may be provided in the form of a table, as follows:  
Component  Fault 
code  Monitoring 
strategy  Fault detection 
criteria  MI activation 
criteria  Secondary 
parameters  Preconditioning  Demonstration 
test 
Catalyst  P0420  Oxygen 
sensor 1 
and 2 
signals  Difference 
between 
sensor 1 and 
sensor 2 
signals  3rd cycle  Engine 
speed, 
engine load, 
A/F mode, 
catalyst 
temperature  e.g. Two Type 
1 cycles (as 
described in 
Annex III of 
Regulation (EC) 
No 692/2008 
or in Annex 
XXI to Regu ­
lation (EU) 
2017/1151)  e.g. Type 1 test 
(as described in 
Annex III of 
Regulation (EC) 
No 692/2008 or 
in Annex XXI to 
Regulation (EU) 
2017/1151)  
3. INFORMATION REQUIRED FOR THE MANUFACTURE OF DIAGNOSTIC TOOLS  
In order to facilitate the provision of generic diagnostic tools for multi-make repairers, vehicle manufacturers shall 
make available the information referred to in the points 3.1 to 3.3. through their repair information web-sites. This 
information shall include all diagnostic tool functions and all the links to repair information and troubleshooting 
instructions. The access to this information may be subject to the payment of a reasonable fee.  
3.1. Communication Protocol Information  
The following information shall be required indexed against vehicle make, model and variant, or other workable 
definition such as VIN or vehicle and systems identification:  
(a) Any additional protocol information system necessary to enable complete diagnostics in addition to the 
standards prescribed in Section 4 of Annex XI, including any additional hardware or software protocol 
information, parameter identification, transfer functions, ‘keep alive’ requirements, or error conditions;EN L 175/70 Official Journal of the European Union 7.7.2017
 
(b) Details of how to obtain and interpret all fault codes not in accordance with the standards prescribed in Section 
4 of Annex XI:  
(c) A list of all available live data parameters including scaling and access information;  
(d) A list of all available functional tests including device activation or control and the means to implement them;  
(e) Details of how to obtain all component and status information, time stamps, pending DTC and freeze frames;  
(f) Resetting adaptive learning parameters, variant coding and replacement component setup, and customer prefer ­
ences;  
(g) ECU identification and variant coding;  
(h) Details of how to reset service lights;  
(i) Location of diagnostic connector and connector details;  
(j) Engine code identification.  
3.2. Test and diagnosis of OBD monitored components  
The following information shall be required:  
(a) A description of tests to confirm its functionality, at the component or in the harness  
(b) Test procedure including test parameters and component information  
(c) Connection details including minimum and maximum input and output and driving and loading values  
(d) Values expected under certain driving conditions including idling  
(e) Electrical values for the component in its static and dynamic states  
(f) Failure mode values for each of the above scenarios  
(g) Failure mode diagnostic sequences including fault trees and guided diagnostics elimination.  
3.3. Data required to perform the repair  
The following information shall be required:  
(a) ECU and component initialisation (in the event of replacements being fitted)  
(b) Initialisation of new or replacement ECUs where relevant using pass-through (re-) programming techniques.EN 7.7.2017 Official Journal of the European Union L 175/71
 
Appendix 6  
EC Type–Approval Certification Numbering System  
1. Section 3 of the EC type-approval number issued according to Article 6(1) shall be composed by the number of the 
implementing regulatory act or the latest amending regulatory act applicable to the EC type-approval. This number 
shall be followed by one or more characters reflecting the different categories in accordance with Table 1.  
Char ­
acter  Emission 
standard  OBD standard  Vehicle category 
and class  Engine  Implemen ­
tation date: 
new types  Implemen ­
tation date: 
new vehicles  Last date of 
registration  
AA Euro 6c  Euro 6-1  M, N1 class I  PI, CI  31.8.2018  
AB Euro 6c  Euro 6-1  N1 class II  PI, CI  31.8.2019  
AC Euro 6c  Euro 6-1  N1 class III, 
N2 PI, CI  31.8.2019  
AD Euro 6c  Euro 6-2  M, N1 class I  PI, CI  1.9.2018  31.8.2019  
AE Euro 6c  Euro 6-2  N1 class II  PI, CI  1.9.2019  31.8.2020  
AF Euro 6c  Euro 6-2  N1 class III, 
N2 PI, CI  1.9.2019  31.8.2020  
AG Euro 6d- 
TEMP  Euro 6-2  M, N1 class I  PI, CI  1.9.2017  1.9.2019  31.12.2020  
AH Euro 6d- 
TEMP  Euro 6-2  N1 class II  PI, CI  1.9.2018  1.9.2020  31.12.2021  
AI Euro 6d- 
TEMP  Euro 6-2  N1 class III, 
N2 PI, CI  1.9.2018  1.9.2020  31.12.2021  
AJ Euro 6d  Euro 6-2  M, N1 class I  PI, CI  1.1.2020  1.1.2021EN L 175/72 Official Journal of the European Union 7.7.2017
 
Char ­
acter  Emission 
standard  OBD standard  Vehicle category 
and class  Engine  Implemen ­
tation date: 
new types  Implemen ­
tation date: 
new vehicles  Last date of 
registration  
AK Euro 6d  Euro 6-2  N1 class II  PI, CI  1.1.2021  1.1.2022  
AL Euro 6d  Euro 6-2  N1 class III, 
N2 PI, CI  1.1.2021  1.1.2022  
AX n.a.  n.a.  All vehicles  Battery full 
electric  1.9.2009  1.1.2011  
AY n.a.  n.a.  All vehicles  Battery full 
electric  1.9.2009  1.1.2011  
AZ n.a.  n.a.  All vehicles 
using 
certificates 
according to 
point 2.1.1 of 
Annex I  PI, CI  1.9.2009  1.1.2011  
Key:  
‘Euro 6-1’ OBD standard = Full Euro 6 OBD requirements but with preliminary OBD threshold limits as defined in point 2.3.4 of 
Annex XI and partially relaxed IUPR;  
‘Euro 6-2’ OBD standard = Full Euro 6 OBD requirements but with final OBD threshold limits as defined in point 2.3.3 of Annex X I; 
‘Euro 6c’ emissions standard = RDE testing for monitoring only (no NTE emission limits applied), otherwise full Euro 6 emission  
requirements; 
‘Euro 6d-TEMP’ emissions standard = RDE testing against temporary conformity factors, otherwise full Euro 6 emission requiremen ts;" 
‘Euro 6d’ emissions standard = RDE testing against final conformity factors, otherwise full Euro 6 emission requirements.  
2. EXAMPLES OF TYPE–APPROVAL CERTIFICATION NUMBERS  
2.1 An example is provided below of an approval of a Euro 6 light passenger car to the  'Euro 6d ' emission standard and  
'Euro 6-2 ' OBD standard, identified by the characters AJ according to table 1, issued by Luxembourg, identified by 
the code e13. The approval was granted for the base Regulation (EC) 715/2007 and its implementing Regulation 
(EC) xxx/2016 without any amendments. It is the 17th approval of this kind without any extension, so the fourth 
and fifth components of the certification number are 0017 and 00, respectively.  
e13 Ü 715=2007 Ü xxx=2016AJ Ü 0017 Ü 00 
2.2 This second example shows an approval of a Euro 6 N1 class II light commercial vehicle to the  'Euro 6d-TEMP ' 
emission standard and  'Euro 6-2 ' OBD standard, identified by the characters AH according to table 1, issued by 
Romania, identified by the code e19. The approval was granted for the base Regulation (EC) 715/2007 and its 
implementing legislation as last amended by a Regulation xyz/2018. It is the 1st approval of this kind without 
extension, so the fourth and fifth components of the certification number are 0001 and 00, respectively.  
e19 Ü 715=2007 Ü xyz=2018AH Ü 0001 Ü 00EN 7.7.2017 Official Journal of the European Union L 175/73
 
Appendix 7
EN L 175/74 Official Journal of the European Union 7.7.2017
 
Appendix 8a  
Test Report  
The Test Report is the report issued by the technical service responsible for conducting the tests according this regulation.  
A separate Test Report shall be prepared for each interpolation family, as defined in paragraph 5.6. of Annex XXI  
The following information, if applicable, is the minimum data required for the Type 1 test and Ambient Temperature 
Correction Test (ATCT) test.  
REPORT number 
APPLICANT  
Manufacturer  
SUBJECT  Determination of a vehicle road load  
Object submitted to tests  
Make  :  
Type  :  
CONCLUSION  The object submitted to tests complies with the requirements mentioned in the 
subject.  
PLACE,  DD/MM/YYYY  
Remarks:  
— The references to the relevant sections of Regulation (EU) No 692/2008 are  highlighted in grey  
— (ATCT) means only for Ambient Temperature Correction Test (ATCT) test report  
— (not ATCT) means not relevant for ATCT test report  
— No reference to ATCT means needed for both ‘type 1’ test report and ATCT test report  
General notes:  
If there are several options (references), the one tested should be described in the test report  
If there are not, a single reference to the information document at the start of the test report may be sufficient.  
Every Technical Service is free to include some additional information  
(a) Specific to positive ignition engine  
(b) Specific to compression ignition engine  
1. DESCRIPTION OF TESTED VEHICLE(S): HIGH, LOW AND M (IF APPLICABLE)  
1.1.  GENERAL  
Vehicle numbers  :  Prototype number and VINEN 7.7.2017 Official Journal of the European Union L 175/75
 
Category  
Annex I Appendix 3 & 4 §0.4  : 
Number of seats including the driver  
Annex I Appendix 3 §9.10.3 &  
Appendix 4 addendum §1.4  : 
Bodywork  
Annex I Appendix 3 §9.1 & Appendix 4  
addendum §1.6  : 
Drive wheels  
Annex I Appendix 3 §1.3.3 &  
Appendix 4 addendum §1.7  : 
1.1.1.  POWERTRAIN ARCHITECTURE  
Powertrain architecture  :  internal combustion, hybrid, electric or fuel cell  
1.1.2.  INTERNAL COMBUSTION ENGINE  (if applicable)  
For more than one ICE, please repeat the paragraph 
Make  :  
Type  
Annex I Appendix 3 §3.1.1 &  
Appendix 4 addendum §1.10  : 
Working principle  
Annex I Appendix 3 §3.2.1.1  : two/four stroke  
Cylinders number and arrangement  
Annex I Appendix 3 §3.2.1.2  : 
Engine capacity (cm  3 ) 
Annex I Appendix 3 §3.2.1.3 &  
Appendix 4 addendum §1.10.1  : 
Engine idling speed (min  –1 ) 
Annex I Appendix 3 §3.2.1.6  : + 
– 
High engine idling speed (min  –1 (a) 
Annex I Appendix 3 §3.2.1.6.1  : + 
– 
n min drive  (rpm)  :  
Rated engine power  
Annex I Appendix 3 §3.2.1.8 &  
Appendix 4 addendum §1.10.4  : kW  at  rpm  
Maximum net torque  
Annex I Appendix 3 §3.2.1.10 &  
Appendix 4 addendum §1.11.3  : Nm  at  rpmEN L 175/76 Official Journal of the European Union 7.7.2017
 
Engine lubricant  :  Manufacturer specification (If there are several references in 
the information document)  
Cooling system  
Annex I Appendix 3 §3.2.7  : Type: air/water/oil  
Insulation  :  material, amount, location, volume and weight  
1.1.3.  TEST FUEL FOR TYPE 1 TEST  (if applicable)  
For more than one test fuel, please repeat the paragraph 
Make  :  
Type  
Annex I Appendix 3 §3.2.2.1 &  
Appendix 4 addendum §1.10.3  : petrol E10 - Diesel B7 – LPG – NG - …  
Density at 15°C  
Annex IX  : 
Sulphur content  
sub annex 3 of annex XXI  : Only for Diesel B7 and Petrol E10  
Annex IX  :  
Batch number  :  
Willans factors (for ICE) for CO  2 
emission (gCO  2 /km)  : 
1.1.4.  FUEL FEED SYSTEM  (if applicable)  
For more than one fuel feed system, please repeat the paragraph 
Direct injection  :  yes/no or description  
Vehicle fuel type  
Annex I Appendix 3 §3.2.2.4  : Monofuel / bifuel / flex fuel  
Control unit  
Part reference  
Annex I Appendix 3 § 3.2.4.2.9.3.1  : same as information document  
Software tested  
Annex I Appendix 3 §  
3.2.4.2.9.3.1.1  : read via scantool, for example  
Air flowmeter  
Annex I Appendix 3 § 3.2.4.2.9.3.3  : 
Throttle body  
Annex I Appendix 3 § 3.2.4.2.9.3.5  : 
Pressure sensor  
Annex I Appendix 3 § 3.2.4.3.4.11  :EN 7.7.2017 Official Journal of the European Union L 175/77
 
Injection pump  
Annex I Appendix 3 § 3.2.4.2.3  : 
Injector(s)  
Annex I Appendix 3 § 3.2.4.2.6  : 
1.1.5.  INTAKE SYSTEM  (if applicable)  
For more than one intake system, please repeat the paragraph 
Pressure charger  
Annex I Appendix 3 § 3.2.8.1  : Yes/no 
make & type (  1 ) 
Intercooler  
Annex I Appendix 3 § 3.2.8.2  : yes/no 
type (air/air – air/water) (  1 ) 
Air filter (element) (  1 ) 
Annex I Appendix 3 § 3.2.8.4.2  : make & type  
Intake silencer (  1 ) 
Annex I Appendix 3 § 3.2.8.4.3  : make & type  
1.1.6.  EXHAUST SYSTEM AND ANTI-EVAPORATIVE SYSTEM  (if applicable)  
For more than one, please repeat the paragraph 
First catalytic converter  
Annex I Appendix 3 §3.2.12.2.1.12.&  
3.2.12.2.1.13  : make & reference (  1 ) 
principle: three way / oxidising / NOx trap /Selective Catalyst 
Reduction  
Second catalytic converter  :  make & reference (  1 ) 
principle: three way / oxidising / NOx trap /Selective Catalyst 
Reduction  
Particulate trap  
Annex I Appendix 3 §3.2.12.2.6  : with/without/not applicable 
make & reference (  1 ) 
Reference and position of oxygen 
sensor(s)  
Annex I Appendix 3 §3.2.12.2.2  : before catalyst / after catalyst  
Air injection  
Annex I Appendix 3 §3.2.12.2.3  : with/without/not applicable  
EGR  
Annex I Appendix 3 §3.2.12.2.4  : with/without/not applicable 
cooled/non-cooled  
Evaporative emission control system  
Annex I Appendix 3 §3.2.12.2.5  : with/without/not applicable  
Reference and position of NOx sensor(s)  : Before/ after  
General description (  1 ) 
Annex I Appendix 3 §3.2.9.2  :EN L 175/78 Official Journal of the European Union 7.7.2017
 
1.1.7.  HEAT STORAGE DEVICE  (if applicable)  
For more than one Heat Storage System, please repeat the paragraph 
Heat storage device  :  yes/no  
Heat capacity (enthalpy stored J)  :  
Time for heat release (s)  :  
1.1.8.  TRANSMISSION  (if applicable)  
For more than one Transmission, please repeat the paragraph 
Gearbox  
Annex I Appendix 3 § 4.5.1& Appendix  
4 addendum §1.13.1  : manual / automatic / continuous variation  
Gear shifting procedure  
Predominant mode  :  yes/no 
normal / drive / eco/…  
Best case mode for CO  2 emissions 
and fuel consumption (if applicable)  : 
Worst case mode for CO  2 emissions 
and fuel consumption (if applicable)  : 
Control unit  :  
Gearbox lubricant  :  Manufacturer’s specification (If there are several references in 
the information document)  
Tyres  
Annex I Appendix 3 §6.6 & Appendix 4 addendum §1.14  
Make  :  
Type  :  
Dimensions front/rear  
Annex I Appendix 3 §6.6.1  : 
Circumference (m)  :  
Tyre pressure (kPa)  
Annex I Appendix 3 §6.6.3  : 
Transmission ratios (R.T.), primary ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min  – 1 )) 
(V 1 000  ) for each of the gearbox ratios (R.B.).  
Annex I Appendix 3 §4.6 & Appendix 4 addendum §1.13.3  
R.B.  R.P.  R.T.  V  1 000  
1 st 1/1 
2 nd 1/1EN 7.7.2017 Official Journal of the European Union L 175/79
 
R.B.  R.P.  R.T.  V  1 000  
3 rd 1/1 
4 th 1/1 
5 th 1/1 
… 
1.1.9.  ELECTRIC MACHINE  (if applicable)  
For more than one Electric Machine, please repeat the paragraph 
Make  :  
Type  :  
Peak Power  :  
1.1.10.  TRACTION REESS  (if applicable)  
For more than one Traction REESS, please repeat the paragraph 
Make  :  
Type  :  
Capacity  :  
Nominal Voltage  :  
1.1.12.  FUEL CELL  (if applicable)  
For more than one Fuel Cell, please repeat the paragraph 
Make  :  
Type  :  
Maximum Power  :  
Nominal Voltage  :  
1.1.13.  POWER ELECTRONICS  (if applicable)  
Can be more than one PE (propulsion converter, low voltage system or charger) 
Make  :  
Type  :  
Power  :EN L 175/80 Official Journal of the European Union 7.7.2017
 
1.2.  VEHICLE HIGH DESCRIPTION (TYPE 1) OR VEHICLE DESCRIPTION (ATCT)  
1.2.1.  MASS  
Test mass of VH (kg)  :  
1.2.2.  ROAD LOAD PARAMETERS  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
f 2_TReg  (N/(km/h)  2 ) :  (ATCT)  
Cycle energy demand (Ws)  
Annex XXI §3.5.6  : 
Road load test report reference  :  
1.2.3.  CYCLE SELECTION PARAMETERS  
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  
Annex XXI sub-annex 1 §9  : yes/no  
Maximum speed of the vehicle  
Annex I appendix 3 §4.7  : 
Downscaling (if applicable)  :  yes/no  
Downscaling factor f  dsc : 
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.2.4.  GEAR SHIFT POINT (IF APPLICABLE)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of 
decimal  
1.3.  VEHICLE LOW DESCRIPTION (IF APPLICABLE)  
1.3.1.  MASS  
Test mass of VL(kg)  :EN 7.7.2017 Official Journal of the European Union L 175/81
 
1.3.2.  ROAD LOAD PARAMETERS  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
Cycle energy demand (Ws)  :  
Δ(C D ×A  f ) LH : 
Road load test report reference  :  
1.3.3.  CYCLE SELECTION PARAMETERS  
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  
Annex XXI sub-annex 1 §9  : yes/no  
Maximum speed of the vehicle  
Annex I appendix 3 §4.7  : 
Downscaling (if applicable)  :  yes/no  
Downscaling factor f  dsc : 
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.3.4.  GEAR SHIFT POINT (IF APPLICABLE)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of 
decimal  
1.4.  VEHICLE M DESCRIPTION (IF APPLICABLE)  
1.4.1.  MASS  
Test mass of VL(kg)  :  
1.4.2.  ROAD LOAD PARAMETERS  
f 0 (N) :  
f 1 (N/(km/h))  :  
f 2 (N/(km/h)  2 ) :  
Cycle energy demand (Ws)  :  
Δ(C D ×A  f ) LH :EN L 175/82 Official Journal of the European Union 7.7.2017
 
1.4.3.  CYCLE SELECTION PARAMETERS  
Cycle (without downscaling)  :  Class 1 / 2 / 3a / 3b  
Ratio of rated power to mass in 
running order (PMR)(W/kg)  : (if applicable)  
Capped speed process used during 
measurement  
Annex XXI sub-annex 1 §9  : yes/no  
Maximum speed of the vehicle  
Annex I appendix 3 §4.7  : 
Downscaling (if applicable)  :  yes/no  
Downscaling factor f  dsc : 
Cycle distance (m)  :  
Constant speed (in the case of the 
shortened test procedure)  : if applicable  
1.4.4.  GEAR SHIFT POINT (IF APPLICABLE)  
Gear shifting  :  Average gear for v ≥ 1 km/h, rounded to four places of 
decimal  
2. TEST RESULTS  
2.1.  TYPE 1 TEST  or ATCT TEST  
Method of chassis dyno setting  :  Fixed run / iterative / alternative with its own warmup cycle  
Dynamometer operation mode  
Ann XXI sub-ann6 §1.2.4.2.2.  yes/no  
Coastdown mode  
Ann XXI sub-ann4 §4.2.1.8.5  : yes/no  
Additional preconditioning  :  yes/no 
description  
Deterioration factors  :  assigned / tested  
2.1.1.  Vehicle high (used for ATCT, also)  
Date of tests  :  (day/month/year)  
Place of the test  :  
Height of the lower edge above ground 
of cooling fan (cm)  : 
Lateral position of fan centre (if modified 
as request by the manufacturer)  : in the vehicle centre-line/…  
Distance from the front of the vehicle 
(cm)  :EN 7.7.2017 Official Journal of the European Union L 175/83
 
2.1.1.1.  Pollutant emissions (if applicable)  
2.1.1.1.1.  Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs 
in case of a charge-sustaining Type 1 test  
For each operating modes tested the paragraphs below has to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)  
Test 1  
Pollutants  CO 
(mg/km)  THC (a) 
(mg/km)  NMHC 
(a) 
(mg/km)  NO  x 
(mg/km)  THC+NOx 
(b) 
(mg/km)  Particulate 
Matter 
(mg/km)  Particle 
Number 
(#.10  11 /km)  
Measured values  
Regeneration factors (Ki)(2) 
Additive  
Regeneration factors (Ki)(2) 
Multiplicative  
Deterioration factors (DF) 
additive  
Deterioration factors (DF) 
multiplicative  
Final values  
Limit values  
(2) See Ki family report(s)  :  
Type 1/I performed for Ki determination  : Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 (  1 ) 
( 1 ) Indicate as applicable  
Test 2 if applicable: for CO  2 reason (d  CO2 1 ) / for pollutants reason (90 % of the limits) / for both  
Same paragraph  
Test 3 if applicable: for CO  2 reason (d  CO2 2 ) 
Same paragraph  
2.1.1.1.2.  Pollutant emissions of OVC-HEVs in case of a charge-depleting Type 1 test  
Test 1  
Pollutant emission limits have to be fulfilled and the following paragraph has to be repeated for each driven 
test cycle.  
Pollutants  CO 
(mg/km)  THC (a) 
(mg/km)  NMHC 
(a) 
(mg/km)  NO  x 
(mg/km)  THC+NOx 
(b) 
(mg/km)  Particulate 
Matter 
(mg/km)  Particle Number 
(#.10  11 /km)  
Measured single cycle 
values  
Limit single cycle valuesEN L 175/84 Official Journal of the European Union 7.7.2017
 
Test 2 (if applicable): for CO  2 reason (d  CO2 1 ) / for pollutants reason (90 % of the limits) / for both  
Same paragraph  
Test 3 (if applicable): for CO  2 reason (d  CO2 2 ) 
Same paragraph  
2.1.1.1.3.  UF-WEIGHTED POLLUTANT EMISSIONS OF OVC-HEVS  
Pollutants  CO 
(mg/km)  THC (a) 
(mg/km)  NMHC 
(a) 
(mg/km)  NO  x 
(mg/km)  THC+NOx 
(b) 
(mg/km)  Particulate 
Matter 
(mg/km)  Particle Number 
(#.10  11 /km)  
Calculated values  
2.1.1.2.  CO  2 emission  (if applicable)  
2.1.1.2.1.  CO  2 Emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case 
of a charge-sustaining Type 1 test (not ATCT)  
For each operating mode tested the paragraphs below have to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)  
Test 1  
CO  2 Emission  Low  Medium  High  Extra High  Combined  
Measured value M  CO2,p,1 /  M CO2,c,2  
RCB correction coefficient: (  2 ) 
M CO2,p,3 /  M CO2,c,3  
Regeneration factors (Ki) 
Additive  
Regeneration factors (Ki) 
Multiplicative  
M CO2,c,4  — 
AF Ki= M CO2,c,3 /  M CO2,c,4  — 
M CO2,p,4 /  M CO2,c,4  — 
ATCT correction (FCF) (  1 ) 
Temporary values M  CO2,p,5 /  M CO2,c,5  
Declared value  —  —  —  —  
d CO2 1 * declared value  —  —  —  —  
( 1 ) FCF: family correction factor for correcting for representative regional temperature conditions (ATCT) 
See FCF family report(s): 
( 2 ) correction as referred to in Sub-Annex 6 Appendix 2 of Annex XXI of this Regulation for ICE vehicles, K  CO2 for 
HEVs  
Test 2 (if applicable)  
Same paragraph with d  CO2 2 
Test 3 (if applicable)  
Same paragraphEN 7.7.2017 Official Journal of the European Union L 175/85
 
Conclusion  
CO  2 Emission (g/km)  Low  Medium  High  Extra High  Combined  
Averaging M  CO2,p,6/  M CO2,c,6  
Alignment M  CO2,p,7 /  M CO2,c,7  
Final values M  CO2,p,H /  M CO2,c,H  
2.1.1.2.2.  ATCT CO  2 Emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV 
in case of a charge-sustaining Type 1 test (ATCT)  
Test at 14°C (ATCT)  
CO  2 Emission (g/km)  Low  Medium  High  Extra High  Combined  
Measured value M  CO2,p,1 /  M CO2,c,2  
RCB correction coefficient (5)  
M CO2,p,3 /  M CO2,c,3  
Conclusion (ATCT)  
CO  2 Emission (g/km)  Combined  
ATCT (14°C) M  CO2,Treg  
Type 1 (23°C) M  CO2,23  ° 
Family correction factor (FCF)  
2.1.1.2.3.  CO  2 Mass Emission of OVC-HEVs in case of a charge-depleting Type 1 test  
Test 1:  
CO  2 Mass Emission (g/km)  Combined  
Calculated value M  CO2,CD  
Declared value  
d CO2 1 
Test 2 (if applicable)  
Same paragraph with d  CO2 2 
Test 3 (if applicable)  
Same paragraph  
Conclusion  
CO  2 Mass Emission (g/km)  Combined  
Averaging M  CO2,CD  
Final value M  CO2,CDEN L 175/86 Official Journal of the European Union 7.7.2017
 
2.1.1.2.4.  UF-WEIGHTED CO  2 Mass Emission of OVC-HEVs  
CO  2 Mass Emission (g/km)  Combined  
Calculated value M  CO2,weighted  
2.1.1.3  FUEL CONSUMPTION (IF APPLICABLE, NOT ATCT)  
2.1.1.3.1.  Fuel consumption of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case 
of a charge-sustaining Type 1 test  
For each operating modes tested the paragraphs below has to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)  
Consumption (l/100 km)  Low  Medium  High  Extra High  Combined  
Final values FC  p,H /  FC c,H ( 1 ) 
( 1 ) Calculated from aligned CO  2 values  
2.1.1.3.2.  Fuel consumption of OVC-HEVs in case of a charge-depleting Type 1 test  
Test 1:  
Fuel Consumption (l/100 km)  Combined  
Calculated value FC  CD 
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraph  
Conclusion  
Fuel Consumption (l/100 km)  Combined  
Averaging FC  CD 
Final value FC  CD 
2.1.1.3.3.  UF-Weighted Fuel consumption of OVC-HEVs  
Fuel Consumption (l/100 km)  Combined  
Calculated value FC  weighted  
2.1.1.3.4.  Fuel consumption of vehicles of NOVC-FCHVs in case of a charge-sustaining Type 1 test  
For each operating modes tested the paragraphs below has to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)  
Consumption (kg/100 km)  Low  Medium  High  Extra High  Combined  
Measured valuesEN 7.7.2017 Official Journal of the European Union L 175/87
 
Consumption (kg/100 km)  Low  Medium  High  Extra High  Combined  
RCB correction coefficient  
Final values FC  p/ FC c 
2.1.1.4.  RANGES (IF APPLICABLE)  
2.1.1.4.1.  Ranges for OVC-HEVs (if applicable)  
2.1.1.4.1.1.  All electric Range  
Test 1  
AER (km)  City  Combined  
Measured/Calculated values AER  
Declared value  —  
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraph  
Conclusion  
AER (km)  City  Combined  
Averaging AER (if applicable)  
Final values AER  
2.1.1.4.1.2.  Equivalent All electric Range  
EAER (km)  City  Combined  
Final values EAER  
2.1.1.4.1.3.  Actual Charge-Depleting Range  
R CDA (km)  Combined  
Final value R  CDA 
2.1.1.4.1.4.  Charge-Depleting Cycle Range  
Test 1  
R CDC (km)  Combined  
Final value R  CDC 
Index Number of the transition cycle  
REEC of confirmation-cycle (%)EN L 175/88 Official Journal of the European Union 7.7.2017
 
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraph  
2.1.1.4.2.  Ranges for PEVs - Pure electric Range (if applicable)  
Test 1  
PER (km)  City  Combined  
Calculated values PER  
Declared value  —  
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraph  
Conclusion  
PER (km)  City  Combined  
Averaging PER  
Final values PER  
2.1.1.5.  ELECTRIC CONSUMPTION (IF APPLICABLE)  
2.1.1.5.1.  Electric Consumption of OVC-HEVs (if applicable)  
2.1.1.5.1.1.  Electric consumption EC  
EC (Wh/km)  Low  Medium  High  Extra High  City  Combined  
Final values EC  
2.1.1.5.1.2.  UF-weighted charge-depleting electric consumption  
Test 1  
EC AC,CD  (Wh/km)  Combined  
Calculated value EC  AC,CD  
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraphEN 7.7.2017 Official Journal of the European Union L 175/89
 
Conclusion (if applicable)  
EC AC,CD  (Wh/km)  Combined  
Averaging EC  AC,CD  
Final value  
2.1.1.5.1.3.  UF-weighted electric consumption  
Test 1  
EC AC,weighted  (Wh)  Combined  
Calculated value EC  AC,weighted  
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraph  
Conclusion (if applicable)  
EC AC,weighted  (Wh/km)  Combined  
Averaging EC  AC,weighted  
Final value  
2.1.1.5.2.  Electric consumption of PEVs (if applicable)  
Test 1  
EC (Wh/km)  City  Combined  
Calculated values EC  
Declared value  —  
Test 2 (if applicable)  
Same paragraph  
Test 3 (if applicable)  
Same paragraph  
EC (Wh/km)  Low  Medium  High  Extra High  City  Combined  
Averaging EC  
Final values EC  
2.1.2.  VEHICLE LOW (IF APPLICABLE)  
Repeat § 2.1.1.EN L 175/90 Official Journal of the European Union 7.7.2017
 
2.1.3.  VEHICLE M (IF APPLICABLE)  
Repeat § 2.1.1.  
2.1.4.  FINAL CRITERIA EMISSIONS VALUES (IF APPLICABLE)  
Pollutants  CO 
(mg/km)  THC (a) 
(mg/km)  NMHC 
(a) 
(mg/km)  NO  x 
(mg/km)  THC+NOx 
(b) 
(mg/km)  PM 
(mg/km)  PN 
(#.10  11 /km)  
Highest values (  1 ) 
( 1 ) for each pollutant within all test results of VH, VL (if applicable) and VIM (if applicable)  
2.2.  TYPE  2 (a)  TEST  (not  ATCT ) 
Included the emissions data required for roadworthiness testing  
Test  CO (% vol)  Lambda  Engine speed (min  –1 ) Oil temperature (°C)  
Idle —  
High idle  
2.3.  TYPE  3 (a)  TEST  (not  ATCT ) 
Emission of crankcase gases into the atmosphere: none  
2.4.  TYPE  4 (a)  TEST  (not  ATCT ) 
See report(s)  :  
2.5.  TYPE  5 (a)  TEST  (not  ATCT ) 
See durability family report(s)  :  
Type 1/I cycle for criteria emissions 
testing  : Annex XXI, Sub-Annex 4 or UN/ECE Regulation No 83 (  1 ) 
( 1 ) Indicate as applicable  
2.6.  RDE TEST  (not  ATCT ) 
RDE family number  :  MSxxxx  
See family report(s)  :  
2.7.  TYPE  6 (a)  TEST  (not  ATCT ) 
Date of tests  :  (day/month/year)  
Place of tests  :  
Method of setting of the chassis dyno  :  coast down (road load reference)  
Inertia mass (kg)  :EN 7.7.2017 Official Journal of the European Union L 175/91
 
If deviation from the vehicle of type 1  : 
Tyres  :  
Make  :  
Type  :  
Dimensions front/rear  :  
Circumference (m)  :  
Tyre pressure (kPa)  :  
Pollutants  CO 
(g/km)  HC 
(g/km)  
Test  1 
2 
3 
Average  
Limit  
2.8.  ON BOARD DIAGNOSTIC SYSTEM  (not  ATCT ) 
See family report(s)  :  
2.9.  SMOKE OPACITY  (b)  TEST  (not  ATCT ) 
2.9.1.  STEADY SPEEDS TEST  
See family report(s)  :  
2.9.2.  FREE ACCELERATION TEST  
Measured absorption value (m  –1 ) :  
Corrected absorption value (m  –1 ) :  
2.10.  ENGINE POWER  (not  ATCT ) 
See family report(s)  :  
2.11.  TEMPERATURE INFORMATION RELATED TO VEHICLE HIGH (VH)  
Engine coolant temperature at the end of soaking time (°C)  
sub-ann6a §3.9.2  : 
Average soak area temperature over the 3 last hours (°C)  
sub-ann6a §3.9.2  :EN L 175/92 Official Journal of the European Union 7.7.2017
 
Difference between engine coolant end temperature and average soak 
area temperature of the last 3 hours Δ T_ATCT  (°C) 
sub-ann6a §3.9.3  : 
The minimum soaking time t  soak_ATCT  (s) 
sub-ann6a §3.9.1  : 
Location of temperature sensor  
sub-ann6a §3.9.5  : 
Annex of the test report (not applicable ATCT test and PEV),  
1 — By electronic format, all the input data for the correlation tool, listed in Annex 1 point 2.4 to Implementing 
Regulations (EU) 2017/1152 and (EU) 2017/1153.  
Reference of input file: …  
2 — Co2mpas output:  
3 — NEDC test results (if applicable):EN 7.7.2017 Official Journal of the European Union L 175/93
 
Appendix 8b  
Road Load Test Report  
The following information, if applicable, is the minimum data required for the road load determination test.  
REPORT number 
APPLICANT  
Manufacturer  
SUBJECT  Determination of a vehicle road load  
Object submitted to tests  
Make  :  
Type  :  
CONCLUSION  The object submitted to tests complies with the requirements mentioned in the 
subject.  
PLACE,  DD/MM/YYYY  
1. CONCERNED VEHICLE(S)  
Make(s) concerned  :  
Type(s) concerned  :  
Commercial description  :  
Maximal speed (km/h)  :  
Powered axle(s)  :  
2. DESCRIPTION OF TESTED VEHICLES  
2.1.  GENERAL  
If no interpolation: the worst-case vehicle (regarding energy demand) has to be described  
2.1.1.  Vehicle High  
Make  :  
Type  :  
Version  :  
Cycle energy demand over a complete 
WLTC Class 3 cycle independent of the 
vehicle class  : 
Deviation from production series  :  
Mileage  :EN L 175/94 Official Journal of the European Union 7.7.2017
 
2.1.2.  Vehicle Low  
Make  :  
Type  :  
Version  :  
Cycle energy demand over a complete 
WLTC Class 3 cycle independent of the 
vehicle class  : (4 to 35% based on H  R ) 
Deviation from production series  :  
Mileage  :  
2.1.3.  Representative vehicle of the road load matrix family (if applicable)  
Make  :  
Type  :  
Version  :  
Cycle energy demand over a complete 
WLTC  : 
Deviation from production series  :  
Mileage  :  
2.2.  MASSES  
2.2.1.  Vehicle High  
Test mass (kg)  :  
Average mass m  av (kg) :  (average before and after the test)  
Rotational mass m  r (kg) :  3% of (MRO+25kg) or measured  
Weight distribution  
Front  :  
Rear  :  
2.2.2.  Vehicle Low  
Repeat §2.2.1. with VL data  
2.2.3.  Representative vehicle of the road load matrix family (if applicable)  
Test mass (kg)  :  
Average mass m  av (kg) :  (average before and after the test)  
Technically permissible maximum laden 
mass ( ≥3 000kg)  :EN 7.7.2017 Official Journal of the European Union L 175/95
 
Estimated arithmetic average of the mass 
of optional equipment  : 
Weight distribution  
Front  :  
Rear  :  
2.3.  TYRES  
2.3.1.  Vehicle High  
Size designation  :  front/rear if different  
Make  :  front/rear if different  
Type  :  front/rear if different  
Rolling resistance (kgf/1 000 kg  
Front  :  
Rear  :  
Front pressure (kPa)  :  
Rear pressure (kPa)  :  
2.3.2.  Vehicle Low  
Repeat §2.3.1. with VL data  
2.3.3.  Representative vehicle of the road load matrix family (if applicable)  
Repeat §2.3.1. with the representative vehicle data  
2.4.  BODYWORK  
2.4.1.  Vehicle High  
Type  :  AA/AB/AC/AD/AE/AF BA/BB/BC/BD  
Version  :  
Aerodynamic devices  
Movable aerodynamic body parts  :  y/n and list if applicable  
Installed aerodynamic options list  :  
2.4.2.  Vehicle Low  
Repeat §2.4.1. with VL data 
Delta (C  d *A f ) LH compared to VH  :EN L 175/96 Official Journal of the European Union 7.7.2017
 
2.4.3.  Representative vehicle of the road load matrix family (if applicable)  
Body shape description  :  Square box (if no representative body shape for a complete vehicle 
can be determined)  
Repeat §2.4.1. with the representative vehicle data if applicable 
Frontal area A  fr : 
2.5.  POWERTRAIN  
2.5.1.  Vehicle High  
Engine code  :  
Transmission type  :  manual, automatic, CVT  
Transmission model 
(manufacturer's codes)  : (torque rating and no of clutches → to be included in info doc)  
Covered transmission models 
(manufacturer's codes)  : 
Engine rotational speed divided by 
vehicle speed  : Gear  Gear ratio  N/V ratio  
1 st 1/.. 
2 nd 1.. 
3 rd 1/.. 
4 th 1/.. 
5 th 1/.. 
6 th 1/.. 
.. 
.. 
Electric machine(s) coupled in position N  : n.a. (no electric machine or no coastdown mode)  
Type and number of electric machines  :  construction type: asynchronous/ synchronous…  
Type of coolant  :  air, liquid,…  
2.5.2.  Vehicle Low  
Repeat §2.5.1. with VL data  
2.6.  TEST RESULTS  
2.6.1.  Vehicle High  
Dates of tests  :  dd/mm/yyyyEN 7.7.2017 Official Journal of the European Union L 175/97
 
ON ROAD  (Annex XXI, Sub Annex 4, §4)  
Method of the test  :  coastdown  (Annex XXI, Sub Annex 4, §4.3.) 
or torque meter method  (Annex XXI, Sub Annex 4, §4.4.)  
Facility (name / location / track's 
reference)  : 
Coastdown mode  :  y/n  
Wheel alignment  :  Toe and camber values  
Maximum reference speed (km/h)  
Annex XXI, Sub Annex 4, §4.2.4.1.2.  : 
Anemometry  :  stationary 
or on board: influence of anemometry (c  d *A) and if it was corrected.  
Number of split(s)  :  
Wind  :  average, peaks and direction in conjunction with direction of the test track  
Air pressure  :  
Temperature (mean value)  :  
Wind correction  :  y/n  
Tyre pressure adjustment  :  y/n  
Raw results  :  Torque method: 
c0= 
c1= 
c2= 
Coastdown method: 
f0 
f1 
f2 
Final results  Torque method: 
c0= 
c1= 
c2= 
and 
f0= 
f1= 
f2= 
Coastdown method: 
f0= 
f1= 
f2=EN L 175/98 Official Journal of the European Union 7.7.2017
 
Or 
WIND TUNNEL METHOD  (Annex XXI, Sub Annex 4, §6)  
Facility (name/location/dynamometer's 
reference)  : 
Qualification of the facilities  :  Report reference and date  
Dynamometer  
Type of dynamometer  :  flat belt or chassis dynamometer  
Method  :  stabilised speeds or deceleration method  
Warm up  :  warm-up by dyno or by driving the vehicle  
Correction of the roller curve  
(Annex XXI, Sub Annex 4, §6.6.3.)  : (for chassis dynamometer, if applicable)  
Method of chassis dynamometer 
setting  : Fixed run / iterative / alternative with its own warmup cycle  
Measured aerodynamic drag coefficient 
multiplied by the frontal area  : Velocity (km/h)  C  d *A (m  2 ) 
… …  
… …  
Result  :  f0= 
f1= 
f2= 
Or 
ROAD LOAD MATRIX  (Annex XXI, Sub Annex 4, §5)  
Method of the test  :  coastdown  (Annex XXI, Sub Annex 4, §4.3) 
or torque meter method  (Annex XXI, Sub Annex 4, §4.4)  
Facility (name/location/track's reference)  :  
Coastdown mode  :  y/n  
Wheel alignment  :  Toe and camber values  
Maximum reference speed (km/h)  
Annex XXI, Sub Annex 4, §4.2.4.1.2.  : 
Anemometry  :  stationary 
or on board: influence of anemometry (cd*A) and if it was corrected.  
Number of split(s)  :  
Wind  :  average, peaks and direction in conjunction with direction of the test track  
Air pressure  :  
Temperature (mean value)  :  
Wind correction  :  y/n  
Tyre pressure adjustment  :  y/nEN 7.7.2017 Official Journal of the European Union L 175/99
 
Raw results  :  Torque method: 
c0r= 
c1r= 
c2r= 
Coastdown method: 
f0r 
f1r 
f2r 
Final results  Torque method: 
c0r= 
c1r= 
c2r= 
and 
f0r= 
f1r= 
f2r= 
Coastdown method: 
f0r= 
f1r= 
f2r=  
2.6.2.  Vehicle Low  
Repeat §2.6.1. with VL dataEN L 175/100 Official Journal of the European Union 7.7.2017
 
Appendix 8c  
Template for Test Sheet  
The ‘test sheet’ shall include the test data that are recorded, but not included in any test report.  
The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.  
The following information, if applicable, is the minimum data required for test sheets. 
Adjustable wheel alignment parameters  
Annex XXI, Sub-Annex 4, § 4.2.1.8.3.  : 
The coefficients, c0, c1 and c2,  :  c0=  
c1= 
c2= 
The coastdown times measured on the chassis dynamometer  
Annex XXI, Sub-Annex 4, §4.4.4.  : Vehicle speed (km/h)  Coastdown time (s)  
125-115  
115-105  
105-95  
95-85  
85-75  
75-65  
65-55  
55-45  
45-35  
35-25  
25-15  
15-05  
Additional weight may be placed on or in the vehicle to 
eliminate tyre slippage  
Annex XXI, Sub-Annex 4, §7.1.1.1.1.  : weight (kg) 
on/in the vehicle  
The coastdown times after performing the vehicle coast down 
procedure according paragraph 4.3.1.3 of Annex XXI, Sub- 
Annex 4  
Annex XXI, Sub-Annex 4, §8.2.4.2.  : 
Vehicle speed (km/h)  Coastdown time (s)  
125-115  
115-105  
105-95  
95-85  
85-75  
75-65  
65-55  
55-45  
45-35  
35-25  
25-15  
15-05EN 7.7.2017 Official Journal of the European Union L 175/101
 
NOx converter efficiency 
Indicated concentrations (a); (b), (c), (d), and the concentration 
when the NOx analyser is in the NO mode so that the cali ­
bration gas does not pass through the converter  
Annex XXI, Sub-Annex 5, §5.5  : (a)= 
(b)= 
(c)= 
(d)= 
Concentration in NO mode=  
The distance actually driven by the vehicle  
Annex XXI, Sub-Annex 6, §1.2.6.4.6. and 1.2.12.6.  : 
For manual shift transmission vehicle, MT vehicle that cannot 
follow the cycle trace:  
The deviations from the driving cycle  :  
Annex XXI, Sub-Annex 6, §1.2.6.5.1  
Drive trace indices:  
The following indices shall be calculated according to SAE 
J2951(Revised JAN2014):  
(a) ER : Energy Rating  :  
(b) DR : Distance Rating  :  
(c) EER : Energy Economy Rating  :  
(d) ASCR : Absolute Speed Change Rating  :  
(e) IWR : Inertial Work Rating  :  
(f) RMSSE : Root Mean Squared Speed Error  :  
Annex XXI, Sub-Annex 6, §1.2.8.5. and 7.  
Particulate sample filter weighing  
Filter before the test  :  
Filter after the test  :  
Reference filter  :  
Annex XXI, Sub-Annex 6, §1.2.10.1.2 and 1.2.14.3.1  
Content of each of the compounds measured after stabil ­
ization of the measuring device  
Annex XXI, Sub-Annex 6, §1.2.14.2.8  : 
Regeneration factor determination  
The number of cycles D between two WLTCs where regen ­
eration events occur  : 
The number of cycles over which emission measurements are 
made n  : 
The mass emissions measurement M ′ sij for each compound i 
over each cycle j  : 
Annex XXI, Sub-Annex 6, Appendix 1, §2.1.3.  
Regeneration factor determination  
The number of applicable test cycles d measured for complete 
regeneration  : 
Annex XXI, Sub-Annex 6, Appendix 1, § 2.2.6.EN L 175/102 Official Journal of the European Union 7.7.2017
 
Regeneration factor determination  
Msi :  
Mpi  :  
Ki :  
Annex XXI, Sub-Annex 6, Appendix 1, §3.1.1  
ATCT  
The air temperature and humidity of the test cell measured at 
the vehicle cooling fan outlet at a minimum frequency of 
1 Hz.  : Temperature set point = T  reg 
Annex XXI, Sub-Annex 6a, §3.2.1.1.  Actual temperature value 
± 3 °C at the start of the test 
± 5 °C during the test  
The temperature of the soak area measured continuously at a 
minimum frequency of 1 Hz.  : Temperature set point = T  reg 
Annex XXI, Sub-Annex 6a, §3.2.2.1.  Actual temperature value 
± 3 °C at the start of the test 
± 5 °C during the test  
The time of transfer from the preconditioning to the soak area  
Annex XXI, Sub-Annex 6a, §3.6.2.  : ≤ 10 minutes  
The time between the end of the Type 1 test and the cool 
down procedure  : ≤ 10 minutes  
The measured soaking time, and shall be recorded in all 
relevant test sheets.  
Annex XXI, Sub-Annex 6a, §3.9.2.  : time between the measurement of the end 
temperature and the end of the Type 1 test at 
23 °CEN 7.7.2017 Official Journal of the European Union L 175/103
 
ANNEX II  
IN-SERVICE CONFORMITY  
1. INTRODUCTION  
1.1. This Annex sets out the tailpipe emissions and OBD (inclusive IUPR  M ) in-service conformity requirements for 
vehicles type approved to this Regulation.  
2. REQUIREMENTS  
The in-service conformity requirements shall be those specified in paragraph 9 and Appendices 3, 4 and 5 of 
UN/ECE Regulation No 83 with exceptions described in the following sections.  
2.1. Paragraph 9.2.1. of UN/ECE Regulation No 83 shall be understood as being as follows:  
The audit of in-service conformity by the approval authority shall be conducted on the basis of any relevant 
information that the manufacturer has, under the same procedures as those for the conformity of production 
defined in Article 12(1) and (2) of Directive 2007/46/EC and in points 1 and 2 of Annex X to that Directive. If 
information is provided to the approval authority from any approval authority or Member State surveillance 
testing, it shall complement the in-service monitoring reports supplied by the manufacturer.  
2.2. Paragraph 9.3.5.2 of UN/ECE Regulation No 83 shall be amended with the addition of the following new sub- 
paragraph:  
‘… 
Vehicles of small series productions with less than 1 000 vehicles per OBD family are exempted from minimum 
IUPR requirements as well as the requirement to demonstrate these to the approval authority.’  
2.3. References to ‘Contracting Parties’ shall be understood as references to ‘Member States’.  
2.4. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following:  
The vehicle shall belong to a vehicle type that is type-approved under this Regulation and covered by a certificate 
of conformity in accordance with Directive 2007/46/EC. It shall be registered and have been used in the Union.  
2.5. The reference in paragraph 2.2. of Appendix 3 to UN/ECE Regulation No 83 to the ‘1958 Agreement’ shall be 
understood as reference to Directive 2007/46/EC.  
2.6. Paragraph 2.6. of Appendix 3 to UN/ECE Regulation No 83 shall be replaced with the following:  
The lead content and sulphur content of a fuel sample from the vehicle tank shall meet the applicable standards 
laid down in Directive 2009/30/EC of the European Parliament and of the Council (  1 ) and there shall be no 
evidence of mis-fuelling. Checks may be done in the tailpipe.  
2.7. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘emissions tests in accordance with 
Annex 4a’ shall be understood as being to ‘emissions tests conducted in accordance with Annex XXI to this 
Regulation’.  
2.8. Reference in paragraph 4.1. of Appendix 3 to UN/ECE Regulation No 83 to ‘paragraph 6.3. of Annex 4a’ shall be 
understood as being to ‘paragraph 1.2.6. of Sub-Annex 6 to Annex XXI to this Regulation’.EN L 175/104 Official Journal of the European Union 7.7.2017  
( 1 ) OJ L 140, 5.6.2009, p. 88.
 2.9. Reference in paragraph 4.4. of Appendix 3 to UN/ECE Regulation No 83 to ‘the 1958 Agreement’ shall be 
understood as reference to ‘Article 13(1) or (2) of Directive 2007/46/EC’.  
2.10. In paragraph 3.2.1., paragraph 4.2. and footnotes 1 and 2 of Appendix 4 to UN/ECE Regulation No 83, the 
reference to the limit values given in Table 1 of paragraph 5.3.1.4. shall be understood as reference to Table 1 of 
Annex I to Regulation (EC) No 715/2007.EN 7.7.2017 Official Journal of the European Union L 175/105
 
ANNEX III  
[Reserved]EN L 175/106 Official Journal of the European Union 7.7.2017
 
ANNEX IIIA  
VERIFYING REAL DRIVING EMISSIONS  
1. INTRODUCTION, DEFINITIONS AND ABBREVIATIONS  
1.1. Introduction  
This Annex describes the procedure to verify the Real Driving Emissions (RDE) performance of light passenger 
and commercial vehicles.  
1.2. Definitions  
1.2.1. ‘ Accuracy ’ means the deviation between a measured or calculated value and a traceable reference value.  
1.2.2. ‘ Analyser ’ means any measurement device that is not part of the vehicle but installed to determine the 
concentration or the amount of gaseous or particle pollutants.  
1.2.3. ‘ Axis intercept ’ of a linear regression ( a 0 ) means:  
a 0 ¼ y Ä ða 1 Ü xÞ 
where:  
a 1 is the slope of the regression line  
x is the mean value of the reference parameter  
y is the mean value of the parameter to be verified  
1.2.4. ‘ Calibration ’ means the process of setting the response of an analyser, flow-measuring instrument, sensor, or 
signal so that its output agrees with one or multiple reference signals.  
1.2.5. ‘ Coefficient of determination ’ (r 2 ) means:  
r 2 ¼ 1 Ä P  n 
i¼1 ½y i Ä a 0 Ä ða 1 Ü x i Þâ 2 
P  n 
i¼1 ðy i Ä yÞ 2 
where:  
a 0 is the axis intercept of the linear regression line  
a 1 is the slope of the linear regression line  
x i is the measured reference value  
y i is the measured value of the parameter to be verified  
y is the mean value of the parameter to be verified  
n is the number of valuesEN 7.7.2017 Official Journal of the European Union L 175/107
 
1.2.6. ‘ Cross-correlation coefficient ’ (r) means:  
r ¼ P  nÄ1 
i¼1 ðx i Ä xÞÜð y i Ä yÞ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  P  nÄ1 
i¼1 ðx i Ä xÞ 2 q 
Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ P  nÄ1 
i¼1 ðy i Ä yÞ 2 q 
where:  
x i is the measured reference value  
y i is the measured value of the parameter to be verified  
x is the mean reference value  
y is the mean value of the parameter to be verified  
n is the number of values  
1.2.7. ‘ Delay time ’ means the time from the gas flow switching ( t 0 ) until the response reaches 10 per cent ( t 10 ) of the 
final reading.  
1.2.8. ‘ Engine control unit (ECU) signals or data ’ means any vehicle information and signal recorded from the vehicle 
network using the protocols specified in point 3.4.5.of Appendix 1.  
1.2.9. ‘ Engine control unit ’ means the electronic unit that controls various actuators to ensure the optimal performance 
of the powertrain.  
1.2.10. ‘ Emissions ’ also referred to as ‘ components ’, ‘pollutant components ’ or ‘ pollutant emissions ’ means the regulated 
gaseous or particle constituents of the exhaust.  
1.2.11. ‘ Exhaust ’, also referred to as exhaust gas, means the total of all gaseous and particulate components emitted at 
the exhaust outlet or tailpipe as the result of fuel combustion within the vehicle’s internal combustion engine.  
1.2.12. ‘ Exhaust emissions ’ means the emissions of particles, characterized as particulate matter and particle number, 
and of gaseous components at the tailpipe of a vehicle.  
1.2.13. ‘ Full scale ’ means the full range of an analyser, flow-measuring instrument or sensor as specified by the 
equipment manufacturer. If a sub-range of the analyser, flow-measuring instrument or sensor is used for 
measurements, full scale shall be understood as the maximum reading.  
1.2.14. ‘ Hydrocarbon response factor ’ of a particular hydrocarbon species means the ratio between the reading of a FID 
and the concentration of the hydrocarbon species under consideration in the reference gas cylinder, expressed 
as ppmC  1 . 
1.2.15. ‘ Major maintenance ’ means the adjustment, repair or replacement of an analyser, flow-measuring instrument or 
sensor that could affect the accuracy of measurements.  
1.2.16. ‘ Noise ’ means two times the root mean square of ten standard deviations, each calculated from the zero 
responses measured at a constant recording frequency of at least 1.0 Hz during a period of 30 seconds.  
1.2.17. ‘ Non-methane hydrocarbons ’ (NMHC) means the total hydrocarbons (THC) excluding methane (CH  4 ).EN L 175/108 Official Journal of the European Union 7.7.2017
 
1.2.18. ‘ Particle number ’ (PN) means as the total number of solid particles emitted from the vehicle exhaust as defined 
by the measurement procedure provided for by this Regulation for assessing compliance with the respective 
Euro 6 emission limit defined in Table 2 of Annex I to Regulation 715/2007.  
1.2.19. ‘ Precision ’ means 2.5 times the standard deviation of 10 repetitive responses to a given traceable standard value.  
1.2.20. ‘ Reading ’ means the numerical value displayed by an analyser, flow-measuring instrument, sensor or any other 
measurement devise applied in the context of vehicle emission measurements.  
1.2.21. ‘ Response time ’ (t 90 ) means the sum of the delay time and the rise time.  
1.2.22. ‘ Rise time ’ means the time between the 10 per cent and 90 per cent response ( t 90 – t 10 ) of the final reading.  
1.2.23. ‘ Root mean square ’ (x rms ) means the square root of the arithmetic mean of the squares of values and defined as:  
x rms ¼ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
n ðx 2 
1 þ x 2 
2 þ … þ x 2 
n Þ r 
where:  
x is the measured or calculated value  
n is the number of values  
1.2.24. ‘ Sensor ’ means any measurement device that is not part of the vehicle itself but installed to determine 
parameters other than the concentration of gaseous and particle pollutants and the exhaust mass flow.  
1.2.25. ‘ Span ’ means the calibration of an analyser, flow-measuring instrument, or sensor so that it gives an accurate 
response to a standard that matches as closely as possible the maximum value expected to occur during the 
actual emissions test.  
1.2.26. ‘ Span response ’ means the mean response to a span signal over a time interval of at least 30 seconds.  
1.2.27. ‘ Span response drift ’ means the difference between the mean response to a span signal and the actual span signal 
that is measured at a defined time period after an analyser, flow-measuring instrument or sensor was 
accurately spanned.  
1.2.28. ‘ Slope ’ of a linear regression ( a 1 ) means:  
a 1 ¼ P  n 
i¼1 ðy i Ä yÞ Ü ðx i Ä xÞ P  n 
i¼1 ðx i Ä xÞ 2 
where:  
x is the mean value of the reference parameter  
y is the mean value of the parameter to be verified  
x i is the actual value of the reference parameter  
y i is the actual value of the parameter to be verified  
n is the number of valuesEN 7.7.2017 Official Journal of the European Union L 175/109
 
1.2.29. ‘ Standard error of estimate ’ (SEE) means:  
SEE ¼ 1 
x max Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃﬃﬃ P  n 
i¼1 ðy i Ä ýÞ 2 
ðn Ä 2Þ s 
where:  
ý is the estimated value of the parameter to be verified  
y i is the actual value of the parameter to be verified  
x max is the maximum actual value of the reference parameter  
n is the number of values  
1.2.30. ‘ Total hydrocarbons ’ (THC) means the sum of all volatile compounds measurable by a flame ionization detector 
(FID).  
1.2.31. ‘ Traceable ’ means the ability to relate a measurement or reading through an unbroken chain of comparisons to 
a known and commonly agreed standard.  
1.2.32. ‘ Transformation time ’ means the time difference between a change of concentration or flow ( t 0 ) at the reference 
point and a system response of 50 per cent of the final reading ( t 50 ). 
1.2.33. ‘ Type of analyser ’, also referred to as ‘ analyser type ’ means a group of analysers produced by the same manu ­
facturer that apply an identical principle to determine the concentration of one specific gaseous component or 
the number of particles.  
1.2.34. ‘ Type of exhaust mass flow meter ’ means a group of exhaust mass flow meters produced by the same manu ­
facturer that share a similar tube inner diameter and function on an identical principle to determine the mass 
flow rate of the exhaust gas.  
1.2.35. ‘ Validation ’ means the process of evaluating the correct installation and functionality of a Portable Emissions 
Measurement System and the correctness of exhaust mass flow rate measurements as obtained from one or 
multiple non-traceable exhaust mass flow meters or as calculated from sensors or ECU signals.  
1.2.36. ‘ Verification ’ means the process of evaluating whether the measured or calculated output of an analyser, flow- 
measuring instrument, sensor or signal agrees with a reference signal within one or more predetermined 
thresholds for acceptance.  
1.2.37. ‘ Zero ’ means the calibration of an analyser, flow-measuring instrument or sensor so that it gives an accurate 
response to a zero signal.  
1.2.38. ‘ Zero response ’ means the mean response to a zero signal over a time interval of at least 30 seconds.  
1.2.39. ‘ Zero response drift ’ means the difference between the mean response to a zero signal and the actual zero signal 
that is measured over a defined time period after an analyser, flow-measuring instrument or sensor has been 
accurately zero calibrated.  
1.3. Abbreviations  
Abbreviations refer generically to both the singular and the plural forms of abbreviated terms.  
CH  4 — Methane  
CLD — ChemiLuminescence DetectorEN L 175/110 Official Journal of the European Union 7.7.2017
 
CO — Carbon Monoxide  
CO  2 — Carbon Dioxide  
CVS — Constant Volume Sampler  
DCT — Dual Clutch Transmission  
ECU — Engine Control Unit  
EFM — Exhaust mass Flow Meter  
FID — Flame Ionisation Detector  
FS — full scale  
GPS — Global Positioning System  
H 2 O — Water  
HC — HydroCarbons  
HCLD — Heated ChemiLuminescence Detector  
HEV — Hybrid Electric Vehicle  
ICE — Internal Combustion Engine  
ID — identification number or code  
LPG — Liquid Petroleum Gas  
MAW — Moving Average Window  
max — maximum value  
N 2 — Nitrogen  
NDIR — Non-Dispersive InfraRead analyser  
NDUV — Non-Dispersive UltraViolet analyser  
NEDC — New European Driving Cycle  
NG — Natural Gas  
NMC — Non-Methane Cutter  
NMC-FID — Non-Methane Cutter in combination with a Flame-Ionisation Detector  
NMHC — Non-Methane HydroCarbonsEN 7.7.2017 Official Journal of the European Union L 175/111
 
NO — Nitrogen Monoxide  
No. — number  
NO  2 — Nitrogen Dioxide  
NO  X — Nitrogen Oxides  
NTE — Not-to-exceed  
O 2 — Oxygen  
OBD — On-Board Diagnostics  
PEMS — Portable Emissions Measurement System  
PHEV — Plug-in Hybrid Electric Vehicle  
PN — particle number  
RDE — Real Driving Emissions  
RPA — Relative Positive Acceleration  
SCR — Selective Catalytic Reduction  
SEE — Standard Error of Estimate  
THC — Total HydroCarbons  
UN/ECE — United Nations Economic Commission for Europe  
VIN — Vehicle Identification Number  
WLTC — Worldwide harmonized Light vehicles Test Cycle  
WWH-OBD — WorldWide Harmonised On-Board Diagnostics  
2. GENERAL REQUIREMENTS  
2.1 Not-to-exceed emission limits  
Throughout the normal life of a vehicle type approved according to Regulation (EC) No 715/2007, its 
emissions determined in accordance with the requirements of this Annex and emitted at any possible RDE 
test performed in accordance with the requirements of this Annex, shall not be higher than the following 
pollutant-specific not-to-exceed (NTE) values:  
NTE  pollutant ¼ CF  pollutant Ü TFðp 1;…; p n Þ Ü EURO-6  
where EURO-6 is the applicable Euro 6 emission limit laid down in Table 2 of Annex I to Regulation (EC) 
No 715/2007.EN L 175/112 Official Journal of the European Union 7.7.2017
 
2.1.1 Final Conformity Factors  
The conformity factor  CF  pollutant  for the respective pollutant is specified as follows:  
Pollutant  Mass of oxides 
of nitrogen 
(NO  x ) Number of 
particles (PN)  Mass of carbon 
monoxide 
(CO) (  1 ) Mass of total hydro ­
carbons (THC)  Combined mass of total 
hydrocarbons and 
oxides of nitrogen 
(THC + NO  x ) 
CF pollutant  1 + margin  
with  
margin  = 0,5  to be deter ­
mined  — —  —  
( 1 ) CO emissions shall be measured and recorded at RDE tests.  
margin  is a parameter taking into account the additional measurement uncertainties introduced by the PEMS equipment, 
which are subject to an annual review and shall be revised as a result of the improved quality of the PEMS procedure or 
technical progress.  
2.1.2 Temporary Conformity Factors  
By way of exception to the provisions of point 2.1.1, during a period of 5 years and 4 months following the 
dates specified in Article 10(4) and (5) of Regulation (EC) 715/2007 and upon request of the manufacturer, 
the following temporary conformity factors may apply:  
Pollutant  Mass of oxides 
of nitrogen 
(NO  x ) Number of 
particles (PN)  Mass of carbon 
monoxide 
(CO) (  1 ) Mass of total hydro ­
carbons (THC)  Combined mass of total 
hydrocarbons and 
oxides of nitrogen 
(THC + NO  x ) 
CF pollutant  2,1 to be deter ­
mined  — —  —  
( 1 ) CO emissions shall be measured and recorded at RDE tests.  
The application of temporary conformity factors shall be recorded in the certificate of conformity of the 
vehicle.  
2.1.3 Transfer functions  
The transfer function  TF(p1, …, pn)  referred to in point 2.1 is set to 1 for the entire range of parameters  
pi (i = 1, …, n) . 
If the transfer function  TF(p  1 , …, p  n ) is amended, this shall be done in a manner which is not detrimental to 
the environmental impact and the effectiveness of the RDE test procedures. In particular the following 
condition shall hold:  
Z 
TFðp1; …; pnÞ Ü Qðp1; …; pnÞ dp ¼ Z 
Qðp1; …; pnÞ dp 
Where:  
— dp represents the integral over the entire space of the parameters  p i (i = 1, …, n)  
— Q(p  1 , …, p  n ), is the probability density of an event corresponding to the parameters  p i (i= 1, …, n)  in real 
driving The manufacturer shall confirm compliance with point 2.1 by completing the certificate set out in 
Appendix 9.  
2.2. The RDE tests required by this Annex at type approval and during the lifetime of a vehicle provide a 
presumption of conformity with the requirement set out in point 2.1. The presumed conformity may be 
reassessed by additional RDE tests.  
2.3. Member States shall ensure that vehicles can be tested with PEMS on public roads in accordance with the 
procedures under their own national law, while respecting local road traffic legislation and safety requirements.EN 7.7.2017 Official Journal of the European Union L 175/113
 
2.4. Manufacturers shall ensure that vehicles can be tested with PEMS by an independent party on public roads, e.g. 
by making available suitable adapters for exhaust pipes, granting access to ECU signals and making the 
necessary administrative arrangements. If the respective PEMS test is not required by this Regulation the 
manufacturer may charge a reasonable fee as set out in Article 7(1) of Regulation (EC) No 715/2007.  
3. RDE TEST TO BE PERFORMED  
3.1. The following requirements apply to PEMS tests referred to in Article 3(10), second sub-paragraph.  
3.1.0. The requirements of point 2.1 shall be fulfilled for the urban part and the complete PEMS trip. Upon the 
choice of the manufacturer the conditions of at least one of the two points below shall be fulfilled:  
3.1.0.1.  M  gas,d,t  ≤ NTE  pollutant  and M  gas,d,u  ≤ NTE  pollutant  with the definitions of point 2.1 of this Annex and points 6.1 
and 6.3 of Appendix 5 and the setting  gas  = pollutant . 
3.1.0.2.  M  w,gas,d  ≤ NTE  pollutant  and M  w,gas,d,u  ≤ NTE  pollutant  with the definitions of point 2.1 of this Annex and point 3.9 
of Appendix 6 and the setting  gas  = pollutant . 
3.1.1. For type approval, the exhaust mass flow shall be determined by measurement equipment functioning 
independently from the vehicle and no vehicle ECU data shall be used in this respect. Outside the type 
approval context, alternative methods to determine the exhaust mass flow can be used according to 
Appendix 2, Section 7.2.  
3.1.2. If the approval authority is not satisfied with the data quality check and validation results of a PEMS test 
conducted according to Appendices 1 and 4, the approval authority may consider the test to be void. In such 
case, the test data and the reasons for voiding the test shall be recorded by the approval authority.  
3.1.3. Reporting and dissemination of RDE test information  
3.1.3.1. A technical report prepared by the manufacturer in accordance with Appendix 8 shall be made available to the 
approval authority.  
3.1.3.2. The manufacturer shall ensure that the following information is made available on a publicly accessible 
website without costs:  
3.1.3.2.1. By entering the vehicle type approval number and the information on type, variant and version as defined in 
sections 0.10 and 0.2 of the vehicle's EC certificate of conformity provided by Annex IX of Directive (EC) 
2007/46, the unique identification number of a PEMS test family to which a given vehicle emission type 
belongs, as set out in point 5.2 of Appendix 7.  
3.1.3.2.2. By entering the unique identification number of a PEMS test family:  
— the full information as required by point 5.1 of Appendix 7,  
— the lists described in points 5.3 and 5.4 of Appendix 7;  
— the results of the PEMS tests as set out in points 6.3 of Appendix 5 and 3.9 of Appendix 6 for all vehicle 
emission types in the list described in point 5.4 of Appendix 7.  
3.1.3.3. Upon request, without costs and within 30 days, the manufacturer shall make available the technical report 
referred to in point 3.1.3.1 to any interested party.  
3.1.3.4. Upon request, the type approval authority shall make available the information listed under points 3.1.3.1 and 
3.1.3.2 within 30 days of receiving the request. The type approval authority may charge a reasonable and 
proportionate fee, which does not discourage an inquirer with a justified interest from requesting the 
respective information or exceed the internal costs of the authority for making the requested information 
available.EN L 175/114 Official Journal of the European Union 7.7.2017
 
4. GENERAL REQUIRMENTS  
4.1. The RDE performance shall be demonstrated by testing vehicles on the road operated over their normal 
driving patterns, conditions and payloads. The RDE test shall be representative for vehicles operated on their 
real driving routes, with their normal load.  
4.2. The manufacturer shall demonstrate to the approval authority that the chosen vehicle, driving patterns, 
conditions and payloads are representative for the vehicle family. The payload and altitude requirements, as 
specified in points 5.1 and 5.2, shall be used ex-ante to determine whether the conditions are acceptable for 
RDE testing.  
4.3. The approval authority shall propose a test trip in urban, rural and motorway environments meeting the 
requirements of point 6. For the purpose of trip selection, the definition of urban, rural and motorway 
operation shall be based on a topographic map.  
4.4. If for a vehicle the collection of ECU data influences the vehicle's emissions or performance the entire PEMS 
test family to which the vehicle belongs as defined in Appendix 7 shall be considered as non-compliant. Such 
functionality shall be considered as a ‘defeat device’ as defined in Article 3(10) of Regulation (EC) 715/2007.  
5. BOUNDARY CONDITIONS  
5.1. Vehicle payload and test mass  
5.1.1. The vehicle's basic payload shall comprise the driver, a witness of the test (if applicable) and the test 
equipment, including the mounting and the power supply devices.  
5.1.2. For the purpose of testing some artificial payload may be added as long as the total mass of the basic and 
artificial payload does not exceed 90% of the sum of the ‘mass of the passengers’ and the ‘pay-mass’ defined in 
points 19 and 21 of Article 2 of Commission Regulation (EU) No 1230/2012 (*).  
___________  
(*) Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) 
No 661/2009 of the European Parliament and of the Council with regard to type-approval requirements 
for masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the 
European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).  
5.2. Ambient conditions  
5.2.1. The test shall be conducted under ambient conditions laid down in this section. The ambient conditions 
become ‘extended’ when at least one of the temperature and altitude conditions is extended.  
5.2.2. Moderate altitude conditions: Altitude lower or equal to 700 meters above sea level.  
5.2.3. Extended altitude conditions: Altitude higher than 700 meters above sea level and lower or equal to 1300 
meters above sea level.  
5.2.4. Moderate temperature conditions: Greater than or equal to 273 K (0 °C) and lower than or equal to 303 K 
(30 °C)  
5.2.5. Extended temperature conditions: Greater than or equal to 266 K (– 7 °C) and lower than 273 K (0 °C) or 
greater than 303 K (30 °C) and lower than or equal to 308 K (35 °C)  
5.2.6. By way of derogation from the provisions of points 5.2.4 and 5.2.5 the lower temperature for moderate 
conditions shall be greater or equal to 276 K (3 °C) and the lower temperature for extended conditions shall 
be greater or equal to 271K (– 2 °C) between the start of the application of binding NTE emission limits as 
defined in section 2.1 and until five years after the dates given in paragraphs 4 and 5 of Article 10 of 
Regulation (EC) No 715/2007.EN 7.7.2017 Official Journal of the European Union L 175/115
 
5.3. Not applicable.  
5.4. Dynamic conditions  
The dynamic conditions encompass the effect of road grade, head wind and driving dynamics (accelerations, 
decelerations) and auxiliary systems upon energy consumption and emissions of the test vehicle. The verifi ­
cation of the normality of dynamic conditions shall be done after the test is completed, using the recorded 
PEMS data. This verification shall be conducted in 2 steps:  
5.4.1. The overall excess or insufficiency of driving dynamics during the trip shall be checked using the methods 
described in Appendix 7a to this Annex.  
5.4.2. If the trip results as valid following the verifications according to point 5.4.1, the methods for verifying the 
normality of the test conditions as laid down in Appendices 5 and 6 to this Annex must be applied. Each 
method includes a reference for test conditions, ranges around the reference and the minimum coverage 
requirements to achieve a valid test.  
5.5. Vehicle condition and operation  
5.5.1. Auxiliary systems  
The air conditioning system or other auxiliary devices shall be operated in a way which corresponds to their 
possible use by a consumer at real driving on the road.  
5.5.2. Vehicles equipped with periodically regenerating systems  
5.5.2.1. ‘Periodically regenerating systems’ shall be understood according to the definition in Article 2(6).  
5.5.2.2. If periodic regeneration occurs during a test, the test may be voided and repeated once at the request of the 
manufacturer.  
5.5.2.3. The manufacturer may ensure the completion of the regeneration and precondition the vehicle appropriately 
prior to the second test.  
5.5.2.4. If regeneration occurs during the repetition of the RDE test, pollutants emitted during the repeated test shall 
be included in the emissions evaluation.  
6. TRIP REQUIREMENTS  
6.1. The shares of urban, rural and motorway driving, classified by instantaneous speed as described in points 6.3 
to 6.5, shall be expressed as a percentage of the total trip distance.  
6.2. The trip sequence shall consist of urban driving followed by rural and motorway driving according to the 
shares specified in point 6.6. The urban, rural and motorway operation shall be run continuously. Rural 
operation may be interrupted by short periods of urban operation when driving through urban areas. 
Motorway operation may be interrupted by short periods of urban or rural operation, e.g., when passing 
toll stations or sections of road work. If another testing order is justified for practical reasons, the order of 
urban, rural and motorway operation may be altered, after obtaining approval from the approval authority.  
6.3. Urban operation is characterised by vehicle speeds lower than or equal to 60 km/h.  
6.4. Rural operation is characterised by vehicle speeds higher than 60 and lower than or equal to 90 km/h.  
6.5. Motorway operation is characterised by speeds above 90 km/h.  
6.6. The trip shall consist of approximately 34 % per cent urban, 33 % per cent rural and 33 % per cent motorway 
driving classified by speed as described in points 6.3 to 6.5 above. ‘Approximately’ shall mean the interval of 
±10 per cent points around the stated percentages. The urban driving shall however never be less than 29% of 
the total trip distance.EN L 175/116 Official Journal of the European Union 7.7.2017
 
6.7. The vehicle velocity shall normally not exceed 145 km/h. This maximum speed may be exceeded by a 
tolerance of 15 km/h for not more than 3 % of the time duration of the motorway driving. Local speed 
limits remain in force during a PEMS test, notwithstanding other legal consequences. Violations of local speed 
limits per se do not invalidate the results of a PEMS test.  
6.8. The average speed (including stops) of the urban driving part of the trip should be between 15 and 40 km/h. 
Stop periods, defined as vehicle speed of less than 1 km/h, shall account for 6 to 30 % of the time duration of 
urban operation. Urban operation shall contain several stop periods of 10s or longer. If a stop period lasts 
more the 180 s, the emission events during the 180 s following such an excessively long stop period shall be 
excluded from the emissions evaluation.  
6.9. The speed range of the motorway driving shall properly cover a range between 90 and at least 110 km/h. The 
vehicle's velocity shall be above 100 km/h for at least 5 minutes.  
6.10. The trip duration shall be between 90 and 120 minutes.  
6.11. The start and the end point shall not differ in their elevation above sea level by more than 100 m. In addition, 
the proportional cumulative positive altitude gain shall be less than 1 200 m/100km) and be determined 
according to Appendix 7b.  
6.12. The minimum distance of each, the urban, rural and motorway operation shall be 16 km.  
7. OPERATIONAL REQUIREMENTS  
7.1. The trip shall be selected in such a way that the testing is uninterrupted and the data continuously recorded to 
reach the minimum test duration defined in point 6.10.  
7.2. Electrical power shall be supplied to the PEMS by an external power supply unit and not from a source that 
draws its energy either directly or indirectly from the engine of the test vehicle.  
7.3. The installation of the PEMS equipment shall be done in a way to influence the vehicle emissions or 
performance or both to the minimum extent possible. Care should be exercised to minimize the mass of 
the installed equipment and potential aerodynamic modifications of the test vehicle. The vehicle payload shall 
be in accordance with point 5.1.  
7.4. RDE tests shall be conducted on working days as defined for the Union in Council Regulation (EEC, Euratom) 
No 1182/71 (*)  
___________  
(*) Regulation (EEC, Euratom) No 1182/71 of the Council of 3 June 1971 determining the rules applicable to 
periods, dates and time limits (OJ L 124, 8.6.1971, p. 1).  
7.5. RDE tests shall be conducted on paved roads and streets (e.g. off road operation is not permitted).  
7.6. Prolonged idling shall be avoided after the first ignition of the combustion engine at the beginning of the 
emissions test. If the engine stalls during the test, it may be restarted, but the sampling shall not be inter ­
rupted.  
8. LUBRICATING OIL, FUEL AND REAGENT  
8.1. The fuel, lubricant and reagent (if applicable) used for RDE testing shall be within the specifications issued by 
the manufacturer for vehicle operation by the customer.  
8.2. Samples of fuel, lubricant and reagent (if applicable) shall be taken and kept for at least 1 year.  
9. EMISSIONS AND TRIP EVALUATION  
9.1. The test shall be conducted in accordance with Appendix 1 of this Annex.  
9.2. The trip shall fulfil the requirements set out in points 4 to 8.EN 7.7.2017 Official Journal of the European Union L 175/117
 
9.3. It shall not be permitted to combine data of different trips or to modify or remove data from a trip with 
exception of provisions for long stops as described in 6.8.  
9.4. After establishing the validity of a trip according to Point 9.2 emission results shall be calculated using the 
methods laid down in Appendices 5 and 6 of this Annex.  
9.5. If during a particular time interval the ambient conditions are extended in accordance with point 5.2, the 
pollutant emissions during this particular time interval, calculated according to Appendix 4, shall be divided by 
a value of 1,6 before being evaluated for compliance with the requirements of this Annex. This provision does 
not apply to carbon dioxide emissions.  
9.6. The cold start is defined in accordance with point 4 of Appendix 4 of this Annex. Until specific requirements 
for emissions at cold start are applied, the latter shall be recorded but excluded from the emissions evaluation.EN L 175/118 Official Journal of the European Union 7.7.2017
 
Appendix 1  
Test procedure for vehicle emissions testing with a Portable Emissions Measurement System (PEMS)  
1. INTRODUCTION  
This Appendix describes the test procedure to determine exhaust emissions from light passenger and commercial 
vehicles using a Portable Emissions Measurement System.  
2. SYMBOLS, PARAMETERS AND UNITS  
≤ — smaller or equal  
# — number  
#/m  3 — number per cubic metre  
% — per cent  
°C — degree centigrade  
g — gramme  
g/s — gramme per second  
h — hour  
Hz — hertz  
K — kelvin  
kg — kilogramme  
kg/s — kilogramme per second  
km — kilometre  
km/h — kilometre per hour  
kPa — kilopascal  
kPa/min — kilopascal per minute  
l — litre  
l/min — litre per minute  
m — metre  
m 3 — cubic-metre  
mg — milligram  
min — minute  
p e — evacuated pressure [kPa]  
q vs — volume flow rate of the system [l/min]  
ppm — parts per millionEN 7.7.2017 Official Journal of the European Union L 175/119
 
ppmC  1 — parts per million carbon equivalent  
rpm — revolutions per minute  
s — second  
V s — system volume [l]  
3. GENERAL REQUIREMENTS  
3.1.  PEMS  
The test shall be carried out with a PEMS, composed of components specified in points 3.1.1 to 3.1.5. If 
applicable, a connection with the vehicle ECU may be established to determine relevant engine and vehicle 
parameters as specified in point 3.2.  
3.1.1. Analysers to determine the concentration of pollutants in the exhaust gas.  
3.1.2. One or multiple instruments or sensors to measure or determine the exhaust mass flow.  
3.1.3. A Global Positioning System to determine the position, altitude and, speed of the vehicle.  
3.1.4. If applicable, sensors and other appliances being not part of the vehicle, e.g., to measure ambient temperature, 
relative humidity, air pressure, and vehicle speed.  
3.1.5. An energy source independent of the vehicle to power the PEMS.  
3.2. Test parameters  
Test parameters as specified in Table 1 of this Appendix shall be measured, recorded at a constant frequency of 
1.0 Hz or higher and reported according to the requirements of Appendix 8. If ECU parameters are obtained, 
these should be made available at a substantially higher frequency than the parameters recorded by PEMS. The 
PEMS analysers, flow-measuring instruments and sensors shall comply with the requirements laid down in 
Appendices 2 and 3 of this Annex.  
Table 1  
Test parameters  
Parameter  Recommended unit  Source (  8 ) 
THC concentration (  1 ), (  4 ) ppm  Analyser  
CH  4 concentration (  1 ), (  4 ) ppm  Analyser  
NMHC concentration (  1 ), (  4 ) ppm  Analyser (  6 ) 
CO concentration (  1 ), (  4 ) ppm  Analyser  
CO  2 concentration (  1 ) ppm  Analyser  
NO  X concentration (  1 ), (  4 ) ppm  Analyser (  7 ) 
PN concentration (  4 ) #/m  3 Analyser  
Exhaust mass flow rate  kg/s  EFM, any methods described in point 7 of 
Appendix 2  
Ambient humidity  %  Sensor  
Ambient temperature  K  Sensor  
Ambient pressure  kPa  Sensor  
Vehicle speed  km/h  Sensor, GPS, or ECU (  3 )EN L 175/120 Official Journal of the European Union 7.7.2017
 
Parameter  Recommended unit  Source (  8 ) 
Vehicle latitude  Degree  GPS  
Vehicle longitude  Degree  GPS  
Vehicle altitude (  5 ), (  9 ) M  GPS or Sensor  
Exhaust gas temperature (  5 ) K  Sensor  
Engine coolant temperature (  5 ) K  Sensor or ECU  
Engine speed (  5 ) rpm  Sensor or ECU  
Engine torque (  5 ) Nm  Sensor or ECU  
Torque at driven axle (  5 ) Nm  Rim torque meter  
Pedal position (  5 ) %  Sensor or ECU  
Engine fuel flow (  2 ) g/s  Sensor or ECU  
Engine intake air flow (  2 ) g/s  Sensor or ECU  
Fault status (  5 ) —  ECU  
Intake air flow temperature  K  Sensor or ECU  
Regeneration status (  5 ) —  ECU  
Engine oil temperature (  5 ) K  Sensor or ECU  
Actual gear (  5 ) #  ECU  
Desired gear (e.g. gear shift indicator) (  5 ) #  ECU  
Other vehicle data (  5 ) unspecified  ECU  
( 1 ) to be measured on a wet basis or to be corrected as described in point 8.1 of Appendix 4 
( 2 ) to be determined only if indirect methods are used to calculate exhaust mass flow rate as described in paragraphs 10.2 and 
10.3 of Appendix 4 
( 3 ) method to be chosen according to point 4.7 
( 4 ) parameter only mandatory if measurement required by Annex IIIA, section 2.1 
( 5 ) to be determined only if necessary to verify the vehicle status and operating conditions 
( 6 ) may be calculated from THC and CH  4 concentrations according to point 9.2 of Appendix 4 
( 7 ) may be calculated from measured NO and NO  2 concentrations 
( 8 ) Multiple parameter sources may be used. 
( 9 ) The preferable source is the ambient pressure sensor.  
3.3. Preparation of the vehicle  
The preparation of the vehicle shall include a general verification of the correct technical functioning of the test 
vehicle.  
3.4. Installation of PEMS  
3.4.1.  General  
The installation of the PEMS shall follow the instructions of the PEMS manufacturer and the local health and 
safety regulations. The PEMS should be installed as to minimize during the test electromagnetic interferences as 
well as exposure to shocks, vibration, dust and variability in temperature. The installation and operation of the 
PEMS shall be leak-tight and minimize heat loss. The installation and operation of PEMS shall not change the 
nature of the exhaust gas nor unduly increase the length of the tailpipe. To avoid the generation of particles, 
connectors shall be thermally stable at the exhaust gas temperatures expected during the test. It is recommended 
to avoid the use of a material which may emit volatile components to connect the vehicle exhaust outlet and the 
connecting tube. Elastomer connectors, if used, shall have a minimum exposure to the exhaust gas to avoid 
artefacts at high engine load.EN 7.7.2017 Official Journal of the European Union L 175/121
 
3.4.2.  Permissible backpressure  
The installation and operation of the PEMS shall not unduly increase the static pressure at the exhaust outlet. If 
technically feasible, any extension to facilitate the sampling or connection with the exhaust mass flow meter shall 
have an equivalent, or larger, cross sectional area than the exhaust pipe.  
3.4.3.  Exhaust mass flow meter  
Whenever used, the exhaust mass flow meter shall be attached to the vehicle's tailpipe(s) according to the 
recommendations of the EFM manufacturer. The measurement range of the EFM shall match the range of the 
exhaust mass flow rate expected during the test. The installation of the EFM and any exhaust pipe adaptors or 
junctions shall not adversely affect the operation of the engine or exhaust after-treatment system. A minimum of 
four pipe diameters or 150 mm of straight tubing, whichever is larger, shall be placed at either side of the flow- 
sensing element. When testing a multi-cylinder engine with a branched exhaust manifold, it is recommended to 
combine the manifolds upstream of the exhaust mass flow meter and to increase the cross section of the piping 
appropriately as to minimize backpressure in the exhaust. If this is not feasible, exhaust flow measurements with 
several exhaust mass flow meters shall be considered. The wide variety of exhaust pipe configurations, dimensions 
and exhaust mass flow rates may require compromises, guided by good engineering judgement, when selecting 
and installing the EFM(s). If measurement accuracy requires, it is permissible to install an EFM with a diameter 
smaller than that of the exhaust outlet or the total cross-sectional area of multiple outlets, providing it does not 
adversely affect the operation or the exhaust after-treatment as specified in point 3.4.2.  
3.4.4.  Global Positioning System (GPS)  
The GPS antenna should be mounted, e.g. at the highest possible location, as to ensure good reception of the 
satellite signal. The mounted GPS antenna shall interfere as little as possible with the vehicle operation.  
3.4.5.  Connection with the Engine Control Unit (ECU)  
If desired, relevant vehicle and engine parameters listed in Table 1 can be recorded by using a data logger 
connected with the ECU or the vehicle network through standards, such as ISO 15031-5 or SAE J1979, 
OBD-II, EOBD or WWH-OBD. If applicable, manufacturers shall disclose labels to allow the identification of 
required parameters.  
3.4.6.  Sensors and auxiliary equipment  
Vehicle speed sensors, temperature sensors, coolant thermocouples or any other measurement device not part of 
the vehicle shall be installed to measure the parameter under consideration in a representative, reliable and 
accurate manner without unduly interfering with the vehicle operation and the functioning of other analysers, 
flow-measuring instruments, sensors and signals. Sensors and auxiliary equipment shall be powered independently 
of the vehicle. It is permitted to power any safety-related illumination of fixtures and installations of PEMS 
components outside of the vehicle’s cabin by the vehicle’s battery.  
3.5. Emissions sampling  
Emissions sampling shall be representative and conducted at locations of well-mixed exhaust where the influence 
of ambient air downstream of the sampling point is minimal. If applicable, emissions shall be sampled down ­
stream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The 
sampling probes shall be fitted at least 200 mm or three times the inner diameter of the exhaust pipe, whichever 
is larger, upstream of the point at which the exhaust exits the PEMS sampling installation into the environment. If 
the PEMS feeds back a flow to the tail pipe, this shall occur downstream of the sampling probe in a manner that 
does not affect during engine operation the nature of the exhaust gas at the sampling point(s). If the length of the 
sampling line is changed, the system transport times shall be verified and if necessary corrected.  
If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of 
the exhaust after-treatment system. When testing a vehicle with a multi-cylinder engine and branched exhaust 
manifold, the inlet of the sampling probe shall be located sufficiently far downstream so as to ensure that the 
sample is representative of the average exhaust emissions of all cylinders. In multi-cylinder engines, having distinct 
groups of manifolds, such as in a ‘V’ engine configuration, the manifolds shall be combined upstream of the 
sampling probe. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust free ofEN L 175/122 Official Journal of the European Union 7.7.2017
 
ambient air shall be considered. In this case, the number and location of sampling probes shall match as far as 
possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or 
sampling with multiple analysers shall be considered.  
If particles are measured, the exhaust shall be sampled from the centre of the exhaust stream. If several probes are 
used for emissions sampling, the particle sampling probe shall be placed upstream of the other sampling probes.  
If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K (190 ± 10 °C). For the 
measurement of other gaseous components with or without cooler, the sampling line shall be kept at a 
minimum of 333 K (60 °C) to avoid condensation and to ensure appropriate penetration efficiencies of the 
various gases. For low pressure sampling systems, the temperature can be lowered corresponding to the 
pressure decrease provided that the sampling system ensures a penetration efficiency of 95 % for all regulated 
gaseous pollutants. If particles are sampled, the sampling line from the raw exhaust sample point shall be heated 
to a minimum of 373 K (100 °C). The residence time of the sample in the particle sampling line shall be less than 
3 s until reaching first dilution or the particle counter.  
4. PRE-TEST PROCEDURES  
4.1. PEMS leak check  
After the installation of the PEMS is completed, a leak check shall be performed at least once for each PEMS- 
vehicle installation as prescribed by the PEMS manufacturer or as follows. The probe shall be disconnected from 
the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization 
period all flow meters shall read approximately zero in the absence of a leak. Else, the sampling lines shall be 
checked and the fault be corrected.  
The leakage rate on the vacuum side shall not exceed 0.5 per cent of the in-use flow rate for the portion of the 
system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rate.  
Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an 
initial stabilization period the pressure increase  Δp (kPa/min) in the system shall not exceed: 
Δp ¼ p e 
V s Ü q vs Ü 0:005  
Alternatively, a concentration step change at the beginning of the sampling line shall be introduced by switching 
from zero to span gas while maintaining the same pressure conditions as under normal system operation. If for a 
correctly calibrated analyser after an adequate period of time the reading is ≤ 99 per cent compared to the 
introduced concentration, the leakage problem shall be corrected.  
4.2. Starting and stabilizing the PEMS  
The PEMS shall be switched on, warmed up and stabilized according to the specifications of the PEMS manu ­
facturer until, e.g., pressures, temperatures and flows have reached their operating set points.  
4.3. Preparing the sampling system  
The sampling system, consisting of the sampling probe, sampling lines and the analysers, shall be prepared for 
testing by following the instruction of the PEMS manufacturer. It shall be ensured that the sampling system is 
clean and free of moisture condensation.  
4.4. Preparing the Exhaust mass Flow Meter (EFM)  
If used for measuring the exhaust mass flow, the EFM shall be purged and prepared for operation in accordance 
with the specifications of the EFM manufacturer. This procedure shall, if applicable, remove condensation and 
deposits from the lines and the associated measurement ports.EN 7.7.2017 Official Journal of the European Union L 175/123
 
4.5. Checking and calibrating the analysers for measuring gaseous emissions  
Zero and span calibration adjustments of the analysers shall be performed using calibration gases that meet the 
requirements of point 5 of Appendix 2. The calibration gases shall be chosen to match the range of pollutant 
concentrations expected during the RDE test. To minimize analyser drift, one should conduct the zero and span 
calibration of analysers at an ambient temperature that resembles, as closely as possible, the temperature 
experienced by the test equipment during the trip.  
4.6. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air. The signal shall be 
recorded at a constant frequency of at least 1.0 Hz over a period of 2 min and averaged; the permissible 
concentration value shall be determined once suitable measurement equipment becomes available.  
4.7. Determining vehicle speed  
Vehicle speed shall be determined by at least one of the following methods:  
(a) a GPS; if vehicle speed is determined by a GPS, the total trip distance shall be checked against the 
measurements of another method according to point 7 of Appendix 4.  
(b) a sensor (e.g., optical or micro-wave sensor); if vehicle speed is determined by a sensor, the speed 
measurements shall comply with the requirements of point 8 of Appendix 2, or alternatively, the total trip 
distance determined by the sensor shall be compared with a reference distance obtained from a digital road 
network or topographic map. The total trip distance determined by the sensor shall deviate by no more than 
4 % from the reference distance.  
(c) the ECU; if vehicle speed is determined by the ECU, the total trip distance shall be validated according to point 
3 of Appendix 3 and the ECU speed signal adjusted, if necessary to fulfil the requirements of point 3.3 of 
Appendix 3. Alternatively, the total trip distance as determined by the ECU can be compared with a reference 
distance obtained from a digital road network or topographic map. The total trip distance determined by the 
ECU shall deviate by no more than 4 % from the reference.  
4.8. Check of PEMS set up  
The correctness of connections with all sensors and, if applicable, the ECU shall be verified. If engine parameters 
are retrieved, it shall be ensured that the ECU reports values correctly (e.g., zero engine speed [rpm] while the 
combustion engine is in key-on-engine-off status). The PEMS shall function free of warning signals and error 
indication.  
5. EMISSIONS TEST  
5.1. Test start  
Sampling, measurement and recording of parameters shall begin prior to the start of the engine. To facilitate time 
alignment, it is recommended to record the parameters that are subject to time alignment either by a single data 
recording device or with a synchronised time stamp. Before and directly after engine start, it shall be confirmed 
that all necessary parameters are recorded by the data logger.  
5.2. Test  
Sampling, measurement and recording of parameters shall continue throughout the on-road test of the vehicle. 
The engine may be stopped and started, but emissions sampling and parameter recording shall continue. Any 
warning signals, suggesting malfunctioning of the PEMS, shall be documented and verified. Parameter recording 
shall reach a data completeness of higher than 99 %. Measurement and data recording may be interrupted for less 
than 1 % of the total trip duration but for no more than a consecutive period of 30 s solely in the case of 
unintended signal loss or for the purpose of PEMS system maintenance. Interruptions may be recorded directly by 
the PEMS. It is not permissible to introduce interruptions in the recorded parameter via the pre-processing, 
exchange or post-processing of data. If conducted, auto zeroing shall be performed against a traceable zero 
standard similar to the one used to zero the analyser. If necessary it is strongly recommended to initiate PEMS 
system maintenance during periods of zero vehicle speed.EN L 175/124 Official Journal of the European Union 7.7.2017
 
5.3. Test end  
The end of the test is reached when the vehicle has completed the trip and the combustion engine is switched off. 
Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue 
until the response time of the sampling systems has elapsed.  
6. POST-TEST PROCEDURE  
6.1. Checking the analysers for measuring gaseous emissions  
The zero and span of the analysers of gaseous components shall be checked by using calibration gases identical to 
the ones applied under point 4.5 to evaluate the analyser's zero and response drift compared to the pre-test 
calibration. It is permissible to zero the analyser prior to verifying the span drift, if the zero drift was determined 
to be within the permissible range. The post-test drift check shall be completed as soon as possible after the test 
and before the PEMS, or individual analysers or sensors, are turned off or have switched into a non-operating 
mode. The difference between the pre-test and post-test results shall comply with the requirements specified in 
Table 2.  
Table 2  
Permissible analyser drift over a PEMS test  
Pollutant  Zero response drift  Span response drift (  1 ) 
CO  2 ≤ 2 000 ppm per test  ≤ 2 % of reading or ≤ 2 000 ppm per test, whichever 
is larger  
CO ≤ 75 ppm per test  ≤ 2 % of reading or ≤ 75 ppm per test, whichever is 
larger  
NO  2 ≤ 5 ppm per test  ≤ 2 % of reading or ≤ 5 ppm per test, whichever is 
larger  
NO/NO  X ≤ 5 ppm per test  ≤ 2 % of reading or ≤ 5 ppm per test, whichever is 
larger  
CH  4 ≤ 10 ppmC  1 per test  ≤ 2 % of reading or ≤ 10 ppmC  1 per test, whichever 
is larger  
THC  ≤ 10 ppmC  1 per test  ≤ 2 % of reading or ≤10 ppmC  1 per test, whichever 
is larger  
( 1 ) If the zero drift is within the permissible range, it is permissible to zero the analyser prior to verifying the span drift.  
If the difference between the pre-test and post-test results for the zero and span drift is higher than permitted, all 
test results shall be voided and the test repeated.  
6.2. Checking the analyser for measuring particle emissions  
The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air. The signal shall be 
recorded over a period of 2 min and averaged; the permissible final concentration shall be defined once suitable 
measurement equipment becomes available. If the difference between the pre-test and post-test check is higher 
than permitted, all test results shall be voided and the test repeated.  
6.3. Checking the on-road emission measurements  
The calibrated range of the analysers shall account at least for 90 % of the concentration values obtained from 
99 % of the measurements of the valid parts of the emissions test. It is permissible that 1 % of the total number of 
measurements used for evaluation exceeds the calibrated range of the analysers by up to a factor of two. If these 
requirements are not met, the test shall be voided.EN 7.7.2017 Official Journal of the European Union L 175/125
 
Appendix 2  
Specifications and calibration of PEMS components and signals  
1. INTRODUCTION  
This appendix sets out the specifications and calibration of PEMS components and signals.  
2. SYMBOLS, PARAMETERS AND UNITS  
> — larger than  
≥ — larger than or equal to  
% — per cent  
≤ — smaller than or equal to  
A — undiluted CO  2 concentration [%]  
a 0 — y-axis intercept of the linear regression line  
a 1 — slope of the linear regression line  
B — diluted CO  2 concentration [%]  
C — diluted NO concentration [ppm]  
c — analyser response in the oxygen interference test  
c FS,b — full scale HC concentration in step (b) [ppmC  1 ] 
c FS,d — full scale HC concentration in step (d) [ppmC  1 ] 
c HC(w/NMC)  — HC concentration with CH  4 or C  2 H 6 flowing through the NMC [ppmC  1 ] 
c HC(w/o NMC)  — HC concentration with CH  4 or C  2 H 6 bypassing the NMC [ppmC  1 ] 
c m,b — measured HC concentration in step (b) [ppmC  1 ] 
c m,d — measured HC concentration in step (d) [ppmC  1 ] 
c ref,b — reference HC concentration in step (b) [ppmC  1 ] 
c ref,d — reference HC concentration in step (d) [ppmC  1 ] 
°C — degree centigrade  
D — undiluted NO concentration [ppm]  
D e — expected diluted NO concentration [ppm]  
E — absolute operating pressure [kPa]  
E CO2 — per cent CO  2 quench  
E E — ethane efficiency  
E H2O — per cent water quench  
E M — methane efficiencyEN L 175/126 Official Journal of the European Union 7.7.2017
 
E O2 — oxygen interference  
F — water temperature [K]  
G — saturation vapour pressure [kPa]  
g — gram  
gH  2 O/kg — gramme water per kilogram  
h — hour  
H — water vapour concentration [%]  
H m — maximum water vapour concentration [%]  
Hz — hertz  
K — kelvin  
kg — kilogramme  
km/h — kilometre per hour  
kPa — kilopascal  
max — maximum value  
NO  X,dry  — moisture-corrected mean concentration of the stabilized NO  X recordings  
NO  X,m — mean concentration of the stabilized NO  X recordings  
NO  X,ref — reference mean concentration of the stabilized NO  X recordings  
ppm — parts per million  
ppmC  1 — parts per million carbon equivalents  
r 2 — coefficient of determination  
s — second  
t 0 — time point of gas flow switching [s]  
t 10 — time point of 10 % response of the final reading  
t 50 — time point of 50 % response of the final reading  
t 90 — time point of 90 % response of the final reading  
tbd — to be determined  
x — independent variable or reference value  
χ min — minimum value  
y — dependent variable or measured valueEN 7.7.2017 Official Journal of the European Union L 175/127
 
3. LINEARITY VERIFICATION  
3.1. General  
The linearity of analysers, flow-measuring instruments, sensors and signals, shall be traceable to international or 
national standards. Any sensors or signals that are not directly traceable, e.g., simplified flow-measuring 
instruments shall be calibrated alternatively against chassis dynamometer laboratory equipment that has been 
calibrated against international or national standards.  
3.2. Linearity requirements  
All analysers, flow-measuring instruments, sensors and signals shall comply with the linearity requirements given 
in Table 1. If air flow, fuel flow, the air-to-fuel ratio or the exhaust mass flow rate is obtained from the ECU, the 
calculated exhaust mass flow rate shall meet the linearity requirements specified in Table 1.  
Table 1  
Linearity requirements of measurement parameters and systems  
Measurement parameter/instrument  j χ min Ü ða 1 Ä 1Þ þ a 0 j Slope 
a 1 Standard error 
SEE Coefficient of 
determination r  2 
Fuel flow rate (  1 ) ≤ 1 % max  0,98 - 1,02  ≤ 2 % max  ≥ 0,990  
Air flow rate (  1 ) ≤ 1 % max  0,98 - 1,02  ≤ 2 % max  ≥ 0,990  
Exhaust mass flow rate  ≤ 2 % max  0,97 - 1,03  ≤ 2 % max  ≥ 0,990  
Gas analysers  ≤ 0,5 % max  0,99 - 1,01  ≤ 1 % max  ≥ 0,998  
Torque (  2 ) ≤ 1 % max  0,98-1,02  ≤ 2 % max  ≥ 0,990  
PN analysers (  3 ) tbd  tbd  tbd  tbd  
( 1 ) Optional to determine exhaust mass flow. 
( 2 ) Optional parameter. 
( 3 ) To be decided once equipment becomes available.  
3.3. Frequency of linearity verification  
The linearity requirements according to point 3.2 shall be verified:  
(a) for each analyser at least every three months or whenever a system repair or change is made that could 
influence the calibration;  
(b) for other relevant instruments, such as exhaust mass flow meters and traceably calibrated sensors, whenever 
damage is observed, as required by internal audit procedures, by the instrument manufacturer or by ISO 9000 
but no longer than one year before the actual test.  
The linearity requirements according to point 3.2 for sensors or ECU signals that are not directly traceable shall be 
performed with a traceably calibrated measurement device on the chassis dynamometer once for each PEMS setup.  
3.4. Procedure of linearity verification  
3.4.1.  General requirements  
The relevant analysers, instruments and sensors shall be brought to their normal operating condition according to 
the recommendations of their manufacturer. The analysers, instruments and sensors shall be operated at their 
specified temperatures, pressures and flows.  
3.4.2.  General procedure  
The linearity shall be verified for each normal operating range by executing the following steps:EN L 175/128 Official Journal of the European Union 7.7.2017
 
(a) The analyser, flow-measuring instrument or sensor shall be set to zero by introducing a zero signal. For gas 
analysers, purified synthetic air or nitrogen shall be introduced to the analyser port via a gas path that is as 
direct and short as possible.  
(b) The analyser, flow-measuring instrument or sensor shall be spanned by introducing a span signal. For gas 
analysers, an appropriate span gas shall be introduced to the analyser port via a gas path that is as direct and 
short as possible.  
(c) The zero procedure of (a) shall be repeated.  
(d) The linearity shall be verified by introducing at least 10, approximately equally spaced and valid, reference 
values (including zero). The reference values with respect to the concentration of components, the exhaust 
mass flow rate or any other relevant parameter shall be chosen to match the range of values expected during 
the emissions test. For measurements of exhaust mass flow, reference points below 5 % of the maximum 
calibration value can be excluded from the linearity verification.  
(e) For gas analysers, known gas concentrations in accordance with point 5 shall be introduced to the analyser 
port. Sufficient time for signal stabilisation shall be given.  
(f) The values under evaluation and, if needed, the reference values shall be recorded at a constant frequency of at 
least 1.0 Hz over a period of 30 seconds.  
(g) The arithmetic mean values over the 30 seconds period shall be used to calculate the least squares linear 
regression parameters, with the best-fit equation having the form:  
y ¼ a 1 x þ a 0 
where:  
y is the actual value of the measurement system  
a 1 is the slope of the regression line  
x is the reference value  
a 0 is the  y intercept of the regression line  
The standard error of estimate (SEE) of  y on x and the coefficient of determination (r  2 ) shall be calculated for 
each measurement parameter and system.  
(h) The linear regression parameters shall meet the requirements specified in Table 1.  
3.4.3.  Requirements for linearity verification on a chassis dynamometer  
Non-traceable flow-measuring instruments, sensors or ECU signals that cannot directly be calibrated according to 
traceable standards, shall be calibrated on a chassis dynamometer. The procedure shall follow as far as applicable, 
the requirements of Annex 4a to UN/ECE Regulation No 83. If necessary, the instrument or sensor to be 
calibrated shall be installed on the test vehicle and operated according to the requirements of Appendix 1. The 
calibration procedure shall follow whenever possible the requirements of point 3.4.2; at least 10 appropriate 
reference values shall be selected as to ensure that at least 90 % of the maximum value expected to occur during 
the RDE test is covered.  
If a not directly traceable flow-measuring instrument, sensor or ECU signal for determining exhaust flow is to be 
calibrated, a traceably calibrated reference exhaust mass flow meter or the CVS shall be attached to the vehicle’s 
tailpipe. It shall be ensured that the vehicle exhaust is accurately measured by the exhaust mass flow meter 
according to point 3.4.3 of Appendix 1. The vehicle shall be operated by applying constant throttle at a constant 
gear selection and chassis dynamometer load.EN 7.7.2017 Official Journal of the European Union L 175/129
 
4. ANALYSERS FOR MEASURING GASEOUS COMPONENTS  
4.1. Permissible types of analysers  
4.1.1.  Standard analysers  
The gaseous components shall be measured with analysers specified in points 1.3.1 to 1.3.5 of Appendix 3, 
Annex 4A to UN/ECE Regulation No 83, 07 series of amendments. If an NDUV analyser measures both NO and 
NO  2 , a NO  2 /NO converter is not required.  
4.1.2.  Alternative analysers  
Any analyser not meeting the design specifications of point 4.1.1 is permissible provided that it fulfils the 
requirements of point 4.2. The manufacturer shall ensure that the alternative analyser achieves an equivalent 
or higher measurement performance compared to a standard analyser over the range of pollutant concentrations 
and co-existing gases that can be expected from vehicles operated with permissible fuels under moderate and 
extended conditions of valid RDE testing as specified in points 5, 6 and 7 of this Annex. Upon request, the 
manufacturer of the analyser shall submit in writing supplemental information, demonstrating that the 
measurement performance of the alternative analyser is consistently and reliably in line with the measurement 
performance of standard analysers. Supplemental information shall contain:  
(a) a description of the theoretical basis and the technical components of the alternative analyser;  
(b) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over the expected 
range of pollutant concentrations and ambient conditions of the type-approval test defined in Annex 4a to 
UN/ECE Regulation No 83, 07 series of amendments as well as a validation test as described in point 3 of 
Appendix 3 for a vehicle equipped with a spark-ignition and compression-ignition engine; the manufacturer of 
the analyser shall demonstrate the significance of equivalency within the permissible tolerances given in point 
3.3 of Appendix 3.  
(c) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 with respect to 
the influence of atmospheric pressure on the measurement performance of the analyser; the demonstration 
test shall determine the response to span gas having a concentration within the analyser range to check the 
influence of atmospheric pressure under moderate and extended altitude conditions defined in point 5.2 of 
this Annex. Such a test can be performed in an altitude environmental test chamber.  
(d) a demonstration of equivalency with the respective standard analyser specified in point 4.1.1 over at least 
three on-road tests that fulfil the requirements of this Annex.  
(e) a demonstration that the influence of vibrations, accelerations and ambient temperature on the analyser 
reading does not exceed the noise requirements for analysers set out in point 4.2.4.  
Approval authorities may request additional information to substantiate equivalency or refuse approval if 
measurements demonstrate that an alternative analyser is not equivalent to a standard analyser.  
4.2. Analyser specifications  
4.2.1.  General  
In addition to the linearity requirements defined for each analyser in point 3, the compliance of analyser types 
with the specifications laid down in points 4.2.2 to 4.2.8 shall be demonstrated by the analyser manufacturer. 
Analysers shall have a measuring range and response time appropriate to measure with adequate accuracy the 
concentrations of the exhaust gas components at the applicable emissions standard under transient and steady 
state conditions. The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air 
pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser operation shall 
be limited as far as possible.  
4.2.2.  Accuracy  
The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed 2 % of 
reading or 0.3 % of full scale, whichever is larger.EN L 175/130 Official Journal of the European Union 7.7.2017
 
4.2.3.  Precision  
The precision, defined as 2.5 times the standard deviation of 10 repetitive responses to a given calibration or span 
gas, shall be no greater than 1 % of the full scale concentration for a measurement range equal or above 155 ppm 
(or ppmC  1 ) and 2 % of the full scale concentration for a measurement range of below 155 ppm (or ppmC  1 ). 
4.2.4.  Noise  
The noise, defined as two times the root mean square of ten standard deviations, each calculated from the zero 
responses measured at a constant recording frequency of at least 1.0 Hz during a period of 30 seconds, shall not 
exceed 2 % of full scale. Each of the 10 measurement periods shall be interspersed with an interval of 30 seconds 
in which the analyser is exposed to an appropriate span gas. Before each sampling period and before each span 
period, sufficient time shall be given to purge the analyser and the sampling lines.  
4.2.5.  Zero response drift  
The drift of the zero response, defined as the mean response to a zero gas during a time interval of at least 
30 seconds, shall comply with the specifications given in Table 2.  
4.2.6.  Span response drift  
The drift of the span response, defined as the mean response to a span gas during a time interval of at least 
30 seconds, shall comply with the specifications given in Table 2.  
Table 2  
Permissible zero and span response drift of analysers for measuring gaseous components under 
laboratory conditions  
Pollutant  Zero response drift  Span response drift  
CO  2 ≤1,000 ppm over 4 h  ≤2 % of reading or ≤1,000 ppm over 4 h, whichever 
is larger  
CO ≤50 ppm over 4 h  ≤2 % of reading or ≤50 ppm over 4 h, whichever is 
larger  
NO  2 ≤5 ppm over 4 h  ≤2 % of reading or ≤5 ppm over 4 h, whichever is 
larger  
NO/NO  X ≤5 ppm over 4 h  ≤2 % of reading or 5 ppm over 4h, whichever is 
larger  
CH  4 ≤10 ppmC  1 ≤2 % of reading or ≤10 ppmC  1 over 4 h, whichever 
is larger  
THC  ≤10 ppmC  1 ≤2 % of reading or ≤10 ppmC  1 over 4 h, whichever 
is larger  
4.2.7.  Rise time  
The rise time, defined as the time between the 10 per cent and 90 per cent response of the final reading ( t 90 – t 10 ; 
see point 4.4), shall not exceed 3 seconds.  
4.2.8.  Gas drying  
Exhaust gases may be measured wet or dry. A gas-drying device, if used, shall have a minimal effect on the 
composition of the measured gases. Chemical dryers are not permitted.  
4.3. Additional requirements  
4.3.1.  General  
The provisions in points 4.3.2 to 4.3.5 define additional performance requirements for specific analyser types and 
apply only to cases, in which the analyser under consideration is used for RDE emission measurements.EN 7.7.2017 Official Journal of the European Union L 175/131
 
4.3.2.  Efficiency test for NO  X converters  
If a NO  X converter is applied, for example to convert NO  2 into NO for analysis with a chemiluminescence 
analyser, its efficiency shall be tested by following the requirements of point 2.4 of Appendix 3 of Annex 4a to 
UN/ECE Regulation No 83, 07 series of amendments. The efficiency of the NO  X converter shall be verified no 
longer than one month before the emissions test.  
4.3.3.  Adjustment of the Flame Ionisation Detector (FID)  
(a) Optimization of the detector response  
If hydrocarbons are measured, the FID shall be adjusted at intervals specified by the analyser manufacturer by 
following point 2.3.1 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. A 
propane-in-air or propane-in-nitrogen span gas shall be used to optimize the response in the most common 
operating range.  
(b) Hydrocarbon response factors  
If hydrocarbons are measured, the hydrocarbon response factor of the FID shall be verified by following the 
provisions of point 2.3.3 of Appendix 3 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments, 
using propane-in-air or propane-in-nitrogen as span gases and purified synthetic air or nitrogen as zero gases, 
respectively.  
(c) Oxygen interference check  
The oxygen interference check shall be performed when introducing a FID into service and after major 
maintenance intervals. A measuring range shall be chosen in which the oxygen interference check gases 
fall in the upper 50 per cent. The test shall be conducted with the oven temperature set as required. The 
specifications of the oxygen interference check gases are described in point 5.3.  
The following procedure applies:  
(i) The analyser shall be set at zero;  
(ii) The analyser shall be spanned with a 0 per cent oxygen blend for positive ignition engines and a 21 per 
cent oxygen blend for compression ignition engines;  
(iii) The zero response shall be rechecked. If it has changed by more than 0.5 per cent of full scale, steps (i) 
and (ii) shall be repeated;  
(iv) The 5 per cent and 10 per cent oxygen interference check gases shall be introduced;  
(v) The zero response shall be rechecked. If it has changed by more than ±1 per cent of full scale, the test 
shall be repeated;  
(vi) The oxygen interference  E O2 shall be calculated for each oxygen interference check gas in step (iv) as 
follows:  
E O2 ¼ ðc ref;d Ä cÞ 
ðc ref;d Þ Ü 100  
where the analyser response is:  
c ¼ ðc ref;d Ü c FS;b Þ 
c m;b Ü c m;b 
c FS;d 
where:  
c ref,b is the reference HC concentration in step (ii) [ppmC  1 ]EN L 175/132 Official Journal of the European Union 7.7.2017
 
c ref,d is the reference HC concentration in step (iv) [ppmC  1 ] 
c FS,b is the full scale HC concentration in step (ii) [ppmC  1 ] 
c FS,d is the full scale HC concentration in step (iv) [ppmC  1 ] 
c m,b is the measured HC concentration in step (ii) [ppmC  1 ] 
c m,d is the measured HC concentration in step (iv) [ppmC  1 ] 
(vii) The oxygen interference  E O2 shall be less than ±1.5 per cent for all required oxygen interference check 
gases.  
(viii) If the oxygen interference  E O2 is higher than ±1.5 per cent, corrective action may be taken by incre ­
mentally adjusting the air flow (above and below the manufacturer's specifications), the fuel flow and the 
sample flow.  
(ix) The oxygen interference check shall be repeated for each new setting.  
4.3.4.  Conversion efficiency of the non-methane cutter (NMC)  
If hydrocarbons are analysed, a NMC can be used to remove non-methane hydrocarbons from the gas sample by 
oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent and for the other 
hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two efficiencies 
shall be determined and used for the calculation of the NMHC emissions (see point 9.2 of Appendix 4). It is not 
necessary to determine the methane conversion efficiency in case the NMC-FID is calibrated according to method 
(b) in point 9.2 of Appendix 4 by passing the methane/air calibration gas through the NMC.  
(a) Methane conversion efficiency  
Methane calibration gas shall be flown through the FID with and without bypassing the NMC; the two 
concentrations shall be recorded. The methane efficiency shall be determined as:  
E M ¼ 1 Ä c HCðw=NMCÞ 
c HCðw=oNMCÞ 
where:  
c HC(w/NMC)  is the HC concentration with CH  4 flowing through the NMC [ppmC  1 ] 
c HC(w/o NMC)  is the HC concentration with CH  4 bypassing the NMC [ppmC  1 ] 
(b) Ethane conversion efficiency  
Ethane calibration gas shall be flown through the FID with and without bypassing the NMC; the two 
concentrations shall be recorded. The ethane efficiency shall be determined as:  
E E ¼ 1 Ä c HCðw=NMCÞ 
c HCðw=oNMCÞ 
where:  
c HC(w/NMC)  is the HC concentration with C  2 H 6 flowing through the NMC [ppmC  1 ] 
c HC(w/o NMC)  is the HC concentration with C  2 H 6 bypassing the NMC [ppmC  1 ]EN 7.7.2017 Official Journal of the European Union L 175/133
 
4.3.5.  Interference effects  
(a) General  
Other gases than the ones being analysed can affect the analyser reading. A check for interference effects and 
the correct functionality of analysers shall be performed by the analyser manufacturer prior to market intro ­
duction at least once for each type of analyser or device addressed in points (b) to (f).  
(b) CO analyser interference check  
Water and CO  2 can interfere with the measurements of the CO analyser. Therefore, a CO  2 span gas having a 
concentration of 80 to 100 per cent of full scale of the maximum operating range of the CO analyser used 
during the test shall be bubbled through water at room temperature and the analyser response recorded. The 
analyser response shall not be more than 2 per cent of the mean CO concentration expected during normal 
on-road testing or ± 50 ppm, whichever is larger. The interference check for H  2 O and CO  2 may be run as 
separate procedures. If the H  2 O and CO  2 levels used for the interference check are higher than the maximum 
levels expected during the test, each observed interference value shall be scaled down by multiplying the 
observed interference with the ratio of the maximum expected concentration value during the test and the 
actual concentration value used during this check. Separate interference checks with concentrations of H  2 O 
that are lower than the maximum concentration expected during the test may be run and the observed H  2 O 
interference shall be scaled up by multiplying the observed interference with the ratio of the maximum H  2 O 
concentration value expected during the test and the actual concentration value used during this check. The 
sum of the two scaled interference values shall meet the tolerance specified in this point.  
(c) NO  X analyser quench check  
The two gases of concern for CLD and HCLD analysers are CO  2 and water vapour. The quench response to 
these gases is proportional to the gas concentrations. A test shall determine the quench at the highest 
concentrations expected during the test. If the CLD and HCLD analysers use quench compensation algorithms 
that utilize H  2 O or CO  2 measurement analysers or both, quench shall be evaluated with these analysers active 
and with the compensation algorithms applied.  
(i) CO  2 quench check  
A CO  2 span gas having a concentration of 80 to 100 per cent of the maximum operating range shall be 
passed through the NDIR analyser; the CO  2 value shall be recorded as A. The CO  2 span gas shall then be 
diluted by approximately 50 per cent with NO span gas and passed through the NDIR and CLD or HCLD; 
the CO  2 and NO values shall be recorded as B and C, respectively. The CO  2 gas flow shall then be shut 
off and only the NO span gas shall be passed through the CLD or HCLD; the NO value shall be recorded 
as D. The per cent quench shall be calculated as:  
E CO2 ¼ Ï 
1 Ä Í C Ü A 
ðD Ü AÞ Ä ðD Ü BÞ Î B 
Ü 100  
where:  
A is the undiluted CO  2 concentration measured with the NDIR [%]  
B is the diluted CO  2 concentration measured with the NDIR [%]  
C is the diluted NO concentration measured with the CLD or HCLD [ppm]  
D is the undiluted NO concentration measured with the CLD or HCLD [ppm]  
Alternative methods of diluting and quantifying of CO  2 and NO span gas values such as dynamic 
mixing/blending are permitted upon approval of the approval authority.  
(ii) Water quench check  
This check applies to measurements of wet gas concentrations only. The calculation of water quench shall 
consider dilution of the NO span gas with water vapour and the scaling of the water vapour concen ­
tration in the gas mixture to concentration levels that are expected to occur during an emissions test.EN L 175/134 Official Journal of the European Union 7.7.2017
 
A NO span gas having a concentration of 80 per cent to 100 per cent of full scale of the normal 
operating range shall be passed through the CLD or HCLD; the NO value shall be recorded as  D. The NO 
span gas shall then be bubbled through water at room temperature and passed through the CLD or 
HCLD; the NO value shall be recorded as  C. The analyser's absolute operating pressure and the water 
temperature shall be determined and recorded as E and F, respectively. The mixture's saturation vapour 
pressure that corresponds to the water temperature of the bubbler  F shall be determined and recorded as  
G. The water vapour concentration  H [%] of the gas mixture shall be calculated as:  
H ¼ G 
E ¼ 100  
The expected concentration of the diluted NO-water vapour span gas shall be recorded as  D e after being 
calculated as:  
D e ¼ D Ü Ê 
1 Ä H 
100 Ì 
For diesel exhaust, the maximum concentration of water vapour in the exhaust gas (in per cent) expected 
during the test shall be recorded as  H m after being estimated, under the assumption of a fuel H/C ratio of 
1.8/1, from the maximum CO  2 concentration in the exhaust gas A as follows:  
H m ¼ 0,9 Ü A 
The per cent water quench shall be calculated as:  
E H2O ¼ Í Ê D e Ä C 
D e Ì 
Ü Ê H m 
H Ì Î 
Ü 100  
where:  
D e is the expected diluted NO concentration [ppm]  
C is the measured diluted NO concentration [ppm]  
H m is the maximum water vapour concentration [%]  
H is the actual water vapour concentration [%]  
(iii) Maximum allowable quench  
The combined CO  2 and water quench shall not exceed 2 per cent of full scale.  
(d) Quench check for NDUV analysers  
Hydrocarbons and water can positively interfere with NDUV analysers by causing a response similar to that of 
NO  X . The manufacturer of the NDUV analyser shall use the following procedure to verify that quench effects 
are limited:  
(i) The analyser and chiller shall be set up by following the operating instructions of the manufacturer; 
adjustments should be made as to optimise the analyser and chiller performance.  
(ii) A zero calibration and span calibration at concentration values expected during emissions testing shall 
be performed for the analyser.  
(iii) A NO  2 calibration gas shall be selected that matches as far as possible the maximum NO  2 concentration 
expected during emissions testing.EN 7.7.2017 Official Journal of the European Union L 175/135
 
(iv) The NO  2 calibration gas shall overflow at the gas sampling system's probe until the NO  X response of the 
analyser has stabilised.  
(v) The mean concentration of the stabilized NO  X recordings over a period of 30 s shall be calculated and 
recorded as NO  X,ref . 
(vi) The flow of the NO  2 calibration gas shall be stopped and the sampling system saturated by overflowing 
with a dew point generator's output, set at a dew point of 50 °C. The dew point generator's output shall 
be sampled through the sampling system and chiller for at least 10 minutes until the chiller is expected 
to be removing a constant rate of water.  
(vii) Upon completion of (iv), the sampling system shall again be overflown by the NO  2 calibration gas used 
to establish NO  X,ref until the total NO  X response has stabilized.  
(viii) The mean concentration of the stabilized NO  X recordings over a period of 30 s shall be calculated and 
recorded as NO  X,m . 
(ix) NO  X,m shall be corrected to NO  X,dry  based upon the residual water vapour that passed through the chiller 
at the chiller's outlet temperature and pressure.  
The calculated NO  X,dry  shall at least amount to 95 % of NO  X,ref . 
(e) Sample dryer  
A sample dryer removes water, which can otherwise interfere with the NO  X measurement. For dry CLD 
analysers, it shall be demonstrated that at the highest expected water vapour concentration  H m the sample 
dryer maintains the CLD humidity at ≤ 5 g water/kg dry air (or about 0.8 per cent H  2 O), which is 100 per 
cent relative humidity at 3.9 °C and 101.3 kPa or about 25 per cent relative humidity at 25 °C and 101.3 kPa. 
Compliance may be demonstrated by measuring the temperature at the outlet of a thermal sample dryer or by 
measuring the humidity at a point just upstream of the CLD. The humidity of the CLD exhaust might also be 
measured as long as the only flow into the CLD is the flow from the sample dryer.  
(f) Sample dryer NO  2 penetration  
Liquid water remaining in an improperly designed sample dryer can remove NO  2 from the sample. If a sample 
dryer is used in combination with a NDUV analyser without an NO  2 /NO converter upstream, water could 
therefore remove NO  2 from the sample prior to the NO  X measurement. The sample dryer shall allow for 
measuring at least 95 per cent of the NO  2 contained in a gas that is saturated with water vapour and consists 
of the maximum NO  2 concentration expected to occur during emission testing.  
4.4. Response time check of the analytical system  
For the response time check, the settings of the analytical system shall be exactly the same as during the emissions 
test (i.e. pressure, flow rates, filter settings in the analysers and all other parameters influencing the response time). 
The response time shall be determined with gas switching directly at the inlet of the sample probe. The gas 
switching shall be done in less than 0.1 second. The gases used for the test shall cause a concentration change of 
at least 60 per cent full scale of the analyser.  
The concentration trace of each single gas component shall be recorded. The delay time is defined as the time 
from the gas switching ( t 0 ) until the response is 10 per cent of the final reading ( t 10 ). The rise time is defined as 
the time between 10 per cent and 90 per cent response of the final reading ( t 90 – t 10 ). The system response time 
(t 90 ) consists of the delay time to the measuring detector and the rise time of the detector.  
For time alignment of the analyser and exhaust flow signals, the transformation time is defined as the time from 
the change ( t 0 ) until the response is 50 per cent of the final reading ( t 50 ). 
The system response time shall be ≤ 12 s with a rise time of ≤ 3 seconds for all components and all ranges used. 
When using a NMC for the measurement of NMHC, the system response time may exceed 12 seconds.EN L 175/136 Official Journal of the European Union 7.7.2017
 
5. GASES  
5.1. General  
The shelf life of calibration and span gases shall be respected. Pure and mixed calibration and span gases shall 
fulfil the specifications of points 3.1 and 3.2 of Appendix 3 of Annex 4A to UN/ECE Regulation No 83, 07 series 
of amendments. In addition, NO  2 calibration gas is permissible. The concentration of the NO  2 calibration gas shall 
be within two per cent of the declared concentration value. The amount of NO contained in the NO  2 calibration 
gas shall not exceed 5 per cent of the NO  2 content.  
5.2. Gas dividers  
Gas dividers, i.e., precision blending devices that dilute with purified N  2 or synthetic air, can be used to obtain 
calibration and span gases. The accuracy of the gas divider shall be such that the concentration of the blended 
calibration gases is accurate to within ± 2 per cent. The verification shall be performed at between 15 and 50 per 
cent of full scale for each calibration incorporating a gas divider. An additional verification may be performed 
using another calibration gas, if the first verification has failed.  
Optionally, the gas divider may be checked with an instrument which by nature is linear, e.g. using NO gas in 
combination with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected 
to the instrument. The gas divider shall be checked at the settings typically used and the nominal value shall be 
compared with the concentration measured by the instrument. The difference shall in each point be within ±1 per 
cent of the nominal concentration value.  
5.3. Oxygen interference check gases  
Oxygen interference check gases consist of a blend of propane, oxygen and nitrogen and shall contain propane at 
a concentration of 350 ± 75 ppmC  1 . The concentration shall be determined by gravimetric methods, dynamic 
blending or the chromatographic analysis of total hydrocarbons plus impurities. The oxygen concentrations of the 
oxygen interference check gases shall meet the requirements listed in Table 3; the remainder of the oxygen 
interference check gas shall consist of purified nitrogen.  
Table 3  
Oxygen interference check gases  
Engine type  
Compression ignition  Positive ignition  
O 2 concentration  21 ± 1 %  10 ± 1 %  
10 ± 1 %  5 ± 1 %  
5 ± 1 %  0,5 ± 0,5 %  
6. ANALYSERS FOR MEASURING PARTICLE NUMBER EMISSIONS  
This sections will define future requirement for analysers for measuring particle number emissions, once their 
measurement becomes mandatory.  
7. INSTRUMENTS FOR MEASURING EXHAUST MASS FLOW  
7.1. General  
Instruments, sensors or signals for measuring the exhaust mass flow rate shall have a measuring range and 
response time appropriate for the accuracy required to measure the exhaust mass flow rate under transient 
and steady state conditions. The sensitivity of instruments, sensors and signals to shocks, vibration, aging, 
variability in temperature, ambient air pressure, electromagnetic interferences and other impacts related to 
vehicle and instrument operation shall be on a level as to minimize additional errors.  
7.2. Instrument specifications  
The exhaust mass flow rate shall be determined by a direct measurement method applied in either of the 
following instruments:  
(a) Pitot-based flow devices;EN 7.7.2017 Official Journal of the European Union L 175/137
 
(b) Pressure differential devices like flow nozzle (details see ISO 5167);  
(c) Ultrasonic flow meter;  
(d) Vortex flow meter.  
Each individual exhaust mass flow meter shall fulfil the linearity requirements set out in point 3. Furthermore, the 
instrument manufacturer shall demonstrate the compliance of each type of exhaust mass flow meter with the 
specifications in points 7.2.3 to 7.2.9.  
It is permissible to calculate the exhaust mass flow rate based on air flow and fuel flow measurements obtained 
from traceably calibrated sensors if these fulfil the linearity requirements of point 3, the accuracy requirements of 
point 8 and if the resulting exhaust mass flow rate is validated according to point 4 of Appendix 3.  
In addition, other methods that determine the exhaust mass flow rate based on not directly traceable instruments 
and signals, such as simplified exhaust mass flow meters or ECU signals are permissible if the resulting exhaust 
mass flow rate fulfils the linearity requirements of point 3 and is validated according to point 4 of Appendix 3.  
7.2.1.  Calibration and verification standards  
The measurement performance of exhaust mass flow meters shall be verified with air or exhaust gas against a 
traceable standard such as, e.g. a calibrated exhaust mass flow meter or a full flow dilution tunnel.  
7.2.2.  Frequency of verification  
The compliance of exhaust mass flow meters with points 7.2.3 and 7.2.9 shall be verified no longer than one year 
before the actual test.  
7.2.3.  Accuracy  
The accuracy, defined as the deviation of the EFM reading from the reference flow value, shall not exceed ± 2 
percent of the reading, 0,5 % of full scale or ± 1,0 per cent of the maximum flow at which the EFM has been 
calibrated, whichever is larger.  
7.2.4.  Precision  
The precision, defined as 2,5 times the standard deviation of 10 repetitive responses to a given nominal flow, 
approximately in the middle of the calibration range, shall not exceed 1 per cent of the maximum flow at which 
the EFM has been calibrated.  
7.2.5.  Noise  
The noise, defined as two times the root mean square of ten standard deviations, each calculated from the zero 
responses measured at a constant recording frequency of at least 1,0 Hz during a period of 30 seconds, shall not 
exceed 2 per cent of the maximum calibrated flow value. Each of the 10 measurement periods shall be inter ­
spersed with an interval of 30 seconds in which the EFM is exposed to the maximum calibrated flow.  
7.2.6.  Zero response drift  
The zero response drift is defined as the mean response to zero flow during a time interval of at least 30 seconds. 
The zero response drift can be verified based on the reported primary signals, e.g., pressure. The drift of the 
primary signals over a period of 4 hours shall be less than ±2 per cent of the maximum value of the primary 
signal recorded at the flow at which the EFM was calibrated.  
7.2.7.  Span response drift  
The span response drift is defined as the mean response to a span flow during a time interval of at least 30 
seconds. The span response drift can be verified based on the reported primary signals, e.g., pressure. The drift of 
the primary signals over a period of 4 hours shall be less than ± 2 per cent of the maximum value of the primary 
signal recorded at the flow at which the EFM was calibrated.EN L 175/138 Official Journal of the European Union 7.7.2017
 
7.2.8.  Rise time  
The rise time of the exhaust flow instruments and methods should match as far as possible the rise time of the gas 
analysers as specified in point 4.2.7 but shall not exceed 1 second.  
7.2.9.  Response time check  
The response time of exhaust mass flow meters shall be determined by applying similar parameters as those 
applied for the emissions test (i.e., pressure, flow rates, filter settings and all other response time influences). The 
response time determination shall be done with gas switching directly at the inlet of the exhaust mass flow meter. 
The gas flow switching shall be done as fast as possible, but highly recommended in less than 0,1 second. The gas 
flow rate used for the test shall cause a flow rate change of at least 60 per cent full scale of the exhaust mass flow 
meter. The gas flow shall be recorded. The delay time is defined as the time from the gas flow switching ( t 0 ) until 
the response is 10 per cent ( t 10 ) of the final reading. The rise time is defined as the time between 10 per cent and 
90 per cent response ( t 90 – t 10 ) of the final reading. The response time ( t 90 ) is defined as the sum of the delay time 
and the rise time. The exhaust mass flow meter response time ( t 90 ) shall be ≤ 3 seconds with a rise time ( t 90 – t 10 ) 
of ≤ 1 second in accordance with point 7.2.8.  
8. SENSORS AND AUXILIARY EQUIPMENT  
Any sensor and auxiliary equipment used to determine, e.g., temperature, atmospheric pressure, ambient humidity, 
vehicle speed, fuel flow or intake air flow shall not alter or unduly affect the performance of the vehicle’s engine 
and exhaust after-treatment system. The accuracy of sensors and auxiliary equipment shall fulfil the requirements 
of Table 4. Compliance with the requirements of Table 4 shall be demonstrated at intervals specified by the 
instrument manufacturer, as required by internal audit procedures or in accordance with ISO 9000.  
Table 4  
Accuracy requirements for measurement parameters  
Measurement parameter  Accuracy  
Fuel flow (  1 ) ± 1 % of reading (  3 ) 
Air flow (  1 ) ± 2 % of reading  
Vehicle speed (  2 ) ± 1,0 km/h absolute  
Temperatures ≤600 K  ± 2 K absolute  
Temperatures >600 K  ± 0,4 % of reading in Kelvin  
Ambient pressure  ± 0,2 kPa absolute  
Relative humidity  ± 5 % absolute  
Absolute humidity  ± 10 % of reading or, 1 gH  2 O/kg dry air, whichever is larger  
( 1 ) optional to determine exhaust mass flow 
( 2 ) This requirement applies to the speed sensor only; if vehicle speed is used to determine parameters like acceleration, the 
product of speed and positive acceleration, or RPA, the speed signal shall have an accuracy of 0,1 % above 3 km/h and a 
sampling frequency of 1 Hz. This accuracy requirement can be met by using the signal of a wheel rotational speed sensor. 
( 3 ) The accuracy shall be 0,02 per cent of reading if used to calculate the air and exhaust mass flow rate from the fuel flow 
according to point 10 of Appendix 4.EN 7.7.2017 Official Journal of the European Union L 175/139
 
Appendix 3  
Validation of PEMS and non-traceable exhaust mass flow rate  
1. INTRODUCTION  
This appendix describes the requirements to validate under transient conditions the functionality of the installed 
PEMS as well as the correctness of the exhaust mass flow rate obtained from non-traceable exhaust mass flow 
meters or calculated from ECU signals.  
2. SYMBOLS, PARAMETERS AND UNITS  
% — per cent  
#/km — number per kilometre  
a 0 — y intercept of the regression line  
a 1 — slope of the regression line  
g/km — gramme per kilometre  
Hz — hertz  
km — kilometre  
m — metre  
mg/km — milligramme per kilometre  
r 2 — coefficient of determination  
x — actual value of the reference signal  
y — actual value of the signal under validation  
3. VALIDATION PROCEDURE FOR PEMS  
3.1. Frequency of PEMS validation  
It is recommended to validate the installed PEMS once for each PEMS-vehicle combination either before the RDE 
test or, alternatively, after the completion of the test.  
3.2. PEMS validation procedure  
3.2.1.  PEMS installation  
The PEMS shall be installed and prepared according to the requirements of Appendix 1. The PEMS installation 
shall be kept unchanged in the time period between the validation and the RDE test.  
3.2.2.  Test conditions  
The validation test shall be conducted on a chassis dynamometer, as far as applicable, under type approval 
conditions by following the requirements of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments 
or any other adequate measurement method. It is recommended to conduct the validation test with the Worldwide 
harmonized Light vehicles Test Cycle (WLTC) as specified in Annex 1 to UNECE Global Technical Regulation No. 
15. The ambient temperature shall be within the range specified in point 5.2 of this Annex.  
It is recommended to feed the exhaust flow extracted by the PEMS during the validation test back to the CVS. If 
this is not feasible, the CVS results shall be corrected for the extracted exhaust mass. If the exhaust mass flow rate 
is validated with an exhaust mass flow meter, it is recommended to cross-check the mass flow rate measurements 
with data obtained from a sensor or the ECU.EN L 175/140 Official Journal of the European Union 7.7.2017
 
3.2.3.  Data analysis  
The total distance-specific emissions [g/km] measured with laboratory equipment shall be calculated following 
Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. The emissions as measured with the PEMS shall 
be calculated according to point 9 of Appendix 4, summed to give the total mass of pollutant emissions [g] and 
then divided by the test distance [km] as obtained from the chassis dynamometer. The total distance-specific mass 
of pollutants [g/km], as determined by the PEMS and the reference laboratory system, shall be evaluated against the 
requirements specified in point 3.3. For the validation of NO  X emission measurements, humidity correction shall 
be applied following point 6.6.5 of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments.  
3.3. Permissible tolerances for PEMS validation  
The PEMS validation results shall fulfil the requirements given in Table 1. If any permissible tolerance is not met, 
corrective action shall be taken and the PEMS validation shall be repeated.  
Table 1  
Permissible tolerances  
Parameter [Unit]  Permissible tolerance  
Distance [km] (  1 ) ± 250 m of the laboratory reference  
THC (  2 ) [mg/km]  ± 15 mg/km or 15 % of the laboratory reference, whichever is larger  
CH  4 ( 2 ) [mg/km]  ± 15 mg/km or 15 % of the laboratory reference, whichever is larger  
NMHC (  2 ) [mg/km]  ± 20 mg/km or 20 % of the laboratory reference, whichever is larger  
PN (  2 ) [#/km]  (  3 ) 
CO (  2 ) [mg/km]  ± 150 mg/km or 15 % of the laboratory reference, whichever is larger  
CO  2 [g/km]  ± 10 g/km or 10 % of the laboratory reference, whichever is larger  
NO  x ( 2 ) [mg/km]  ± 15 mg/km or 15 % of the laboratory reference, whichever is larger  
( 1 ) Only applicable if vehicle speed is determined by the ECU; to meet the permissible tolerance it is permitted to adjust the EC U 
vehicle speed measurements based on the outcome of the validation test 
( 2 ) Parameter only mandatory if measurement required by point 2.1 of this Annex. 
( 3 ) Still to be determined.  
4. VALIDATION PROCEDURE FOR THE EXHAUST MASS FLOW RATE DETERMINED BY NON-TRACEABLE INSTRUMENTS 
AND SENSORS  
4.1. Frequency of validation  
In addition to fulfilling the linearity requirements of point 3 of Appendix 2 under steady-state conditions, the 
linearity of non-traceable exhaust mass flow meters or the exhaust mass flow rate calculated from non-traceable 
sensors or ECU signals shall be validated under transient conditions for each test vehicle against a calibrated 
exhaust mass flow meter or the CVS. The validation can be executed without the installation of the PEMS but shall 
generally follow the requirements defined in Annex 4a to UN/ECE Regulation No 83, 07 series of amendments and 
the requirements pertinent to exhaust mass flow meters defined in Appendix 1.  
4.2. Validation procedure  
The validation shall be conducted on a chassis dynamometer under type approval conditions, as far as applicable, 
by following the requirements of Annex 4a to UN/ECE Regulation No 83, 07 series of amendments. The test cycle 
shall be the Worldwide harmonized Light vehicles Test Cycle (WLTC) as specified in Annex 1 to UNECE Global 
Technical Regulation No. 15. As reference, a traceably calibrated flow meter shall be used. The ambient 
temperature can be any within the range specified in point 5.2 of this Annex. The installation of the exhaust 
mass flow meter and the execution of the test shall fulfil the requirement of point 3.4.3 of Appendix 1 of this 
Annex.EN 7.7.2017 Official Journal of the European Union L 175/141
 
The following calculation steps shall be taken to validate the linearity:  
(a) The signal under validation and the reference signal shall be time corrected by following, as far as applicable, 
the requirements of point 3 of Appendix 4.  
(b) Points below 10 % of the maximum flow value shall be excluded from the further analysis.  
(c) At a constant frequency of at least 1,0 Hz, the signal under validation and the reference signal shall be 
correlated using the best-fit equation having the form:  
y ¼ a 1 x þ a 0 
where:  
y is the actual value of the signal under validation  
a 1 is the slope of the regression line  
x is the actual value of the reference signal  
a 0 is the  y intercept of the regression line  
The standard error of estimate (SEE) of  y on x and the coefficient of determination (r  2 ) shall be calculated for 
each measurement parameter and system.  
(d) The linear regression parameters shall meet the requirements specified in Table 2.  
4.3. Requirements  
The linearity requirements given in Table 2 shall be fulfilled. If any permissible tolerance is not met, corrective 
action shall be taken and the validation shall be repeated.  
Table 2  
Linearity requirements of calculated and measured exhaust mass flow  
Measurement parameter/system  a  0 Slope a  1 Standard error 
SEE Coefficient of 
determination 
r 2 
Exhaust mass flow  0,0 ± 3,0 kg/h  1,00 ± 0,075  ≤10 % max  ≥ 0,90EN L 175/142 Official Journal of the European Union 7.7.2017
 
Appendix 4  
Determination of emissions  
1. INTRODUCTION  
This appendix describes the procedure to determine the instantaneous mass and particle number emissions [g/s; 
#/s] that shall be used for the subsequent evaluation of a RDE trip and the calculation of the final emission result 
as described in Appendices 5 and 6.  
2. SYMBOLS, PARAMETERS AND UNITS  
% — per cent  
< — smaller than  
#/s — number per second  
α — molar hydrogen ratio (H/C)  
β — molar carbon ratio (C/C)  
γ — molar sulphur ratio (S/C)  
δ — molar nitrogen ratio (N/C)  
Δt t,i — transformation time t of the analyser [s]  
Δt t,m — transformation time t of the exhaust mass flow meter [s]  
ε — molar oxygen ratio (O/C)  
ρ e — density of the exhaust  
ρ gas — density of the exhaust component ‘gas’  
λ — excess air ratio  
λ i — instantaneous excess air ratio  
A/F  st — stoichiometric air-to-fuel ratio [kg/kg]  
°C — degrees centigrade  
c CH4 — concentration of methane  
c CO — dry CO concentration [%]  
c CO2 — dry CO  2 concentration [%]  
c dry — dry concentration of a pollutant in ppm or per cent volume  
c gas,i — instantaneous concentration of the exhaust component ‘gas’ [ppm]  
c HCw — wet HC concentration [ppm]  
c HC(w/NMC)  — HC concentration with CH  4 or C  2 H 6 flowing through the NMC [ppmC  1 ] 
c HC(w/oNMC)  — HC concentration with CH  4 or C  2 H 6 bypassing the NMC [ppmC  1 ] 
c i,c — time-corrected concentration of component  i [ppm]  
c i,r — concentration of component  i [ppm] in the exhaust  
c NMHC  — concentration of non-methane hydrocarbons  
c wet — wet concentration of a pollutant in ppm or per cent volumeEN 7.7.2017 Official Journal of the European Union L 175/143
 
E E — ethane efficiency  
E M — methane efficiency  
g — gramme  
g/s — gramme per second  
H a — intake air humidity [g water per kg dry air]  
i — number of the measurement  
kg — kilogramme  
kg/h — kilogramme per hour  
kg/s — kilogramme per second  
k w — dry-wet correction factor  
m — metre  
m gas,i — mass of the exhaust component ‘gas’ [g/s]  
q maw,i — instantaneous intake air mass flow rate [kg/s]  
q m,c — time-corrected exhaust mass flow rate [kg/s]  
q mew,i — instantaneous exhaust mass flow rate [kg/s]  
q mf,i — instantaneous fuel mass flow rate [kg/s]  
q m,r — raw exhaust mass flow rate [kg/s]  
r — cross-correlation coefficient  
r 2 — coefficient of determination  
r h — hydrocarbon response factor  
rpm — revolutions per minute  
s — second  
u gas — u  value of the exhaust component ‘gas’  
3. TIME CORRECTION OF PARAMETERS  
For the correct calculation of distance-specific emissions, the recorded traces of component concentrations, exhaust 
mass flow rate, vehicle speed, and other vehicle data shall be time corrected. To facilitate the time correction, data 
which are subject to time alignment shall be recorded either in a single data recording device or with a 
synchronised timestamp following point 5.1 of Appendix 1. The time correction and alignment of parameters 
shall be carried out by following the sequence described in points 3.1 to 3.3.  
3.1. Time correction of component concentrations  
The recorded traces of all component concentrations shall be time corrected by reverse shifting according to the 
transformation times of the respective analysers. The transformation time of analysers shall be determined 
according to point 4.4 of Appendix 2:  
c i;c ðt Ä Δt t;i Þ ¼ c i;r ðtÞ 
where:  
c i,c is the time-corrected concentration of component i as function of time  t 
c i,r is the raw concentration of component i as function of time  t 
Δt t,i is the transformation time t of the analyser measuring component iEN L 175/144 Official Journal of the European Union 7.7.2017
 
3.2. Time correction of exhaust mass flow rate  
The exhaust mass flow rate measured with an exhaust flow meter shall be time corrected by reverse shifting 
according to the transformation time of the exhaust mass flow meter. The transformation time of the mass flow 
meter shall be determined according to point 4.4.9 of Appendix 2:  
q m;c ðt Ä Δt t;m Þ ¼ q m;r ðtÞ 
where:  
q m,c is the time-corrected exhaust mass flow rate as function of time  t 
q m,r is the raw exhaust mass flow rate as function of time  t 
Δt t,m is the transformation time t of the exhaust mass flow meter  
In case the exhaust mass flow rate is determined by ECU data or a sensor, an additional transformation time shall 
be considered and obtained by cross-correlation between the calculated exhaust mass flow rate and the exhaust 
mass flow rate measured following point 4 of Appendix 3.  
3.3. Time alignment of vehicle data  
Other data obtained from a sensor or the ECU shall be time-aligned by cross-correlation with suitable emission 
data (e.g., component concentrations).  
3.3.1.  Vehicle speed from different sources  
To time align vehicle speed with the exhaust mass flow rate, it is first necessary to establish one valid speed trace. 
In case vehicle speed is obtained from multiple sources (e.g., the GPS, a sensor or the ECU), the speed values shall 
be time aligned by cross-correlation.  
3.3.2.  Vehicle speed with exhaust mass flow rate  
Vehicle speed shall be time aligned with the exhaust mass flow rate by cross-correlation between the exhaust mass 
flow rate and the product of vehicle speed and positive acceleration.  
3.3.3.  Further signals  
The time alignment of signals whose values change slowly and within a small value range, e.g. ambient 
temperature, can be omitted.  
4. COLD START  
The cold start period covers the first 5 minutes after initial start of the combustion engine. If the coolant 
temperature can be reliably determined, the cold start period ends once the coolant has reached 343 K (70 °C) 
for the first time but no later than 5 min after initial engine start. Cold start emissions shall be recorded.  
5. EMISSION MEASUREMENTS DURING ENGINE STOP  
Any instantaneous emissions or exhaust flow measurements obtained while the combustion engine is deactivated 
shall be recorded. In a separate step, the recorded values shall afterward be set to zero by the data post processing. 
The combustion engine shall be considered as deactivated if two of the following criteria apply: the recorded 
engine speed is < 50 rpm; the exhaust mass flow rate is measured at < 3 kg/h; the measured exhaust mass flow 
rate drops to <15 % of the steady-state exhaust mass flow rate at idling.  
6. CONSISTENCY CHECK OF VEHICLE ALTITUDE  
In case well-reasoned doubts exist that a trip has been conducted above of the permissible altitude as specified in 
point 5.2 of this Annex and in case altitude has only been measured with a GPS, the GPS altitude data shall be 
checked for consistency and, if necessary, corrected. The consistency of data shall be checked by comparing the 
latitude, longitude and altitude data obtained from the GPS with the altitude indicated by a digital terrain model or 
a topographic map of suitable scale. Measurements that deviate by more than 40 m from the altitude depicted in 
the topographic map shall be manually corrected and marked.EN 7.7.2017 Official Journal of the European Union L 175/145
 
7. CONSISTENCY CHECK OF GPS VEHICLE SPEED  
The vehicle speed as determined by the GPS shall be checked for consistency by calculating and comparing the 
total trip distance with reference measurements obtained from either a sensor, the validated ECU or, alternatively, 
from a digital road network or topographic map. It is mandatory to correct GPS data for obvious errors, e.g., by 
applying a dead reckoning sensor, prior to the consistency check. The original and uncorrected data file shall be 
retained and any corrected data shall be marked. The corrected data shall not exceed an uninterrupted time period 
of 120 s or a total of 300 s. The total trip distance as calculated from the corrected GPS data shall deviate by no 
more than 4 % from the reference. If the GPS data do not meet these requirements and no other reliable speed 
source is available, the test results shall be voided.  
8. CORRECTION OF EMISSIONS  
8.1. Dry-wet correction  
If the emissions are measured on a dry basis, the measured concentrations shall be converted to a wet basis as:  
where:  
c wet ¼ k w Ü c dry 
c wet is the wet concentration of a pollutant in ppm or per cent volume  
c dry is the dry concentration of a pollutant in ppm or per cent volume  
k w is the dry-wet correction factor  
The following equation shall be used to calculate  k w : 
k w ¼ Í 1 
1 þ α Ü 0,005 Ü ðc co 2 þ c co Þ Ä k w1 Î 
Ü 1,008  
where:  
k w1 ¼ 1,608 Ü H a 
1 000 þ ð1,608 Ü H a Þ 
where:  
H a is the intake air humidity [g water per kg dry air]  
c CO2 is the dry CO  2 concentration [%]  
c CO is the dry CO concentration [%]  
α is the molar hydrogen ratio  
8.2. Correction of NO  x for ambient humidity and temperature  
NO  x emissions shall not be corrected for ambient temperature and humidity.  
9. DETERMINATION OF THE INSTANTANEOUS GASEOUS EXHAUST COMPONENTS  
9.1. Introduction  
The components in the raw exhaust shall be measured with the measurement and sampling analysers described in 
Appendix 2. The raw concentrations of relevant components shall be measured in accordance with Appendix 1. 
The data shall be time corrected and aligned in accordance with point 3.  
9.2. Calculating NMHC and CH  4 concentrations  
For methane measurement using a NMC-FID, the calculation of NMHC depends on the calibration gas/method 
used for the zero/span calibration adjustment. When a FID is used for THC measurement without a NMC, it shall 
be calibrated with propane/air or propane/N  2 in the normal manner. For the calibration of the FID in series with a 
NMC, the following methods are permitted:EN L 175/146 Official Journal of the European Union 7.7.2017
 
(a) the calibration gas consisting of propane/air bypasses the NMC;  
(b) the calibration gas consisting of methane/air passes through the NMC.  
It is strongly recommended to calibrate the methane FID with methane/air through the NMC.  
In method (a), the concentrations of CH  4 and NMHC shall be calculated as follows:  
c CH  4 ¼ c HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä c HCðw=NMCÞ 
ðE E Ä E M Þ 
c NMHC ¼ c HCðw=NMCÞ Ä c HCðw=oNMCÞ Ü ð1 Ä E E Þ 
r h Ü ðE E Ä E M Þ 
In method (b), the concentration of CH  4 and NMHC shall be calculated as follows:  
c CH  4 ¼ c HCðw=NMCÞ Ü r h Ü ð1 Ä E M Þ Ä c HCðw=oNMCÞ Ü ð1 Ä E E Þ 
r h ÜðE E Ä E M Þ 
c NMHC ¼ c HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä c HCðw=NMCÞ Ü r h Ü ð1 Ä E M Þ 
ðE E Ä E M Þ 
where:  
c HC(w/oNMC)  is the HC concentration with CH  4 or C  2 H 6 bypassing the NMC [ppmC  1 ] 
c HC(w/NMC)  is the HC concentration with CH  4 or C  2 H 6 flowing through the NMC [ppmC  1 ] 
r h is the hydrocarbon response factor as determined in point 4.3.3.(b) of Appendix 2  
E M is the methane efficiency as determined in point 4.3.4.(a) of Appendix 2  
E E is the ethane efficiency as determined in point 4.3.4(b) of Appendix 2  
If the methane FID is calibrated through the cutter (method b), then the methane conversion efficiency as 
determined in point 4.3.4.(a) of Appendix 2 is zero. The density used for calculating the NMHC mass shall be 
equal to that of total hydrocarbons at 273,15 K and 101,325 kPa and is fuel-dependent.  
10. DETERMINATION OF EXHAUST MASS FLOW RATE  
10.1.  Introduction  
The calculation of instantaneous mass emissions according to points 11 and 12 requires determining the exhaust 
mass flow rate. The exhaust mass flow rate shall be determined by one of the direct measurement methods 
specified in point 7.2 of Appendix 2. Alternatively, it is permissible to calculate the exhaust mass flow rate as 
described in points 10.2 to 10.4.  
10.2.  Calculation method using air mass flow rate and fuel mass flow rate  
The instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the fuel mass flow rate 
as follows:  
q mew;i ¼ q maw ;i þ q mf;i 
where:  
q mew,i is the instantaneous exhaust mass flow rate [kg/s]  
q maw,i is the instantaneous intake air mass flow rate [kg/s]  
q mf,i is the instantaneous fuel mass flow rate [kg/s]EN 7.7.2017 Official Journal of the European Union L 175/147
 
If the air mass flow rate and the fuel mass flow rate or the exhaust mass flow rate are determined from ECU 
recording, the calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for 
the exhaust mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of 
Appendix 3.  
10.3.  Calculation method using air mass flow and air-to-fuel ratio  
The instantaneous exhaust mass flow rate can be calculated from the air mass flow rate and the air-to-fuel ratio as 
follows:  
q mew;i ¼ q maw ;i Ü Í 
1 þ 1 
A=F st · λ i Î 
where:  
A=F st ¼ 138,0 Ü Ê 
1 þ α 
4 Ä ε 
2 þ γ Ì 
12,011 þ 1,008 Ü α þ 15,9994 Ü ε þ 14,0067 Ü δ þ 32,0675 Ü γ 
λ i ¼ Ê 
100 Ä c CO Ü10 Ä4 
2 Ä c HCw Ü 10 Ä4 Ì 
þ A 
α 
4 Ü 1 Ä 2Üc CO Ü10 Ä4 
3,5Üc CO2 
1 þ c CO Ü10 Ä4 
3,5Üc CO2 Ä ε 
2 Ä δ 
2 ! 
Ü ðc CO2 þ c CO Ü 10 Ä4 Þ 
4,764 Ü Ê 
1 þ α 
4 Ä ε 
2 þ γ Ì 
Ü ðc CO2 þ c CO Ü 10 Ä4 þ c HCw Ü 10 Ä4 Þ 
where:  
q maw,i is the instantaneous intake air mass flow rate [kg/s]  
A/F  st is the stoichiometric air-to-fuel ratio [kg/kg]  
λ i is the instantaneous excess air ratio  
c CO2 is the dry CO  2 concentration [%]  
c CO is the dry CO concentration [ppm]  
c HCw is the wet HC concentration [ppm]  
α is the molar hydrogen ratio (H/C)  
β is the molar carbon ratio (C/C)  
γ is the molar sulphur ratio (S/C)  
δ is the molar nitrogen ratio (N/C)  
ε is the molar oxygen ratio (O/C)  
Coefficients refer to a fuel C  β H α O ε N δ S γ with  β = 1 for carbon based fuels. The concentration of HC emissions is 
typically low and may be omitted when calculating  λ i . 
If the air mass flow rate and air-to-fuel ratio are determined from ECU recording, the calculated instantaneous 
exhaust mass flow rate shall meet the linearity requirements specified for the exhaust mass flow rate in point 3 of 
Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.  
10.4.  Calculation method using fuel mass flow and air-to-fuel ratio  
The instantaneous exhaust mass flow rate can be calculated from the fuel flow and the air-to-fuel ratio (calculated 
with A/F  st and λ i according to point 10.3) as follows:  
q mew;i ¼ q mf;i Ü ð1 þ A=F st Ü λ i Þ 
The calculated instantaneous exhaust mass flow rate shall meet the linearity requirements specified for the exhaust 
gas mass flow rate in point 3 of Appendix 2 and the validation requirements specified in point 4.3 of Appendix 3.EN L 175/148 Official Journal of the European Union 7.7.2017
 
11. CALCULATING THE INSTANTANEOUS MASS EMISSIONS OF GASEOUS COMPONENTS  
The instantaneous mass emissions [g/s] shall be determined by multiplying the instantaneous concentration of the 
pollutant under consideration [ppm] with the instantaneous exhaust mass flow rate [kg/s], both corrected and 
aligned for the transformation time, and the respective  u value of Table 1. If measured on a dry basis, the dry-wet 
correction according to point 8.1 shall be applied to the instantaneous component concentrations before executing 
any further calculations. If occurring, negative instantaneous emission values shall enter all subsequent data 
evaluations. Parameter values shall enter the calculation of instantaneous emissions [g/s] as reported by the 
analyser, flow-measuring instrument, sensor or the ECU. The following equation shall be applied:  
where:  
m gas;i ¼ u gas · c gas;i · q mew;i 
m gas,i is the mass of the exhaust component ‘gas’ [g/s]  
u gas is the ratio of the density of the exhaust component ‘gas’ and the overall density of the exhaust as listed in 
Table 1  
c gas,i is the measured concentration of the exhaust component ‘gas’ in the exhaust [ppm]  
q mew,i is the measured exhaust mass flow rate [kg/s]  
gas is the respective component  
i number of the measurement  
Table 1  
Raw exhaust gas  u values depicting the ratio between the densities of exhaust component or pollutant  i 
[kg/m  3 ] and the density of the exhaust gas [kg/m  3 ] ( 6 ) 
Fuel  ρ e [kg/m  3 ] Component or pollutant i  
NO  x CO HC  CO  2 O 2 CH  4 
ρ gas [kg/m  3 ] 
2,053  1,250  (  1 ) 1,9636  1,4277  0,716  
u gas ( 2 ), (  6 ) 
Diesel (B7)  1,2943  0,001586  0,000966  0,000482  0,001517  0,001103  0,000553  
Ethanol (ED95)  1,2768  0,001609  0,000980  0,000780  0,001539  0,001119  0,000561  
CNG (  3 ) 1,2661  0,001621  0,000987  0,000528 (  4 ) 0,001551  0,001128  0,000565  
Propane  1,2805  0,001603  0,000976  0,000512  0,001533  0,001115  0,000559  
Butane  1,2832  0,001600  0,000974  0,000505  0,001530  0,001113  0,000558  
LPG (  5 ) 1,2811  0,001602  0,000976  0,000510  0,001533  0,001115  0,000559  
Petrol (E10)  1,2931  0,001587  0,000966  0,000499  0,001518  0,001104  0,000553  
Ethanol (E85)  1,2797  0,001604  0,000977  0,000730  0,001534  0,001116  0,000559  
( 1 ) depending on fuel 
( 2 ) at λ = 2, dry air, 273 K, 101.3 kPa 
( 3 ) u values accurate within 0,2 % for mass composition of: C=66-76 %; H=22-25 %; N=0-12 % 
( 4 ) NMHC on the basis of CH  2.93 (for THC the  u gas coefficient of CH  4 shall be used) 
( 5 ) u accurate within 0,2 % for mass composition of: C  3 =70-90 %; C  4 =10-30 % 
( 6 ) u gas is a unitless parameter; the  u gas values include unit conversions to ensure that the instantaneous emissions are obtained in 
the specified physical unit, i.e., g/sEN 7.7.2017 Official Journal of the European Union L 175/149
 
12. CALCULATING THE INSTANTANEOUS PARTICLE NUMBER EMISSIONS  
This sections will define the requirement for calculating instantaneous particle number emissions, once their 
measurement becomes mandatory.  
13. DATA REPORTING AND EXCHANGE  
The data shall be exchanged between the measurement systems and the data evaluation software by a standardised 
reporting file as specified in point 2 of Appendix 8. Any pre-processing of data (e.g. time correction according to 
point 3 or the correction of the GPS vehicle speed signal according to point 7) shall be done with the control 
software of the measurement systems and shall be completed before the data reporting file is generated. If data are 
corrected or processed prior to entering the data reporting file, the original raw data shall be kept for quality 
assurance and control. Rounding of intermediate values is not permitted.EN L 175/150 Official Journal of the European Union 7.7.2017
 
Appendix 5  
Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving 
Averaging Window)  
1. INTRODUCTION  
The Moving Averaging Window method provides an insight on the real-driving emissions (RDE) occurring during 
the test at a given scale. The test is divided in sub-sections (windows) and the subsequent statistical treatment aims 
at identifying which windows are suitable to assess the vehicle RDE performance.  
The ‘normality’ of the windows is conducted by comparing their CO  2 distance-specific emissions (  1 ) with a 
reference curve. The test is complete when the test includes a sufficient number of normal windows, covering 
different speed areas (urban, rural, motorway).  
Step 1. Segmentation of the data and exclusion of cold start emissions (section 4 in Appendix 4);  
Step 2. Calculation of emissions by sub-sets or ‘windows’ (section 3.1);  
Step 3. Identification of normal windows (section 4);  
Step 4. Verification of trip completeness and normality (section 5);  
Step 5. Calculation of emissions using the normal windows (section 6).  
2. SYMBOLS, PARAMETERS AND UNITS  
Index (i) refers to the time step  
Index (j) refers to the window  
Index (k) refers to the category (t=total, u=urban, r=rural, m=motorway) or to the CO  2 characteristic curve (cc)  
Index ‘gas’ refers to the regulated exhaust gas components (e.g. NO  x , CO, PN)  
Δ – difference  
≥ – larger or equal  
# – number  
% – per cent  
≤ – smaller or equal  
a 1 , b 1 – coefficients of the CO  2 characteristic curve  
a 2 , b 2 – coefficients of the CO  2 characteristic curve  
d j – distance covered by window  j [km]  
f k – weighting factors for urban, rural and motorway shares  
h – distance of windows to the CO  2 characteristic curve [%]EN 7.7.2017 Official Journal of the European Union L 175/151  
( 1 ) For hybrids, the total energy consumption shall be converted to CO  2 . The rules for this conversion will be introduced in a second 
step.
 h j – distance of window j to the CO  2 characteristic curve [%]  
h k – severity index for urban, rural and motorway shares and the complete trip  
k 11 , k 12 – coefficients of the weighting function  
k 21 , k 21 – coefficients of the weighting function  
M CO2,ref  – reference CO  2 mass [g]  
M gas – mass or particle number of the exhaust component ‘gas’ [g] or [#]  
M gas,j – mass or particle number of the exhaust component ‘gas’ in window j [g] or [#]  
M gas,d – distance-specific emission for the exhaust component ‘gas’ [g/km] or [#/km]  
M gas,d,j  – distance-specific emission for the exhaust component ‘gas’ in window j [g/km] or [#/km]  
N k – number of windows for urban, rural, and motorway shares  
P 1 , P 2 , P 3 – reference points  
t – time [s]  
t 1,j – first second of the j  th averaging window [s]  
t 2,j – last second of the j  th averaging window [s]  
t i – total time in step i [s]  
t i,j – total time in step  i considering window  j [s] 
tol 1 – primary tolerance for the vehicle CO  2 characteristic curve [%]  
tol 2 – secondary tolerance for the vehicle CO  2 characteristic curve [%]  
t t – duration of a test [s]  
v – vehicle speed [km/h]  
v – average speed of windows [km/h]  
v i – actual vehicle speed in time step i [km/h]  
v j – average vehicle speed in window j [km/h]  
v P1 ¼ 19 km=h – average speed of the Low Speed phase of the WLTP cycleEN L 175/152 Official Journal of the European Union 7.7.2017
 
v P2 ¼ 56,6  km=h – average speed of the High Speed phase of the WLTP cycle  
v P3 ¼ 92,3  km=h – average speed of the Extra High Speed phase of the WLTP cycle  
w – weighting factor for windows  
w j – weighting factor of window j  
3. MOVING AVERAGING WINDOWS  
3.1. Definition of averaging windows  
The instantaneous emissions calculated according to Appendix 4 shall be integrated using a moving averaging 
window method, based on the reference CO  2 mass. The principle of the calculation is as follows: The mass 
emissions are not calculated for the complete data set, but for sub-sets of the complete data set, the length of these 
sub-sets being determined so as to match the CO  2 mass emitted by the vehicle over the reference laboratory cycle. 
The moving average calculations are conducted with a time increment Δt corresponding to the data sampling 
frequency. These sub-sets used to average the emissions data are referred to as ‘averaging windows’. The calculation 
described in the present point may be run from the last point (backwards) or from the first point (forward).  
The following data shall not be considered for the calculation of the CO  2 mass, the emissions and the distance of 
the averaging windows:  
— The periodic verification of the instruments and/or after the zero drift verifications;  
— The cold start emissions, defined according to Appendix 4, point 4.4;  
— Vehicle ground speed < 1 km/h;  
— Any section of the test during which the combustion engine is switched off.  
The mass (or particle number) emissions  M  gas,j shall be determined by integrating the instantaneous emissions in 
g/s (or #/s for PN) calculated as specified in Appendix 4.  
Figure 1  
Vehicle speed versus time - Vehicle averaged emissions versus time, starting from the first averaging 
window
EN 7.7.2017 Official Journal of the European Union L 175/153
 
Figure 2  
Definition of CO  2 mass based on averaging windows
  
The duration ðt 2;j Ä t 1;j Þ of the j  th averaging window is determined by:  
M CO  2 ðt 2;j Þ Ä M  CO  2 ðt 1;j Þ ã M  CO  2;ref 
where:  
M CO  2 ðt i;j Þ is the CO  2 mass measured between the test start and time  (t 2,j ) [g];  
M CO  2;ref is the half of the CO  2 mass [g] emitted by the vehicle over the Worldwide harmonized Light vehicles 
Test Cycle (WLTC) described in the UNECE Global Technical Regulation No. 15 - Worldwide 
harmonized Light vehicles Test Procedure (ECE/TRANS/180/Add.15; Type I test, including cold start);  
t 2,j shall be selected such as:  
M CO  2 ðt 2;j Ä ΔtÞ Ä M  CO  2 ðt 1;j Þ< M  CO  2;ref Ï M  CO  2 ðt 2;j Þ Ä M  CO  2 ðt 1;j Þ 
where Δt is the data sampling period.  
The CO  2 masses are calculated in the windows by integrating the instantaneous emissions calculated as specified in 
Appendix 4 to this Annex.  
3.2. Calculation of window emissions and averages  
The following shall be calculated for each window determined in accordance with point 3.1.,  
— The distance-specific emissions  M  gas,d,j  for all the pollutants specified in this annex;  
— The distance-specific CO  2 emissions  M  CO2,d,j  ; 
— The average vehicle speed  v jEN L 175/154 Official Journal of the European Union 7.7.2017
 
4. EVALUATION OF WINDOWS  
4.1. Introduction  
The reference dynamic conditions of the test vehicle are set out from the vehicle CO  2 emissions versus average 
speed measured at type approval and referred to as ‘vehicle CO  2 characteristic curve’.  
To obtain the distance-specific CO  2 emissions, the vehicle shall be tested on the chassis dynamometer by applying 
the vehicle road load settings as determined following the procedure prescribed in Annex 4 of the UNECE Global 
Technical Regulation No. 15 - Worldwide harmonized Light vehicles Test Procedure (ECE/TRANS/180/Add.15). 
The road loads shall not account for the mass added to the vehicle during the RDE test, e.g. the co-pilot and the 
PEMS equipment.  
4.2. CO  2 characteristic curve reference points  
The reference points  P 1, P 2 and P 3 required to define the curve shall be established as follows:  
4.2.1.  Point P  1 
v P1 ¼ 19 km=h (average speed of the Low Speed phase of the WLTP cycle)  
M CO  2;d;P 1 = Vehicle CO  2 emissions over the Low Speed phase of the WLTP cycle x 1,2 [g/km]  
4.2.2.  Point P  2 
4.2.3.  v P2 ¼ 56,6 km =h (average speed of the High Speed phase of the WLTP cycle)  
M CO  2;d;P 2 = Vehicle CO  2 emissions over the High Speed phase of the WLTP cycle x 1.1 [g/km]  
4.2.4.  Point P  3 
4.2.5.  v P3 ¼ 92,3 km =h (average speed of the Extra High Speed phase of the WLTP cycle)  
M CO  2;d;P 3 = Vehicle CO  2 emissions over the Extra High Speed phase of the WLTP cycle x 1,05 [g/km]  
4.3. CO  2 characteristic curve definition  
Using the reference points defined in section 4.2, the characteristic curve CO  2 emissions are calculated as a 
function of the average speed using two linear sections ( P 1 , P 2 ) and ( P 2 , P 3 ). The section ( P 2 , P 3 ) is limited to 
145 km/h on the vehicle speed axis. The characteristic curve is defined by equations as follows:  
For the section ( P 1 ,P 2 ): 
M CO  2;d;CC ðvÞ ¼ a 1 v þ b 1 
with:  a  1 ¼ ðM CO  2;d;P 2 Ä M  CO  2;d;P 1 Þ=ðv P2 Ä v P1 Þ 
and:  b  1 ¼ M  CO  2;d;P 1 Ä a 1 v P1 
For the section ( P 2 ,P 3 ): 
M CO  2;d;C C ðvÞ ¼ a 2 v þ b 2 
with:  a  2 ¼ ðM CO  2;d;P 3 Ä M  CO  2;d;P 2 Þ=ðv P 3 Ä v P 2 Þ 
and:  b  2 ¼ M  CO  2;d;P 2 Ä a 2 v P2EN 7.7.2017 Official Journal of the European Union L 175/155
 
Figure 3  
Vehicle CO  2 characteristic curve
  
4.4. Urban, rural and motorway windows  
4.4.1. Urban windows are characterized by average vehicle ground speeds  v j smaller than 45 km/h,  
4.4.2. Rural windows are characterized by average vehicle ground speeds  v j greater than or equal to 45 km/h and smaller 
than 80 km/h,  
4.4.3. Motorway windows are characterized by average vehicle ground speeds  v j greater than or equal to 80 km/h and 
smaller than 145 km/h  
Figure 4  
Vehicle CO  2 characteristic curve: urban, rural and motorway driving definitions
  
5. VERIFICATION OF TRIP COMPLETENESS AND NORMALITY  
5.1. Tolerances around the vehicle CO  2 characteristic curve  
The primary tolerance and the secondary tolerance of the vehicle CO  2 characteristic curve are respectively  tol  1 = 
25 % and  tol  2 = 50 %.EN L 175/156 Official Journal of the European Union 7.7.2017
 
5.2. Verification of test completeness  
The test shall be complete when it comprises at least 15 % of urban, rural and motorway windows, out of the total 
number of windows.  
5.3. Verification of test normality  
The test shall be normal when at least 50 % of the urban, rural and motorway windows are within the primary 
tolerance defined for the characteristic curve.  
If the specified minimum requirement of 50 % is not met, the upper positive tolerance  tol  1 may be increased by 
steps of 1 percentage point until the 50 % of normal windows target is reached. When using this approach,  tol  1 
shall never exceed 30 %.  
6. CALCULATION OF EMISSIONS  
6.1. Calculation of weighted distance-specific emissions  
The emissions shall be calculated as a weighted average of the windows' distance-specific emissions separately for 
the urban, rural and motorway categories and the complete trip.  
M gas;d;k ¼ P ðw j M gas;d;j Þ P w j k ¼ u; r; m 
The weighting factor  w j for each window shall be determined as such:  
IfM CO2;d;CC ðv j Þ · ð1 Ä tol  1=100Þ Ï M  CO2;d;j Ï M  CO2;d;C C ðv j Þ · ð1 þ tol  1=100Þ 
Then  w j ¼ 1 
If 
M CO2;d;CC ðv j Þ · ð1 þ tol  1=100Þ< M  CO2;d;j Ï M  CO2;d;CC ðv j Þ · ð1 þ tol  2=100Þ 
Then  w j ¼ k 11 h j þ k 12 
With  k 11 ¼ 1=ðtol 1 Ä tol  2 Þ 
and k 12 ¼ tol  2=ðtol 2 Ä tol  1 Þ 
If 
M CO2;d;CC ðv j Þ · ð1 Ä tol  2=100Þ Ï M  CO2;d;j< M  CO2;d;CC ðv j Þ · ð1 Ä tol  1=100Þ 
Then  w j ¼ k 21 h j þ k 22 
with  k 21 ¼ 1=ðtol 2 Ä tol  1 Þ 
and k 22 ¼ k 12 ¼ tol  2=ðtol 2 Ä tol  1 Þ 
If 
M CO2;d;j< M  CO2;d;CC ðv j Þ · ð1 Ä tol  2=100Þ 
or 
M CO2;d;j> M  CO2;d;CC ðv j Þ · ð1 þ tol  2=100Þ 
Then  w j ¼ 0EN 7.7.2017 Official Journal of the European Union L 175/157
 
where:  
h j ¼ 100 · M CO2;d;j Ä M  CO2;d;CC ðv j Þ 
M CO2;d;cc ðv j Þ 
Figure 5  
Averaging window weighting function
  
6.2. Calculation of severity indices  
The severity indices shall be calculated separately for the urban, rural and motorway categories:  
h k ¼ 1 
N k X 
h j k ¼ u; r; m 
and the complete trip:  
h t ¼ ƒ u h u þ ƒ r h r þ ƒ m h m 
ƒ u þ ƒ r þ ƒ m 
where ƒ  u , ƒ r ƒ m are equal to 0,34, 0,33 and 0,33 respectively.  
6.3. Calculation of emissions for the total trip  
Using the weighted distance-specific emissions calculated under point 6.1, the distance-specific emissions in 
[mg/km] shall be calculated for the complete trip each gaseous pollutant in the following way:  
M gas;d;t ¼ 1 000 · ƒ u · M  gas;d;u þ ƒ r · M  gas;d;r þ ƒ m · M  gas;d;m 
ðƒ u þ ƒ r þ ƒ m Þ 
And for particle number:  
M PN;d;t ¼ ƒ u · M  PN;d;u þ ƒ r · M  PN;d;r þ ƒ m · M  PN;d;m 
ðƒ u þ ƒ r þ ƒ m Þ 
Where  ƒ u , ƒ  r ƒ m are respectively equal to 0,34, 0,33 and 0,33.EN L 175/158 Official Journal of the European Union 7.7.2017
 
7. NUMERICAL EXAMPLES  
7.1. Averaging window calculations  
Table 1  
Main calculation settings  
M CO2,ref  [g] 610  
Direction for averaging window calculation  Forward  
Acquisition Frequency [Hz]  1  
Figure 6 shows how averaging windows are defined on the basis of data recorded during an on-road test 
performed with PEMS. For sake of clarity, only the first 1 200 seconds of the trip are shown hereafter.  
Seconds 0 up to 43 as well as seconds 81 to 86 are excluded due to operation under zero vehicle speed.  
The first averaging window starts at  t 1,1 = 0s and ends at second  t 2,1 = 524s (Table 3).  
Figure 6  
Instantaneous CO  2 emissions recorded during on-road test with PEMS as a function of time. Rectangular 
frames indicate the duration of the j  th window. Data series named ‘Valid=100 / Invalid=0’ shows second 
by second data to be excluded from analysis.
  
7.2. Evaluation of windows  
Table 2  
Calculation settings for the CO  2 characteristic curve  
CO  2 Low Speed WLTC × 1,2 (P  1 ) [g/km]  154  
CO  2 High Speed WLTC × 1,1 (P  2 ) [g/km]  96  
CO  2 Extra-High Speed WLTC × 1,05 (P  3 ) [g/km]  120  
Reference Point  
P 1 v P1 ¼ 19,0  km=h M  CO  2;d;P 1 ¼ 154 g =km 
P 2 v P2 ¼ 56,6  km=h M  CO  2;d;P 2 ¼ 96 g=km 
P 3 v P3 ¼ 92:3 km =h M  CO  2;d;P 3 ¼ 120  g=kmEN 7.7.2017 Official Journal of the European Union L 175/159
 
The definition of the CO  2 characteristic curve is as follows:  
For the section ( P 1 , P 2 ): 
M CO  2;d ðvÞ ¼ a 1 v þ b 1 
with 
a 1 ¼ ð96 Ä 154Þ=ð56:6 Ä 19:0Þ ¼ Ä 58 
37:6 ¼ Ä1:543  
and b 1 ¼ 154 Ä ðÄ1,543Þ Ü 19,0 ¼ 154 þ 29,317 ¼ 183,317  
For the section ( P 2 , P 3 ): 
M CO  2;d ðvÞ ¼ a 2 v þ b 2 
with 
a 2 ¼ ð120 Ä 96Þ=ð92:3 Ä 56:6Þ ¼ 24 
35:7 ¼ 0:672  
and b 2 ¼ 96 Ä 0,672 Ü 56,6 ¼ 96 Ä 38,035 ¼ 57,965  
Examples of calculation for the weighting factors and the window categorisation as urban, rural or motorway are:  
For window #45:  
M CO2;d;45 ¼ 122,62 g=km 
v 45 ¼ 38,12km =h 
The average speed of the window is lower than 45 km/h, therefore it is an urban window.  
For the characteristic curve:  
M CO  2;d;CC ðv 45 Þ ¼ a 1 v 45 þ b 1 ¼ Ä1,543 Ü 38,12 þ 183,317 ¼ 124,498g =km 
Verification of:  
M CO2;d;CC ðv j Þ · ð1 Ä tol  1=100Þ Ï M  CO2;d;j Ï M  CO2;d;CC ðv j Þ · ð1 þ tol  1=100Þ 
M CO2;d;CC ðv 45 Þ · ð1 Ä tol  1=100Þ Ï M  CO2;d;45 Ï M  CO2;d;CC ðv 45 Þ · ð1 þ tol  1=100Þ 
124,498 Ü ð1 Ä 25=100Þ Ï 122,62 Ï 124,498 Ü ð1 þ 25=100Þ 
93,373 Ï 122,62 Ï 155,622  
Leads to:  w 45 ¼ 1 
For window #556:  
M CO2;d;556 ¼ 72,15  g=km 
v 556 ¼ 50,12  km=h 
The average speed of the window is higher than 45 km/h but lower than 80 km/h, therefore it is a rural window.EN L 175/160 Official Journal of the European Union 7.7.2017
 
For the characteristic curve:  
M CO2;d;CC ðv 556 Þ ¼ a 1 v 556 þ b 1 ¼ Ä1,543 Ü 50,12 þ 183,317 ¼ 105,982  g=km 
Verification of:  
M CO2;d;CC ðv j Þ · ð1 Ä tol  2=100Þ Ï M  CO2;d;j< M  CO2;d;CC ðv j Þ · ð1 Ä tol  1=100Þ 
M CO2;d;CC ðv 556 Þ · ð1 Ä tol  2=100Þ Ï M  CO2;d;556< M  CO2;d;CC ðv 556 Þ · ð1 Ä tol  1=100Þ 
105,982 Ü ð1 Ä 50=100Þ Ï 72,15 < 105,982 Ü ð1 Ä 25=100Þ 
52,991 Ï 72,15 < 79,487  
Leads to:  
h 556 ¼ 100 · M CO2;d;556 Ä M  CO2;d;CC ðv 556 Þ 
M CO2;d;CC ðv 556 Þ ¼ 100 · 72,15 Ä 105,982 
105,982 ¼ Ä31,922  
w 556 ¼ k 21 h 556 þ k 22 ¼ 0,04 Ü ðÄ31:922Þ þ 2 ¼ 0,723  
with 
k 21 ¼ 1=ðtol 2 Ä tol  1 Þ ¼ 1=ð50 Ä 25Þ ¼ 0,04  
and k 22 ¼ k 12 ¼ tol  2=ðtol 2 Ä tol  1 Þ ¼ 50=ð50 Ä 25Þ ¼ 2 
Table 3  
Emissions numerical data  
Window 
[#] t 1,j 
[s] t 2;j Ä Δt 
[s] t 2,j 
[s] M CO  2 ðt 2;j Ä ΔtÞ Ä M  CO  2 ðt 1;j Þ< M  CO  2;ref 
[g] M CO  2 ðt 2;j Þ Ä M  CO  2 ðt 1;j Þ ã CO  2;ref 
[g] 
1 0  523  524  609,06  610,22  
2 1  523  524  609,06  610,22  
… …  …  …  …  
43 42  523  524  609,06  610,22  
44 43  523  524  609,06  610,22  
45 44  523  524  609,06  610,22  
46 45  524  525  609,68  610,86  
47 46  524  525  609,17  610,34  
… …  …  …  …  
100  99  563  564  609,69  612,74  
… …  …  …  …  
200  199  686  687  608,44  610,01  
… …  …  …  …  
474  473  1 024  1 025  609,84  610,60EN 7.7.2017 Official Journal of the European Union L 175/161
 
Window 
[#] t 1,j 
[s] t 2;j Ä Δt 
[s] t 2,j 
[s] M CO  2 ðt 2;j Ä ΔtÞ Ä M  CO  2 ðt 1;j Þ< M  CO  2;ref 
[g] M CO  2 ðt 2;j Þ Ä M  CO  2 ðt 1;j Þ ã CO  2;ref 
[g] 
475  474  1 029  1 030  609,80  610,49  
… …  …  …  
556  555  1 173  1 174  609,96  610,59  
557  556  1 174  1 175  609,09  610,08  
558  557  1 176  1 177  609,09  610,59  
559  558  1 180  1 181  609,79  611,23  
7.3. Urban, rural and motorway windows - Trip completeness  
In this numerical example, the trip consists of 7 036 averaging windows. Table 5 lists the number of windows 
classified in urban, rural and motorway according to their average vehicle speed and divided in regions with 
respect to their distance to the CO  2 characteristic curve. The trip is complete since it comprises at least 15 % of 
urban, rural and motorway windows out of the total number of windows. In addition the trip is characterized as 
normal since at least 50 % of the urban, rural and motorway windows are within the primary tolerances defined 
for the characteristic curve.  
Table 4  
Verification of trip completeness and normality  
Driving Conditions  Numbers  Percentage of windows  
All Windows  
Urban  1 909  1 909/7 036*100=27,1 > 15  
Rural  2 011  2 011/7 036*100=28,6 > 15  
Motorway  3 116  3 116/7 036*100=44,3 > 15  
Total  1 909 + 2 011 + 3 116=7 036  
Normal Windows  
Urban  1 514  1 514/1 909*100=79,3 > 50  
Rural  1 395  1 395/2 011*100=69,4 > 50  
Motorway  2 708  2 708/3 116*100=86,9 > 50  
Total  1 514 + 1 395+2 708=5 617EN L 175/162 Official Journal of the European Union 7.7.2017
 
Appendix 6  
Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 2 
(Power Binning)  
1. INTRODUCTION  
This Appendix describes the data evaluation according to the power binning method, named in this appendix 
‘evaluation by normalisation to a standardised power frequency (SPF) distribution’  
2. SYMBOLS, PARAMETERS AND UNITS  
a ref .......................Reference acceleration for P  drive , [0,45 m/s  2 ] 
D WLTC  ................intercept of the Veline from WLTC  
f 0 , f 1 , f 2 .............Driving resistance coefficients [N], [N/(km/h)], [N/(km/h)  2 ] 
i ...........................Time step for instantaneous measurements, minimum resolution 1Hz  
j ...........................Wheel power class, j=1 to 9  
k ..........................Time step for the 3 second moving average values  
k WLTC  .................Slope of the Veline from WLTC  
m gas, i  .................Instantaneous mass of the exhaust component ‘gas’ at time step i, [g/s]; for PN in [#/s]  
m gas, 3s, k  ........... 3 second moving average mass flow of the exhaust gas component ‘gas’ in time step k given in 
1 Hz resolution [g/s]; for PN in [#/s]  
m gas;j ..................Average emission value of an exhaust gas component in the wheel power class j, [g/s]; for PN in 
[#/s]  
m gas;U .................Weighted emission value of an exhaust gas component ‘gas’ for the subsample of all seconds i with 
v i < 60 km/h, [g/s]; for PN in [#/s]  
M w gas,d  ..............Weighted distance-specific emissions for the exhaust gas component ‘gas’ for the entire trip, 
[g/km]; for PN in [#/km]  
M w PN,d  ..............Weighted distance-specific emissions for the exhaust gas component ‘PN’ for the entire trip, [#/km]  
M w,gas,d,U  ........... Weighted distance-specific emissions for the exhaust gas component ‘gas’ for the subsample of all 
seconds i with v  i < 60 km/h, [g/km]  
M w,PN,d,U  ............ Weighted distance-specific emissions for the exhaust gas component ‘PN’ for the subsample of all 
seconds i with v  i < 60 km/h, [#/km]  
p ..........................Phase of WLTC (low, medium, high and extra-high), p=1-4  
P drag ....................Engine drag power in the Veline approach where fuel injection is zero, [kW]  
P rated ...................Maximum rated engine power as declared by the manufacturer, [kW]  
P required,i  .............Power to overcome road load and inertia of a vehicle at time step i, [kW]EN 7.7.2017 Official Journal of the European Union L 175/163
 
P r,,i .......................Same as P  required,i  defined above used in longer equations  
P wotð n normÞ ....... Full load power curve, [kW]  
P c,j .......................Wheel power class limits for class number j, [kW] (P  c,j, lower bound  represents the lower limit P  c,j, 
upper bound  the upper limit)  
P c,norm, j  .............Wheel power class limits for class j as normalised power value, [-]  
P r, i ......................Power demand at the vehicles wheel hubs to overcome driving resistances in time step i [kW]  
P w , 3s,k .................3 second moving average power demand at the vehicles wheel hubs to overcome driving resis ­
tances in in time step k in 1 Hz resolution [kW]  
P drive ...................Power demand at the wheel hubs for a vehicle at reference speed and acceleration [kW]  
P norm  ..................Normalised power demand at the wheel hubs [-]  
t i ..........................Total time in step i, [s]  
t c,j ........................Time share of the wheel power class j, [%]  
ts .........................Start time of the WLTC phase p, [s]  
te .........................end time of the WLTC phase p, [s]  
TM ......................Test mass of the vehicle, [kg]; to be specified per section: real test weight in PEMS test, NEDC 
inertia class weight or WLTP masses (TM  L , TM  H or TM  ind ) 
SPF ......................Standardised Power Frequency distribution  
v i .........................Actual vehicle speed in time step i, [km/h]  
v j .........................Average vehicle speed in the wheel power class j, km/h  
v ref .......................Reference velocity for P  drive , [70 km/h]  
v 3s,k .....................3 seconds moving average of the vehicle velocity in time step k, [km/h]  
v U .......................Weighted vehicle speed in the wheel power class j, [km/h]  
3. EVALUATION OF THE MEASURED EMISSIONS USING A STANDARDISED WHEEL POWER FREQUENCY DISTRIBUTION  
The power binning method uses the instantaneous emissions of the pollutants, m  gas, i (g/s) calculated in accordance 
with Appendix 4.  
The m  gas, i  values shall be classified in accordance with the corresponding power at the wheels and the classified 
average emissions per power class shall be weighted to obtain the emission values for a test with a normal power 
distribution according to the following points.EN L 175/164 Official Journal of the European Union 7.7.2017
 
3.1. Sources for the actual wheel power  
The actual wheel power P  r,i shall be the total power to overcome air resistance, rolling resistance, road gradients, 
longitudinal inertia of the vehicle and rotational inertia of the wheels.  
When measured and recorded, the wheel power signal shall use a torque signal meeting the linearity requirements 
laid down in Appendix 2, point 3.2. The reference point for measurement are the wheel hubs of the driven wheels.  
As an alternative, the actual wheel power may be determined from the instantaneous CO  2 emissions following the 
procedure laid down in point 4 of this Appendix.  
3.2. Calculation of the moving averages of the instantaneous test data  
Three second moving averages shall be calculated from all relevant instantaneous test data to reduce influences of 
possibly imperfect time alignment between emission mass flow and wheel power. The moving average values shall 
be computed in a 1 Hz frequency:  
m gas;3s;k ¼ P  kþ2 
i¼k m gas;i 
3 
P w;3s;k ¼ P  kþ2 
i¼k P w;i 
3 
v 3s;k ¼ P  kþ2 
i¼k v i 
3 
Where  
k ............ time step for moving average values  
i .............time step from instantaneous test data  
3.3. Classification of the moving averages to urban, rural and motorway  
The standard power frequencies are defined for urban driving and for the total trip (see paragraph 3.4) and a 
separate evaluation of the emissions shall be made for the total trip and for the urban part. For the later evaluation 
of the urban part of the trip, the three second moving averages calculated according to paragraph 3.2 shall be 
allocated to urban driving conditions according to the three second moving average of the velocity signal (v  3s,k ) 
following the speed range defined in Table 1-1. The sample for the total trip evaluation shall cover all speed ranges 
including also the urban part.  
Table 1-1  
Speed ranges for the allocation of test data to urban, rural and motorway conditions in the power binning 
method  
Urban  Rural (  1 ) Motorway (  1 ) 
v i [km/h]  0 to ≤ 60 > 60 to ≦ 90 > 90  
( 1 ) Not used in the actual regulatory evaluation  
3.4. Set up of the wheel power classes for emission classification  
3.4.1. The power classes and the corresponding time shares of the power classes in normal driving are defined for 
normalized power values to be representative for any LDV (Table 1).EN 7.7.2017 Official Journal of the European Union L 175/165
 
Table 1  
Normalized standard power frequencies for urban driving and for a weighted average for a total trip 
consisting of 1/3 urban, 1/3 road, 1/3 motorway mileage  
Power 
class No.  P c,norm,j  [-] Urban  Total trip  
From >  to ≤ Time share, t  C,j 
1 – 0,1  21,9700 %  18,5611 %  
2 – 0,1  0,1  28,7900 %  21,8580 %  
3 0,1  1  44,0000 %  43,4582 %  
4 1  1,9  4,7400 %  13,2690 %  
5 1,9  2,8  0,4500 %  2,3767 %  
6 2,8  3,7  0,0450 %  0,4232 %  
7 3,7  4,6  0,0040 %  0,0511 %  
8 4,6  5,5  0,0004 %  0,0024 %  
9 5,5  0,0003 %  0,0003 %  
The P  c,norm  columns in Table 1 shall be de-normalised by multiplication with P  drive , where P  drive is the actual wheel 
power of the tested car in the type approval settings at the chassis dynamometer at v  ref and a  ref . 
P c,j [kW] = P  c,norm,j  * P  drive 
P drive ¼ v ref 
3:6 Ü ðf 0 þ f 1 Ü v ref þ f 2 Ü v 2 
ref þ TM  NEDC Ü a ref Þ Ü 0,001  
Where:  
— j is the power class index according to Table 1  
— The driving resistance coefficients  f 0 , f 1 , f 2 should be calculated with a least squares regression analysis from the 
following definition:  
P Corrected =v ¼ f 0 þ f 1 Ü v þ f 2 Ü v 2 
with ( P Corrected  /v) being the road load force at vehicle velocity  v for the NEDC test cycle defined in point 
5.1.1.2.8 of Appendix 7 to Annex 4a of UNECE Regulation 83 - 07 series of amendments.  
— TM  NEDC  is the inertia class of the vehicle in the type approval test, [kg]  
3.4.2.  Correction of the wheel power classes  
The maximum wheel power class to be considered is the highest class in Table 1 which includes (P  rated × 0.9). The 
time shares of all excluded classes shall be added to the highest remaining class.  
From each P  c,norm,j  the corresponding P  c,j shall be calculated to define the upper and lower bounds in kW per 
wheel power class for the tested vehicle as shown in Figure 1.EN L 175/166 Official Journal of the European Union 7.7.2017
 
Figure 1  
Schematic picture for converting the normalized standardised power frequency into a vehicle specific 
power frequency
  
An example for this de-normalisation is given below.  
Example for input data  
Parameter  Value  
f 0 [N] 79,19  
f 1 [N/(km/h)]  0,73  
f 2 [N/(km/h)  2 ] 0,03  
TM [kg]  1,470  
P rated [kW]  120 (Example 1)  
P rated [kW]  75 (Example 2)  
Corresponding results (see Table 2, Table 3):  
P drive ¼ 70½km=hâ=3,6 Ü ð79,19 þ 0,73½N=ðkm=hÞâ Ü 70½km=hâ þ 0,03½N=ðkm=hÞ 2 âÜ 
ð70½km=hâÞ 2 þ 1470½kgâ Ü 0,45½m=s 2 âÞ Ü 0,001  
P drive ¼ 18,25 kW  
Table 2  
De-normalised standard power frequency values from Table 1. (for Example 1)  
Power 
class No.  P c,j [kW]  Urban  Total trip  
From >  to ≤ Time share, t  C,j [%] 
1 All < – 1,825  – 1,825  21,97 %  18,5611 %EN 7.7.2017 Official Journal of the European Union L 175/167
 
Power 
class No.  P c,j [kW]  Urban  Total trip  
From >  to ≤ Time share, t  C,j [%] 
2 – 1,825  1,825  28,79 %  21,8580 %  
3 1,825  18,25  44,00 %  43,4583 %  
4 18,25  34,675  4,74 %  13,2690 %  
5 34,675  51,1  0,45 %  2,3767 %  
6 51,1  67,525  0,045 %  0,4232 %  
7 67,525  83,95  0,004 %  0,0511 %  
8 83,95  100,375  0,0004 %  0,0024 %  
9 (  1 ) 100,375  All > 100,375  0,00025 %  0,0003 %  
( 1 ) The highest wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 120 = 108.  
Table 3  
De-normalised standard power frequency values from Table 1.(for Example 2)  
Power 
class No.  P c,j [kW]  Urban  Total trip  
From >  to ≤ Time share, t  C,j [%] 
1 All < –1,825  – 1,825  21,97 %  18,5611 %  
2 – 1,825  1,825  28,79 %  21,8580 %  
3 1,825  18,25  44,00 %  43,4583 %  
4 18,25  34,675  4,74 %  13,2690 %  
5 34,675  51,1  0,45 %  2,3767 %  
6 (  1 ) 51,1  All > 51,1  0,04965 %  0,4770 %  
7 67,525  83,95  —  —  
8 83,95  100,375  —  —  
9 100,375  All > 100,375  —  —  
( 1 ) The highest class wheel power class to be considered is the one containing 0,9 × Prated. Here 0,9 × 75 = 67,5.  
3.5. Classification of the moving average values  
The cold start emissions, defined according to Appendix 4, point 4.4, shall be excluded from the following 
evaluation.  
Each moving average value calculated according to point 3.2 shall be sorted into the de-normalized wheel power 
class into which the actual 3 second moving average wheel power P  w , 3s,k fits. The de-normalised wheel power class 
limits have to be calculated according to point 3.3.  
The classification shall be done for all three second moving averages of the entire valid trip data including also all 
urban trip parts. Additionally all moving averages classified to urban according to the velocity limits defined in 
table 1-1 shall be classified into one set of urban power classes independently of the time when the moving 
average appeared in the trip.EN L 175/168 Official Journal of the European Union 7.7.2017
 
Then the average of all three second moving average values within a wheel power class shall be calculated for each 
wheel power class per parameter. The equations are described below and shall be applied once for the urban data 
set and once for the total data set.  
Classification of the 3-second moving average values into power class j (j = 1 to 9):  
if P  C;j lower bound < P w;3s;k Ï P C;j upper bound  
then: class index for emissions and velocity = j  
The number of 3-second moving average values shall be counted for each power class:  
if P  C;j lower bound < P w;3s;k Ï P C;j upper bound  
then: counts  j = n + 1 (counts  j is counting the number of 3 second moving average emission values in a power 
class to check later the minimum coverage demands)  
3.6. Check of power class coverage and of normality of power distribution  
For a valid test the time shares of the single wheel power classes shall be in the ranges listed in Table 4.  
Table 4  
Minimum and maximum shares per power class for a valid test  
Power 
class No.  P c,norm,j  [–] Total trip  Urban trip parts  
From >  to ≤ lower bound  upper bound  lower bound  upper bound  
Sum 1+2 (  1 ) 0,1  15 %  60 %  5 % (  1 ) 60 %  
3 0,1  1  35 %  50 %  28 %  50 %  
4 1  1,9  7 %  25 %  0,7 %  25 %  
5 1,9  2,8  1,0 %  10 %  > 5 counts  5 %  
6 2,8  3,7  > 5 counts  2,5 %  0 %  2 %  
7 3,7  4,6  0 %  1,0 %  0 %  1 %  
8 4,6  5,5  0 %  0,5 %  0 %  0,5 %  
9 5,5  0 %  0,25 %  0 %  0,25 %  
( 1 ) Representing the total of motoring and low power conditions  
In addition to the requirements in Table 4, a minimum coverage of 5 counts is demanded for the total trip in each 
wheel power class up to the class containing 90 % of the rated power to provide a sufficient sample size.  
A minimum coverage of 5 counts is required for the urban part of the trip in each wheel power class up to class 
No. 5. If the counts in the urban part of the trip in a wheel power class above number 5 are less than 5, the 
average class emission value shall be set to zero.  
3.7. Averaging of the measured values per wheel power class  
The moving averages sorted in each wheel power class shall be averaged as follows:  
m gas;j ¼ P  
all k in class  j m gas;3s;k 
counts  jEN 7.7.2017 Official Journal of the European Union L 175/169
 
v j ¼ P  
all k in class  j v 3s;k 
counts  j 
Where  
j ............wheel power class 1 to 9 according to Table 1  
m gas;j ..... average emission value of an exhaust gas component in a wheel power class (separate value for total trip 
data and for the urban parts of the trip), [g/s]  
v j ............average velocity in a wheel power class (separate value for total trip data and for the urban parts of the 
trip), [km/h]  
k ...........time step for moving average values  
3.8. Weighting of the average values per wheel power class  
The average values of each wheel power class shall be multiplied with the time share, t  C,j per class according to 
Table 1 and summed up to produce the weighted average value for each parameter. This value represents the 
weighted result for a trip with the standardised power frequencies. The weighted averages shall be computed for 
the urban part of the test data using the time shares for urban power distribution as well as for the total trip using 
the time shares for the total.  
The equations are described below and shall be applied once for the urban data set and once for the total data set.  
m gas ¼ X  9 
j¼1 m gas;j Ü t c;j 
v ¼ X  9 
j¼1 v j Ü t c;j 
3.9 Calculation of the weighted distance-specific emission value  
The time based weighted averages of the emissions in the test shall be converted into distance based emissions 
once for the urban data set and once for the total data set as follows:  
For the total trip:  
M w;gas;d ¼ m gas Ü 3 600  
v 
For the urban part of the trip:  
M w;gas;d;U ¼ m gas;U Ü 3 600  
v U 
For particle number the same method as for gaseous pollutants shall be applied but the unit [#/s] shall be used for  
m PN and [#/km] shall be used for M  w,PN  : 
For the total trip:  
M w;PN;d ¼ m PN Ü 3 600  
vEN L 175/170 Official Journal of the European Union 7.7.2017
 
For the urban part of the trip:  
M w;PN;d;U ¼ m PN Ü 3 600  
v U 
4. ASSESSMENT OF THE WHEEL POWER FROM THE INSTANTANEOUS CO  2 MASS FLOW  
The power at the wheels (P  w,i ) can be computed from the measured CO  2 mass flow in 1 Hz. For this calculation 
the vehicle specific CO  2 line (‘Veline’) shall be used.  
The Veline shall be calculated from the vehicle type approval test in the WLTC according to the test procedure 
described in UNECE Global Technical Regulation No. 15 - Worldwide harmonized Light vehicles Test Procedure 
(ECE/TRANS/180/Add.15).  
The average wheel power per WLTC phase shall be calculated in 1 Hz from the driven velocity and from the 
chassis dynamometer settings. For all wheel power values below the drag power shall be set to the drag power 
value.  
P w;i ¼ v i 
3,6 Ü ðf 0 þ f 1 Ü v i þ f 2 Ü v 2 
i þ TM Ü a i Þ Ü 0,001  
With f  0 , f 1 , f 2 .... road load coefficients used in in the WLTP test performed with the vehicle  
TM .............. test mass of the vehicle in the WLTP test performed with the vehicle in [kg]  
P drag ¼ Ä0,04 Ü P rated 
if P  w;i< P drag then P  w;i ¼ P drag 
The average power per WLTC phase is calculated from the 1 Hz wheel power according to:  
P w;p ¼ P  te 
j¼ts P w;i 
te Ä ts 
With p phase of WLTC (low, medium, high and extra-high)  
ts Start time of the WLTC phase p, [s]  
te end time of the WLTC phase p, [s]  
Then a linear regression shall be made with the CO  2 mass flow from the bag values of the WLTC on the y-axis 
and from the average wheel power  P w,p per phase on the x-axis as illustrated in Figure 2.  
The resulting Veline equation defines the CO  2 mass flow as function of the wheel power:  
CO  2 i ¼ k WLTC  X P  w;i þ D WLTC  CO  2 in ½g=hâ 
Where  
k WLTC  ............................ slope of the Veline from WLTC, [g/kWh]  
D WLTC .................... ..................  intercept of the Veline from WLTC, [g/h]EN 7.7.2017 Official Journal of the European Union L 175/171
 
Figure 2  
Schematic picture of setting up the vehicle specific Veline from the CO2 test results in the 4 phases of the 
WLTC
  
The actual wheel power shall be calculated from the measured CO  2 mass flow according to:  
P w;i ¼ CO2  i Ä D WLTC  
k WLTC  
With CO  2 in [g/h]  
P W,j in [kW]  
The above equation can be used to provide P  Wi for the classification of the measured emissions as described in 
point 3 with following additional conditions in the calculation  
(I) if v  i < 0,5 and if a  i < 0 then P  w,i = 0 v in [m/s]  
(II) if CO2  i < 0,5 X D  WLTC  then P  w,i = P  drag 
In time steps where (I) and (II) are valid, condition (II) shall be applied.EN L 175/172 Official Journal of the European Union 7.7.2017
 
Appendix 7  
Selection of vehicles for PEMS testing at initial type approval  
1. INTRODUCTION  
Due to their particular characteristics, PEMS tests are not required to be performed for each ‘ vehicle type with regard 
to emissions and vehicle repair and maintenance information ’ as defined in Article 2(1) of this Regulation, which is 
called in the following  ‘vehicle emission type’ . Several vehicle emission types may be put together by the vehicle 
manufacturer to form a ‘ PEMS test family ’ according to the requirements of point 3, which shall be validated 
according to the requirements of point 4.  
2. SYMBOLS, PARAMETERS AND UNITS  
N — Number of vehicle emission types  
NT — Minimum number of vehicle emission types  
PMR  H — highest power-to-mass-ratio of all vehicles in the PEMS test family  
PMR  L — lowest power-to-mass-ratio of all vehicles in the PEMS test family  
V_eng_max — maximum engine volume of all vehicles within the PEMS test family  
3. PEMS TEST FAMILY BUILDING  
A PEMS test family shall comprise vehicles with similar emission characteristics. Upon the choice of the manu ­
facturer vehicle emission types may be included in a PEMS test family only if they are identical with respect to 
the characteristics in points 3.1. and 3.2.  
3.1. Administrative criteria  
3.1.1. The approval authority issuing the emission type approval according to Regulation (EC) No 715/2007 
(‘authority’)  
3.1.2. A single vehicle manufacturer.  
3.2. Technical criteria  
3.2.1. Propulsion type (e.g. ICE, HEV, PHEV)  
3.2.2. Type(s) of fuel(s) (e.g. petrol, diesel, LPG, NG, …). Bi- or flex-fuelled vehicles may be grouped with other vehicles, 
with which they have one of the fuels in common.  
3.2.3. Combustion process (e.g. two stroke, four stroke)  
3.2.4. Number of cylinders  
3.2.5. Configuration of the cylinder block (e.g. in-line, V, radial, horizontally opposed)  
3.2.6. Engine volume  
The vehicle manufacturer shall specify a value V_eng_max (= maximum engine volume of all vehicles within the 
PEMS test family). The engine volumes of vehicles in the PEMS test family shall not deviate more than – 22 % 
from V_eng_max if V_eng_max ≥ 1 500 ccm and – 32 % from V_eng_max if V_eng_max < 1 500 ccm.  
3.2.7. Method of engine fuelling (e.g. indirect or direct or combined injection)  
3.2.8. Type of cooling system (e.g. air, water, oil)  
3.2.9. Method of aspiration such as naturally aspirated, pressure charged, type of pressure charger (e.g. externally driven, 
single or multiple turbo, variable geometries …)EN 7.7.2017 Official Journal of the European Union L 175/173
 
3.2.10. Types and sequence of exhaust after-treatment components (e.g. three-way catalyst, oxidation catalyst, lean NOx 
trap, SCR, lean NOx catalyst, particulate trap).  
3.2.11. Exhaust gas recirculation (with or without, internal/external, cooled/non-cooled, low/high pressure)  
3.3. Extension of a PEMS test family  
An existing PEMS test family may be extended by adding new vehicle emission types to it. The extended PEMS 
test family and its validation must also fulfil the requirements of points 3 and 4. This may in particular require 
the PEMS testing of additional vehicles to validate the extended PEMS test family according to point 4.  
3.4. Alternative PEMS test family  
As an alternative to the provisions of points 3.1 to 3.2 the vehicle manufacturer may define a PEMS test family, 
which is identical to a single vehicle emission type. In this the requirement of point 4.1.2 for validating the PEMS 
test family shall not apply.  
4. VALIDATION OF A PEMS TEST FAMILY  
4.1. General requirements for validating a PEMS test family  
4.1.1. The vehicle manufacturer presents a representative vehicle of the PEMS test family to the authority. The vehicle 
shall be subject to a PEMS test carried out by a Technical Service to demonstrate compliance of the representative 
vehicle with the requirements of this Annex.  
4.1.2. The authority selects additional vehicles according to the requirements of point 4.2 of this Appendix for PEMS 
testing carried out by a Technical Service to demonstrate compliance of the selected vehicles with the 
requirements of this Annex. The technical criteria for selection of an additional vehicle according to point 4.2 
of this Appendix. shall be recorded with the test results.  
4.1.3. With agreement of the authority, a PEMS test can also be driven by a different operator witnessed by a Technical 
Service, provided that at least the tests of the vehicles required by points 4.2.2 and 4.2.6 of this Appendix and in 
total at least 50 % of the PEMS tests required by this Appendix for validating the PEMS test family are driven by a 
Technical Service. In such case the Technical Service remains responsible for the proper execution of all PEMS 
tests pursuant to the requirements of this Annex.  
4.1.4. A PEMS test results of a specific vehicle may be used for validating different PEMS test families according to the 
requirements of this Appendix under the following conditions:  
— the vehicles included in all PEMS test families to be validated are approved by a single authority according to 
the requirements of Regulation (EC) 715/2007 and this authority agrees to the use of the specific vehicle's 
PEMS test results for validating different PEMS test families;  
— each PEMS test family to be validated includes a vehicle emission type, which comprises the specific vehicle;  
For each validation the applicable responsibilities are considered to be borne by the manufacturer of the vehicles 
in the respective family, regardless of whether this manufacturer was involved in the PEMS test of the specific 
vehicle emission type.  
4.2. Selection of vehicles for PEMS testing when validating a PEMS test family  
By selecting vehicles from a PEMS test family it should be ensured that the following technical characteristics 
relevant for pollutant emissions are covered by a PEMS test. One vehicle selected for testing can be representative 
for different technical characteristics. For the validation of a PEMS test family vehicles shall be selected for PEMS 
testing as follows:  
4.2.1. For each combination of fuels (e.g. petrol-LPG, petrol-NG, petrol only), on which some vehicle of the PEMS test 
family can operate, at least one vehicle that can operate on this combination of fuels shall be selected for PEMS 
testing.EN L 175/174 Official Journal of the European Union 7.7.2017
 
4.2.2. The manufacturer shall specify a value PMR  H (= highest power-to-mass-ratio of all vehicles in the PEMS test family) 
and a value PMR  L (= lowest power-to-mass-ratio of all vehicles in the PEMS test family). Here the ‘power-to-mass- 
ratio’ corresponds to the ratio of the maximum net power of the internal combustion engine as indicated in point 
3.2.1.8 of Appendix 3 to Annex I of this Regulation and of the reference mass as defined in Article 3(3) of 
Regulation (EC) No 715/2007. At least one vehicle configuration representative for the specified PMR  H and one 
vehicle configuration representative for the specified PMR  L of a PEMS test family shall be selected for testing. If the 
power-to-mass ratio of a vehicle deviates by not more than 5 % from the specified value for PMR  H , or PMR  L , the 
vehicle should be considered as representative for this value.  
4.2.3. At least one vehicle for each transmission type (e.g., manual, automatic, DCT) installed in vehicles of the PEMS test 
family shall be selected for testing.  
4.2.4. At least one four-wheel drive vehicle (4x4 vehicle) shall be selected for testing if such vehicles are part of the PEMS 
test family.  
4.2.5. For each engine volume occurring on a vehicle in the PEMS family at least one representative vehicle shall be 
tested.  
4.2.6. At least one vehicle for each number of installed exhaust after-treatment components shall be selected for testing.  
4.2.7. Notwithstanding the provisions in points 4.2.1 to 4.2.6, at least the following number of vehicle emission types of 
a given PEMS test family shall be selected for testing:  
Number N of vehicle emission types in a PEMS test family  Minimum number NT of vehicle emission types selected for 
PEMS testing  
1 1  
from 2 to 4  2  
from 5 to 7  3  
from 8 to 10  4  
from 11 to 49  NT = 3 + 0,1 × N (*)  
more than 49  NT = 0,15 × N (*)  
(*) NT shall be rounded to the next higher integer number.  
5. REPORTING  
5.1. The vehicle manufacturer provides a full description of the PEMS test family, which includes in particular the 
technical criteria described in point 3.2 and submits it to the authority.  
5.2. The manufacturer attributes a unique identification number of the format  MS-OEM-X-Y  to the PEMS test family 
and communicates it to the authority. Here  MS  is the distinguishing number of the Member State issuing the EC 
type-approval (  1 ), OEM is the 3 character manufacturer,  X is a sequential number identifying the original PEMS test 
family and  Y is a counter for its extensions (starting with 0 for a PEMS test family not extended yet).  
5.3. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types being part of a given 
PEMS test family on the basis of emission type approval numbers. For each emission type all corresponding 
combinations of vehicle type approval numbers, types, variants and versions as defined in sections 0.10 and 0.2 of 
the vehicle's EC certificate of conformity shall be provided as well.EN 7.7.2017 Official Journal of the European Union L 175/175  
( 1 ) 1 for Germany; 2 for France; 3 for Italy; 4 for the Netherlands; 5 for Sweden; 6 for Belgium; 7 for Hungary; 8 for the Czech 
Republic; 9 for Spain; 11 for the United Kingdom; 12 for Austria; 13 for Luxembourg; 17 for Finland; 18 for Denmark; 19 for 
Romania; 20 for Poland; 21 for Portugal; 23 for Greece; 24 for Ireland. 25 for Croatia; 26 for Slovenia; 27 for Slovakia; 29 fo r 
Estonia; 32 for Latvia; 34 for Bulgaria; 36 for Lithuania; 49 for Cyprus; 50 for Malta
 5.4. The authority and the vehicle manufacturer shall maintain a list of vehicle emission types selected for PEMS testing 
in order validate a PEMS test family in accordance with point 4, which also provides the necessary information on 
how the selection criteria of point 4.2 are covered. This list shall also indicate whether the provisions of point 
4.1.3 were applied for a particular PEMS test.EN L 175/176 Official Journal of the European Union 7.7.2017
 
Appendix 7a  
Verification of overall trip dynamics  
1. INTRODUCTION  
This Appendix describes the calculation procedures to verify the overall trip dynamics, to determine the overall 
excess or absence of dynamics during urban, rural and motorway driving.  
2. SYMBOLS, PARAMETERS AND UNITS  
RPA Relative Positive Acceleration  
Δ — difference  
> — larger  
≥ — larger or equal  
% — per cent  
< — smaller  
≤ — smaller or equal  
a — acceleration [m/s  2 ] 
a i — acceleration in time step i [m/s  2 ] 
a pos — positive acceleration greater than 0,1 m/s  2 [m/s  2 ] 
a pos,i,k  — positive acceleration greater than 0,1 m/s  2 in time step i considering the urban, rural and 
motorway shares [m/s  2 ] 
a res — acceleration resolution [m/s  2 ] 
d i — distance covered in time step i [m]  
d i,k — distance covered in time step i considering the urban, rural and motorway shares [m]  
Index (i) — discrete time step  
Index (j) — discrete time step of positive acceleration datasets  
Index (k) — refers to the respective category (t=total, u=urban, r=rural, m=motorway)  
M k — number of samples for urban, rural and motorway shares with positive acceleration greater 
than 0,1 m/s  2 
N k — total number of samples for the urban, rural and motorway shares and the complete trip  
RPA  k — relative positive acceleration for urban, rural and motorway shares [m/s  2 or kWs/(kg*km)]  
t k — duration of the urban, rural and motorway shares and the complete trip [s]  
T4253H — compound data smoother  
ν — vehicle speed [km/h]EN 7.7.2017 Official Journal of the European Union L 175/177
 
ν i — actual vehicle speed in time step i [km/h]  
ν i,k — actual vehicle speed in time step i considering the urban, rural and motorway shares [km/h]  
ðν · aÞ i — actual vehicle speed per acceleration in time step i [m  2 /s 3 or W/kg] 
ðν · a pos Þ j;k — actual vehicle speed per positive acceleration greater than 0,1 m/s  2 in time step j considering 
the urban, rural and motorway shares [m  2 /s 3 or W/kg]. 
ðν · a pos Þ k Ä ½95â — 95  th percentile of the product of vehicle speed per positive acceleration greater than 0,1 m/s  2 
for urban, rural and motorway shares [m  2 /s 3 or W/kg]  
ν k — average vehicle speed for urban, rural and motorway shares [km/h]  
3. TRIP INDICATORS  
3.1. Calculations  
3.1.1.  Data pre-processing  
Dynamic parameters like acceleration,  ν · a pos or RPA shall be determined with a speed signal of an accuracy of 
0,1 % for all speed values above 3 km/h and a sampling frequency of 1 Hz. This accuracy requirement is generally 
fulfilled by signals obtained from a wheel (rotational) speed sensor.  
The speed trace shall be checked for faulty or implausible sections. The vehicle speed trace of such sections is 
characterised by steps, jumps, terraced speed traces or missing values. Short faulty sections shall be corrected, for 
example by data interpolation or benchmarking against a secondary speed signal. Alternatively, short trips 
containing faulty sections could be excluded from the subsequent data analysis. In a second step the acceleration 
values shall be calculated and ranked in ascending order, as to determine the acceleration resolution  
a res ¼ ðminimum acceleration value > 0Þ. 
If a res Ï 0,01 m =s 2 , the vehicle speed measurement is sufficiently accurate.  
If 0,01 m =s 2< a res , data smoothing by using a T4253H Hanning filter shall be performed  
The T4235 Hanning filter performs the following calculations: The smoother starts with a running median of 4, 
which is centred by a running median of 2. The filter then re-smoothes these values by applying a running median 
of 5, a running median of 3, and hanning (running weighted averages). Residuals are computed by subtracting the 
smoothed series from the original series. This whole process is then repeated on the computed residuals. Finally, 
the smoothed final speed values are computed by summing up the smoothed values obtained the first time 
through the process with the computed residuals.  
The correct speed trace builds the basis for further calculations and binning as described in paragraph 8.1.2.  
3.1.2.  Calculation of distance, acceleration and  ν · a 
The following calculations shall be performed over the whole time based speed trace (1 Hz resolution) from 
second 1 to second  t t (last second).  
The distance increment per data sample shall be calculated as follows:  
d i ¼ v i 
3; 6; i ¼ 1 to N  t 
where:  
d i is the distance covered in time step i [m]EN L 175/178 Official Journal of the European Union 7.7.2017
 
ν i is the actual vehicle speed in time step i [km/h]  
N t is the total number of samples  
The acceleration shall be calculated as follows:  
a i ¼ ðv iþ1 Ä v iÄ1 Þ=ð2 · 3,6Þ; i ¼ 1 to N  t 
where:  
a i is the acceleration in time step i [m/s  2 ]. For  i = 1:  v iÄ1 ¼ 0, for  i ¼ N t : v iþ1 ¼ 0. 
The product of vehicle speed per acceleration shall be calculated as follows:  
ðv · aÞ i ¼ v i · a i=3,6; i ¼ 1 to N  t 
where: 
ðν · aÞ i is the product of the actual vehicle speed per acceleration in time step i [m  2 /s 3 or W/kg].  
3.1.3.  Binning of the results  
After the calculation of  a i and ðν · aÞ i , the values  v i , d i , a i and ðν · aÞ i shall be ranked in ascending order of the 
vehicle speed.  
All datasets with  v i Ï 60km =h belong to the ‘urban’ speed bin, all datasets with  60km =h< v i Ï 90km =h belong 
to the ‘rural’ speed bin and all datasets with  v i> 90km =h belong to the ‘motorway’ speed bin.  
The number of datasets with acceleration values  a i> 0,1 m =s 2 shall be bigger or equal to 150 in each speed bin.  
For each speed bin the average vehicle speed  v k shall be calculated as follows:  
v k ¼ Ê X  
i v i;k Ì
=N k; i ¼ 1 to N  k; k ¼ u; r; m 
where:  
N k is the total number of samples of the urban, rural, and motorway shares.  
3.1.4.  Calculation of  v · a posÄ ½95â per speed bin  
The 95  th percentile of the  v · a pos values shall be calculated as follows:  
The ðv · aÞ i;k values in each speed bin shall be ranked in ascending order for all datasets with  a i;k> 0,1 m =s 2 
a i;k ã 0,1 m =s 2 and the total number of these samples  M  k shall be determined.  
Percentile values are then assigned to the  ðv · a pos Þ i;k values with  a i;k ã 0,1 m =s 2 as follows:  
The lowest  v · a pos value gets the percentile 1/ M k , the second lowest 2/ M k , the third lowest 3/ M k and the highest 
value  M  k=M k ¼ 100% :EN 7.7.2017 Official Journal of the European Union L 175/179
 
ðv · a pos Þ k Ä ½95â is the ðv · a pos Þ j;k value, with  j=M k ¼ 95% : If j=M k ¼ 95% : cannot be met, ðv · a pos Þ k Ä ½95â shall 
be calculated by linear interpolation between consecutive samples j and j+1 with  j=M k< 95%  and 
ðj þ 1Þ=M k> 95% . 
The relative positive acceleration per speed bin shall be calculated as follows:  
RPA  k ¼ X  
j ðΔt · ðv · a pos Þ j;k Þ= X  
i d i;k; j ¼ 1 to M  k; i ¼ 1 to N  k; k ¼ u; r; m 
where:  
RPA  k is the relative positive acceleration for urban, rural and motorway shares in [m/s  2 or kWs/(kg*km)]  
Δ t is a time difference equal to 1 second  
M k is the sample number for urban, rural and motorway shares with positive acceleration  
N k is the total sample number for urban, rural and motorway shares  
4. VERIFICATION OF TRIP VALIDITY  
4.1.1.  Verification of  v Ü a posÄ ½95â per speed bin (with v in [km/h])  
If v k Ï 74,6km =h 
and 
ðv · a pos Þ kÄ ½95â> ð0,136  · v k þ 14,44Þ 
is fulfilled, the trip is invalid.  
If v k> 74,6km =h and ðv · a pos Þ k Ä ½95â> ð0,0742  · v k þ 18,966Þ is fulfilled, the trip is invalid.  
4.1.2.  Verification of RPA per speed bin  
If v k Ï 94,05km =h and  RPA  k< ðÄ 0,0016  · v k þ 0,1755Þ is fulfilled, the trip is invalid.  
If v k> 94,05km =h and  RPA  k< ðÄ 0,025Þ is fulfilled, the trip is invalid.EN L 175/180 Official Journal of the European Union 7.7.2017
 
Appendix 7b  
Procedure to determine the cumulative positive elevation gain of a PEMS trip  
1. INTRODUCTION  
This Appendix describes the procedure to determine the cumulative elevation gain of a PEMS trip.  
2. SYMBOLS, PARAMETERS AND UNITS  
d(0)  — distance at the start of a trip [m]  
d — cumulative distance travelled at the discrete way point under consideration [m]  
d 0 — cumulative distance travelled until the measurement directly before the respective way point  
d [m]  
d 1 — cumulative distance travelled until the measurement directly after the respective way point  
d [m]  
d a — reference way point at  d(0)  [m]  
d e — cumulative distance travelled until the last discrete way point [m]  
d i — instantaneous distance [m]  
d tot — total test distance [m]  
h(0)  — vehicle altitude after the screening and principle verification of data quality at the start of a trip 
[m above sea level]  
h(t) — vehicle altitude after the screening and principle verification of data quality at point t [m above 
sea level]  
h(d) — vehicle altitude at the way point  d [m above sea level]  
h(t-1)  — vehicle altitude after the screening and principle verification of data quality at point t-1 
[m above sea level]  
h corr (0) — corrected altitude directly before the respective way point  d [m above sea level]  
h corr (1) — corrected altitude directly after the respective way point  d [m above sea level]  
h corr (t) — corrected instantaneous vehicle altitude at data point t [m above sea level]  
h corr (t-1)  — corrected instantaneous vehicle altitude at data point t-1 [m above sea level]  
h GPS,i  — instantaneous vehicle altitude measured with GPS [m above sea level]  
h GPS (t) — vehicle altitude measured with GPS at data point t [m above sea level]  
h int (d) — interpolated altitude at the discrete way point under consideration  d [m above sea level]  
h int,sm,1  (d) — smoothed and interpolated altitude, after the first smoothing run at the discrete way point 
under consideration  d [m above sea level]  
h map (t) — vehicle altitude based on topographic map at data point t [m above sea level]EN 7.7.2017 Official Journal of the European Union L 175/181
 
Hz — hertz  
km/h — kilometer per hour  
m — meter  
road  grade,1  (d) — smoothed road grade at the discrete way point under consideration  d after the first smoothing 
run [m/m]  
road  grade,2  (d) — smoothed road grade at the discrete way point under consideration  d after the second 
smoothing run [m/m]  
sin — trigonometric sine function  
t — time passed since test start [s]  
t 0 — time passed at the measurement directly located before the respective way point  d [s] 
v i — instantaneous vehicle speed [km/h]  
v(t) — vehicle speed at a data point t [km/h]  
3. GENERAL REQUIREMENTS  
The cumulative positive elevation gain of a RDE trip shall be determined based on three parameters: the instan ­
taneous vehicle altitude  h GPS,i  [m above sea level] as measured with the GPS, the instantaneous vehicle speed  
v i [km/h] recorded at a frequency of 1 Hz and the corresponding time  t [s] that has passed since test start.  
4. CALCULATION OF CUMULATIVE POSITIVE ELEVATION GAIN  
4.1. General  
The cumulative positive elevation gain of a RDE trip shall be calculated as a three-step procedure, consisting of (i) 
the screening and principle verification of data quality, (ii) the correction of instantaneous vehicle altitude data, and 
(iii) the calculation of the cumulative positive elevation gain.  
4.2. Screening and principle verification of data quality  
The instantaneous vehicle speed data shall be checked for completeness. Correcting for missing data is permitted if 
gaps remain within the requirements specified in Point 7 of Appendix 4; else, the test results shall be voided. The 
instantaneous altitude data shall be checked for completeness. Data gaps shall be completed by data interpolation. 
The correctness of interpolated data shall be verified by a topographic map. It is recommended to correct inter ­
polated data if the following condition applies:  
jh GPS ðtÞ Ä h map ðtÞj> 40m 
The altitude correction shall be applied so that:  
hðtÞ ¼ h map ðtÞ 
where:  
h(t) —  vehicle altitude after the screening and principle verification of data quality at data point t [m above 
sea level]  
h GPS (t) —  vehicle altitude measured with GPS at data point t [m above sea level]  
h map (t) —  vehicle altitude based on topographic map at data point t [m above sea level]EN L 175/182 Official Journal of the European Union 7.7.2017
 
4.3. Correction of instantaneous vehicle altitude data  
The altitude  h(0)  at the start of a trip at  d(0)  shall be obtained by GPS and verified for correctness with information 
from a topographic map. The deviation shall not be larger than 40 m. Any instantaneous altitude data  h(t)  shall be 
corrected if the following condition applies:  
jhðtÞ Ä hðt Ä 1Þj> ðvðtÞ=3,6 Ü sin45°Þ 
The altitude correction shall be applied so that:  
h corr ðtÞ ¼ h corr ðt Ä 1Þ 
where:  
h(t) —  vehicle altitude after the screening and principle verification of data quality at data point t [m above 
sea level]  
h(t-1) —  vehicle altitude after the screening and principle verification of data quality at data point t-1 
[m above sea level]  
v(t) —  vehicle speed of data point t [km/h]  
h corr (t) —  corrected instantaneous vehicle altitude at data point t [m above sea level]  
h corr (t-1) —  corrected instantaneous vehicle altitude at data point t-1 [m above sea level]  
Upon the completion of the correction procedure, a valid set of altitude data is established. This data set shall be 
used for the calculation of the cumulative positive elevation gain as described in Point 13.4.  
4.4. Final calculation of the cumulative positive elevation gain  
4.4.1.  Establishment of a uniform spatial resolution  
The total distance  d tot [m] covered by a trip shall be determined as sum of the instantaneous distances  d i . 
The instantaneous distance  d i shall be determined as:  
d i ¼ v i 
3,6 
Where:  
d i — instantaneous distance [m]  
v i — instantaneous vehicle speed [km/h]  
The cumulative elevation gain shall be calculated from data of a constant spatial resolution of 1 m starting with 
the first measurement at the start of a trip  d(0) . The discrete data points at a resolution of 1 m are referred to as 
way points, characterized by a specific distance value d (e.g., 0, 1, 2, 3 m…) and their corresponding altitude  h(d)  
[m above sea level].  
The altitude of each discrete way point  d shall be calculated through interpolation of the instantaneous altitude  
h corr (t) as: 
h int ðdÞ ¼ h corr ð0Þ þ h corr ð1Þ Ä h corr ð0Þ 
d 1 Ä d 0 Ü ðd Ä d 0 ÞEN 7.7.2017 Official Journal of the European Union L 175/183
 
Where:  
h int (d) —  interpolated altitude at the discrete way point under consideration  d [m above sea level]  
h corr (0) —  corrected altitude directly before the respective way point  d [m above sea level]  
h corr (1) —  corrected altitude directly after the respective way point  d [m above sea level]  
d —  cumulative distance traveled until the discrete way point under consideration  d [m]  
d 0 — cumulative distance travelled until the measurement located directly before the respective way point  
d [m]  
d 1 — cumulative distance travelled until the measurement located directly after the respective way point  
d [m]  
4.4.2.  Additional data smoothing  
The altitude data obtained for each discrete way point shall be smoothed by applying a two-step procedure;  d a and 
d e denote the first and last data point respectively (Figure 1). The first smoothing run shall be applied as follows:  
road  grade;1 ðdÞ ¼ h int ðd þ 200 mÞ Ä h int ðd a Þ 
ðd þ 200 mÞ for d Ï 200 m 
road  grade;1 ðdÞ ¼ h int ðd þ 200 mÞ Ä h int ðd Ä 200 mÞ 
ðd þ 200 mÞ Ä ðd Ä 200 mÞ for 200 m< d< ðd e Ä 200 mÞ 
road  grade;1 ðdÞ ¼ h int ðd e Þ Ä h int ðd Ä 200 mÞ 
d e Ä ðd Ä 200 mÞ for d ã ðd e Ä 200 mÞ 
h int;sm;1 ðdÞ ¼ h int;sm;1 ðd Ä 1mÞ þ road  grade;1 ðdÞ; d ¼ d a þ 1 to d  e 
h int;sm;1 ðd a Þ ¼ h int ðd a Þ þ road  grade;1 ðd a Þ 
Where:  
road  grade,1  (d) —  smoothed road grade at the discrete way point under consideration after the first smoothing 
run [m/m]  
h int (d) —  interpolated altitude at the discrete way point under consideration  d [m above sea level]  
h int,sm,1  (d) —  smoothed interpolated altitude, after the first smoothing run at the discrete way point under 
consideration  d [m above sea level]  
d —  cumulative distance travelled at the discrete way point under consideration [m]  
d a — reference way point at a distance of zero meters [m]  
d e — cumulative distance travelled until the last discrete way point [m]  
The second smoothing run shall be applied as follows:  
road  grade;2 ðdÞ ¼ h int;sm;1 ðd þ 200mÞ Ä h int;sm;1 ðd a Þ 
ðd þ 200mÞ for d Ï 200mEN L 175/184 Official Journal of the European Union 7.7.2017
 
road  grade;2 ðdÞ ¼ h int;sm;1 ðd þ 200mÞ Ä h int;sm;1 ðd Ä 200mÞ 
ðd þ 200mÞ Ä ðd Ä 200mÞ for 200m < d< ðd e Ä 200mÞ 
road  grade;2 ðdÞ ¼ h int;sm;1 ðd e Þ Ä h int;sm;1 ðd Ä 200mÞ 
d e Ä ðd Ä 200mÞ for d ã ðd e Ä 200mÞ 
Where:  
road  grade,2  (d) —  smoothed road grade at the discrete way point under consideration after the second smoothing 
run [m/m]  
h int,sm,1  (d) —  smoothed interpolated altitude, after the first smoothing run at the discrete way point under 
consideration  d [m above sea level]  
d —  cumulative distance travelled at the discrete way point under consideration [m]  
d a — reference way point at a distance of zero meters [m]  
d e — cumulative distance travelled until the last discrete way point [m]  
Figure 1  
Illustration of the procedure to smooth the interpolated altitude signals
  
4.4.3.  Calculation of the final result  
The positive cumulative elevation gain of a trip shall be calculated by integrating all positive interpolated and 
smoothed road grades, i.e.  road  grade,2  (d). The result should be normalized by the total test distance  d tot and 
expressed in meters of cumulative elevation gain per one hundred kilometers of distance.  
5. NUMERICAL EXAMPLE  
Tables 1 and 2 show how to calculate the positive elevation gain on the basis of data recorded during an on-road 
test performed with PEMS. For the sake of brevity an extract of 800m and 160s is presented here.EN 7.7.2017 Official Journal of the European Union L 175/185
 
5.1. Screening and principle verification of data quality  
The screening and principle verification of data quality consists of two steps. First, the completeness of vehicle 
speed data is checked. No data gaps related to vehicle speed are detected in the present data sample (see Table 1). 
Second, the altitude data are checked for completeness; in the data sample, altitude data related to seconds 2 and 3 
are missing. The gaps are filled by interpolating the GPS signal. In addition, the GPS altitude is verified by a 
topographic map; this verification includes the altitude  h(0)  at the start of the trip. Altitude data related to seconds 
112 -114 are corrected on the basis of the topographic map to satisfy the following condition:  
h GPS ðtÞ Ä h map ðtÞ< Ä 40m  
As result of the applied data verification, the data in the fifth column  h(t)  are obtained.  
5.2. Correction of instantaneous vehicle altitude data  
As a next step, the altitude data  h(t)  of seconds 1 to 4, 111 to 112 and 159 to 160 are corrected assuming the 
altitude values of seconds 0, 110 and 158 respectively since for the altitude data in these time periods the 
following condition applies:  
jhðtÞ Ä hðt Ä 1Þj> ðvðtÞ=3,6 Ü sin45°Þ 
As result of the applied data correction, the data in the sixth column  h corr (t) are obtained. The effect of the applied 
verification and correction steps on the altitude data is depicted in Figure 2.  
5.3. Calculation of the cumulative positive elevation gain  
5.3.1.  Establishment of a uniform spatial resolution  
The instantaneous distance  d i is calculated by dividing the instantaneous vehicle speed measured in km/h by 3.6 
(Column 7 in Table 1). Recalculating the altitude data to obtain a uniform spatial resolution of 1 m yields the 
discrete way points d (Column 1 in Table 2) and their corresponding altitude values  h int (d) (Column 7 in Table 2). 
The altitude of each discrete way point d is calculated through interpolation of the measured instantaneous altitude  
h corr as: 
h int ð0Þ ¼ 120,3 þ 120,3 Ä 120,3 
0,1 Ä 0,0 Ü ð0 Ä 0Þ ¼ 120,3000  
h int ð520Þ ¼ 132,5 þ 132,6 Ä 132,5 
523,6 Ä 519,9 Ü ð520 Ä 519,9Þ ¼ 132,5027  
5.3.2.  Additional data smoothing  
In Table 2, the first and last discrete way points are:  d a =0m and  d e =799m, respectively. The altitude data of each 
discrete way point is smoothed by applying a two steps procedure. The first smoothing run consists of:  
road  grade;1 ð0Þ ¼ h int ð200mÞ Ä h int ð0Þ 
ð0 þ 200mÞ ¼ 120,9682 Ä 120,3000 
200 ¼ 0,0033  
chosen to demonstrate the smoothing for d ≤ 200m 
road  grade;1 ð320Þ ¼ h int ð520Þ Ä h int ð120Þ 
ð520Þ Ä ð120Þ ¼ 132,5027 Ä 121,0 
400 ¼ 0,0288EN L 175/186 Official Journal of the European Union 7.7.2017
 
chosen to demonstrate the smoothing for 200m < d < (599m) 
road  grade;1 ð720Þ ¼ h int ð799Þ Ä h int ð520Þ 
799 Ä ð520Þ ¼ 121,2000 Ä 132,5027 
279 ¼ Ä0,0405  
chosen to demonstrate the smoothing for d ≥ (599m)  
The smoothed and interpolated altitude is calculated as:  
h int;sm;1 ð0Þ ¼ h int ð0Þ þ road  grade;1 ð0Þ ¼ 120,3 þ 0,0033 Ô 120,3033m 
h int;sm;1 ð799Þ ¼ h int;sm;1 ð798Þ þ road  grade;1 ð799Þ ¼ 121,2550 Ä 0,0220 ¼ 121,2330m  
Second smoothing run:  
road  grade;2 ð0Þ ¼ h int;sm;1 ð200Þ Ä h int;sm;1 ð0Þ 
ð200Þ ¼ 119,9618 Ä 120,3033 
ð200Þ ¼ Ä0,0017  
chosen to demonstrate the smoothing for d ≤ 200m 
road  grade;2 ð320Þ ¼ h int;sm;1 ð520Þ Ä h int;sm;1 ð120Þ 
ð520Þ Ä ð120Þ ¼ 123,6809 Ä 120,1843 
400 ¼ 0,0087  
chosen to demonstrate the smoothing for 200m < d < (599) 
road  grade;2 ð720Þ ¼ h int;sm;1 ð799Þ Ä h int;sm;1 ð520Þ 
799 Ä ð520Þ ¼ 121,2330 Ä 123,6809 
279 ¼ Ä0,0088  
chosen to demonstrate the smoothing for d ≥ (599m)  
5.3.3.  Calculation of the final result  
The positive cumulative elevation gain of a trip is calculated by integrating all positive interpolated and smoothed 
road grades, i.e. values in the column  road  grade,2  (d) in Table 2. For the entire data set the total covered distance was  
d tot ¼ 139,7km  and all positive interpolated and smoothed road grades were of 516m. Therefore the positive 
cumulative elevation gain reached 516*100/139,7=370m/100km.  
Table 1  
Correction of instantaneous vehicle altitude data  
Time 
t [s]  v(t) 
[km/h]  h GPS (t) 
[m] h map (t) 
[m] h(t) 
[m] h corr (t) 
[m] d i 
[m] Cum. d 
[m] 
0 0,00  122,7  129,0  122,7  122,7  0,0  0,0  
1 0,00  122,8  129,0  122,8  122,7  0,0  0,0  
2 0,00  —  129,1  123,6  122,7  0,0  0,0  
3 0,00  —  129,2  124,3  122,7  0,0  0,0  
4 0,00  125,1  129,0  125,1  122,7  0,0  0,0  
… …  …  …  …  …  …  …EN 7.7.2017 Official Journal of the European Union L 175/187
 
Time 
t [s]  v(t) 
[km/h]  h GPS (t) 
[m] h map (t) 
[m] h(t) 
[m] h corr (t) 
[m] d i 
[m] Cum. d 
[m] 
18 0,00  120,2  129,4  120,2  120,2  0,0  0,0  
19 0,32  120,2  129,4  120,2  120,2  0,1  0,1  
… …  …  …  …  …  …  …  
37 24,31  120,9  132,7  120,9  120,9  6,8  117,9  
38 28,18  121,2  133,0  121,2  121,2  7,8  125,7  
… …  …  …  …  …  …  …  
46 13,52  121,4  131,9  121,4  121,4  3,8  193,4  
47 38,48  120,7  131,5  120,7  120,7  10,7  204,1  
… …  …  …  …  …  …  …  
56 42,67  119,8  125,2  119,8  119,8  11,9  308,4  
57 41,70  119,7  124,8  119,7  119,7  11,6  320,0  
… …  …  …  …  …  …  …  
110  10,95  125,2  132,2  125,2  125,2  3,0  509,0  
111  11,75  100,8  132,3  100,8  125,2  3,3  512,2  
112  13,52  0,0  132,4  132,4  125,2  3,8  516,0  
113  14,01  0,0  132,5  132,5  132,5  3,9  519,9  
114  13,36  24,30  132,6  132,6  132,6  3,7  523,6  
… …  …  …  …  …  …  
149  39,93  123,6  129,6  123,6  123,6  11,1  719,2  
150  39,61  123,4  129,5  123,4  123,4  11,0  730,2  
… …  …  …  …  …  …  
157  14,81  121,3  126,1  121,3  121,3  4,1  792,1  
158  14,19  121,2  126,2  121,2  121,2  3,9  796,1  
159  10,00  128,5  126,1  128,5  121,2  2,8  798,8  
160  4,10  130,6  126,0  130,6  121,2  1,2  800,0  
— denotes data gaps  
Table 2  
Calculation of road grade  
d 
[m] t 0 
[s] d 0 
[m] d 1 
[m] h 0 
[m] h 1 
[m] h int (d) 
[m] road  grade,1  (d) 
[m/m]  h int,sm,1  (d) 
[m] road  grade,2  (d) 
[m/m]  
0 18  0,0  0,1  120,3  120,4  120,3  0,0035  120,3  – 0,0015  
… …  …  …  …  …  …  …  …  …EN L 175/188 Official Journal of the European Union 7.7.2017
 
d 
[m] t 0 
[s] d 0 
[m] d 1 
[m] h 0 
[m] h 1 
[m] h int (d) 
[m] road  grade,1  (d) 
[m/m]  h int,sm,1  (d) 
[m] road  grade,2  (d) 
[m/m]  
120  37  117,9  125,7  120,9  121,2  121,0  – 0,0019  120,2  0,0035  
… …  …  …  …  …  …  …  …  …  
200  46  193,4  204,1  121,4  120,7  121,0  – 0,0040  120,0  0,0051  
… …  …  …  …  …  …  …  …  …  
320  56  308,4  320,0  119,8  119,7  119,7  0,0288  121,4  0,0088  
… …  …  …  …  …  …  …  …  …  
520  113  519,9  523,6  132,5  132,6  132,5  0,0097  123,7  0,0037  
… …  …  …  …  …  …  …  …  …  
720  149  719,2  730,2  123,6  123,4  123,6  – 0,0405  122,9  – 0,0086  
… …  …  …  …  …  …  …  …  …  
798  158  796,1  798,8  121,2  121,2  121,2  – 0,0219  121,3  – 0,0151  
799  159  798,8  800,0  121,2  121,2  121,2  – 0,0220  121,3  – 0,0152  
Figure 2  
The effect of data verification and correction - The altitude profile measured by GPS  h GPS (t), the altitude 
profile provided by the topographic map  h map (t), the altitude profile obtained after the screening and 
principle verification of data quality  h(t)  and the correction  h corr (t) of data listed in Table 1
EN 7.7.2017 Official Journal of the European Union L 175/189
 
Figure 3  
Comparison between the corrected altitude profile  h corr (t) and the smoothed and interpolated altitude  
h int,sm,1
  
Table 3  
Calculation of the positive elevation gain  
d 
[m] t 0 
[s] d 0 
[m] d 1 
[m] h 0 
[m] h 1 
[m] h int (d) 
[m] road  grade,1  (d) 
[m/m]  h int,sm,1  (d) 
[m] road  grade,2  (d) 
[m/m]  
0 18  0,0  0,1  120,3  120,4  120,3  0,0035  120,3  – 0,0015  
… …  …  …  …  …  …  …  …  …  
120  37  117,9  125,7  120,9  121,2  121,0  – 0,0019  120,2  0,0035  
… …  …  …  …  …  …  …  …  …  
200  46  193,4  204,1  121,4  120,7  121,0  – 0,0040  120,0  0,0051  
… …  …  …  …  …  …  …  …  …  
320  56  308,4  320,0  119,8  119,7  119,7  0,0288  121,4  0,0088  
… …  …  …  …  …  …  …  …  …  
520  113  519,9  523,6  132,5  132,6  132,5  0,0097  123,7  0,0037  
… …  …  …  …  …  …  …  …  …  
720  149  719,2  730,2  123,6  123,4  123,6  – 0,0405  122,9  – 0,0086  
… …  …  …  …  …  …  …  …  …  
798  158  796,1  798,8  121,2  121,2  121,2  – 0,0219  121,3  – 0,0151  
799  159  798,8  800,0  121,2  121,2  121,2  – 0,0220  121,3  – 0,0152EN L 175/190 Official Journal of the European Union 7.7.2017
 
Appendix 8  
Data exchange and reporting requirements  
1. INTRODUCTION  
This Appendix describes the requirements for the data exchange between the measurement systems and the data 
evaluation software and the reporting and exchange of intermediate and final results after the completion of the 
data evaluation.  
The exchange and reporting of mandatory and optional parameters shall follow the requirements of point 3.2 of 
Appendix 1. The data specified in the exchange and reporting files of point 3 shall be reported to ensure 
traceability of final results.  
2. SYMBOLS, PARAMETERS AND UNITS  
a 1 — coefficient of the CO  2 characteristic curve  
b 1 — coefficient of the CO  2 characteristic curve  
a 2 — coefficient of the CO  2 characteristic curve  
b 2 — coefficient of the CO  2 characteristic curve  
k 11 — coefficient of the weighing function  
k 12 — coefficient of the weighing function  
k 21 — coefficient of the weighing function  
k 22 — coefficient of the weighing function  
tol 1 — primary tolerance  
tol 2 — secondary tolerance  
ðv · a pos Þ kÄ ½95â — 95  th percentile of the product of vehicle speed and positiveacceleration greater than 0,1 m/s  2 
for urban, rural and motorway driving [m  2 /s 3 or W/kg]  
RPA  K — relative positive acceleration for urban, rural and motorway driving [m/s  2 or kWs/(kg*km)]  
3. DATA EXCHANGE AND REPORTING FORMAT  
3.1. General  
Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data 
file. Parameter values shall be separated by a comma, ASCII-Code #h2C. The decimal marker of numerical values 
shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code #h0D. No thousands 
separators shall be used.  
3.2. Data exchange  
Data shall be exchanged between the measurement systems and the data evaluation software by means of a 
standardised reporting file that contains a minimum set of mandatory and optional parameters. The data exchange 
file shall be structured as follows: The first 195 lines shall be reserved for a header that provides specific 
information about, e.g., the test conditions, the identity and calibration of the PEMS equipment (Table 1). Lines 
198-200 shall contain the labels and units of parameters. Lines 201 and all consecutive data lines shall comprise 
the body of the data exchange file and report parameter values (Table 2). The body of the data exchange file shall 
contain at least as many data lines as the test duration in seconds multiplied by the recording frequency in hertz.EN 7.7.2017 Official Journal of the European Union L 175/191
 
3.3. Intermediate and final results  
Summary parameters of intermediate results shall be recorded and structured as indicated in Table 3. The 
information in Table 3 shall be obtained prior to the application of the data evaluation methods laid down in 
Appendices 5 and 6.  
The vehicle manufacturer shall record the results of the two data evaluation methods in separate files. The results 
of the data evaluation with the method described in Appendix 5 shall be reported according to Tables 4, 5 and 6. 
The results of the data evaluation with the method described in Appendix 6 shall be reported according to Tables 
7, 8 and 9. The header of the data reporting file shall be composed of three parts. The first 95 lines shall be 
reserved for specific information about the settings of the data evaluation method. Lines 101-195 shall report the 
results of the data evaluation method. Lines 201-490 shall be reserved for reporting the final emission results. Line 
501 and all consecutive data lines comprise the body of the data reporting file and shall contain the detailed 
results of the data evaluation.  
4. TECHNICAL REPORTING TABLES  
4.1. Data exchange  
Table 1  
Header of the data exchange file  
Line  Parameter  Description/unit  
1 TEST ID  [code]  
2 Test date  [day.month.year]  
3 Organisation supervising the test  [name of the organization]  
4 Test location  [city, country]  
5 Person supervising the test  [name of the principal supervisor]  
6 Vehicle driver  [name of the driver]  
7 Vehicle type  [vehicle name]  
8 Vehicle manufacturer  [name]  
9 Vehicle model year  [year]  
10 Vehicle ID  [VIN code]  
11 Odometer reading at test start  [km]  
12 Odometer reading at test end  [km]  
13 Vehicle category  [category]  
14 Type approval emissions limit  [Euro X]  
15 Engine type  [e.g., spark ignition, compression ignition]  
16 Engine rated power  [kW]  
17 Peak torque  [Nm]  
18 Engine displacement  [ccm]  
19 Transmission  [e.g., manual, automatic]  
20 Number of forward gears  [#]EN L 175/192 Official Journal of the European Union 7.7.2017
 
Line  Parameter  Description/unit  
21 Fuel  [e.g., gasoline, diesel]  
22 Lubricant  [product label]  
23 Tire size  [width/height/rim diameter]  
24 Front and rear axle tire pressure  [bar; bar]  
25W  Road load parameters from WLTP,  [F  0 , F 1 , F 2 ] 
25N  Road load parameters from NEDC  [F  0 , F 1 , F 2 ], 
26 Type-approval test cycle  [NEDC, WLTC]  
27 Type-approval CO  2 emissions  [g/km]  
28 CO  2 emissions in WLTC mode Low  [g/km]  
29 CO  2 emissions in WLTC mode Mid  [g/km]  
30 CO  2 emissions in WLTC mode High  [g/km]  
31 CO  2 emissions in WLTC mode Extra High  [g/km]  
32 Vehicle test mass (  1 ) [kg;% (  2 )] 
33 PEMS manufacturer  [name]  
34 PEMS type  [PEMS name]  
35 PEMS serial number  [number]  
36 PEMS power supply  [e.g., battery type]  
37 Gas analyser manufacturer  [name]  
38 Gas analyser type  [type]  
39 Gas analyser serial number  [number]  
40-50 (  3 ) …  …  
51 EFM manufacturer (  4 ) [name]  
52 EFM sensor type (  4 ) [functional principle]  
53 EFM serial number (  4 ) [number]  
54 Source of exhaust mass flow rate  [EFM/ECU/sensor]  
55 Air pressure sensor  [type, manufacturer]  
56 Test date  [day.month.year]  
57 Start time of pre-test procedure  [h:min]  
58 Start time of trip  [h:min]  
59 Start time of post-test procedure  [h:min]  
60 End time of pre-test procedure  [h:min]  
61 End time of trip  [h:min]EN 7.7.2017 Official Journal of the European Union L 175/193
 
Line  Parameter  Description/unit  
62 End time of post-test procedure  [h:min]  
63-70 (  5 ) …  …  
71 Time correction: Shift THC  [s]  
72 Time correction: Shift CH  4 [s] 
73 Time correction: Shift NMHC  [s]  
74 Time correction: Shift O  2 [s] 
75 Time correction: Shift PN  [s]  
76 Time correction: Shift CO  [s]  
77 Time correction: Shift CO  2 [s] 
78 Time correction: Shift NO  [s]  
79 Time correction: Shift NO  2 [s] 
80 Time correction: Shift exhaust mass flow rate  [s]  
81 Span reference value THC  [ppm]  
82 Span reference value CH  4 [ppm]  
83 Span reference value NMHC  [ppm]  
84 Span reference value O  2 [%] 
85 Span reference value PN  [#]  
86 Span reference value CO  [ppm]  
87 Span reference value CO  2 [%] 
88 Span reference value NO  [ppm]  
89 Span Reference Value NO  2 [ppm]  
90-95 (  5 ) …  …  
96 Pre-test zero response THC  [ppm]  
97 Pre-test zero response CH  4 [ppm]  
98 Pre-test zero response NMHC  [ppm]  
99 Pre-test zero response O  2 [%] 
100  Pre-test zero response PN  [#]  
101  Pre-test zero response CO  [ppm]  
102  Pre-test zero response CO  2 [%] 
103  Pre-test zero response NO  [ppm]  
104  Pre-test zero response NO  2 [ppm]  
105  Pre-test span response THC  [ppm]  
106  Pre-test span response CH  4 [ppm]EN L 175/194 Official Journal of the European Union 7.7.2017
 
Line  Parameter  Description/unit  
107  Pre-test span response NMHC  [ppm]  
108  Pre-test span response O  2 [%] 
109  Pre-test span response PN  [#]  
110  Pre-test span response CO  [ppm]  
111  Pre-test span response CO  2 [%] 
112  Pre-test span response NO  [ppm]  
113  Pre-test span response NO  2 [ppm]  
114  Post-test zero response THC  [ppm]  
115  Post-test zero response CH  4 [ppm]  
116  Post-test zero response NMHC  [ppm]  
117  Post-test zero response O  2 [%] 
118  Post-test zero response PN  [#]  
119  Post-test zero response CO  [ppm]  
120  Post-test zero response CO  2 [%] 
121  Post-test zero response NO  [ppm]  
122  Post-test zero response NO  2 [ppm]  
123  Post-test span response THC  [ppm]  
124  Post-test span response CH  4 [ppm]  
125  Post-test span response NMHC  [ppm]  
126  Post-test span response O  2 [%] 
127  Post-test span response PN  [#]  
128  Post-test span response CO  [ppm]  
129  Post-test span response CO  2 [%] 
130  Post-test span response NO  [ppm]  
131  Post-test span response NO  2 [ppm]  
132  PEMS validation – results THC  [mg/km;%] (  6 ) 
133  PEMS validation – results CH  4 [mg/km;%] (  6 ) 
134  PEMS validation – results NMHC  [mg/km;%] (  6 ) 
135  PEMS validation – results PN  [#/km;%] (  6 ) 
136  PEMS validation – results CO  [mg/km;%] (  6 )EN 7.7.2017 Official Journal of the European Union L 175/195
 
Line  Parameter  Description/unit  
137  PEMS validation – results CO  2 [g/km;%] (  6 ) 
138  PEMS validation – results NO  X [mg/km;%] (  6 ) 
… (  7 ) … (  7 ) … (  7 ) 
( 1 ) Mass of the vehicle as tested on the road, including the mass of the driver and all PEMS components. 
( 2 ) Percentage shall indicate the deviation from the gross vehicle weight. 
( 3 ) Placeholders for additional information about analyser manufacturer and serial number in case multiple analysers are used. 
Number of reserved rows is indicative only; no empty rows shall occur in the completed data reporting file. 
( 4 ) Mandatory if the exhaust mass flow rate is determined by an EFM. 
( 5 ) If required, additional information may be added here. 
( 6 ) PEMS validation is optional; distance-specific emissions as measured with the PEMS; Percentage shall indicate the deviation 
from the laboratory reference 
( 7 ) Additional parameters may be added until line 195 to characterise and label the test.  
Table 2  
Body of the data exchange file; the rows and columns of this table shall be transposed in the body of the 
data exchange file  
Line  198  199 (  1 ) 200  201  
Time  trip  [s]  (  2 ) 
Vehicle speed (  3 ) Sensor  [km/h]  (  2 ) 
Vehicle speed (  3 ) GPS  [km/h]  (  2 ) 
Vehicle speed (  3 ) ECU  [km/h]  (  2 ) 
Latitude  GPS  [deg:min:s]  (  2 ) 
Longitude  GPS  [deg:min:s]  (  2 ) 
Altitude (  3 ) GPS  [m]  (  2 ) 
Altitude (  3 ) Sensor  [m]  (  2 ) 
Ambient pressure  Sensor  [kPa]  (  2 ) 
Ambient temperature  Sensor  [K]  (  2 ) 
Ambient humidity  Sensor  [g/kg; %]  (  2 ) 
THC concentration  Analyser  [ppm]  (  2 ) 
CH  4 concentration  Analyser  [ppm]  (  2 ) 
NMHC concentration  Analyser  [ppm]  (  2 ) 
CO concentration  Analyser  [ppm]  (  2 ) 
CO  2 concentration  Analyser  [ppm]  (  2 ) 
NO  X concentration  Analyser  [ppm]  (  2 ) 
NO concentration  Analyser  [ppm]  (  2 ) 
NO  2 concentration  Analyser  [ppm]  (  2 ) 
O 2 concentration  Analyser  [ppm]  (  2 ) 
PN concentration  Analyser  [#/m  3 ] (  2 ) 
Exhaust mass flow rate  EFM  [kg/s]  (  2 )EN L 175/196 Official Journal of the European Union 7.7.2017
 
Line  198  199 (  1 ) 200  201  
Exhaust temperature in the 
EFM  EFM  [K]  (  2 ) 
Exhaust mass flow rate  Sensor  [kg/s]  (  2 ) 
Exhaust mass flow rate  ECU  [kg/s]  (  2 ) 
THC mass  Analyser  [g/s]  (  2 ) 
CH  4 mass  Analyser  [g/s]  (  2 ) 
NMHC mass  Analyser  [g/s]  (  2 ) 
CO mass  Analyser  [g/s]  (  2 ) 
CO  2 mass  Analyser  [g/s]  (  2 ) 
NO  X mass  Analyser  [g/s]  (  2 ) 
NO mass  Analyser  [g/s]  (  2 ) 
NO  2 mass  Analyser  [g/s]  (  2 ) 
O 2 mass  Analyser  [g/s]  (  2 ) 
PN Analyser  [#/s]  (  2 ) 
Gas measurement active  PEMS  [active (1); inactive (0); 
error (>1)]  ( 2 ) 
Engine speed  ECU  [rpm]  (  2 ) 
Engine torque  ECU  [Nm]  (  2 ) 
Torque at driven axle  Sensor  [Nm]  (  2 ) 
Wheel rotational speed  Sensor  [rad/s]  (  2 ) 
Fuel rate  ECU  [g/s]  (  2 ) 
Engine fuel flow  ECU  [g/s]  (  2 ) 
Engine intake air flow  ECU  [g/s]  (  2 ) 
Coolant temperature  ECU  [K]  (  2 ) 
Oil temperature  ECU  [K]  (  2 ) 
Regeneration status  ECU  —  (  2 ) 
Pedal position  ECU  [%]  (  2 ) 
Vehicle status  ECU  [error (1); normal (0)]  (  2 ) 
Per cent torque  ECU  [%]  (  2 ) 
Per cent friction torque  ECU  [%]  (  2 ) 
State of charge  ECU  [%]  (  2 ) 
… (  4 ) … (  4 ) … (  4 ) (  2 ), (  4 ) 
( 1 ) This column can be omitted if the parameter source is part of the label in column 198. 
( 2 ) Actual values to be included from line 201 onward until the end of data 
( 3 ) To be determined by at least one method 
( 4 ) Additional parameters may be added to characterise vehicle and test conditions.EN 7.7.2017 Official Journal of the European Union L 175/197
 
4.2. Intermediate and final results  
4.2.1.  Intermediate results  
Table 3  
Reporting file #1 - Summary parameters of intermediate results  
Line  Parameter  Description/unit  
1 Total trip distance  [km]  
2 Total trip duration  [h:min:s]  
3 Total stop time  [min:s]  
4 Trip average speed  [km/h]  
5 Trip maximum speed  [km/h]  
6 Altitude at start point of the trip  [m above sea level]  
7 Altitude at end point of the trip  [m above sea level]  
8 Cumulative elevation gain during the trip  [m/100 km]  
6 Average THC concentration  [ppm]  
7 Average CH  4 concentration  [ppm]  
8 Average NMHC concentration  [ppm]  
9 Average CO concentration  [ppm]  
10 Average CO  2 concentration  [ppm]  
11 Average NO  X concentration  [ppm]  
12 Average PN concentration  [#/m  3 ] 
13 Average exhaust mass flow rate  [kg/s]  
14 Average exhaust temperature  [K]  
15 Maximum exhaust temperature  [K]  
16 Cumulated THC mass  [g]  
17 Cumulated CH  4 mass  [g]  
18 Cumulated NMHC mass  [g]  
19 Cumulated CO mass  [g]  
20 Cumulated CO  2 mass  [g]  
21 Cumulated NO  X mass  [g]  
22 Cumulated PN  [#]  
23 Total trip THC emissions  [mg/km]  
24 Total trip CH  4 emissions  [mg/km]  
25 Total trip NMHC emissions  [mg/km]  
26 Total trip CO emissions  [mg/km]EN L 175/198 Official Journal of the European Union 7.7.2017
 
Line  Parameter  Description/unit  
27 Total trip CO  2 emissions  [g/km]  
28 Total trip NO  X emissions  [mg/km]  
29 Total trip PN emissions  [#/km]  
30 Distance urban part  [km]  
31 Duration urban part  [h:min:s]  
32 Stop time urban part  [min:s]  
33 Average speed urban part  [km/h]  
34 Maximum speed urban part  [km/h]  
38 ð v · a pos Þ k Ä ½95â, k=urban  [m  2 /s 3 ] 
39 RPA  k , k=urban  [m/s  2 ] 
40 Cumulative urban elevation gain  [m/100 km]  
41 Average urban THC concentration  [ppm]  
42 Average urban CH  4 concentration  [ppm]  
43 Average urban NMHC concentration  [ppm]  
44 Average urban CO concentration  [ppm]  
45 Average urban CO  2 concentration  [ppm]  
46 Average urban NO  X concentration  [ppm]  
47 Average urban PN concentration  [#/m  3 ] 
48 Average urban exhaust mass flow rate  [kg/s]  
49 Average urban exhaust temperature  [K]  
50 Maximum urban exhaust temperature  [K]  
51 Cumulated urban THC mass  [g]  
52 Cumulated urban CH  4 mass  [g]  
53 Cumulated urban NMHC mass  [g]  
54 Cumulated urban CO mass  [g]  
55 Cumulated urban CO  2 mass  [g]  
56 Cumulated urban NO  X mass  [g]  
57 Cumulated urban PN  [#]  
58 Urban THC emissions  [mg/km]  
59 Urban CH  4 emissions  [mg/km]  
60 Urban NMHC emissions  [mg/km]  
61 Urban CO emissions  [mg/km]  
62 Urban CO  2 emissions  [g/km]EN 7.7.2017 Official Journal of the European Union L 175/199
 
Line  Parameter  Description/unit  
63 Urban NO  X emissions  [mg/km]  
64 Urban PN emissions  [#/km]  
65 Distance rural part  [km]  
66 Duration rural part  [h:min:s]  
67 Stop time rural part  [min:s]  
68 Average speed rural part  [km/h]  
69 Maximum speed rural part  [km/h]  
70 ð v · a pos Þ k Ä ½95â, k=rural  [m  2 /s 3 ] 
71 RPA  k , k=rural  [m/s  2 ] 
72 Average rural THC concentration  [ppm]  
73 Average rural CH  4 concentration  [ppm]  
74 Average rural NMHC concentration  [ppm]  
75 Average rural CO concentration  [ppm]  
76 Average rural CO  2 concentration  [ppm]  
77 Average rural NO  X concentration  [ppm]  
78 Average rural PN concentration  [#/m  3 ] 
79 Average rural exhaust mass flow rate  [kg/s]  
80 Average rural exhaust temperature  [K]  
81 Maximum rural exhaust temperature  [K]  
82 Cumulated rural THC mass  [g]  
83 Cumulated rural CH  4 mass  [g]  
84 Cumulated rural NMHC mass  [g]  
85 Cumulated rural CO mass  [g]  
86 Cumulated rural CO  2 mass  [g]  
87 Cumulated rural NO  X mass  [g]  
88 Cumulated rural PN  [#]  
89 Rural THC emissions  [mg/km]  
90 Rural CH  4 emissions  [mg/km]  
91 Rural NMHC emissions  [mg/km]  
92 Rural CO emissions  [mg/km]  
93 Rural CO  2 emissions  [g/km]  
94 Rural NO  X emissions  [mg/km]  
95 Rural PN emissions  [#/km]EN L 175/200 Official Journal of the European Union 7.7.2017
 
Line  Parameter  Description/unit  
96 Distance motorway part  [km]  
97 Duration motorway part  [h:min:s]  
98 Stop time motorway part  [min:s]  
99 Average speed motorway part  [km/h]  
100  Maximum speed motorway part  [km/h]  
101 ð v · a pos Þ k Ä ½95â, k=motorway  [m  2 /s 3 ] 
102  RPA  k , k=motorway  [m/s  2 ] 
103  Average motorway THC concentration  [ppm]  
104  Average motorway CH  4 concentration  [ppm]  
105  Average motorway NMHC concentration  [ppm]  
106  Average motorway CO concentration  [ppm]  
107  Average motorway CO  2 concentration  [ppm]  
108  Average motorway NO  X concentration  [ppm]  
109  Average motorway PN concentration  [#/m  3 ] 
110  Average motorway exhaust mass flow rate  [kg/s]  
111  Average motorway exhaust temperature  [K]  
112  Maximum motorway exhaust temperature  [K]  
113  Cumulated motorway THC mass  [g]  
114  Cumulated motorway CH  4 mass  [g]  
115  Cumulated motorway NMHC mass  [g]  
116  Cumulated motorway CO mass  [g]  
117  Cumulated motorway CO  2 mass  [g]  
118  Cumulated motorway NO  X mass  [g]  
119  Cumulated motorway PN  [#]  
120  Motorway THC emissions  [mg/km]  
121  Motorway CH  4 emissions  [mg/km]  
122  Motorway NMHC emissions  [mg/km]  
123  Motorway CO emissions  [mg/km]  
124  Motorway CO  2 emissions  [g/km]  
125  Motorway NO  X emissions  [mg/km]  
126  Motorway PN emissions  [#/km]  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Parameters may be added to characterize additional elements of the trip.EN 7.7.2017 Official Journal of the European Union L 175/201
 
4.2.2.  Results of the data evaluation  
Table 4  
Header of reporting file #2 - Calculation settings of the data evaluation method according to Appendix 5  
Line  Parameter  Unit  
1 Reference CO  2 mass  [g]  
2 Coefficient  a 1 of the CO  2 characteristic curve  
3 Coefficient  b 1 of the CO  2 characteristic curve  
4 Coefficient  a 2 of the CO  2 characteristic curve  
5 Coefficient  b 2 of the CO  2 characteristic curve  
6 Coefficient  k 11 of the weighing function  
7 Coefficient  k 21 of the weighing function  
8 Coefficient  k 22 =k 12 of the weighing function  
9 Primary tolerance  tol  1 [%] 
10 Secondary tolerance  tol  2 [%] 
11 Calculation software and version  (e.g. EMROAD 5.8)  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Parameters may be added until line 95 to characterize additional calculation settings.  
Table 5a  
Header of reporting file #2 – Results of the data evaluation method according to Appendix 5  
Line  Parameter  Unit  
101  Number of windows  
102  Number of urban windows  
103  Number of rural windows  
104  Number of motorway windows  
105  Share of urban windows  [%]  
106  Share of rural windows  [%]  
107  Share of motorway windows  [%]  
108  Share of urban windows in the total number of windows 
higher than 15 %  (1=Yes, 0=No)  
109  Share of rural windows in the total number of windows 
higher than 15 %  (1=Yes, 0=No)  
110  Share of motorway windows in the total number of 
windows higher than 15 %  (1=Yes, 0=No)EN L 175/202 Official Journal of the European Union 7.7.2017
 
Line  Parameter  Unit  
111  Number of windows within ±  tol  1 
112  Number of urban windows within ±  tol  1 
113  Number of rural windows within ±  tol  1 
114  Number of motorway windows within ±  tol  1 
115  Number of windows within ±  tol  2 
116  Number of urban windows within ±  tol  2 
117  Number of rural windows within ±  tol  2 
118  Number of motorway windows within ±  tol  2 
119  Share of urban windows within ±  tol  1 [%] 
120  Share of rural windows within ±  tol  1 [%] 
121  Share of motorway windows within ±  tol  1 [%] 
122  Share of urban windows within ±  tol  1 greater than 50 %  (1=Yes, 0=No)  
123  Share of rural windows within ±  tol  1 greater than 50 %  (1=Yes, 0=No)  
124  Share of motorway windows within ±  tol  1 greater than 
50 %  (1=Yes, 0=No)  
125  Average severity index of all windows  [%]  
126  Average severity index of urban windows  [%]  
127  Average severity index of rural windows  [%]  
128  Average severity index of motorway windows  [%]  
129  Weighted THC emissions of urban windows  [mg/km]  
130  Weighted THC emissions of rural windows  [mg/km]  
131  Weighted THC emissions of motorway windows  [mg/km]  
132  Weighted CH  4 emissions of urban windows  [mg/km]  
133  Weighted CH  4 emissions of rural windows  [mg/km]  
134  Weighted CH  4 emissions of motorway windows  [mg/km]  
135  Weighted NMHC emissions of urban windows  [mg/km]  
136  Weighted NMHC emissions of rural windows  [mg/km]  
137  Weighted NMHC emissions of motorway windows  [mg/km]  
138  Weighted CO emissions of urban windows  [mg/km]  
139  Weighted CO emissions of rural windows  [mg/km]  
140  Weighted CO emissions of motorway windows  [mg/km]  
141  Weighted NO  x emissions of urban windows  [mg/km]EN 7.7.2017 Official Journal of the European Union L 175/203
 
Line  Parameter  Unit  
142  Weighted NO  x emissions of rural windows  [mg/km]  
143  Weighted NO  x emissions of motorway windows  [mg/km]  
144  Weighted NO emissions of urban windows  [mg/km]  
145  Weighted NO emissions of rural windows  [mg/km]  
146  Weighted NO emissions of motorway windows  [mg/km]  
147  Weighted NO  2 emissions of urban windows  [mg/km]  
148  Weighted NO  2 emissions of rural windows  [mg/km]  
149  Weighted NO  2 emissions of motorway windows  [mg/km]  
150  Weighted PN emissions of urban windows  [#/km]  
151  Weighted PN emissions of rural windows  [#/km]  
152  Weighted PN emissions of motorway windows  [#/km]  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Parameters may be added until line 195.  
Table 5b  
Header of reporting file #2 – Final emission results according to Appendix 5  
Line  Parameter  Unit  
201  Total trip - THC Emissions  [mg/km]  
202  Total trip - CH  4 Emissions  [mg/km]  
203  Total trip - NMHC Emissions  [mg/km]  
204  Total trip - CO Emissions  [mg/km]  
205  Total trip - NO  x Emissions  [mg/km]  
206  Total trip - PN Emissions  [#/km]  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Additional parameters may be added.  
Table 6  
Body of reporting file #2 - Detailed results of the data evaluation method according to Appendix 5; the 
rows and columns of this table shall be transposed in the body of the data reporting file  
Line  498  499  500  501  
Window Start Time  [s]  (  1 ) 
Window End Time  [s]  (  1 ) 
Window Duration  [s]  (  1 )EN L 175/204 Official Journal of the European Union 7.7.2017
 
Line  498  499  500  501  
Window Distance  Source (1=GPS, 2=ECU, 3=Sensor)  [km]  (  1 ) 
Window THC emissions  [g]  (  1 ) 
Window CH  4 emissions  [g]  (  1 ) 
Window NMHC emissions  [g]  (  1 ) 
Window CO emissions  [g]  (  1 ) 
Window CO  2 emissions  [g]  (  1 ) 
Window NO  X emissions  [g]  (  1 ) 
Window NO emissions  [g]  (  1 ) 
Window NO  2 emissions  [g]  (  1 ) 
Window O  2 emissions  [g]  (  1 ) 
Window PN emissions  [#]  (  1 ) 
Window THC emissions  [mg/km]  (  1 ) 
Window CH  4 emissions  [mg/km]  (  1 ) 
Window NMHC emissions  [mg/km]  (  1 ) 
Window CO emissions  [mg/km]  (  1 ) 
Window CO  2 emissions  [g/km]  (  1 ) 
Window NO  X emissions  [mg/km]  (  1 ) 
Window NO emissions  [mg/km]  (  1 ) 
Window NO  2 emissions  [mg/km]  (  1 ) 
Window O  2 emissions  [mg/km]  (  1 ) 
Window PN emissions  [#/km]  (  1 ) 
Window distance to CO  2 
characteristic curve  h j [%] (  1 ) 
Window weighing factor  w j [—]  (  1 ) 
Window Average Vehicle 
Speed  Source (1=GPS, 2=ECU, 3=Sensor)  [km/h]  (  1 ) 
… (  2 ) … (  2 ) … (  2 ) (  1 ), (  2 ) 
( 1 ) Actual values to be included from line 501 to line onward until the end of data. 
( 2 ) Additional parameters may be added to characterise window characteristics.  
Table 7  
Header of reporting file #3 - Calculation settings of the data evaluation method according to Appendix 6  
Line  Parameter  Unit  
1 Torque source for the power at the wheels  Sensor/ECU/‘Veline’  
2 Slope of the Veline  [g/kWh]  
3 Intercept of the Veline  [g/h]EN 7.7.2017 Official Journal of the European Union L 175/205
 
Line  Parameter  Unit  
4 Moving average duration  [s]  
5 Reference speed for de-normalisation of goal pattern  [km/h]  
6 Reference acceleration  [m/s  2 ] 
7 Power demand at the wheel hub for a vehicle at reference 
speed and acceleration  [kW]  
8 Number of power classes including the 90 % of P  rated — 
9 Goal pattern layout  (stretched/shrank)  
10 Calculation software and version  (e.g. CLEAR 1.8)  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Additional parameters may be added until line 95 to characterize calculation settings  
Table 8a  
Header of reporting file #3 – Results of data evaluation method according to Appendix 6  
Line  Parameter  Unit  
101  Power class coverage (counts > 5)  (1=Yes, 0=No)  
102  Power class normality  (1=Yes, 0=No)  
103  Total trip - Weighted average THC emissions  [g/s]  
104  Total trip - Weighted average CH  4 emissions  [g/s]  
105  Total trip - Weighted average NMHC emissions  [g/s]  
106  Total trip - Weighted average CO emissions  [g/s]  
107  Total trip - Weighted average CO  2 emissions  [g/s]  
108  Total trip - Weighted average NO  X emissions  [g/s]  
109  Total trip - Weighted s average NO emissions  [g/s]  
110  Total trip - Weighted average NO  2 emissions  [g/s]  
111  Total trip - Weighted average O  2 emissions  [g/s]  
112  Total trip - Weighted average PN emissions  [#/s]  
113  Total trip - Weighted average Vehicle Speed  [km/h]  
114  Urban - Weighted average THC emissions  [g/s]  
115  Urban - Weighted average CH  4 emissions  [g/s]  
116  Urban - Weighted average NMHC emissions  [g/s]  
117  Urban - Weighted average CO emissions  [g/s]  
118  Urban - Weighted average CO  2 emissions  [g/s]  
119  Urban - Weighted average NO  X emissions  [g/s]  
120  Urban - Weighted s average NO emissions  g/s]EN L 175/206 Official Journal of the European Union 7.7.2017
 
Line  Parameter  Unit  
121  Urban - Weighted average NO  2 emissions  [g/s]  
122  Urban - Weighted average O  2 emissions  [g/s]  
123  Urban - Weighted average PN emissions  [#/s]  
124  Urban - Weighted average Vehicle Speed  [km/h]  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Additional parameters may be added until line 195  
Table 8b  
Header of reporting file #3 – Final emissions results according to Appendix 6  
Line  Parameter  Unit  
201  Total trip - THC Emissions  [mg/km]  
202  Total trip - CH  4 Emissions  [mg/km]  
203  Total trip - NMHC Emissions  [mg/km]  
204  Total trip - CO Emissions  [mg/km]  
205  Total trip - NO  x Emissions  [mg/km]  
206  Total trip - PN Emissions  [#/km]  
… (  1 ) … (  1 ) … (  1 ) 
( 1 ) Additional parameters may be added  
Table 9  
Body of reporting file #3 - Detailed results of the data evaluation method according to Appendix 6; the 
rows and columns of this table shall be transposed in the body of the data reporting file  
Line  498  499  500  501  
Total trip - Power class number (  1 ) —  
Total trip - Lower power class limit (  1 ) [kW]  
Total trip - Upper power class limit (  1 ) [kW]  
Total trip - Goal pattern used (distribu ­
tion) (  1 ) [%] (  2 ) 
Total trip - Power class occurrence (  1 ) —  (  2 ) 
Total trip - Power class coverage > 5 
counts (  1 ) — (1=Yes, 0=No) (  2 ) 
Total trip - Power class normality (  1 ) —  (1=Yes, 0=No) (  2 ) 
Total trip - Power class average THC 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average CH  4 
emissions (  1 ) [g/s]  (  2 )EN 7.7.2017 Official Journal of the European Union L 175/207
 
Line  498  499  500  501  
Total trip - Power class average NMHC 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average CO 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average CO  2 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average NO  X 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average NO 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average NO  2 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average O  2 
emissions (  1 ) [g/s]  (  2 ) 
Total trip - Power class average PN 
emissions (  1 ) [#/s]  (  2 ) 
Total trip - Power class average Vehicle 
Speed (  1 ) Source (1=GPS, 
2=ECU, 3=Sensor)  [km/h]  (  2 ) 
Urban trip - Power class number (  1 ) —  
Urban trip - Lower power class limit (  1 ) [kW]  
Urban trip - Upper power class limit (  1 ) [kW]  
Urban trip - Goal pattern used (distribu ­
tion) (  1 ) [%] (  2 ) 
Urban trip - Power class occurrence (  1 ) —  (  2 ) 
Urban trip - Power class coverage > 5 
counts (  3 ) — (1=Yes, 0=No) (  2 ) 
Urban trip - Power class normality (  1 ) —  (1=Yes, 0=No) (  2 ) 
Urban trip - Power class average THC 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average CH  4 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average NMHC 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average CO 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average CO  2 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average NO  X 
emissions (  1 ) [g/s]  (  2 )EN L 175/208 Official Journal of the European Union 7.7.2017
 
Line  498  499  500  501  
Urban trip - Power class average NO 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average NO  2 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average O  2 
emissions (  1 ) [g/s]  (  2 ) 
Urban trip - Power class average PN 
emissions (  1 ) [#/s]  (  2 ) 
Urban trip - Power class average Vehicle 
Speed (  1 ) Source (1=GPS, 
2=ECU, 3=Sensor)  [km/h]  (  2 ) 
… (  4 ) … (  4 ) … (  4 ) (  2 ), (  4 ) 
( 1 ) Results reported for each power class starting from power class #1 up to power class which includes 90 % of P  rated 
( 2 ) Actual values to be included from line 501 to line onward until the end of data 
( 3 ) Results reported for each power class starting from power class #1 up to power class #5 
( 4 ) Additional parameters may be added  
4.3. Vehicle and engine description  
The manufacturer shall provide the vehicle and engine description in accordance with Appendix 4 of Annex I.EN 7.7.2017 Official Journal of the European Union L 175/209
 
Appendix 9  
Manufacturer's certificate of compliance
EN L 175/210 Official Journal of the European Union 7.7.2017
 
ANNEX IV  
EMISSIONS DATA REQUIRED AT TYPE-APPROVAL FOR ROADWORTHINESS PURPOSESEN 7.7.2017 Official Journal of the European Union L 175/211
 
Appendix 1  
MEASURING CARBON MONOXIDE EMISSION AT ENGINE IDLING SPEEDS  
(TYPE 2 TEST)  
1. INTRODUCTION  
1.1. This appendix describes the procedure for the type 2 test, measuring carbon monoxide emissions at engine idling 
speeds (normal and high).  
2. GENERAL REQUIREMENTS  
2.1. The general requirements shall be those specified in section 5.3.2 and paragraphs 5.3.7.1 to 5.3.7.6 of UN/ECE 
Regulation No 83, with the exception set out in section 2.2.  
2.2. The table referred to in paragraph 5.3.7.5. of UN/ECE Regulation No 83 shall be understood as the table for the 
Type 2 test in section 2.1 the Addendum to Appendix 4 to Annex I to this Regulation.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements shall be those set out in Annex 5 to UN/ECE Regulation No 83, with the exceptions set 
out in sections 3.2. and 3.3.  
3.2. The reference fuel specifications referred to in paragraph 2.1 of Annex 5 to UN/ECE Regulation No 83 shall be 
understood as referring to the appropriate reference fuel specifications in Annex IX to this Regulation.  
3.3. Reference to the Type I test in paragraph 2.2.1. of Annex 5 to UN/ECE Regulation No 83 shall be understood as 
referring to the Type 1 test in Annex XXI to this Regulation.EN L 175/212 Official Journal of the European Union 7.7.2017
 
Appendix 2  
MEASUREMENT OF SMOKE OPACITY  
1. INTRODUCTION  
1.1. This Appendix describes the requirements for measuring the opacity of exhaust emissions.  
2. SYMBOL OF THE CORRECTED ABSORPTION COEFFICIENT  
2.1. A symbol of the corrected absorption coefficient shall be affixed to every vehicle conforming to a vehicle type to 
which this test applies. The symbol shall be a rectangle surrounding a figure expressing in m–1 the corrected 
absorption coefficient obtained, at the time of approval, from the test under free acceleration. The test method is 
described in section 4.  
2.2. The symbol shall be clearly legible and indelible. It shall be fixed in a conspicuous and readily accessible place, the 
location of which shall be specified in the Addendum to the type-approval certificate shown in Appendix 4 to 
Annex I.  
2.3. Figure IV.2.1 gives an example of the symbol.  
Figure IV.2.1
  
The above symbol shows that the corrected absorption coefficient is 1,30 m  –1 . 
3. SPECIFICATIONS AND TESTS  
3.1. The specifications and tests shall be those set out in Part III, section 24, of UN/ECE Regulation No 24 (  1 ), with the 
exception to these procedures set out in section 3.2.  
3.2. The reference to Annex 2 in paragraph 24.1 of UN/ECE Regulation No 24 shall be understood as a reference to 
Appendix 4 to Annex I to this Regulation.  
4. TECHNICAL REQUIREMENTS  
4.1. The technical requirements shall be those set out in Annexes 4, 5, 7, 8, 9 and 10 to UN/ECE Regulation No 24, 
with the exceptions set out in sections 4.2., 4.3 and 4.4.  
4.2. Test at steady engine speeds over the full load curve  
4.2.1. The references to Annex 1 in paragraph 3.1. of Annex 4 of UN/ECE Regulation No 24 shall be understood as 
references to Appendix 3 to Annex I to this Regulation.  
4.2.2. The reference fuel specified in paragraph 3.2 of Annex 4 of UN/ECE Regulation No 24 shall be understood as 
reference to the reference fuel in Annex IX to this Regulation appropriate to the emission limits against which the 
vehicle is being type approved.  
4.3. Test under free acceleration  
4.3.1. The references to Table 2, Annex 2 in paragraph 2.2 of Annex 5 to UN/ECE Regulation No 24 shall be understood 
as references to the table under point 2.4.2.1 of Appendix 4 to Annex I to this Regulation.EN 7.7.2017 Official Journal of the European Union L 175/213  
( 1 ) OJ L 326, 24.11.2006
 4.3.2. The references to paragraph 7.3 of Annex 1 in paragraph 2.3 of Annex 5 to UN/ECE Regulation No 24 shall be 
understood as references to Appendix 3 to Annex I to this Regulation.  
4.4.  ‘ECE’ method of measuring the net power of C.I. engines  
4.4.1. The references in paragraph 7 of Annex 10 to UN/ECE Regulation No 24 to the ‘Appendix to this Annex’ and in 
paragraphs 7 and 8 of Annex 10 to UN/ECE Regulation No 24 to ‘Annex 1’ shall be understood as references to 
Appendix 3 to Annex I to this Regulation.EN L 175/214 Official Journal of the European Union 7.7.2017
 
ANNEX V  
VERIFYING EMISSIONS OF CRANKCASE GASES  
(TYPE 3 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the procedure for the type 3 test verifying emissions of crankcase gases as described in section 
5.3.3. of UN/ECE Regulation No 83.  
2. GENERAL REQUIREMENTS  
2.1. The general requirements for conducting the type 3 test shall be those set out in sections 1 and 2 of Annex 6 to 
UN/ECE Regulation No 83, with the exceptions set out in points 2.2 and 2.3 below.  
2.2. Reference to the Type I test in paragraph 2.1. of Annex 6 to UN/ECE Regulation No 83 shall be understood as 
referring to the Type 1 test in Annex XXI to this Regulation.  
2.3. The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements shall be those set out in section 3 to 6 of Annex 6 to UN/ECE Regulation No 83, with 
the exception set out in point 3.2 below.  
3.2. References to the Type I test in paragraph 3.2. of Annex 6 to UN/ECE Regulation No 83 shall be understood as 
referring to the Type 1 test in Annex XXI to this Regulation.EN 7.7.2017 Official Journal of the European Union L 175/215
 
ANNEX VI  
DETERMINATION OF EVAPORATIVE EMISSIONS  
(TYPE 4 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the procedure for the Type 4 test, which determines the emission of hydrocarbons by 
evaporation from the fuel systems of vehicles with positive ignition engines.  
2. TECHNICAL REQUIREMENTS  
2.1. Introduction  
The procedure includes the evaporative emissions test and two additional tests, one for the aging of the 
carbon canister, as described in point 5.1, and one for the permeability of the fuel storage system, as 
described in point 5.2.  
The evaporative emissions test (Figure VI.1) is designed to determine hydrocarbon evaporative emissions as a 
consequence of diurnal temperatures fluctuation, hot soaks during parking, and urban driving.  
2.2 The evaporative emissions test consists of:  
(a) Test drive including an urban (Part One) and an extra-urban (Part Two) driving cycle, followed by two 
urban (Part One) driving cycles,  
(b) Hot soak loss determination,  
(c) Diurnal loss determination.  
The mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are added up together 
with the permeability factor to provide an overall result for the test.  
3. VEHICLE AND FUEL  
3.1. Vehicle  
3.1.1. The vehicle shall be in good mechanical condition and have been run in and driven at least 3 000 km before 
the test. For the purpose of the determination of evaporative emissions, the mileage and the age of the vehicle 
used for certification shall be recorded. The evaporative emission control system shall be connected and have 
been functioning correctly over the run in period and the carbon canister(s) shall have been subject to normal 
use, neither undergoing abnormal purging nor abnormal loading. The carbon canister(s) aged according to 
the procedure set out in paragraph 5.1 shall be connected as described in Figure VI.1.  
3.2. Fuel  
3.2.1. The Type 1 E10 reference fuel specified in Annex IX of this Regulation shall be used. For the purposes of this 
Regulation, E10 reference shall mean the Type 1 reference fuel, except for the canister aging, as set out in 
point 5.1.  
4. TEST EQUIPMENT FOR EVAPORATIVE TEST  
4.1. Chassis dynamometer  
The chassis dynamometer shall meet the requirements of Appendix 1 of Annex 4a to UN/ECE Regulation 
No 83.  
4.2. Evaporative emission measurement enclosure  
The evaporative emission measurement enclosure shall meet the requirements of paragraph 4.2. of Annex 7 
to UN/ECE Regulation No 83.EN L 175/216 Official Journal of the European Union 7.7.2017
 
Figure VI.1  
Determination of evaporative emissions  
3 000 km run-in period (no excessive purge/load)  
Use of aged of canister(s)  
Steam-clean of vehicle (if necessary)  
Reducing or removing non-fuel background emission sources (if agreed)
  
Notes : 
1. Evaporative emission control families – as in paragraph 3.2 of Annex I  
2. Exhaust emissions may be measured during Type 1 test drive but these are not used for legislative 
purposes. Exhaust emission legislative test remains separate.  
4.3. Analytical systems  
The analytical systems shall meet the requirements of paragraph 4.3. of Annex 7 to UN/ECE Regulation 
No 83.  
4.4. Temperature recording  
The temperature recording shall meet the requirements of paragraph 4.5. of Annex 7 to UN/ECE Regulation 
No 83.  
4.5. Pressure recording  
The pressure recording shall meet the requirements of paragraph 4.6. of Annex 7 to UN/ECE Regulation 
No 83.  
4.6. Fans  
The fans shall meet the requirements of paragraph 4.7. of Annex 7 to UN/ECE Regulation No 83.  
4.7. Gases  
The gases shall meet the requirements of paragraph 4.8. of Annex 7 to UN/ECE Regulation No 83.EN 7.7.2017 Official Journal of the European Union L 175/217
 
4.8. Additional Equipment  
The additional equipment shall meet the requirements of paragraph 4.9. of Annex 7 to UN/ECE Regulation 
No 83.  
5. TEST PROCEDURE  
5.1. Canister(s) bench aging  
Before performing the hot soak and diurnal losses sequences, the canister(s) must be aged according the 
following procedure described in Figure VI.2.  
Figure VI.2  
Canister bench aging procedure
EN L 175/218 Official Journal of the European Union 7.7.2017
 
5.1.1. Temperature conditioning test  
In a dedicated temperature chamber, the canister(s) is (are) cycled between temperatures from – 15 °C to 
60 °C, with 30 min of stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 min as in Figure 3. The 
temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the 
canister(s).  
The cycle is repeated 50 times consecutively. In total, this operation will last 175 hours.  
Figure VI.3  
Temperature conditioning cycle
  
5.1.2. Canister vibration conditioning test  
After the temperature aging procedure, the canister(s) is (are) shaken along the vertical axis with the canister(s) 
mounted as per its orientation in the vehicle with overall Grms (  1 ) > 1.5m/sec  2 with frequency of 30 ± 10 
Hz. The test shall last 12 hours.  
5.1.3. Canister Fuel aging test  
5.1.3.1. Fuel Aging for 300 cycles  
5.1.3.1.1. After the temperature conditioning test and vibration test, the canister(s) is aged with a mixture of Type 1 
E10 market fuel as specified in point 5.1.3.1.1.1 below and nitrogen or air with a 50 ± 15 percent fuel 
vapour volume. The fuel vapour fill rate must be kept between 60 ± 20 g/h.  
The canister(s) is (are) loaded to the corresponding breakthrough. Breakthrough shall be considered as the 
point at which the cumulative quantity of hydrocarbons emitted is equal to 2 grams. As an alternative, the 
loading is deemed completed when the equivalent concentration level at the vent hole reaches 3 000 ppm.  
5.1.3.1.1.1 The E10 market fuel used for this test shall fulfil the same requirements as an E10 reference fuel for the 
following points:  
Density at 15 °C  
— Vapour Pressure (DVPE)  
— Distillation (evaporates only)EN 7.7.2017 Official Journal of the European Union L 175/219  
( 1 ) Grms: The root mean square (rms) value of the vibration signal is calculated by squaring the magnitude of the signal at every  point, 
finding the average (mean) value of the squared magnitude, then taking the square root of the average value. The resulting 
number is the Grms metric.
 — Hydrocarbon analysis (olefins, aromatics, benzene only)  
— Oxygen content  
— Ethanol content  
5.1.3.1.2. The canister(s) shall be purged according the procedure of paragraph 5.1.3.8. of Annex 7 to UN/ECE 
Regulation No 83.  
The canister must be purged between 5 minutes to 1 hour maximum after loading.  
5.1.3.1.3. The steps of the procedure set out in points 5.1.3.1.1. and 5.1.3.1.2. shall be repeated 50 times, followed by 
a measurement of the Butane Working Capacity (BWC), meant as the ability of an activated carbon canister 
to absorb and desorb butane from dry air under specified conditions, in 5 butane cycles, as described in point 
5.1.3.1.4 below. The fuel vapour ageing will continue until 300 cycles are reached. A measurement of the 
BWC in 5 butane cycles, as set out in point 5.1.3.1.4, will be made after the 300 cycles.  
5.1.3.1.4. After 50 and 300 Fuel aging cycles, a measurement of BWC is performed. This measurement consists of 
loading the canister according to paragraph 5.1.6.3., of Annex 7 to UN/ECE Regulation No 83 until break ­
through. The BWC is recorded.  
Then, the canister(s) shall be purged according the procedure of paragraph 5.1.3.8. of Annex 7 to UN/ECE 
Regulation No 83.  
The canister must be purged between 5 minutes to 1 hour maximum after loading.  
The operation of butane loading is repeated 5 times. The BWC is recorded after each butane loading step. The 
BWC  50 is calculated as the average of the 5 BWC and recorded.  
In total, the canister(s) will be aged with 300 fuel aging cycles + 10 butane cycles and considered to be 
stabilized.  
5.1.3.2. If the canister(s) is (are) provided by the Suppliers, the Manufacturers shall inform in advance the Type 
Approval Authorities to allow them to witness any part of the aging in the Supplier’s facilities.  
5.1.3.3. The manufacturer shall provide to the Type Approval Authorities a test report including at least the following 
elements:  
— Type of activated carbon,  
— Loading rate,  
— Fuel specifications,  
— BWC measurements  
5.2. Determination of the Permeability Factor of the Fuel System (Figure VI.4)EN L 175/220 Official Journal of the European Union 7.7.2017
 
Figure VI.4  
Determination of the Permeability Factor
  
The fuel storage system representative of a family is selected and fixed to a rig, then soaked with E10 
reference fuel for 20 weeks at 40 °C +/– 2 °C. The orientation of the fuel storage system on the rig has to be 
similar to the original orientation on the vehicle.  
5.2.1. The tank is filled with fresh E10 reference fuel at a temperature of 18 °C ± 8 °C. The tank is filled at 
40 +/– 2 % of the nominal tank capacity. Then, the rig with the fuel system is placed in a specific and 
secure room with a controlled temperature of 40 °C +/– 2 °C for 3 weeks.  
5.2.2. At the end of the 3  rd week, the tank is drained and refilled with fresh E10 reference fuel at a temperature of 
18 °C ± 8 °C at 40 +/– 2 % of the nominal tank capacity.  
Within 6 to 36 hours, the last 6h at 20 °C ± 2 °C the rig with the fuel system is placed in a VT-SHED a 
diurnal procedure is performed over a period of 24 hours, according to the procedure described according to 
paragraph 5.7. of Annex 7 of UN/ECE Regulation No 83. The fuel system is vented to the outside of the VT- 
SHED to eliminate the possibility of the tank venting emissions being counted as permeation. The HC 
emissions are measured and the value is recorded as HC  3W . 
5.2.3. The rig with the fuel system is placed again in a specific and secure room with a controlled temperature of 
40 °C +/– 2 °C for the remaining 17 weeks.  
5.2.4. At the end of the remaining 17  th week, the tank is drained and refilled with fresh reference fuel at a 
temperature of 18 °C ± 8 °C at 40 +/– 2 % of the nominal tank capacity.EN 7.7.2017 Official Journal of the European Union L 175/221
 
Within 6 to 36 hours, the last 6h at 20  o C ± 2 °C, the rig with the fuel system is placed in a VT-SHED a 
diurnal procedure is performed over a period of 24 hours, according to the procedure described according to 
paragraph 5.7. Annex 7 of UN/ECE Regulation No 83. The fuel system is vented to the outside of the VT- 
SHED to eliminate the possibility of the tank venting emissions being counted as permeation. The HC 
emissions are measured and the value is recorded as HC  20W . 
5.2.5. The Permeability Factor is the difference between HC  20W and HC  3W in g/24h with 3 digits.  
5.2.6. If the Permeability Factor is determined by the Suppliers, the Manufacturers shall inform in advance the Type 
Approval Authorities to allow witness check in Supplier’s facilities.  
5.2.7 The manufacturer shall provide to the Type Approval Authorities a test report containing at least the 
following elements:  
(a) A full description of the fuel storage system tested, including information on the type of tank tested, 
whether the tank is monolayer or multilayer and which types of materials are used for the tank and other 
parts of the fuel storage system,  
(b) the weekly mean temperatures at which the ageing was performed,  
(c) the HC measured at week 3 (HC  3W ), 
(d) the HC measured at week 20 (HC  20W ) 
(e) the resulting Permeability Factor (PF)  
5.2.8 As an exception to points 5.2.1 to 5.2.7 above, the Manufacturers using multilayer tanks may choose to use 
the following assigned permeability factor (APF) instead of the complete measurement procedure mentioned 
above:  
APF multilayer tank = 120 mg/24h  
5.2.8.1 Where the manufacturer chooses to use Assigned Permeability Factors, the manufacturer shall provide to the 
Type Approval Authority, a declaration in which the type of tank is clearly specified, as well as a declaration 
of the type of materials used.  
5.3. Sequence of measurement of hot soak and diurnal losses  
The vehicle is prepared in accordance to paragraph 5.1.1. and 5.1.2. of Annex 7 of UN/ECE Regulation No 
83. At the request of the manufacturer and with the approval of the approval authority, non-fuel background 
emission sources may be removed or reduced before testing (e.g. baking tire or vehicle, removing washer 
fluid).  
5.3.1. Soak  
The vehicle is parked for a minimum of 12 hours and a maximum of 36 hours in the soak area. The engine 
oil and coolant temperatures shall have reached the temperature of the area or within ±3 C of it at the end of 
the period.  
5.3.2. Fuel drain and refill  
The fuel drain and refill is performed in accordance to the procedure of paragraph 5.1.7. of Annex 7 of 
UN/ECE Regulation No 83.  
5.3.3. Preconditioning drive  
Within one hour from the completing of fuel drain and refill, the vehicle is placed on the chassis dyna ­
mometer and driven through one Part One and two Part Two driving cycles of Type I according to Annex 4a 
to UN/ECE Regulation No 83.  
Exhaust emissions are not sampled during this operation.EN L 175/222 Official Journal of the European Union 7.7.2017
 
5.3.4. Soak  
Within five minutes of completing the preconditioning operation the vehicle is parked for a minimum of 12 
hours and a maximum of 36 hours in the soak area. The engine oil and coolant temperatures shall have 
reached the temperature of the area or within ±3 C of it at the end of the period.  
5.3.5. Canister breakthrough  
The canister(s) aged according to the sequence described in paragraph 5.1 is loaded to breakthrough 
according to the procedure paragraph 5.1.4 of Annex 7 to UN/ECE Regulation No 83.  
5.3.6. Dynamometer test  
5.3.6.1. Within one hour from completing of canister loading, the vehicle is placed on the chassis dynamometer and 
driven through one Part One and one Part Two driving cycles of Type I according to Annex 4a to UN/ECE 
Regulation No 83. Then the engine is shut off. Exhaust emissions may be sampled during this operation but 
the results shall not be used for the purpose of exhaust emission type approval.  
5.3.6.2. Within two minutes of completing the Type I Test drive specified in point 5.3.6.1 the vehicle is driven a 
further conditioning drive consisting of two Part One test cycles (hot start) of Type I. Then the engine is shut 
off again. Exhaust emissions need not be sampled during this operation.  
5.3.7. Hot Soak  
After the Dynamometer test, hot soak evaporative emissions test is performed in accordance to paragraph 5.5 
of Annex 7 to UN/ECE Regulation No 83. The hot soak losses result is calculated according to paragraph 6 of 
Annex 7 to UN/ECE Regulation No 83 and recorded as M  HS . 
5.3.8. Soak  
After hot soak evaporative emissions test, a soak is performed according to paragraph 5.6 of Annex 7 to 
UN/ECE Regulation No 83.  
5.3.9. Diurnal test  
5.3.9.1. After the soak, a first measurement of Diurnal Losses over 24 hours is performed according to paragraph 5.7 
of Annex 7 to UN/ECE Regulation No 83. Emissions are calculated according to paragraph 6 of Annex 7 to 
UN/ECE Regulation No 83. The obtained value is recorded as M  D1 . 
5.3.9.2. After the first 24 hours diurnal test, a second measurement of Diurnal Losses over 24 hours is performed 
according to paragraph 5.7 of Annex 7 to UN/ECE Regulation No 83. Emissions are calculated according to 
paragraph 6 of Annex 7 to UN/ECE Regulation No 83. The obtained value is recorded as M  D2 . 
5.3.10. Calculation  
The result of M  HS +M  D1 +M  D2 +2PF shall be below the limit defined in Table 3 of Annex I to Regulation (EC) 
No 715/2007.  
5.3.11 The manufacturer shall provide to the Type Approval Authorities a test report containing at least the 
following elements:  
(a) description of the soak periods, including time and mean temperatures  
(b) description to aged canister used and reference to exact ageing report  
(c) mean temperature during the hot soak test  
(d) measurement during hot soak test, HSL  
(e) measurement of first diurnal, DL  1st day  
(f) measurement of second diurnal, DL  2nd day  
(g) final evaporative test result, calculated as  "M HS +M  D1 +M  D2 +2PF "EN 7.7.2017 Official Journal of the European Union L 175/223
 
ANNEX VII  
VERIFYING THE DURABILITY OF POLLUTION CONTROL DEVICES  
(TYPE 5 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the tests for verifying the durability of pollution control devices.  
2. GENERAL REQUIREMENTS  
2.1. The general requirements for conducting the type 5 test shall be those set out in Section 5.3.6. of UN/ECE 
Regulation No 83 with exceptions provided in sections 2.2. and 2.3 below.  
2.2. The table in paragraph 5.3.6.2. and the text in paragraph 5.3.6.4. of UN/ECE Regulation No 83 shall be understood 
to be as follows:  
Engine Category  Assigned deterioration factors  
CO THC  NMHC  NO  x HC + NO  x PM P  
Positive-ignition  1,5  1,3  1,3  1,6  —  1,0  1,0  
Compression-ignition  As there are no assigned deterioration factors for compression ignition vehicles, 
manufacturers shall use the whole vehicle or bench ageing durability test 
procedures to establish deterioration factors.  
2.3. The reference to the requirements of paragraphs 5.3.1 and 8.2 in paragraph 5.3.6.5 of UN/ECE Regulation No 83 
shall be understood as reference to the requirements of Annex XXI and Section 4.2 of Annex I to this Regulation 
during the useful life of the vehicle.  
2.4. Before emission limits set out in Table 2 of Annex I to Regulation (EC) No 715/2007 are used for assessing 
compliance with the requirements referred to in paragraph 5.3.6.5 of UN/ECE Regulation No 83 the deterioration 
factors shall be calculated and applied, as described in Table A7/1 of Sub-Annex 7 and Table A8/5 of Sub-Annex 8 
to Annex XXI.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements and specifications shall be those set out in sections 1 to 7 and Appendices 1, 2 and 3 
of Annex 9 to UN/ECE Regulation No 83, with the exceptions set out in sections 3.2. to 3.10.  
3.2. Reference to Annex 2 in paragraph 1.5. of Annex 9 to UN/ECE Regulation No 83 shall be understood as referring 
to Appendix 4 to Annex I to this Regulation.  
3.3. Reference to the emissions limits set out in Table 1 in paragraph 1.6. of Annex 9 to UN/ECE Regulation No 83 
shall be understood as referring to the emissions limits set out in Table 2 of Annex I to Regulation (EC) No 
715/2007.  
3.4. The references to the Type I test in paragraph 2.3.1.7 of Annex 9 of UN/ECE Regulation No 83 shall be 
understood as reference to the Type 1 test in Annex XXI to this Regulation.  
3.5. The references to the Type I test in paragraph 2.3.2.6 of Annex 9 of UN/ECE Regulation No 83 shall be 
understood as reference to the Type 1 test in Annex XXI to this Regulation.  
3.6. The references to the Type I test in paragraph 3.1 of Annex 9 of UN/ECE Regulation No 83 shall be understood as 
reference to the Type 1 test in Annex XXI to this Regulation.EN L 175/224 Official Journal of the European Union 7.7.2017
 
3.7. The reference to paragraph 5.3.1.4. in the first section of paragraph 7 of Annex 9 of UN/ECE Regulation No 83 
shall be understood as reference to Table 2 of Annex I of the Regulation (EC) No 715/2007.  
3.8. The reference in paragraph 6.3.1.2 of Annex 9 to UN/ECE Regulation No 83 to the methods in Appendix 7 to 
Annex 4a shall be understood as being a reference to Sub-Annex 4 to Annex XXI to this Regulation.  
3.9. The reference in paragraph 6.3.1.4 of Annex 9 to UN/ECE Regulation No 83 to Annex 4a shall be understood as 
being a reference to Sub-Annex 4 to Annex XXI to this Regulation.  
3.10. The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used.EN 7.7.2017 Official Journal of the European Union L 175/225
 
ANNEX VIII  
VERIFYING THE AVERAGE EMISSIONS AT LOW AMBIENT TEMPERATURES  
(TYPE 6 TEST)  
1. INTRODUCTION  
1.1. This Annex describes the equipment required and the procedure for the Type 6 test in order to verify the emissions 
at cold temperatures.  
2. GENERAL REQUIREMENTS  
2.1. The general requirements for the Type 6 test are those set out in section 5.3.5 of UN/ECE Regulation No 83 with 
the exception specified in section 2.2 below.  
2.2. The limit values referred to in paragraph 5.3.5.2 of UN/ECE Regulation No 83 relate to the limit values set out in 
Annex 1, Table 4, to Regulation (EC) No 715/2007.  
3. TECHNICAL REQUIREMENTS  
3.1. The technical requirements and specifications are those set out in section 2 to 6 of Annex 8 to UN/ECE Regulation 
No 83 with the exception specified in section 3.2 below.  
3.2. The reference to paragraph 2 of Annex 10 in paragraph 3.4.1 of Annex 8 to UN/ECE Regulation No 83 shall be 
understood as reference to Section B of Annex IX to this Regulation.  
3.3. The road load coefficients to be used shall be those for VL. If VL low does not exist the VH road load shall be used.EN L 175/226 Official Journal of the European Union 7.7.2017
 
ANNEX IX  
SPECIFICATIONS OF REFERENCE FUELS  
A. REFERENCE FUELS  
1. Technical data on fuels for testing vehicles with positive-ignition engines  
Type: Petrol (E10):  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Research octane number, RON (  2 ) 95,0  98,0  EN ISO 5164  
Motor octane number, MON (  3 ) 85,0  89,0  EN ISO 5163  
Density at 15 C  kg/m  3 743,0  756,0  EN ISO 12185  
Vapour pressure (DVPE)  kPa  56,0  60,0  EN 13016-1  
Water content  % v/v  0,05  EN 12937  
Appearance at – 7 C  Clear and bright  
Distillation:  
— evaporated at 70 C  % v/v  34,0  46,0  EN ISO 3405  
— evaporated at 100 C  % v/v  54,0  62,0  EN ISO 3405  
— evaporated at 150 C  % v/v  86,0  94,0  EN ISO 3405  
— final boiling point  °C  170  195  EN ISO 3405  
Residue  % v/v  —  2,0  EN ISO 3405  
Hydrocarbon analysis:  
— olefins  % v/v  6,0  13,0  EN 22854  
— aromatics  % v/v  25,0  32,0  EN 22854  
— benzene  % v/v  —  1,00  EN 22854 
EN 238  
— saturates  % v/v  report  EN 22854  
Carbon/hydrogen ratio  report  
Carbon/oxygen ratio  report  
Induction Period (  4 ) minutes  480  —  EN ISO 7536  
Oxygen content (  5 ) % m/m  3,3  3,7  EN 22854  
Solvent washed gum 
(Existent gum content)  mg/100 ml  —  4  EN ISO 6246  
Sulphur content (  6 ) mg/kg  —  10  EN ISO 20846 
EN ISO 20884EN 7.7.2017 Official Journal of the European Union L 175/227
 
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Copper corrosion 3 hrs, 50 C  —  class 1  EN ISO 2160  
Lead content  mg/l  —  5  EN 237  
Phosphorus content (  7 ) mg/l  —  1,3  ASTM D 3231  
Ethanol (  8 ) % v/v  9,0  10,0  EN 22854  
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petro leum 
products - Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with 
EN 228:2008. 
( 3 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with 
EN 228:2008. 
( 4 ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but 
detergent/dispersive additives and solvent oils shall not be added. 
( 5 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 1 5376. 
( 6 ) The actual sulphur content of the fuel used for the Type 1 test shall be reported. 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. 
( 8 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The Ethanol used shall conform to EN 1 5376.  
( 2 ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.  
Type: Ethanol (E85)  
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Research octane number, RON  95  —  EN ISO 5164  
Motor octane number, MON  85  —  EN ISO 5163  
Density at 15 C  kg/m  3 Report  ISO 3675  
Vapour pressure  kPa  40  60  EN ISO 13016-1 
(DVPE)  
Sulphur content (  3 ) ( 4 ) mg/kg  —  10  EN ISO 20846 EN 
ISO 20884  
Oxidation stability  minutes  360  EN ISO 7536  
Existent gum content (solvent washed)  mg/100ml  —  5  EN-ISO 6246  
Appearance This shall be determined at 
ambient temperature or 15 C whichever 
is higher.  Clear and bright, visibly free of 
suspended or precipitated 
contaminants  Visual inspection  
Ethanol and higher alcohols (  5 ) % (V/V)  83  85  EN 1601 
EN 13132 
EN 14517  
Higher alcohols (C  3 -C 8 ) % (V/V)  —  2  
Methanol  % (V/V)  0,5  
Petrol (  6 ) % (V/V)  Balance  EN 228EN L 175/228 Official Journal of the European Union 7.7.2017
 
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Phosphorus  mg/l  0,3 (  7 ) ASTM D 3231  
Water content  % (V/V)  0,3  ASTM E 1064  
Inorganic chloride content  mg/l  1  ISO 6227  
pHe  6,5  9  ASTM D 6423  
Copper strip corrosion (3h at 50 C)  Rating  Class 1  EN ISO 2160  
Acidity, (as acetic acid CH  3 COOH)  % (m/m)  —  0,005  ASTM D 1613  
(mg/l)  —  40  
Carbon/hydrogen ratio  report  
Carbon/oxygen ration  report  
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petro leum 
products — Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precisio n, 
described in EN ISO 4259 shall be used. 
( 3 ) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to th e 
reference in the national annex of EN 228. 
( 4 ) The actual sulphur content of the fuel used for the Type 1 test shall be reported. 
( 5 ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. 
( 6 ) The unleaded petrol content can be determined as 100 minus the sum of the percentage content of water and alcohols 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.  
Type: LPG  
Parameter  Unit  Fuel A  Fuel B  Test method  
Composition:  ISO 7941  
C 3 -content  % vol  30 ± 2  85 ± 2  
C 4 -content  % vol  Balance  Balance  
< C  3 , > C  4 % vol  Maximum 2  Maximum 2  
Olefins  % vol  Maximum 12  Maximum 15  
Evaporation residue  mg/kg  Maximum 50  Maximum 50  prEN 15470  
Water at 0 C  Free  Free  prEN 15469  
Total sulphur content  mg/kg  Maximum 10  Maximum 10  ASTM 6667  
Hydrogen sulphide  None  None  ISO 8819  
Copper strip corrosion  Rating  Class 1  Class 1  ISO 6251 (  1 ) 
Odour  Characteristic  Characteristic  
Motor octane number  Minimum 89  Minimum 89  EN 589 Annex B  
( 1 ) This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or o ther 
chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the 
sole purpose of biasing the test method is prohibited.EN 7.7.2017 Official Journal of the European Union L 175/229
 
Type: NG/Biomethane  
Characteristics  Units  Basis  Limits  
Test method  
minimum  maximum  
Reference fuel G20  
Composition:  
Methane  % mole  100  99  100  ISO 6974  
Balance (  1 ) % mole  —  —  1  ISO 6974  
N 2 % mole  ISO 6974  
Sulphur content  mg/m  3 ( 2 ) —  —  10  ISO 6326-5  
Wobbe Index (net)  MJ/m  3 ( 3 ) 48,2  47,2  49,2  
Reference fuel G25  
Composition:  
Methane  % mole  86  84  88  ISO 6974  
Balance (  4 ) % mole  —  —  1  ISO 6974  
N 2 % mole  14  12  16  ISO 6974  
Sulphur content  mg/m  3 ( 5 ) —  —  10  ISO 6326-5  
Wobbe Index (net)  MJ/m  3 ( 6 ) 39,4  38,2  40,6  
( 1 ) Inerts (different from N  2 ) + C  2 + C  2+ . 
( 2 ) Value to be determined at 293,2 K (20 C) and 101,3 kPa. 
( 3 ) Value to be determined at 273,2 K (0 C) and 101,3 kPa. 
( 4 ) Inerts (different from N  2 ) + C  2 ; + C  2+ . 
( 5 ) Value to be determined at 293,2 K (20 C) and 101,3 kPa. 
( 6 ) Value to be determined at 273,2 K (0 C) and 101,3 kPa.  
Type: Hydrogen for internal combustion engines  
Characteristics  Units  Limits  
Test method  
minimum  maximum  
Hydrogen purity  % mole  98  100  ISO 14687-1  
Total hydrocarbon  μmol/mol  0  100  ISO 14687-1  
Water (  1 ) μmol/mol  0  (  2 ) ISO 14687-1  
Oxygen  μmol/mol  0  (  3 ) ISO 14687-1  
Argon  μmol/mol  0  (  4 ) ISO 14687-1  
Nitrogen  μmol/mol  0  (  5 ) ISO 14687-1  
CO μmol/mol  0  1  ISO 14687-1  
Sulphur  μmol/mol  0  2  ISO 14687-1  
Permanent particulates (  6 ) ISO 14687-1  
( 1 ) Not to be condensed. 
( 2 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 3 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 4 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 5 ) Combined water, oxygen, nitrogen and argon: 1,900 μmol/mol. 
( 6 ) The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelli ng 
station equipment or the vehicle (engine) being fuelled.EN L 175/230 Official Journal of the European Union 7.7.2017
 
2. Technical data on fuels for testing vehicles with compression ignition engines  
Type: Diesel (B7):  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Cetane Index  46,0  EN ISO 4264  
Cetane number (  2 ) 52,0  56,0  EN ISO 5165  
Density at 15 C  kg/m  3 833,0  837,0  EN ISO 12185  
Distillation:  
— 50 % point  °C  245,0  —  EN ISO 3405  
— 95 % point  °C  345,0  360,0  EN ISO 3405  
— final boiling point  °C  —  370,0  EN ISO 3405  
Flash point  °C  55  —  EN ISO 2719  
Cloud point  °C  —  – 10  EN 23015  
Viscosity at 40 C  mm  2 /s 2,30  3,30  EN ISO 3104  
Polycyclic aromatic hydrocarbons  % m/m  2,0  4,0  EN 12916  
Sulphur content  mg/kg  —  10,0  EN ISO 20846 
EN ISO 20884  
Copper corrosion 3 hrs, 50 C  —  Class 1  EN ISO 2160  
Conradson carbon residue (10 % DR)  % m/m  —  0,20  EN ISO 10370  
Ash content  % m/m  —  0,010  EN ISO 6245  
Total contamination  mg/kg  —  24  EN 12662  
Water content  mg/kg  —  200  EN ISO 12937  
Acid number  mg KOH/g  —  0,10  EN ISO 6618  
Lubricity (HFRR wear scan diameter at 
60 C)  μm —  400  EN ISO 12156  
Oxidation stability at 110 C (  3 ) h  20,0  EN 15751  
FAME (  4 ) % v/v  6,0  7,0  EN 14078  
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petro leum 
products – Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a 
dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate 
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. 
( 3 ) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as 
to storage conditions and life. 
( 4 ) FAME content to meet the specification of EN 14214.EN 7.7.2017 Official Journal of the European Union L 175/231
 
3. Technical data on fuels for testing fuel cell vehicles  
Type: Hydrogen for fuel cell vehicles  
Characteristics  Units  Limits  
Test method  
minimum  maximum  
Hydrogen fuel (  1 ) % mole  99,99  100  ISO 14687-2  
Total gases (  2 ) μmol/mol  0  100  
Total hydrocarbon  μmol/mol  0  2  ISO 14687-2  
Water  μmol/mol  0  5  ISO 14687-2  
Oxygen  μmol/mol  0  5  ISO 14687-2  
Helium (He), Nitrogen (N  2 ), Argon (Ar)  μmol/mol  0  100  ISO 14687-2  
CO  2 μmol/mol  0  2  ISO 14687-2  
CO μmol/mol  0  0,2  ISO 14687-2  
Total sulphur compounds  μmol/mol  0  0,004  ISO 14687-2  
Formaldehyde (HCHO)  μmol/mol  0  0,01  ISO 14687-2  
Formic acid (HCOOH)  μmol/mol  0  0,2  ISO 14687-2  
Ammonia (NH  3 ) μmol/mol  0  0,1  ISO 14687-2  
Total halogenated compounds  μmol/mol  0  0,05  ISO 14687-2  
Particulates size  μm 0  10  ISO 14687-2  
Particulates concentration  μg/l 0  1  ISO 14687-2  
( 1 ) The hydrogen fuel index is determined by subtracting the total content of non-hydrogen gaseous constituents listed in the tab le 
(Total gases), expressed in mole percent, from 100 mole percent. It is less than the sum of the maximum allowable limits of all  
non-hydrogen constituents shown in the Table. 
( 2 ) The value of total gases is summation of the values of the non-hydrogen constituents listed in the table, except the particul ates.  
B. REFERENCE FUELS FOR TESTING EMISSIONS AT LOW AMBIENT TEMPERATURES — TYPE 6 TEST  
Type: Petrol (E10):  
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
Research octane number, RON (  2 ) 95,0  98,0  EN ISO 5164  
Motor octane number, MON (  3 ) 85,0  89,0  EN ISO 5163  
Density at 15 C  kg/m  3 743,0  756,0  EN ISO 12185  
Vapour pressure (DVPE)  kPa  56,0  95,0  EN 13016-1  
Water content  max 0,05 % v/v 
Appearance at – 7 C: clear and 
bright  EN 12937  
Distillation:  
— evaporated at 70 C  % v/v  34,0  46,0  EN ISO 3405EN L 175/232 Official Journal of the European Union 7.7.2017
 
Parameter  Unit  Limits (  1 ) 
Test method  
Minimum  Maximum  
— evaporated at 100 C  % v/v  54,0  62,0  EN ISO 3405  
— evaporated at 150 C  % v/v  86,0  94,0  EN ISO 3405  
— final boiling point  °C  170  195  EN ISO 3405  
Residue  % v/v  —  2,0  EN ISO 3405  
Hydrocarbon analysis:  
— olefins  % v/v  6,0  13,0  EN 22854  
— aromatics  % v/v  25,0  32,0  EN 22854  
— benzene  % v/v  —  1,00  EN 22854 
EN 238  
— saturates  % v/v  report  EN 22854  
Carbon/hydrogen ratio  report  
Carbon/oxygen ratio  report  
Induction Period (  4 ) minutes  480  —  EN ISO 7536  
Oxygen content (  5 ) % m/m  3,3  3,7  EN 22854  
Solvent washed gum 
(Existent gum content)  mg/100 ml  —  4  EN ISO 6246  
Sulphur content (  6 ) mg/kg  —  10  EN ISO 20846 
EN ISO 20884  
Copper corrosion 3 hrs, 50 C  —  class 1  EN ISO 2160  
Lead content  mg/l  —  5  EN 237  
Phosphorus content (  7 ) mg/l  —  1,3  ASTM D 3231  
Ethanol (  8 ) % v/v  9,0  10,0  EN 22854  
( 1 ) The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petro leum 
products - Determination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the  
manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied. 
( 2 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with 
EN 228:2008. 
( 3 ) A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with 
EN 228:2008. 
( 4 ) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but 
detergent/dispersive additives and solvent oils shall not be added. 
( 5 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 1 5376. 
( 6 ) The actual sulphur content of the fuel used for the Type 6 test shall be reported. 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel. 
( 8 ) Ethanol is the only oxygenate that shall be intentionally added to the reference fuel. The ethanol used shall conform to EN 1 5376.EN 7.7.2017 Official Journal of the European Union L 175/233
 
( 2 ) Equivalent EN/ISO methods will be adopted when issued for properties listed above.  
Type: Ethanol (E75)  
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Research octane number, RON  95  —  EN ISO 5164  
Motor octane number, MON  85  —  EN ISO 5163  
Density at 15 C  kg/m  3 report  EN ISO 12185  
Vapour pressure  kPa  50  60  EN ISO 13016-1 
(DVPE)  
Sulphur content (  3 ) ( 4 ) mg/kg  —  10  EN ISO 20846 
EN ISO 20884  
Oxidation stability  minutes  360  —  EN ISO 7536  
Existent gum content (solvent washed)  mg/100ml  —  4  EN ISO 6246  
Appearance shall be determined at 
ambient temperature or 15 C whichever 
is higher  Clear and bright, visibly free of 
suspended or precipitated 
contaminants  Visual inspection  
Ethanol and higher alcohols (  5 ) % (V/V)  70  80  EN 1601 
EN 13132 
EN 14517  
Higher alcohols (C  3 – C  8 ) % (V/V)  —  2  
Methanol  —  0,5  
Petrol (  6 ) % (V/V)  Balance  EN 228  
Phosphorus  mg/l  0,30 (  7 ) EN 15487 
ASTM D 3231  
Water content  % (V/V)  —  0,3  ASTM E 1064 
EN 15489  
Inorganic chloride content  mg/l  —  1  ISO 6227 — EN 
15492  
pHe  6,50  9  ASTM D 6423 
EN 15490  
Copper strip corrosion (3h at 50 C)  Rating  Class 1  EN ISO 2160  
Acidity (as acetic acid CH  3 COOH)  % (m/m)  0,005  ASTM D1613 
EN 15491  
mg/l  40EN L 175/234 Official Journal of the European Union 7.7.2017
 
Parameter  Unit  Limits (  1 ) 
Test method (  2 ) 
Minimum  Maximum  
Carbon/hydrogen ration  report  
Carbon/oxygen ration  report  
( 1 ) The values referred to in the specifications are ‘true values’. When establishing the value limits, the terms of ISO 4259 Pet roleum 
products — Determination and application of precision data in relation to methods of test were applied. When fixing a minimum 
value, a minimum difference of 2R above zero was taken into account. When fixing a maximum and minimum value, the 
minimum difference used was 4R (R = reproducibility). Notwithstanding this procedure, which is necessary for technical reasons,  
fuel manufacturers shall aim for a zero value where the stipulated maximum value is 2R and for the mean value for quotations of  
maximum and minimum limits. Where it is necessary to clarify whether fuel meets the requirements of the specifications, the ISO  
4259 terms shall be applied. 
( 2 ) In cases of dispute, the procedures for resolving the dispute and interpretation of the results based on test method precisio n, 
described in EN ISO 4259 shall be used. 
( 3 ) In cases of national dispute concerning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up similar to th e 
reference in the national annex of EN 228. 
( 4 ) The actual sulphur content of the fuel used for the Type 6 test shall be reported. 
( 5 ) Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel. 
( 6 ) The unleaded petrol content may be determined as 100 minus the sum of the percentage content of water and alcohols. 
( 7 ) There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.EN 7.7.2017 Official Journal of the European Union L 175/235
 
ANNEX X  
ReservedEN L 175/236 Official Journal of the European Union 7.7.2017
 
ANNEX XI  
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES  
1. INTRODUCTION  
1.1. This Annex sets out the functional aspects of on-board diagnostic (OBD) systems for the control of emissions 
from motor vehicles.  
2. DEFINITIONS, REQUIREMENTS AND TESTS  
2.1. The definitions, requirements and tests for OBD systems are those specified in Sections 2 and 3 of Annex 11 to 
UN/ECE Regulation No 83. The exceptions to these requirements are described in the following sections.  
2.1.1. The introductory text to paragraph 2. of Annex 11 to UN/ECE Regulation No 83 shall be replaced with the 
following text:  
‘For the purposes of this Annex only:’  
2.1.2. Paragraph 2.10. of Annex 11 to UN/ECE Regulation No 83 shall be replaced with the following text:  
‘A “ driving cycle ” consists of engine key on, a driving mode where a malfunction would be detected if present, 
and engine key-off’.  
2.1.3. A new paragraph 3.2.3. of Annex 11 of UN/ECE Regulation No 83 shall be added as follows:  
‘3.2.3. Identification of deterioration or malfunctions may be also be done outside a driving cycle (e.g. after 
engine shutdown).’  
2.1.4. Reference to ‘THC and NOx’ in paragraph 3.3.3.1. of Annex 11to UN/ECE Regulation No 83 shall be 
understood as being reference to ‘NMHC and NOx’.  
2.1.5. Reference to ‘limits’ in paragraphs 3.3.3.1. and 3.3.4.4. of Annex 11to UN/ECE Regulation No 83 shall be 
understood as being reference to ‘OBD threshold limits’.  
2.1.6. Reference to ‘emission limits’ in paragraph 3.3.5. of Annex 11to UN/ECE Regulation No 83 shall be understood 
as being reference to ‘OBD threshold limits’.  
2.1.7. Paragraphs 3.3.4.9. and 3.3.4.10. of Annex 11 of UN/ECE Regulation No 83 shall be deleted.  
2.1.8. New paragraphs 3.3.5.1. and 3.3.5.2. of Annex 11 of UN/ECE Regulation No 83 shall be added as follows:  
‘3.3.5.1. The following devices should however be monitored for total failure or removal (if removal would 
cause the applicable emission limits in paragraph 5.3.1.4. of this Regulation to be exceeded):  
(a) A particulate trap fitted to compression ignition engines as a separate unit or integrated into a 
combined emission control device;  
(b) A NOx after-treatment system fitted to compression ignition engines as a separate unit or 
integrated into a combined emission control device;  
(c) A diesel oxidation catalyst (DOC) fitted to compression ignition engines as a separate unit or 
integrated into a combined emission control device.  
3.3.5.2. The devices referred to in paragraph 3.3.5.1. shall also be monitored for any failure that would result 
in exceeding the applicable OBD threshold limits.’EN 7.7.2017 Official Journal of the European Union L 175/237
 
2.1.9. Paragraph 3.8.1. of Annex 11 to UN/ECE Regulation No 83 shall be replaced with the following text:  
‘The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same 
fault is not re-registered in at least 40 engine warm-up cycles or 40 driving cycles with vehicle operation in 
which the criteria specified in sections 7.5.1.(a)–(c) of Annex 11, Appendix 1 are met.’  
2.1.10. The reference to ISO DIS 15031 5 in paragraph 3.9.3.1. of Annex 11 to UN/ECE Regulation No 83 shall be 
replaced with the following text:  
‘… the standard listed in paragraph 6.5.3.2.(a) of Annex 11, Appendix 1 of this Regulation.’  
2.1.11. A new paragraph 3.10 of Annex 11 of UN/ECE Regulation No 83 shall be added as follows:  
‘3.10. Additional provisions for vehicles employing engine shut - off strategies  
3.10.1. Driving cycle  
3.10.1.1. Autonomous engine restarts commanded by the engine control system following an engine stall may 
be considered a new driving cycle or a continuation of the existing driving cycle.’  
2.2. The Type V durability distance and Type V durability test mentioned in section 3.1 and 3.3.1 of Annex 11 to 
UN/ECE Regulation No 83 respectively shall be understood as reference to the requirements of Annex VII to 
this Regulation.  
2.3. The OBD threshold limits specified in section 3.3.2 of Annex 11 to UN/ECE Regulation 83 shall be understood 
as reference to the requirements specified in points 2.3.1 and 2.3.2 below:  
2.3.1. The OBD thresholds limits for vehicles that are type approved according to the Euro 6 emission limits set out 
in Table 2 of Annex I to Regulation (EC) No 715/2007 from three years after the dates given in Article 10(4) 
and 10(5) of that Regulation are given in the following table:  
Final Euro 6 OBD threshold limits  
Reference 
mass 
(RM) (kg)  Mass of carbon 
monoxide  Mass of 
non-methane 
hydrocarbons  Mass of oxides of 
nitrogen  Mass of particulate 
matter (  1 ) Number of 
particles (  1 ) ( 2 ) 
Category  Class  (CO) 
(mg/km)  (NMHC) 
(mg/km)  (NO  x ) 
(mg/km)  (PM) 
(mg/km)  (PN) 
(#/km)  
PI CI  PI  CI  PI  CI  CI  PI  CI  PI  
M —  All  1 900  1 750  170  290  90  140  12  12  
N 1 I RM ≤ 
1 305  1 900  1 750  170  290  90  140  12  12  
II 1 305 < 
RM ≤ 
1 760  3 400  2 200  225  320  110  180  12  12  
III 1 760 < 
RM 4 300  2 500  270  350  120  220  12  12  
N 2 — All  4 300  2 500  270  350  120  220  12  12  
Key: PI = Positive Ignition, CI = Compression Ignition. 
( 1 ) Positive ignition particulate mass and particle number limits apply only to vehicles with direct injection engines. 
( 2 ) Particle number limits may be introduced at a later dateEN L 175/238 Official Journal of the European Union 7.7.2017
 
2.3.2. Until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 715/2007 for new type 
approvals and new vehicles respectively, the following OBD threshold limits shall be applied to vehicles that are 
type approved according to the Euro 6 emission limits set out in Table 2 of Annex I to Regulation (EC) No 
715/2007, upon the choice of the manufacturer:  
Preliminary Euro 6 OBD threshold limits  
Reference 
mass 
(RM) (kg)  Mass of carbon 
monoxide  Mass of non-methane 
hydrocarbons  Mass of oxides of 
nitrogen  Mass of particulate 
matter (  1 ) 
Category  Class  (CO) 
(mg/km)  (NMHC) 
(mg/km)  (NO  x ) 
(mg/km)  (PM) 
(mg/km)  
PI CI  PI  CI  PI  CI  CI  PI  
M —  All  1 900  1 750  170  290  150  180  25  25  
N 1 I RM ≤ 
1 305  1 900  1 750  170  290  150  180  25  25  
II 1 305 < 
RM ≤ 
1 760  3 400  2 200  225  320  190  220  25  25  
III 1 760 < 
RM 4 300  2 500  270  350  210  280  30  30  
N 2 — All  4 300  2 500  270  350  210  280  30  30  
Key: PI = Positive Ignition, CI = Compression Ignition 
( 1 ) Positive ignition particulate mass limits apply only to vehicles with direct injection engines.  
2.4. The reference to the threshold limits in Section 3.3.3.1 of Annex 11 to UNECE Regulation No 83 shall be 
understood as reference to the threshold limits in Section 2.3 of this Annex.  
2.5. The Type I test cycle referred to in paragraph 3.3.3.2. of Annex 11 to UN/ECE Regulation No 83 shall be 
understood as being the same as the Type 1 cycle that was used for at least two consecutive cycles after 
introduction of the misfire faults according to paragraph 6.3.1.2. of Appendix 1 to Annex 11 to UN/ECE 
Regulation No 83.  
2.6. The reference to the particulate threshold limits provided for by paragraph 3.3.2. in section 3.3.3.7 of Annex 
11 to UN/ECE Regulation No 83 shall be understood as being reference to the particulate threshold limits 
provided in Section 2.3 of this Annex.  
2.7. The reference to the Type I test cycle in section 2.1.3 of Appendix 1 to Annex 11 of UN/ECE Regulation No 
83 shall be understood as a reference to the type 1 test according to Regulation (EC) 692/2008 or Annex XXI 
of this Regulation, upon the choice of the manufacturer for each individual malfunction to be demonstrated.  
3. ADMINISTRATIVE PROVISIONS FOR DEFICIENCIES OF OBD SYSTEMS  
3.1. The administrative provisions for deficiencies of OBD systems as set out in Article 6(2) shall be those specified 
in Section 4 of Annex 11 of UN/ECE Regulation No 83 with the following exceptions.  
3.2. Reference to OBD threshold limits in paragraph 4.2.2. of Annex 11 to UN/ECE Regulation No 83 shall be 
understood as being reference to the OBD threshold limits in Section 2.3 of this Annex.  
3.3. Paragraph 4.6 of Annex 11 to UN/ECE Regulation No 83 shall be understood as being as follows:  
‘The approval authority shall notify its decision in granting a deficiency request in accordance with Article 6(2).’EN 7.7.2017 Official Journal of the European Union L 175/239
 
4. ACCESS TO OBD INFORMATION  
4.1. Requirements for access to OBD information are specified in section 5 of Annex 11 to UN/ECE Regulation 83. 
The exceptions to these requirements are described in the following sections.  
4.2. References to Appendix 1 of Annex 2 to UN/ECE Regulation No 83 shall be understood as references to 
Appendix 5 to Annex I to this Regulation.  
4.3. References to section 3.2.12.2.7.6. of Annex 1 to UN/ECE Regulation No 83 shall be understood as references 
to 3.2.12.2.7.6 of Appendix 3 to Annex I to this Regulation.  
4.4. References to ‘contracting parties’ shall be understood as references to ‘member states’.  
4.5. References to approval granted under Regulation 83 shall be understood as references to type-approval granted 
under this Regulation and Regulation (EC) No 715/2007.  
4.6. UN/ECE type-approval shall be understood as EC type-approval.EN L 175/240 Official Journal of the European Union 7.7.2017
 
Appendix 1  
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS  
1. INTRODUCTION  
1.1. This Appendix describes the procedure of the test according to section 2 of this Annex.  
2. TECHNICAL REQUIREMENTS  
2.1. The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE 
Regulation No 83 with the exceptions and additional requirements as described in the following sections.  
2.2. The references in Appendix 1 to Annex 11 to UN/ECE Regulation No 83 to the OBD threshold limits set out in 
paragraph 3.3.2 to Annex 11 of UN/ECE Regulation No 83 shall be understood as references to the OBD 
threshold limits set out in section 2.3 of this Annex.  
2.3. The reference fuels specified in paragraph 3.2 of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be 
understood as reference to the appropriate reference fuel specifications in Annex IX to this Regulation.  
2.4. The reference to Annex 11 in paragraph 6.5.1.4 of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall 
be understood as reference to Annex XI to this Regulation.  
2.5. The following text shall be added as a new final sentence to the second paragraph of Section 1 of Appendix 1 to 
Annex 11 of UN/ECE Regulation No 83.  
‘For electrical failures (short/open circuit), the emissions may exceed the limits of paragraph 3.3.2. by more than 
twenty per cent.’  
2.6. Paragraph 6.5.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following:  
‘6.5.3. The emission control diagnostic system shall provide for standardised and unrestricted access and 
conform with the following ISO standards and/or SAE specification. Later versions may be used at the 
manufacturers' discretion.  
6.5.3.1. The following standard shall be used as the on board to off-board communications link:  
(a) ISO 15765-4:2011 “Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: 
Requirements for emissions-related systems”, dated 1 February 2011;  
6.5.3.2. Standards used for the transmission of OBD relevant information:  
(a) ISO 15031-5 “Road vehicles - communication between vehicles and external test equipment for 
emissions-related diagnostics – Part 5: Emissions-related diagnostic services”, dated 1 April 2011 or 
SAE J1979 dated 23 February 2012;  
(b) ISO 15031-4 “Road vehicles – Communication between vehicle and external test equipment for 
emissions related diagnostics – Part 4: External test equipment”, dated 1 June 2005 or SAE J1978 
dated 30 April 2002;  
(c) ISO 15031-3 “Road vehicles – Communication between vehicle and external test equipment for 
emissions related diagnostics Part 3: Diagnostic connector and related electrical circuits: specifi ­
cation and use”, dated 1 July 2004 or SAE J 1962 dated 26 July 2012;  
(d) ISO 15031-6 “Road vehicles – Communication between vehicle and external test equipment for 
emissions related diagnostics – Part 6: Diagnostic trouble code definitions”, dated 13 August 2010 
or SAE J2012 dated 07 March 2013;EN 7.7.2017 Official Journal of the European Union L 175/241
 
(e) ISO 27145 “Road vehicles – Implementation of World-Wide Harmonized On-Board Diagnostics 
(WWH-OBD)” dated 2012-08-15 with the restriction, that only 6.5.3.1.(a) may be used as a data 
link;  
(f) ISO 14229:2013 “Road vehicles – Unified diagnostic services (UDS) with the restriction, that only 
6.5.3.1.(a) may be used as a data link”.  
The standards (e) and (f) may be used as an option instead of (a) not earlier than 1 January 2019.  
6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD systems shall meet or exceed 
the functional specification given in the standard listed in paragraph 6.5.3.2.(b) of this Appendix.  
6.5.3.4. Basic diagnostic data, (as specified in paragraph 6.5.1.) and bi-directional control information shall be 
provided using the format and units described in the standard listed in paragraph 6.5.3.2.(a) of this 
appendix, and must be available using a diagnostic tool meeting the requirements of the standard 
listed in paragraph 6.5.3.2.(b) of this appendix.  
The vehicle manufacturer shall provide to a national standardisation body the details of any emission- 
related diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in the standard listed in 
paragraph 6.5.3.2.(a) of this Regulation but related to this Regulation.  
6.5.3.5. When a fault is registered, the manufacturer shall identify the fault using an appropriate ISO/SAE 
controlled fault code specified in one of the standards listed in paragraph 6.5.3.2.(d) of this appendix, 
relating to “emission related system diagnostic trouble codes”. If such identification is not possible, the 
manufacturer may use manufacturer controlled diagnostic trouble codes according to the same 
standard. The fault codes shall be fully accessible by standardised diagnostic equipment complying 
with the provisions of paragraph 6.5.3.2. of this Appendix.  
The vehicle manufacturer shall provide to a national standardisation body the details of any emission- 
related diagnostic data, e.g. PID’s, OBD monitor Id’s, Test Id’s not specified in the standards listed in 
paragraph 6.5.3.2.(a) of this Appendix but related to this Regulation.  
6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be standardised and shall 
meet all the requirements of the standard listed in paragraph 6.5.3.2.(c) of this appendix. The instal ­
lation position shall be subject to agreement of the administrative department such that it is readily 
accessible by service personnel but protected from tampering by non-qualified personnel.  
6.5.3.7. The manufacturer shall also make accessible, where appropriate on payment, the technical information 
required for the repair or maintenance of motor vehicles unless that information is covered by an 
intellectual property right or constitutes essential, secret know-how which is identified in an appro ­
priate form; in such case, the necessary technical information shall not be withheld improperly.  
Entitled to such information is any person engaged in commercially servicing or repairing, road-side 
rescuing, inspecting or testing of vehicles or in the manufacturing or selling replacement or retro-fit 
components, diagnostic tools and test equipment.’  
2.6. A new paragraph 6.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be inserted as follows:  
‘6.1.1. The Type I Test need not be performed for the demonstration of electrical failures (short/open circuit). 
The manufacturer may demonstrate these failure modes using driving conditions in which the 
component is used and the monitoring conditions are encountered. These conditions shall be docu ­
mented in the type approval documentation.’  
2.7. Paragraph 6.2.2. of Appendix 1 of Annex 11 of UN/ECE Regulation No 83 shall be amended to read as follows:  
‘At the request of the manufacturer, alternative and/or additional preconditioning methods may be used.’  
2.8. A new paragraph 6.2.3. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be inserted as follows:  
‘6.2.3. The use of additional preconditioning cycles or alternative preconditioning methods shall be docu ­
mented in the type approval documentation.’EN L 175/242 Official Journal of the European Union 7.7.2017
 
2.9. Paragraph 6.3.1.5. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the 
following:  
‘Electrical disconnection of the electronic evaporative purge control device (if equipped and if active on the 
selected fuel type).’  
2.10. Paragraph 6.4.1.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the 
following:  
‘The MI shall be activated at the latest before the end of this test under any of the conditions given in 
paragraphs 6.4.1.2. to 6.4.1.5. The MI may also be activated during preconditioning. The Technical Service 
may substitute those conditions with others in accordance with paragraph 6.4.1.6.’  
2.11. Paragraph 6.4.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the 
following:  
‘The MI shall be activated at the latest before the end of this test under any of the conditions given in 
paragraphs 6.4.2.2. to 6.4.2.5. The MI may also be activated during preconditioning. The Technical Service 
may substitute those conditions by others in accordance with paragraph 6.4.2.5.’  
3. IN-USE PERFORMANCE  
3.1. General Requirements  
The technical requirements and specifications shall be those set out in Appendix 1 to Annex 11 to UN/ECE 
Regulation No 83 with the exceptions and additional requirements as described in the following sections.  
3.1.1. The requirements of paragraph 7.1.5 of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be 
understood as being as follows.  
For new type approvals and new vehicles the monitor required by point 2.9 of this Annex shall have an IUPR 
greater or equal to 0,1 until three years after the dates specified in Article 10(4) and (5) of Regulation (EC) No 
715/2007 respectively.  
3.1.2. The requirements of paragraph 7.1.7 of Appendix 1 to Annex 11 to UN/ECE Regulation No 83 shall be 
understood as being as follows.  
The manufacturer shall demonstrate to the approval authority and, upon request, to the Commission that these 
statistical conditions are satisfied for all monitors required to be reported by the OBD system according to 
paragraph 7.6. of Appendix 1 to Annex 11 to Regulation No 83 not later than 18 months after the entry onto 
the market of the first vehicle type with IUPR in an OBD family and every 18 months thereafter. For this 
purpose, for OBD families consisting of more than 1000 registrations in the Union, that are subject to sampling 
within the sampling period, the process described in Annex II shall be used without prejudice to the provisions 
of paragraph 7.1.9. of Appendix 1 to Annex 11 to Regulation No 83.  
In addition to the requirements set out in Annex II and regardless of the result of the audit described in Section 
2 of Annex II, the authority granting the approval shall apply the in-service conformity check for IUPR described 
in Appendix 1 to Annex II in an appropriate number of randomly determined cases. ‘In an appropriate number 
of randomly determined cases’ means, that this measure has a dissuasive effect on non-compliance with the 
requirements of Section 3 of this Annex or the provision of manipulated, false or non-representative data for the 
audit. If no special circumstances apply and can be demonstrated by the type-approval authorities, random 
application of the in-service conformity check to 5 % of the type approved OBD families shall be considered as 
sufficient for compliance with this requirement. For this purpose, type-approval authorities may find 
arrangements with the manufacturer for the reduction of double testing of a given OBD family as long as 
these arrangements do not harm the dissuasive effect of the type-approval authority’s own in-service conformity 
check on non-compliance with the requirements of Section 3 of this Annex. Data collected by Member States 
during surveillance testing programmes may be used for in-service conformity checks. Upon request, type- 
approval authorities shall provide data on the audits and random in-service conformity checks performed, 
including the methodology used for identifying those cases, which are made subject to the random in-service 
conformity check, to the Commission and other type-approval authorities.EN 7.7.2017 Official Journal of the European Union L 175/243
 
3.1.3. Non-compliance with the requirements of paragraph 7.1.6. of Appendix 1 to Annex 11 to Regulation No 83 
established by tests described in point 3.1.2 of this Appendix or paragraph 7.1.9 of Appendix 1 to Annex 11 to 
Regulation No 83 shall be considered as an infringement subject to the penalties set out in Article 13 of 
Regulation (EC) No 715/2007. This reference does not limit the application of such penalties to other 
infringements of other provisions of Regulation (EC) No 715/2007 or this Regulation, which do not explicitly 
refer to Article 13 of Regulation (EC) No 715/2007.  
3.1.4. Paragraph 7.6.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following:  
‘7.6.1. The OBD system shall report, in accordance with the standard listed in paragraph 6.5.3.2.(a) of this 
Appendix, the ignition cycle counter and general denominator as well as separate numerators and 
denominators for the following monitors, if their presence on the vehicle is required by this annex:  
(a) Catalysts (each bank to be reported separately);  
(b) Oxygen/exhaust gas sensors, including secondary oxygen sensors  
(each sensor to be reported separately);  
(c) Evaporative system;  
(d) EGR system;  
(e) VVT system;  
(f) Secondary air system;  
(g) Particulate filter;  
(h) NOx after-treatment system (e.g. NOx absorber, NOx reagent/catalyst system);  
(i) Boost pressure control system.’  
Paragraph 7.6.2. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be replaced with the following:  
‘7.6.2. For specific components or systems that have multiple monitors, which are required to be reported by 
this point (e.g. oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor 
characteristics), the OBD system shall separately track numerators and denominators for each of the 
specific monitors and report only the corresponding numerator and denominator for the specific 
monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, 
the corresponding numerator and denominator for the specific monitor that has the highest 
denominator shall be reported for the specific component.’  
A new paragraph 7.6.2.1. of Appendix 1 to Annex 11 of UN/ECE Regulation No 83 shall be inserted as follows:  
‘7.6.2.1. Numerators and denominators for specific monitors of components or systems, that are monitoring 
continuously for short circuit or open circuit failures are exempted from reporting.  
“Continuously,” if used in this context means monitoring is always enabled and sampling of the signal 
used for monitoring occurs at a rate no less than two samples per second and the presence or the 
absence of the failure relevant to that monitor has to be concluded within 15 seconds.  
If for control purposes, a computer input component is sampled less frequently, the signal of the 
component may instead be evaluated each time sampling occurs.  
It is not required to activate an output component/system for the sole purpose of monitoring that 
output component/system.’EN L 175/244 Official Journal of the European Union 7.7.2017
 
Appendix 2  
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY  
The essential characteristics of the vehicle family shall be those specified in Appendix 2 to Annex 11 to UN/ECE 
Regulation No 83.EN 7.7.2017 Official Journal of the European Union L 175/245
 
ANNEX XII  
DETERMINATION OF CO  2 EMISSIONS, FUEL CONSUMPTION, ELECTRIC ENERGY CONSUMPTION AND ELECTRIC 
RANGE  
1. TYPE-APPROVAL OF VEHICLES FITTED WITH ECO-INNOVATIONS  
1.1. According to Article 11(1) of Regulation (EU) No 725/2011 for M1 vehicles and Article 11(1) of Regulation (EU) 
No 427/2014 for N1 vehicles, a manufacturer wishing to benefit from a reduction of its average specific CO  2 
emissions, as result of the savings achieved by one or more eco-innovations fitted in a vehicle, shall apply to an 
approval authority for an EC type-approval certificate of the vehicle fitted with the eco-innovation.  
1.2. The CO  2 emissions savings from the vehicle fitted with an eco-innovation shall, for the purpose of type approval, be 
determined using the procedure and testing methodology specified in the Commission Decision approving the eco- 
innovation, in accordance with Article 10 of Regulation (EU) No 725/2011 for M1 vehicles, or Article 10 of 
Regulation (EU) No 427/2014 for N1 vehicles.  
1.3. The performance of the necessary tests for the determination of the CO  2 emissions savings achieved by the eco- 
innovations shall be considered without prejudice to the demonstration of compliance of the eco-innovations with 
the technical prescriptions laid down in Directive 2007/46/EC, if applicable.  
1.4. If the innovative technology does not meet the threshold of 1g CO  2 /km as specified in Article 9 of Regulation (EU) 
No 725/2011, the type approval certificate shall be issued without reference to the eco-innovation code or the CO  2 
reductions achieved by the innovative technology.  
2. DETERMINATION OF CO  2 EMISSIONS AND FUEL CONSUMPTION FROM N  1 VEHICLES SUBMITTED TO MULTI-STAGE TYPE- 
APPROVAL  
2.1. For the purpose of determining the CO  2 emissions and fuel consumption of a vehicle submitted to multi-stage type- 
approval, as defined in Article 3(7) of Directive 2007/46/EC, the procedures of Annex XXI apply. Specific provisions 
for multi-stage type approval are set in points 2.2 to 2.7 of this annex.  
2.2. The road load shall be determined with the road load matrix family by using the parameters of a representative 
multi-stage vehicle which are set in paragraph 4.2.1.4 in Sub-Annex 4 of Annex XXI.  
2.3. The calculation of road load and running resistance are based on a representative vehicle of a road load matrix 
family as set in paragraph 5.1 of Sub-Annex 4 of Annex XXI.  
2.4. The manufacturer of the base vehicle shall test a representative multi-stage vehicle for CO  2 emission and fuel 
consumption and make available a calculation tool to establish, on the basis of the parameters of completed 
vehicles, their fuel consumption and CO  2 values as set in Sub-Annex 7 of Annex XXI.  
2.5. The final fuel consumption and CO  2 values shall be calculated by the final-stage manufacturer on the basis of the 
parameters of the completed vehicle as set in paragraph 3.2.4 of Sub-Annex 7 of Annex XXI.  
2.6. The manufacturer of the completed vehicle shall include, in the certificate of conformity, the information of the 
completed vehicles and add the information of the base vehicles in accordance with Annex IX to Directive 
2007/46/EC.  
2.7. In the case of vehicles submitted to individual vehicle approval, the individual approval certificate shall include the 
following information:  
(a) the CO  2 emissions measured according to the methodology set out in points 2.1 to 2.6 above;  
(b) the mass of the completed vehicle in running order;  
(c) the identification code corresponding to the type, variant and version of the base vehicle;  
(d) the type-approval number of the base vehicle, including the extension number;EN L 175/246 Official Journal of the European Union 7.7.2017
 
(e) the name and address of the manufacturer of the base vehicle;  
(f) the mass of the base vehicle in running order.EN 7.7.2017 Official Journal of the European Union L 175/247
 
ANNEX XIII  
EC TYPE-APPROVAL OF REPLACEMENT POLLUTION CONTROL DEVICES AS SEPARATE TECHNICAL UNIT  
1. INTRODUCTION  
1.1. This Annex contains additional requirement for the type-approval as separate technical units of pollution 
control devices.  
2. GENERAL REQUIREMENTS  
2.1. Marking  
Original replacement pollution control devices shall bear at least the following identifications:  
(a) the vehicle manufacturer’s name or trade mark;  
(b) the make and identifying part number of the original replacement pollution control device as recorded in 
the information mentioned in point 2.3.  
2.2. Documentation  
Original replacement pollution control devices shall be accompanied by the following information:  
(a) the vehicle manufacturer’s name or trade mark;  
(b) the make and identifying part number of the original replacement pollution control device as recorded in 
the information mentioned in point 2.3;  
(c) the vehicles for which the original replacement pollution control device is of a type covered by point 2.3 
of the Addendum to Appendix 4 to Annex I, including, where applicable, a marking to identify if the 
original replacement pollution control device is suitable for fitting to a vehicle that is equipped with an on- 
board diagnostic (OBD) system;  
(d) installation instructions, where necessary.  
This information shall be available in the product catalogue distributed to points of sale by the vehicle 
manufacturer.  
2.3. The vehicle manufacturer shall provide to the technical service and/or approval authority the necessary 
information in electronic format which makes the link between the relevant part numbers and the type- 
approval documentation.  
This information shall contain the following:  
(a) make(s) and type(s) of vehicle,  
(b) make(s) and type(s) of original replacement pollution control device,  
(c) part number(s) of original replacement pollution control device,  
(d) type-approval number of the relevant vehicle type(s).  
3. EC SEPARATE TECHNICAL UNIT TYPE-APPROVAL MARK  
3.1. Every replacement pollution control device conforming to the type approved under this Regulation as a 
separate technical unit shall bear an EC type-approval mark.EN L 175/248 Official Journal of the European Union 7.7.2017
 
3.2. This mark shall consist of a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing 
number of the Member State which has granted the EC type-approval in accordance with the numbering 
system set out in Annex VII to Directive 2007/46/EC.  
The EC type- approval mark shall also include in the vicinity of the rectangle the ‘base approval number’ 
contained in section 4 of the type-approval number referred to in Annex VII to Directive 2007/46/EC, 
preceded by the two figures indicating the sequence number assigned to the latest major technical 
amendment to Regulation (EC) No 715/2007 or this Regulation on the date EC type-approval for a 
separate technical unit was granted. For this Regulation, the sequence number is 00.  
3.3. The EC type-approval mark shall be affixed to the replacement pollution control device in such a way as to be 
clearly legible and indelible. It shall, wherever possible, be visible when the replacement pollution control 
device is installed on the vehicle.  
3.4. Appendix 3 to this Annex gives example of the EC type- approval mark.  
4. TECHNICAL REQUIREMENTS  
4.1. The requirements for the type-approval of replacement pollution control devices shall be those of Section 5 of 
UN/ECE Regulation No 103 with the exceptions set out in sections 4.1.1 to 4.1.5.  
4.1.1. Reference to the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same 
Type I / Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.  
4.1.2. The terms ‘catalytic converter’ and ‘converter’ used in section 5 of UN/ECE Regulation No 103 shall be 
understood to mean ‘pollution control device’  
4.1.3. The regulated pollutants referred to throughout section 5.2.3 of UN/ECE Regulation No 103 shall be replaced 
by all the pollutants specified in Annex 1, Table 2 of Regulation (EC) No 715/2007 for replacement pollution 
control devices intended to be fitted to vehicles type approved to Regulation (EC) No 715/2007.  
4.1.4. For replacement pollution control devices standards intended to be fitted to vehicles type approved to 
Regulation (EC) No 715/2007, the durability requirements and associated deterioration factors specified in 
section 5 of UN/ECE Regulation No 103, shall refer to those specified in Annex VII of this Regulation.  
4.1.5. Reference to Appendix 1 of the type-approval communication in section 5.5.3 of UN/ECE Regulation No 103 
shall be understood as reference to the addendum to the EC type-approval certificate on vehicle OBD 
information (Appendix 5 to Annex I).  
4.2. For vehicles with positive-ignition engines, if the NMHC emissions measured during the demonstration test of 
a new original equipment catalytic converter, under paragraph 5.2.1 of UN/ECE Regulation No 103, are higher 
than the values measured during the type-approval of the vehicle, the difference shall be added to the OBD 
threshold limits. The OBD threshold limits are specified in point 2.3 of Annex XI of this Regulation.  
4.3. The revised OBD threshold limits will apply during the tests of OBD compatibility set out in paragraphs 5.5 to 
5.5.5 of UN/ECE Regulation No 103. In particular, when the exceedance allowed in paragraph 1 of Appendix 
1 to Annex 11 to UN/ECE Regulation No 83 is applied.  
4.4. Requirements for replacement periodically regenerating systems  
4.4.1.  Requirements regarding emissions  
4.4.1.1. The vehicle(s) indicated in Article 11(3), equipped with a replacement periodically regenerating system of the 
type for which approval is requested, shall be subject to the tests described in paragraph 3 of Annex 13 of 
UN/ECE Regulation No 83, in order to compare its performance with the same vehicle equipped with the 
original periodically regenerating system.EN 7.7.2017 Official Journal of the European Union L 175/249
 
4.4.1.2. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 
and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / 
Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.  
4.4.2.  Determination of the basis for comparison  
4.4.2.1. The vehicle shall be fitted with a new original periodically regenerating system. The emissions performance of 
this system shall be determined following the test procedure set out in paragraph 3 of Annex 13 of UN/ECE 
Regulation No 83.  
4.4.2.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 
and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / 
Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.  
4.4.2.2. Upon request of the applicant for the approval of the replacement component, the approval authority shall 
make available on a non-discriminatory basis, the information referred to in points 3.2.12.2.1.11.1 and 
3.2.12.2.6.4.1 of the information document contained in Appendix 3 to Annex I to this Regulation for 
each vehicle tested.  
4.4.3.  Exhaust gas test with a replacement periodically regeneration system  
4.4.3.1. The original equipment periodically regenerating system of the test vehicle(s) shall be replaced by the 
replacement periodically regenerating system. The emissions performance of this system shall be determined 
following the test procedure set out in paragraph 3 Annex 13 of UN/ECE Regulation No 83.  
4.4.3.1.1. Reference to the ‘Type I test’ and ‘Type I test cycle’ in paragraph 3. of Annex 13 of UN/ECE Regulation No 83 
and the ‘test cycle’ in Section 5 of UN/ECE Regulation No 103 shall be understood as being the same Type I / 
Type 1 test and Type I / Type 1 test cycle as used for the original type approval of the vehicle.  
4.4.3.2. To determine the D-factor of the replacement periodically regenerating system, any of the engine test bench 
methods referred to in paragraph 3 of Annex 13 of UN/ECE Regulation No 83 may be used.  
4.4.4.  Other requirements  
The requirements of paragraphs 5.2.3, 5.3, 5.4 and 5.5 of UN/ECE Regulation No 103 shall apply to 
replacement periodically regenerating systems. In these paragraphs the words ‘catalytic converter’ shall be 
understood to mean ‘periodically regenerating system’. In addition the exceptions made to these paragraphs 
in section 4.1 of this annex shall also apply to periodically regenerating systems.  
5. DOCUMENTATION  
5.1. Each replacement pollution control device shall be clearly and indelibly marked with the manufacturer’s name 
or trade mark and accompanied by the following information:  
(a) the vehicles (including year of manufacture) for which the replacement pollution control device is 
approved, including, where applicable, a marking to identify if the replacement pollution control device 
is suitable for fitting to a vehicle that is equipped with an on-board diagnostic (OBD) system;  
(b) installation instructions, where necessary.  
The information shall be available in the product catalogue distributed to points of sale by the manufacturer of 
replacement pollution control devices.  
6. CONFORMITY OF PRODUCTION  
6.1. Measures to ensure the conformity of production shall be taken in accordance with the provisions laid down in 
Article 12 of Directive 2007/46/EC.EN L 175/250 Official Journal of the European Union 7.7.2017
 
6.2. Special provisions  
6.2.1. The checks referred to in point 2.2 of Annex X to Directive 2007/46/EC shall include compliance with the 
characteristics as defined under point 8 of Article 2 of this Regulation.  
6.2.2. For the application of Article 12(2) of Directive 2007/46/EC, the tests described in section 4.4.1 of this Annex 
and section 5.2 of UN/ECE Regulation No 103 (requirements regarding emissions) may be carried out. In this 
case, the holder of the approval may request, as an alternative, to use as a basis for comparison not the original 
equipment pollution control device, but the replacement pollution control device which was used during the 
type-approval tests (or another sample that has been proven to conform to the approved type). Emissions 
values measured with the sample under verification shall then on average not exceed by more than 15 % the 
mean values measured with the sample used for reference.EN 7.7.2017 Official Journal of the European Union L 175/251
 
Appendix 1  
MODEL  
Information document No …  
relating to the EC type-approval of replacement pollution control devices  
The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must 
be supplied in appropriate scale and sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must 
show sufficient detail.  
If the systems, components or separate technical units have electronic controls, information concerning their performance 
must be supplied.  
0. GENERAL  
0.1. Make (trade name of manufacturer): …  
0.2. Type: …  
0.2.1. Commercial name(s), if available: …  
0.5. Name and address of manufacturer: …  
Name and address of authorised representative, if any: …  
0.7. In the case of components and separate technical units, location and method of affixing of the EC approval 
mark: …  
0.8. Address(es) of assembly plant(s): …  
1. DESCRIPTION OF THE DEVICE  
1.1. Make and type of the replacement pollution control device: …  
1.2. Drawings of the replacement pollution control device, identifying in particular all the characteristics referred to 
under point 8 of Article 2 of this Regulation: …  
1.3. Description of the vehicle type or types for which the replacement pollution control device is intended: …  
1.3.1. Number(s) and/or symbol(s) characterising the engine and vehicle type(s): …  
1.3.2. Is the replacement pollution control device intended to be compatible with OBD requirements (Yes/No) (  1 ) 
1.4. Description and drawings showing the position of the replacement pollution control device relative to the engine 
exhaust manifold(s): …EN L 175/252 Official Journal of the European Union 7.7.2017  
( 1 ) Delete where not applicable.
 Appendix 2  
MODEL EC TYPE-APPROVAL CERTIFICATE  
(Maximum format: A4 (210 mm × 297 mm))  
EC TYPE-APPROVAL CERTIFICATE  
Stamp of administration  
Communication concerning the:  
— EC type-approval (  1 ), …,  
— extension of EC type-approval (  2 ), …,  
— refusal of EC type-approval (  3 ), …,  
— withdrawal of EC type-approval (  4 ), …,  
of a type of component/separate technical unit (  5 ) 
with regard to Regulation (EC) No 715/2007, as implemented by Regulation (EU) 2017/1151.  
Regulation (EC) No 715/2007 or Regulation (EU) 2017/1151 as last amended by …  
EC type-approval number: …  
Reason for extension: …  
SECTION I  
0.1. Make (trade name of manufacturer): …  
0.2. Type: …  
0.3. Means of identification of type if marked on the component/separate technical unit (  6 ): …  
0.3.1. Location of that marking: …  
0.5. Name and address of manufacturer: …  
0.7. In the case of components and separate technical units, location and method of affixing of the EC approval 
mark: …  
0.8. Name and address(es) of assembly plant(s): …  
0.9. Name and address of manufacturer’s representative (if any): …EN 7.7.2017 Official Journal of the European Union L 175/253  
( 1 ) Delete where not applicable  
( 2 ) Delete where not applicable  
( 3 ) Delete where not applicable  
( 4 ) Delete where not applicable  
( 5 ) Delete where not applicable  
( 6 ) If the means of identification of type contains characters not relevant to describe the vehicle, component or separate techni cal unit 
types covered by this type-approval certificate such characters shall be represented in the document by the symbol:‘?’ 
(e.g. ABC??123??).
 SECTION II  
1. Additional information  
1.1. Make and type of the replacement pollution control device: …  
1.2. Vehicle type(s) for which the pollution control device type qualifies as replacement part: …  
1.3. Type(s) of vehicles) on which the replacement pollution control device has been tested: …  
1.3.1. Has the replacement pollution control device demonstrated compatibility with OBD requirements (yes/no) (  1 ): …  
2. Technical service responsible for carrying out the tests: …  
3. Date of test report: …  
4. Number of test report: …  
5. Remarks: …  
6. Place: …  
7. Date: …  
8. Signature: …  
Attachments:  Information package.EN L 175/254 Official Journal of the European Union 7.7.2017  
( 1 ) Delete where not applicable
 Appendix 3  
Example of the EC type-approval marks  
(see point 3.2 of this Annex)
  
The above approval mark affixed to a component of a replacement pollution control device shows that the type 
concerned has been approved in France (e 2), pursuant to this Regulation. The first two digits of the approval 
number (00) indicate that this part was approved according to this Regulation. The following four digits (1234) are 
those allocated by the approval authority to the replacement pollution control device as the base approval number.EN 7.7.2017 Official Journal of the European Union L 175/255
 
ANNEX XIV  
Access to vehicle OBD and vehicle repair and maintenance information  
1. INTRODUCTION  
1.1. This Annex lays down technical requirements for the accessibility of vehicle OBD and vehicle repair and main ­
tenance information.  
2. REQUIREMENTS  
2.1. Vehicle OBD and vehicle repair and maintenance information available through websites shall follow the technical 
specifications of OASIS Document SC2-D5, Format of Automotive Repair Information, version 1.0, 28 May 2003 (  1 ) 
and of Sections 3.2, 3.5, (excluding 3.5.2), 3.6, 3.7 and 3.8 of OASIS Document SC1-D2, Autorepair Requirements 
Specification, version 6.1, dated 10.1.2003 (  2 ), using only open text and graphic formats or formats which can be 
viewed and printed using only standard software plug-ins that are freely available, easy to install, and which run 
under computer operating systems commonly in use. Where possible, keywords in the meta data shall conform to 
ISO 15031-2. Such information shall be always available, except as required for web-site maintenance purposes. 
Those requiring the right to duplicate or re-publish the information should negotiate directly with the manufacturer 
concerned. Information for training material shall also be available, but may be presented through other media than 
web-sites.  
Information on all parts of the vehicle, with which the vehicle, as identified by the vehicle identification number 
(VIN) and any additional criteria such as wheelbase, engine output, trim level or options, is equipped by the vehicle 
manufacturer and which can be replaced by spare parts offered by the vehicle manufacturer to its authorised 
repairers or dealers or third parties by means of reference to original equipment (OE) parts number, shall be 
made available in a database easily accessible to independent operators.  
This database shall comprise the VIN, OE parts numbers, OE naming of the parts, validity attributes (valid-from and 
valid-to dates), fitting attributes and where applicable structuring characteristics.  
The information on the database shall be regularly updated. The updates shall include in particular all modifications 
to individual vehicles after their production if this information is available to authorised dealers.  
2.2. Access to vehicle security features used by authorised dealers and repair shops shall be made available to inde ­
pendent operators under protection of security technology according to the following requirements:  
(i) data shall be exchanged ensuring confidentiality, integrity and protection against replay;  
(ii) the standard https//ssl-tls (RFC4346) shall be used;  
(iii) security certificates in accordance with ISO 20828 shall be used for mutual authentication of independent 
operators and manufacturers;  
(iv) the independent operator’s private key shall be protected by secure hardware.  
The Forum on Access to Vehicle Information provided for by paragraph 9 of Article 13 will specify the parameters 
for fulfilling these requirements according to the state-of-the-art.  
The independent operator shall be approved and authorised for this purpose on the basis of documents demon ­
strating that they pursue a legitimate business activity and have not been convicted of relevant criminal activity.  
2.3. Reprogramming of control units shall be conducted in accordance with either ISO 22900 or SAE J2534, regardless 
of the date of type approval. For the validation of the compatibility of the manufacturer-specific application and the 
vehicle communication interfaces (VCI) complying to ISO 22900 or SAE J2534, the manufacturer shall offer either a 
validation of independently developed VCIs or the information, and loan of any special hardware, required for a VCI 
manufacturer to conduct such validation himself. The conditions of Article 7(1) of Regulation (EC) No 715/2007 
apply to fees for such validation or information and hardware.EN L 175/256 Official Journal of the European Union 7.7.2017  
( 1 ) Available at: http://www.oasis-open.org/committees/download.php/2412/Draft%20Committee%20Specification.pdf  
( 2 ) Available at: http://lists.oasis-open.org/archives/autor epair/200302/pdf00005.pdf
 2.4. All emission-related fault codes shall be consistent with Appendix 1 to Annex XI.  
2.5. For access to any vehicle OBD and vehicle repair and maintenance information other than that relating to secure 
areas of the vehicle, registration requirements for use of the manufacturer’s web site by an independent operator 
shall require only such information as is necessary to confirm how payment for the information is to be made. For 
information concerning access to secure areas of the vehicle, the independent operator shall present a certificate in 
accordance with ISO 20828 to identify himself and the organisation to which he belongs and the manufacturer shall 
respond with his own certificate in accordance with ISO 20828 to confirm to the independent operator that he is 
accessing a legitimate site of the intended manufacturer. Both parties shall keep a log of any such transactions 
indicating the vehicles and changes made to them under this provision.  
2.6. In the event that vehicle OBD and vehicle repair and maintenance information available on a manufacturer’s website 
does not contain specific relevant information to permit the proper design and manufacture of alternative fuels 
retrofit systems, then any interested alternative fuels retrofit system manufacturer shall be able to access the 
information required in paragraphs 0, 2, and 3 of Appendix 3 to Annex Iby contacting the manufacturer 
directly with such a request. Contact details for that purpose shall be clearly indicated on the manufacturer’s 
website and the information shall be provided within 30 days. Such information need only be provided for alter ­
native fuels retrofit systems that are subject to UN/ECE Regulation No 115 (  1 ) or for alternative fuels retrofit 
components that form part of systems subject to UN/ECE Regulation No 115, and need only be provided in 
response to a request that clearly specifies the exact specification of the vehicle model for which the information 
is required and that specifically confirms that the information is required for the development of alternative fuels 
retrofit systems or components subject to UN/ECE Regulation No 115.  
2.7. Manufacturers shall indicate in their repair information websites the type-approval number by model.  
2.8. Manufacturers shall establish fees for hourly, daily, monthly, annual and per-transaction access to their repair and 
maintenance information websites, which are reasonable and proportionate.EN 7.7.2017 Official Journal of the European Union L 175/257  
( 1 ) OJ L 323, 7.11.2014, p. 91.
 Appendix 1
EN L 175/258 Official Journal of the European Union 7.7.2017
 EN 7.7.2017 Official Journal of the European Union L 175/259
 
ANNEX XV  
ReservedEN L 175/260 Official Journal of the European Union 7.7.2017
 
ANNEX XVI  
REQUIREMENTS FOR VEHICLES THAT USE A REAGENT FOR THE EXHAUST AFTER-TREATMENT SYSTEM  
1. INTRODUCTION  
This Annex sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system in order 
to reduce emissions.  
The requirements shall be those specified in Appendix 6 to UN/ECE Regulation No 83, with the following exception.  
The reference to Annex 1 in paragraph 4.1. of Appendix 6 to UN/ECE Regulation No 83 shall be understood as reference 
to Appendix 3 to Annex I to this Regulation.EN 7.7.2017 Official Journal of the European Union L 175/261
 
ANNEX XVII  
AMENDMENTS TO REGULATION (EC) No 692/2008  
1. Appendix 3 to Annex I of Regulation (EC) No 692/2008 is hereby amended as follows:  
(a) Points 3. to 3.1.1. shall be amended to read:  
‘3. PROPULSION ENERGY CONVERTER  (k) 
3.1. Manufacturer of the propulsion energy converter(s): ...................................................................... ..........................  
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): …’  
(b) Point 3.2.1.8. shall be amended to read:  
‘3.2.1.8. Rated engine power (n): ............................ kW at ............................ min  –1 (manufacturer's declared value)’  
(c) Point 3.2.2.2. shall be renumbered 3.2.2.1.1. and shall read as follows:  
‘3.2.2.1.1. RON, unleaded: .................................................................................................... ...................................................... ’  
(d) Point 3.2.4.2.1. shall be amended to read:  
‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): ........................................... ........’  
(e) Point 3.2.4.2.3. shall be amended to read:  
‘3.2.4.2.3. Injection/Delivery pump’  
(f) Point 3.2.4.2.4. shall be amended to read:  
‘3.2.4.2.4. Engine speed limitation control’  
(g) Point 3.2.4.2.9.3. shall be amended to read:  
‘3.2.4.2.9.3. Description of the system’  
(h) Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:  
‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: ............................................... .......  
3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: .................................................. ..........  
3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: ..................................................... ............ ’  
(i) Point 3.2.4.3.4.3. shall be amended to read:  
‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: .......................................................... .................. ’  
(j) Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:  
‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: ................................................. ......EN L 175/262 Official Journal of the European Union 7.7.2017
 
3.2.4.3.4.10. Make and type or working principle of air temperature sensor: ................................................... .........  
3.2.4.3.4.11. Make and type or working principle of air pressure sensor: ...................................................... ............ ’  
(k) Point 3.2.4.3.5. shall be amended to read:  
‘3.2.4.3.5. Injectors’  
(l) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:  
‘3.2.12.2. Pollution control devices (if not covered by another heading)  
3.2.12.2.1. Catalytic converter’  
(m) Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted  
(n) Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following:  
‘3.2.12.2.2. Sensors  
3.2.12.2.2.1. Oxygen sensor: yes/no (  1 ) 
3.2.12.2.2.1.1. Make: ......................................................................................................... .............................................................  
3.2.12.2.2.1.2. Location: ................... .................................................................................. ...........................................................  
3.2.12.2.2.1.3. Control range: ................................................................................................ ......................................................  
3.2.12.2.2.1.4. Type or working principle: .................................................................................... ..........................................  
3.2.12.2.2.1.5. Identifying part number: ...................................................................................... ............................................ ’  
(o) Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:  
‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): …  
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure / 
combined pressure: yes/no (  1 )’ 
(p) Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:  
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (  1 ) 
3.2.12.2.5.1. Detailed description of the devices: ............................................................................ .......................................  
3.2.12.2.5.2. Drawing of the evaporative emissions control system: ................... ......................................... ...................  
3.2.12.2.5.3. Drawing of the carbon canister: ................................................................................. ........................................  
3.2.12.2.5.4. Mass of dry charcoal: ........................................................................................... ............................................. gEN 7.7.2017 Official Journal of the European Union L 175/263
 
3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol 
engines only): ................................................................................................................ ..........................................  
3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: ..............................’  
(q) Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted  
(r) Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:  
‘3.2.12.2.6.4. Make of particulate trap: ...................................................................................... ..............................................  
3.2.12.2.6.5. Identifying part number: ........................................................................................ ............................................ ’  
(s) Points 3.2.12.2.8. shall be amended to read:  
‘3.2.12.2.8. Other system: .................................................................................................... ....................................................... ’  
(t) New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:  
‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)  
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: .................................................. . 
3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between two 
cycles where regenerative phases occur under the conditions equivalent to Type 1 test 
(Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to 
Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as 
applicable)): ................................................................................................................. ...................................  
3.2.12.2.10.2.1. Applicable Type 1 cycle: (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or 
UN/ECE Regulation 83): …  
3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles 
where regenerative phases occur: .............................................................................................. ..............  
3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs (i.e. 
temperature, pressure etc.): ............................................................ ...................................... ......................  
3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 3.1., 
Annex 13 to UN/ECE Regulation 83: ............................................................................................. ...... 
3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for 
each separate unit) yes/no (  1 ) 
3.2.12.2.11.1. Type and concentration of reagent needed: …  
3.2.12.2.11.2. Normal operational temperature range of reagent: …  
3.2.12.2.11.3. International standard: …  
3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):  
3.2.12.2.11.5. Reagent indicator: (description and location)  
3.2.12.2.11.6. Reagent tankEN L 175/264 Official Journal of the European Union 7.7.2017
 
3.2.12.2.11.6.1. Capacity: …  
3.2.12.2.11.6.2. Heating system: yes/no (  1 ) 
3.2.12.2.11.6.2.1. Description or drawing  
3.2.12.2.11.7. Reagent control unit: yes/no (  1 ) 
3.2.12.2.11.7.1. Make: …  
3.2.12.2.11.7.2. Type: …  
3.2.12.2.11.8. Reagent injector (make, type and location): …’  
(u) Point 3.2.15.1. shall be amended to read:  
‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’  
(v) Point 3.2.16.1. shall be amended to read:  
‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1)’  
(w) Point 3.3. shall be amended to read:  
‘3.3. Electric machine’  
(x) Point 3.3.2. shall be amended to read:  
‘3.3.2. REESS’  
(y) Point 3.4. shall be amended to read:  
‘3.4. Combinations of propulsion energy converters’  
(z) Point 3.4.4. shall be amended to read:  
‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’  
(aa) Point 3.4.4.5. shall be amended to read:  
‘3.4.4.5. Energy: ............................ (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, .................. ..........)’  
(bb) Point 3.4.5. shall be amended to read:  
‘3.4.5. Electric machine (describe each type of electric machine separately)’  
(cc) Point 3.5. shall be amended to read:  
‘3.5. Manufacturer’s declared values for determination of CO  2 emissions/fuel consumption/electric consumption/ 
electric range and details of eco-innovations (where applicable)(  o )’EN 7.7.2017 Official Journal of the European Union L 175/265
 
(dd) Point 4.4. shall be amended to read:  
‘4.4. Clutch(es)’  
(ee) Point 4.6. shall be amended to read:  
‘4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to gearbox 
output shaft revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel 
revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT’  
(ff) Point 6.6. to 6.6.3. shall be replaced as follows:  
‘6.6. Tyres and wheels  
6.6.1. Tyre/wheel combination(s)  
6.6.1.1. Axles  
6.6.1.1.1. Axle 1: ............................................................................................................ .............................................................  
6.6.1.1.1.1. Tyre size designation  
6.6.1.1.2. Axle 2: ............................................................................................................ .............................................................  
6.6.1.1.2.1. Tyre size designation  
etc. 
6.6.2. Upper and lower limits of rolling radii  
6.6.2.1. Axle 1: .............................................................................................................. ...........................................................  
6.6.2.2. Axle 2: .............................................................................................................. ...........................................................  
etc. 
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: ......................................................... k Pa’ 
(gg) Point 9.1. shall be amended to read:  
‘9.1.  Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: ........................ ......’EN L 175/266 Official Journal of the European Union 7.7.2017
 
2. In table 1 of Appendix 6 to Annex I of Regulation (EC) No 692/2008 the rows ZD to ZL and ZX, ZY are amended as 
follows: 
‘ZD Euro 6c  Euro 6-2  M, N1 class I  PI, CI  31.8.2018  
ZE Euro 6c  Euro 6-2  N1 class II  PI, CI  31.8.2019  
ZF Euro 6c  Euro 6-2  N1 class III, 
N2 PI, CI  31.8.2019  
ZG Euro 6d-TEMP  Euro 6-2  M, N1 class I  PI, CI  31.8.2018  
ZH Euro 6d-TEMP  Euro 6-2  N1 class II  PI, CI  31.8.2019  
ZI Euro 6d-TEMP  Euro 6-2  N1 class III, 
N2 PI, CI  31.8.2019  
ZJ Euro 6d  Euro 6-2  M, N1 class I  PI, CI  31.8.2018  
ZK Euro 6d  Euro 6-2  N1 class II  PI, CI  31.8.2019  
ZL Euro 6d  Euro 6-2  N1 class III, 
N2 PI, CI  31.8.2019  
ZX n.a.  n.a.  All vehicles  Battery 
full 
electric  1.9.2009  1.1.2011  31.8.2019  
ZY n.a.  n.a.  All vehicles  Battery 
full 
electric  1.9.2009  1.1.2011  31.8.2019  
ZZ n.a.  n.a.  All vehicles us- 
ing certificates 
according to 
point 2.1.1 of 
Annex I  PI, CI  1.9.2009  1.1.2011  31.8.2019’EN 7.7.2017 Official Journal of the European Union L 175/267
 
ANNEX XVIII  
SPECIAL PROVISIONS REGARDING ANNEXES I, II, III, VIII AND IX TO DIRECTIVE 2007/46/EC  
Amendments to Annex I of Directive 2007/46/EC  
(1) Annex I of Directive 2007/46/EC is hereby amended as follows:  
(a) Point 2.6.1. shall be amended to read:  
‘2.6.1. Distribution of this mass among the axles and, in the case of a semi-trailer, a rigid drawbar trailer or a 
centre-axle trailer, the mass on the coupling:  
(a) minimum and maximum for each variant: ..................................................................................... ...............  
(b) mass of each version (a matrix must be provided): ......................................................................... ...........’  
(b) Points 3. to 3.1.1. shall be amended to read:  
‘3. PROPULSION ENERGY CONVERTER  (k) 
3.1. Manufacturer of the propulsion energy converter(s): ...................................................................... .....................  
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of 
identification): .............................................................................................................. ................................................. ’  
(c) Point 3.2.1.8. shall be amended to read:  
‘3.2.1.8. Rated engine power (n): ......................... kW at .......................... min  –1 (manufacturer's declared value)’  
(d) A new point 3.2.2.1.1. shall be added as follows:  
‘3.2.2.1.1. RON, unleaded: .................................................................................................... ..................................................’  
(e) Point 3.2.4.2.1. shall be amended to read:  
‘3.2.4.2.1. System description (common rail/unit injectors/distribution pump etc.): ........................................... ...’ 
(f) Point 3.2.4.2.3. shall be amended to read:  
‘3.2.4.2.3. Injection/Delivery pump’  
(g) Point 3.2.4.2.4. shall be amended to read:  
‘3.2.4.2.4. Engine speed limitation control’  
(h) Point 3.2.4.2.9.3. shall be amended to read:  
‘3.2.4.2.9.3. Description of the system’  
(i) A new point 3.2.4.2.9.3.1.1. shall be added as follows:  
‘3.2.4.2.9.3.1.1. Software version of the ECU: ................................................................................ ..................................’EN L 175/268 Official Journal of the European Union 7.7.2017
 
(j) Points 3.2.4.2.9.3.6. to 3.2.4.2.9.3.8. shall be amended to read:  
‘3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: ............................................... ... 
3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: .................................................. ..... 
3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: ..................................................... ....... ’  
(k) A new point 3.2.4.3.4.1.1. shall be added as follows:  
‘3.2.4.3.4.1.1. Software version of the ECU: .................................................................................. ....................................’  
(l) Point 3.2.4.3.4.3. shall be amended to read:  
‘3.2.4.3.4.3. Make and type or working principle of air-flow sensor: .......................................................... .. ............ ’  
(m) Points 3.2.4.3.4.9. to 3.2.4.3.4.11. shall be amended to read:  
‘3.2.4.3.4.9. Make and type or working principle of water temperature sensor: ................................................. .. 
3.2.4.3.4.10. Make and type or working principle of air temperature sensor: ................................................... ..... 
3.2.4.3.4.11. Make and type or working principle of air pressure sensor: ...................................................... ....... ’  
(n) Point 3.2.4.3.5. shall be amended to read:  
‘3.2.4.3.5. Injectors’  
(o) New points 3.2.4.4.2. and 3.2.4.4.3. shall be added as follows:  
‘3.2.4.4.2. Make(s): .......................................................................................................... ............................................... .............  
3.2.4.4.3. Type(s): ........................................................................................................... .......................................................... ’  
(p) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:  
‘3.2.12.2. Pollution control devices (if not covered by another heading)  
3.2.12.2.1. Catalytic converter’  
(q) Points 3.2.12.2.1.11. to 3.2.12.2.1.11.10 shall be deleted and replaced with the following new point:  
‘3.2.12.2.1.11. Normal operating temperature range: ........................................................................... .................... °C’  
(r) Points 3.2.12.2.2. to 3.2.12.2.2.5. shall be deleted and replaced with the following:  
‘3.2.12.2.2. Sensors  
3.2.12.2.2.1. Oxygen sensor: yes/no (  1 ) 
3.2.12.2.2.1.1. Make: ................... ...................................................................................... .......................................................  
3.2.12.2.2.1.2. Location: ..................................................................................................... ....................................................EN 7.7.2017 Official Journal of the European Union L 175/269
 
3.2.12.2.2.1.3. Control range: ................................................................................................ ................................................  
3.2.12.2.2.1.4. Type or working principle: .................................................................................... .....................................  
3.2.12.2.2.1.5. Identifying part number: ...................................................................................... .......................... .............  
3.2.12.2.2.2. NOx sensor: yes/no (  1 ) 
3.2.12.2.2.2.1. Make: ................... ...................................................................................... .......................................................  
3.2.12.2.2.2.2. Type: ......................................................................................................... .......................................................  
3.2.12.2.2.2.3. Location: ..................................................................................................... ....................................................  
3.2.12.2.2.3. Particulate sensor: yes/no (  1 ) 
3.2.12.2.2.3.1. Make: ................... ...................................................................................... .......................................................  
3.2.12.2.2.3.2. Type: ......................................................................................................... .......................................................  
3.2.12.2.2.3.3. Location: ..................................................................................................... ....................................................’  
(s) Points 3.2.12.2.4.1. to 3.2.12.2.4.2. shall be amended to read:  
‘3.2.12.2.4.1. Characteristics (make, type, flow, high pressure / low pressure / combined pressure, etc.): .......  
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure / high pressure / 
combined pressure: yes/no (  1 )’ 
(t) Points 3.2.12.2.5. to 3.2.12.2.5.6. shall be amended to read:  
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (  1 ) 
3.2.12.2.5.1. Detailed description of the devices: ............................................................................ ..................................  
3.2.12.2.5.2. Drawing of the evaporative control system: ...................................................................... ......................  
3.2.12.2.5.3. Drawing of the carbon canister: ................................................................................. .................................  
3.2.12.2.5.4. Mass of dry charcoal: ........................................................................................... ........................................ g  
3.2.12.2.5.5. Schematic drawing of the fuel tank with indication of capacity and material (petrol and ethanol 
engines only): ................................................................................................................ .....................................  
3.2.12.2.5.6. Description and schematic of the heat shield between tank and exhaust system: ........................’  
(u) Points 3.2.12.2.6.4. to 3.2.12.2.6.4.4. shall be deleted  
(v) Points 3.2.12.2.6.5. and 3.2.12.2.6.6. shall be renumbered to read:  
‘3.2.12.2.6.4. Make of particulate trap: ...................................................................................... ..........................................EN L 175/270 Official Journal of the European Union 7.7.2017
 
3.2.12.2.6.5. Identifying part number: ........................................................................................ ....................................... ’  
(w) Points 3.2.12.2.7. to 3.2.12.2.7.0.6. shall be amended to read:  
‘3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no (  1 ): ....................................................................................  
3.2.12.2.7.0.1. (Euro VI only) Number of OBD engine families within the engine family  
3.2.12.2.7.0.2. (Euro VI only) List of the OBD engine families (when applicable)  
3.2.12.2.7.0.3. (Euro VI only) Number of the OBD engine family the parent engine / the engine member 
belongs to: ................................................................................................................... ...................................  
3.2.12.2.7.0.4. (Euro VI only) Manufacturer references of the OBD-Documentation required by Article 5(4)(c) 
and Article 9(4) of Regulation (EU) No 582/2011 and specified in Annex X to that Regulation 
for the purpose of approving the OBD system  
3.2.12.2.7.0.5. (Euro VI only) When appropriate, manufacturer reference of the Documentation for installing 
in a vehicle an OBD equipped engine system  
3.2.12.2.7.0.6. (Euro VI only) When appropriate, manufacturer reference of the documentation package 
related to the installation on the vehicle of the OBD system of an approved engine’  
(x) In point 3.2.12.2.7.6.4.1. the heading ‘Low-duty vehicles’ shall be replaced with ‘Light-duty vehicles’  
(y) Points 3.2.12.2.8. shall be amended to read:  
‘3.2.12.2.8. Other system: .................................................................................................... ...................................................’  
(z) New points 3.2.12.2.8.2.3. to 3.2.12.2.8.2.5. are added as follows:  
‘3.2.12.2.8.2.3. Type of inducement system: no engine restart after countdown/no start after refuelling/ 
fuel-lockout/performance restriction  
3.2.12.2.8.2.4. Description of the inducement system  
3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a complete tank of fuel: .... km’  
(aa) A new point 3.2.12.2.8.4. shall be added as follows:  
‘3.2.12.2.8.4. (Euro VI only) List of the OBD engine families (when applicable): …’  
(bb) New points 3.2.12.2.10. to 3.2.12.2.11.8. shall be added as follows:  
‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)  
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: ….  
3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, between 
two cycles where regenerative phases occur under the conditions equivalent to Type 1 test 
(Distance “D” in Figure A6.App1/1 in Appendix 1 to Sub-Annex 6 of Annex XXI to 
Regulation (EU) 2017/1151 or figure A13/1 in Annex 13 to UN/ECE Regulation 83 (as 
applicable)): …EN 7.7.2017 Official Journal of the European Union L 175/271
 
3.2.12.2.10.2.1. Applicable Type 1 cycle (indicate the applicable procedure: Annex XXI, Sub-Annex 4 or 
UN/ECE Regulation 83): ............................................................ ............................................ ................  
3.2.12.2.10.3. Description of method employed to determine the number of cycles between two cycles 
where regenerative phases occur: .............................................................................................. .........  
3.2.12.2.10.4. Parameters to determine the level of loading required before regeneration occurs 
(i.e. temperature, pressure etc.): ............................................................................................ ...............  
3.2.12.2.10.5. Description of method used to load system in the test procedure described in paragraph 
3.1., Annex 13 to UN/ECE Regulation 83: .....................................................................................  
3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information below for 
each separate unit) yes/no (  1 ) 
3.2.12.2.11.1. Type and concentration of reagent needed: …  
3.2.12.2.11.2. Normal operational temperature range of reagent: …  
3.2.12.2.11.3. International standard: …  
3.2.12.2.11.4. Frequency of reagent refill: continuous/maintenance (where appropriate):  
3.2.12.2.11.5. Reagent indicator (description and location): …  
3.2.12.2.11.6. Reagent tank  
3.2.12.2.11.6.1. Capacity: …  
3.2.12.2.11.6.2. Heating system: yes/no  
3.2.12.2.11.6.2.1. Description or drawing: …  
3.2.12.2.11.7. Reagent control unit: yes/no (  1 ) 
3.2.12.2.11.7.1. Make: …  
3.2.12.2.11.7.2. Type: …  
3.2.12.2.11.8. Reagent injector (make type and location): …’  
(cc) Point 3.2.15.1. shall be amended to read:  
‘3.2.15.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): ... ’  
(dd) Point 3.2.16.1. shall be amended to read:  
‘3.2.16.1. Type-approval number according to Regulation (EC) No 661/2009 (OJ L 200, 31.7.2009, p. 1): ... ’  
(ee) New points 3.2.20. to 3.2.20.2.4. shall be added as follows:  
‘3.2.20. Heat storage informationEN L 175/272 Official Journal of the European Union 7.7.2017
 
3.2.20.1. Active heat storage device: yes/no  
3.2.20.1.1. Enthalpy: … (J)  
3.2.20.2. Insulation materials  
3.2.20.2.1. Insulation material: …  
3.2.20.2.2. Insulation volume: …  
3.2.20.2.3. Insulation weight: …  
3.2.20.2.4. Insulation location: …’  
(ff) Point 3.3. shall be amended to read:  
‘3.3. Electric machine’  
(gg) Point 3.3.2. shall be amended to read:  
‘3.3.2. REESS’  
(hh) Point 3.4. shall be amended to read:  
‘3.4. Combinations of propulsion energy converters’  
(ii) Point 3.4.4. shall be amended to read:  
‘3.4.4. Description of the energy storage device: (REESS, capacitor, flywheel/generator)’  
(jj) Point 3.4.4.5. shall be amended to read:  
‘3.4.4.5. Energy: .......................... (for REESS: voltage and capacity Ah in 2 h, for capacitor: J, .................... ......)’  
(kk) Point 3.4.5. shall be amended to read:  
‘3.4.5. Electric machine (describe each type of electric machine separately)’  
(ll) Point 3.5. shall be amended to read:  
‘3.5. Manufacturer's declared values for determination of CO  2 emissions/fuel consumption/electric consump ­
tion/electric range and details of eco-innovations (where applicable)(°)’  
(mm) New points 3.5.7. to 3.5.8.3. are added as follows:  
‘3.5.7. Manufacturer's declared values  
3.5.7.1. Test vehicle parameters  
3.5.7.1.1 Vehicle high  
3.5.7.1.1.1. Cycle Energy Demand: … JEN 7.7.2017 Official Journal of the European Union L 175/273
 
3.5.7.1.1.2. Road load coefficients  
3.5.7.1.1.2.1. f0: ......... N  
3.5.7.1.1.2.2. f1: ......... N/(km/h)  
3.5.7.1.1.2.3. f2: ......... N/(km/h)  2 
3.5.7.1.2. Vehicle Low (if applicable)  
3.5.7.1.2.1. Cycle Energy Demand: … J  
3.5.7.1.2.2. Road load coefficients  
3.5.7.1.2.2.1. f0: ......... N  
3.5.7.1.2.2.2. f1: ......... N/(km/h)  
3.5.7.1.2.2.3. f2: ......... N/(km/h)  2 
3.5.7.1.3. Vehicle M (if applicable)  
3.5.7.1.3.1. Cycle Energy Demand: … J  
3.5.7.1.3.2. Road load coefficients  
3.5.7.1.3.2.1. f0: ......... N  
3.5.7.1.3.2.2. f1: ......... N/(km/h)  
3.5.7.1.3.2.3. f2: ......... N/(km/h)  2 
3.5.7.2. Combined CO  2 mass emissions  
3.5.7.2.1. CO  2 mass emission for ICE  
3.5.7.2.1.1. Vehicle High: ................................. g/km  
3.5.7.2.1.2. Vehicle low (if applicable): ................................ g/km  
3.5.7.2.2. Charge Sustaining CO  2 mass emission for OVC-HEVs and NOVC-HEVs  
3.5.7.2.2.1. Vehicle high: ................................ g/km  
3.5.7.2.2.2. Vehicle low (if applicable): ................................ g/km  
3.5.7.2.2.3. Vehicle M (if applicable): ................................ g/km  
3.5.7.2.3. Charge Depleting CO  2 mass emission for OVC-HEVs  
3.5.7.2.3.1. Vehicle high: ................................ g/km  
3.5.7.2.3.2. Vehicle low (if applicable): ................................ g/kmEN L 175/274 Official Journal of the European Union 7.7.2017
 
3.5.7.2.3.3. Vehicle M (if applicable): ................................ g/km  
3.5.7.3. Electric range for electrified vehicles  
3.5.7.3.1. Pure Electric Range (PER) for PEVs  
3.5.7.3.1.1. Vehicle high: ................................ km  
3.5.7.3.1.2. Vehicle low (if applicable): ................................ km  
3.5.7.3.2. All Electric Range AER for OVC-HEVs  
3.5.7.3.2.1. Vehicle high: ................................ km  
3.5.7.3.2.2. Vehicle low (if applicable): ................................ km  
3.5.7.3.2.3. Vehicle M (if applicable): ................................ km  
3.5.7.4. Charge Sustaining fuel consumption (FCCS) for FCHVs  
3.5.7.4.1. Vehicle high: ................................ kg/100 km  
3.5.7.4.2. Vehicle low (if applicable): ................................ kg/100 km  
3.5.7.4.3. Vehicle M (if applicable): ................................ kg/100 km  
3.5.7.5. Electric energy consumption for electrified vehicles  
3.5.7.5.1. Combined electric energy consumption (ECWLTC) for Pure electric vehicles  
3.5.7.5.1.1. Vehicle high: ................................ Wh/km  
3.5.7.5.1.2. Vehicle low (if applicable): ................................ Wh/km  
3.5.7.5.2. Utility factor weighted charge-depleting electric consumption ECAC,CD (combined)  
3.5.7.5.2.1. Vehicle high: ................................ Wh/km  
3.5.7.5.2.2. Vehicle low (if applicable): ................................ Wh/km  
3.5.7.5.2.3. Vehicle M (if applicable): ................................ Wh/km  
3.5.8. Vehicle fitted with an eco-innovation within the meaning of Article 12 of Regulation (EC) No 
443/2009 for M1 vehicles or Article 12 of Regulation (EU) No 510/2011 for N1 vehicles: 
yes/no (  1 ) 
3.5.8.1. Type/Variant/Version of the baseline vehicle as referred to in Article 5 of Regulation (EU) No 
725/2011 for M1 vehicles or Article 5 of Regulation (EU) No 427/2014 for N1 vehicles (if 
applicable): ................................  
3.5.8.2. Existence of interactions between different eco-innovations: yes/no (  1 )EN 7.7.2017 Official Journal of the European Union L 175/275
 
3.5.8.3. Emissions data related to the use of eco-innovations (repeat the table for each reference fuel 
tested) (w1)  
Decision 
approving 
the eco- 
innovation 
( w2 ) Code of 
the eco- 
innovation 
( w3 ) 1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions of 
the baseline 
vehicle 
under type 
1 test-cycle 
( w4 ) 4. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
under type 
1 test-cycle  5. Usage 
factor (UF), 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4))*5  
xxxx/201x  
Total CO  2 emissions saving (g/km)(  w5 )’ 
(nn) Point 4.4. shall be amended to read:  
‘4.4. Clutch(es): …’  
(oo) New points 4.5.1.1. to 4.5.1.5. shall be added as follows:  
‘4.5.1.1. Predominant mode: yes/no (  1 ) 
4.5.1.2. Best mode (if no predominant mode): …  
4.5.1.3. Worst mode (if no predominant mode): …  
4.5.1.4. Torque rating: ..........  
4.5.1.5. Number of clutches: ......... ’  
(pp) Point 4.6. shall be amended to read:  
‘4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to gearbox 
output shaft revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT 
Reverse’EN L 175/276 Official Journal of the European Union 7.7.2017
 
(qq) Point 6.6. to 6.6.5. shall be replaced as follows:  
‘6.6. Tyres and wheels  
6.6.1. Tyre/wheel combination(s)  
6.6.1.1. Axles  
6.6.1.1.1. Axle 1: ............................  
6.6.1.1.1.1. Tyre size designation: ............  
6.6.1.1.1.2. Load-capacity index: ............  
6.6.1.1.1.3. Speed category symbol (  r ) 
6.6.1.1.1.4. Wheel rim size(s): ............  
6.6.1.1.1.5. Wheel off-set(s): ............  
6.6.1.1.2. Axle 2: ............................  
6.6.1.1.2.1. Tyre size designation: ............  
6.6.1.1.2.2. Load-capacity index: ............  
6.6.1.1.2.3. Speed category symbol: ...........  
6.6.1.1.2.4. Wheel rim size(s): ............  
6.6.1.1.2.5. Wheel off-set(s): ............  
etc. 
6.6.1.2. Spare wheel, if any: ............................  
6.6.2. Upper and lower limits of rolling radii  
6.6.2.1. Axle 1: ........................................... mm  
6.6.2.2. Axle 2: ........................................... mm  
6.6.2.3. Axle 3: ........................................... mm  
6.6.2.4. Axle 4: ........................................... mm  
etc. 
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: ................................................... kPa  
6.6.4. Chain/tyre/wheel combination on the front and/or rear axle that is suitable for the type of 
vehicle, as recommended by the manufacturer: .................................................................................. .......EN 7.7.2017 Official Journal of the European Union L 175/277
 
6.6.5. Brief description of temporary use spare unit (if any): …’  
(rr) Point 9.1. shall be amended to read:  
‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: .........’  
(ss) Point 9.9.2.1. shall be amended to read:  
‘9.9.2.1. Type and description of the device: …’  
Amendments to Annex II of Directive 2007/46/EC  
(2) Annex II is hereby amended as follows:  
(a) At the end of the two points 1.3.1 and 3.3.1 of part B of Annex II defining the criteria for ‘vehicle versions’ for 
M1 and N1 vehicles each, the following text should be added:  
‘As an alternative to the criteria (h), (i) and (j), the vehicles grouped into a version shall have all tests performed for the 
calculation of their CO  2 emissions, electric energy consumption and fuel consumptions according to the provisions of sub- 
Annex 6 to Annex XXI of Regulation (EU) 2017/1151 in common. ’ 
(b) The following text shall be added at the end of point 3.3.1 of part B of Annex II  
‘(k) the existence of a unique set of innovative technologies, as specified in Article 12 of Regulation (EU) No 
510/2011 (*).  
___________  
(*) OJ L 145 31.5.2011, p. 1.’  
Amendments to Annex III of Directive 2007/46/EC  
(3) Annex III of Directive 2007/46/EC is hereby amended as follows:  
(a) Points 3. to 3.1.1. shall be amended to read:  
‘3. PROPULSION ENERGY CONVERTER  (k) 
3.1. Manufacturer of the propulsion energy converter(s): ...................................................................... .......................  
3.1.1. Manufacturer's code (as marked on the propulsion energy converter or other means of identification): ... ’  
(b) Point 3.2.1.8. shall be amended to read:  
‘3.2.1.8. Rated engine power (n): ........................... kW at ............................ min  –1 (manufacturer's declared value)’  
(c) Points 3.2.12.2. to 3.2.12.2.1. shall be amended to read:  
‘3.2.12.2. Pollution control devices (if not covered by another heading)  
3.2.12.2.1. Catalytic converter’  
(d) Point 3.2.12.2.1.11. shall be deleted  
(e) Points 3.2.12.2.1.11.6. and 3.2.12.2.1.11.7. shall be deletedEN L 175/278 Official Journal of the European Union 7.7.2017
 
(f) Point 3.2.12.2.2. shall be deleted and replaced with the following new point:  
‘3.2.12.2.2.1. Oxygen sensor: yes/no (  1 )’ 
(g) Point 3.2.12.2.5. shall be amended to read:  
‘3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no (  1 )’ 
(h) Point 3.2.12.2.8. shall be amended to read:  
‘3.2.12.2.8. Other system’  
(i) New points 3.2.12.2.10. to 3.2.12.2.10.1. shall be added as follows:  
‘3.2.12.2.10. Periodically regenerating system: (provide the information below for each separate unit)  
3.2.12.2.10.1. Method or system of regeneration, description and/or drawing: .................................................. .......’  
(j) A new point 3.2.12.2.11.1. shall be added as follows:  
‘3.2.12.2.11.1. Type and concentration of reagent needed: ..................................................................... ......................... ’  
(k) Point 3.3. shall be amended to read:  
‘3.3. Electric machine’  
(l) Point 3.3.2. shall be amended to read:  
‘3.3.2. REESS’  
(m) Point 3.4. shall be amended to read:  
‘3.4. Combinations of propulsion energy converters’  
(n) Points 3.5.4 to 3.5.5.6. shall be deleted.  
(o) Point 4.6. shall be amended to read:  
‘4.6. Gear ratios  
Gear  Internal gearbox ratios 
(ratios of engine to gearbox 
output shaft revolutions)  Final drive ratio(s) (ratio of 
gearbox output shaft to 
driven wheel revolutions)  Total gear ratios  
Maximum for CVT  
1 
2 
3 
… 
Minimum for CVT 
Reverse’EN 7.7.2017 Official Journal of the European Union L 175/279
 
(p) Point 6.6.1.shall be amended to read:  
‘6.6.1. Tyre/wheel combination(s)’  
(q) Point 9.1. shall be amended to read:  
‘9.1. Type of bodywork using the codes defined in Part C of Annex II of Directive 2007/46/EC: .....................’  
Amendments to Annex VIII of Directive 2007/46/EC  
(4) Annex VIII of Directive 2007/46/EC is hereby amended as follows:  
‘ANNEX VIII  
TEST RESULTS  
(To be completed by the type-approval authority and attached to the vehicle EC type-approval certificate)  
In each case, the information must make clear to which variant and version it is applicable. One version may not 
have more than one result. However, a combination of several results per version indicating the worst case is 
permissible. In the latter case, a note shall state that for items marked (*) only worst case results are given.  
1. Results of the sound level tests  
Number of the base regulatory act and latest amending regulatory act applicable to the approval. In case of a 
regulatory act with two or more implementation stages, indicate also the implementation stage: ................... 
Variant/Version:  …  …  …  
Moving (dB(A)/E):  …  …  …  
Stationary (dB(A)/E):  …  …  …  
at (min  – 1 ): …  …  …  
2. Results of the exhaust emission tests  
2.1.  Emissions from motor vehicles tested under the test procedure for light-duty vehicles  
Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or 
more implementation stages, indicate also the implementation stage: ........................................................... ...........  
Fuel(s) (  1 ) … (diesel, petrol, LPG, NG, Bi-fuel: petrol/NG, LPG, NG/biomethane, Flex-fuel: petrol/ethanol…)  
2.1.1. Type 1 test (  2 ), (  3 ) (vehicle emissions in the test cycle after a cold start)  
NEDC average values, WLTP highest values  
Variant/Version:  …  …  …  
CO (mg/km)  …  …  …  
THC (mg/km)  …  …  …EN L 175/280 Official Journal of the European Union 7.7.2017  
( 1 ) When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural gas the L range or the H range).  
( 2 ) For bi fuel vehicles, the table shall be repeated for both fuels.  
( 3 ) For flex fuel vehicles, when the test is to be performed on both fuels, according to Figure I.2.4 of Annex I to Regulation (E U) 
2017/1151, and for vehicles running on LPG or NG/Biomethane, either bi-fuel or mono-fuel, the table shall be repeated for the 
different reference gases used in the test, and an additional table shall display the worst results obtained. When applicable, in 
accordance with paragraph 3.1.4. of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results are measured or 
calculated.
 NMHC (mg/km)  …  …  …  
NO  x (mg/km)  …  …  …  
THC + NO  x (mg/km)  …  …  …  
Mass of particulate matter (PM) (mg/km)  …  …  …  
Number of particles (PN) (#/km) (  1 ) …  …  …  
Ambient Temperature Correction Test (ATCT)  
ATCT Family  Interpolation family  Road Load Matrix family  
… …  …  
… …  …  
Family correction factors  
ATCT Family  FCF  
… …  
… …  
2.1.2. Type 2 test (  1 ), (  2 ) (emissions data required at type-approval for roadworthiness purposes)  
Type 2, low idle test: 
Variant/Version:  …  …  …  
CO (% vol.)  …  …  …  
Engine speed (min  –1 ) …  …  …  
Engine oil temperature (°C)  …  …  …  
Type 2, high idle test: 
Variant/Version:  …  …  …  
CO (% vol.)  …  …  …  
Lambda Value  …  …  …  
Engine speed (min  –1 ) …  …  …  
Engine oil temperature (°C)  …  …  …EN 7.7.2017 Official Journal of the European Union L 175/281  
( 1 ) For bi fuel vehicles, the table shall be repeated for both fuels.  
( 2 ) For flex fuel vehicles, when the test is to be performed on both fuels, according to Figure I.2.4 of Annex I to Regulation (E U) 
2017/1151, and for vehicles running on LPG or NG/Biomethane, either bi-fuel or mono-fuel, the table shall be repeated for the 
different reference gases used in the test, and an additional table shall display the worst results obtained. When applicable, in 
accordance with paragraph 3.1.4. of Annex 12 to UN/ECE Regulation No 83, it shall be shown if the results are measured or 
calculated.
 2.1.3. Type 3 test (emissions of crankcase gases): …  
2.1.4. Type 4 test (evaporative emissions): … g/test  
2.1.5. Type 5 test (durability of anti-pollution control devices):  
— Ageing distance covered (km)(e.g. 160 000 km): …  
— Deterioration factor DF: calculated/fixed (  1 ) 
— Values: 
Variant/Version:  …  …  …  
CO …  …  …  
THC  …  …  …  
NMHC  …  …  …  
NO  x … …  …  
THC + NO  x … …  …  
Mass of particulate matter (PM)  …  …  …  
Number of particles (PN) (  1 ) …  …  …  
2.1.6. Type 6 test (average emissions at low ambient temperatures): 
Variant/Version:  …  …  …  
CO (g/km)  …  …  …  
THC (g/km)  …  …  …  
2.1.7. OBD: yes/no (  2 ) 
2.2.  Emissions from engines tested under the test procedure for heavy-duty vehicles.  
Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or 
more implementation stages, indicate also the implementation stage: …  
Fuel(s) (  3 ) … (diesel, petrol, LPG, NG, ethanol …)  
2.2.1. Results of the ESC test (  4 ), (  5 ), (  6 ) 
Variant/Version:  …  …  …  
CO (mg/kWh)  …  …  …  
THC (mg/kWh)  …  …  …EN L 175/282 Official Journal of the European Union 7.7.2017  
( 1 ) Delete where not applicable.  
( 2 ) Delete where not applicable.  
( 3 ) When restrictions for the fuel are applicable, indicate these restrictions (e.g. for natural gas the L range or the H range).  
( 4 ) If applicable.  
( 5 ) For Euro VI, ESC shall be understood as WHSC and ETC as WHTC.  
( 6 ) For Euro VI, if CNG and LPG fuelled engines are tested on different reference fuels, the table shall be reproduced for each r eference 
fuel tested.
 NO  x (mg/kWh)  …  …  …  
NH  3 (ppm) (  1 ) …  …  …  
PM mass (mg/kWh)  …  …  …  
PM number (#/kWh) (  1 ) …  …  …  
2.2.2. Result of the ELR test (  1 ) 
Variant/Version:  …  …  …  
Smoke value: … m  –1 … …  …  
2.2.3. Result of the ETC test (  2 ), (  3 ) 
Variant/Version:  …  …  …  
CO (mg/kWh)  …  …  …  
THC (mg/kWh)  …  …  …  
NMHC (mg/kWh) (  1 ) …  …  …  
CH  4 (mg/kWh) (  1 ) …  …  …  
NO  x (mg/kWh)  …  …  …  
NH  3 (ppm) (  1 ) …  …  …  
PM mass (mg/kWh)  …  …  …  
PM number (#/kWh) (  1 ) …  …  …  
2.2.4. Idle test (  4 ) 
Variant/Version:  …  …  …  
CO (% vol.)  …  …  …  
Lambda Value (  1 ) …  …  …  
Engine speed (min  –1 ) …  …  …  
Engine oil temperature (K)  …  …  …  
2.3. Diesel smoke  
Indicate the latest amending regulatory act applicable to the approval. In case the regulatory act has two or 
more implementation stages, indicate also the implementation stage: ........................................................... ...........  
2.3.1. Results of the test under free acceleration 
Variant/Version:  …  …  …EN 7.7.2017 Official Journal of the European Union L 175/283  
( 1 ) If applicable.  
( 2 ) For Euro VI, ESC shall be understood as WHSC and ETC as WHTC.  
( 3 ) For Euro VI, if CNG and LPG fuelled engines are tested on different reference fuels, the table shall be reproduced for each r eference 
fuel tested.  
( 4 ) If applicable.
 Corrected value of the absorption coefficient (m  –1 ) …  …  …  
Normal engine idling speed  …  …  …  
Maximum engine speed  …  …  …  
Oil temperature (min./max.)  …  …  …  
3. Results of the CO  2 emission, fuel/electric energy consumption, and electric range tests  
Number of the base regulatory act and the latest amending regulatory act applicable to the approval: ........  
3.1. Internal combustion engines, including not externally chargeable hybrid electric vehicles (NOVC)  ( 1 ) ( 2 ) 
Variant/Version:  …  …  …  
CO  2 mass emission (urban conditions) (g/km)  …  …  …  
CO  2 mass emission (extra-urban conditions) (g/km)  …  …  …  
CO  2 mass emission (combined) (g/km)  …  …  …  
Fuel consumption (urban conditions) (l/100 km) (  1 ) …  …  …  
Fuel consumption (extra-urban conditions) (l/100 km) (  2 ) …  …  …  
Fuel consumption (combined) (l/100 km) (  3 ) …  …  …  
( 1 ) The unit “l/100 km” is replaced by “m  3 /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for 
vehicles fuelled with hydrogen. 
( 2 ) The unit “l/100 km” is replaced by “m  3 /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for 
vehicles fuelled with hydrogen. 
( 3 ) The unit “l/100 km” is replaced by “m  3 /100 km” for vehicles fuelled with NG and H2NG, and by “kg/100 km” for 
vehicles fuelled with hydrogen.  
Interpolation family identifier (  1 ) Variant/versions  
… …  
… …  
… …  
( 1 ) The format for the Interpolation Family Identifier is provided in paragraph 5.0 of Annex XXI to Commission Regulation 
(EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the 
Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles 
(Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of 
the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation 
(EU) No 1230/2012 and repealing Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).  
Road Load Matrix family identifier (  1 ) Variant/versions  
… …  
… …  
… …  
( 1 ) The format for the Road Load Matrix Family Identifier is provided in paragraph 5.0 of Annex XXI to Regulation (EU) 
2017/1151.EN L 175/284 Official Journal of the European Union 7.7.2017  
( 1 ) If applicable.  
( 2 ) Repeat the table for each reference fuel tested.
 Results:  Interpolation family identifier  Road Load 
Matrix 
family 
identifier  
VH VM (if 
applicable)  VL 
(if applic ­
able)  V represen ­
tative  
CO  2 mass emission LOW phase (g/km)  …  …  …  
CO  2 mass emission MID phase (g/km)  …  …  …  
CO  2 mass emission HIGH phase (g/km)  …  …  …  
CO  2 mass emission EXTRA-HIGH phase (g/km)  …  …  …  
CO  2 mass emission (combined) (g/km)  …  …  …  
Fuel consumption LOW phase (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
Fuel consumption MID phase (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
Fuel consumption HIGH phase (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
Fuel consumption EXTRA-HIGH phase (l/100 km m  3 /100 
km kg/100 km)  … …  …  
Fuel consumption (combined) (l/100 km m  3 /100 km 
kg/100 km)  … …  …  
f0 …  …  …  
f1 …  …  …  
f2 …  …  …  
RR …  …  …  
Delta Cd*A (for VL if applicable compared to VH)  …  …  …  
Test Mass  …  …  …  
Repeat for each interpolation or road load matrix family.  
3.2.  Externally chargeable hybrid electric vehicles (OVC)  ( 1 ) 
Variant/Version:  …  …  …  
CO  2 mass emission (Condition A, combined) (g/km)  …  …  …  
CO  2 mass emission (Condition B, combined) (g/km)  …  …  …  
CO  2 mass emission (weighted, combined) (g/km)  …  …  …  
Fuel consumption (Condition A, combined) (l/100 km) (  g ) …  …  …  
Fuel consumption (Condition B, combined) (l/100 km) (  g ) …  …  …EN 7.7.2017 Official Journal of the European Union L 175/285  
( 1 ) If applicable.
 Fuel consumption (weighted, combined) (l/100 km) (  g ) …  …  …  
Electric energy consumption (Condition A, combined) (Wh/km)  …  …  …  
Electric energy consumption (Condition B, combined) (Wh/km)  …  …  …  
Electric energy consumption (weighted and combined) (Wh/km)  …  …  …  
Pure electric range (km)  …  …  …  
Interpolation family number  Variant/versions  
… …  
… …  
… …  
Road Load Matrix family identifier  Variant/versions  
… …  
… …  
… …  
Results:  Interpolation family identifier  Road Load 
Matrix 
family 
identifier  
VH VM (if 
applicable)  VL (if 
applicable)  V represen ­
tative  
CS CO  2 mass emission LOW phase (g/km)  …  …  
CS CO  2 mass emission MID phase (g/km)  …  …  
CS CO  2 mass emission HIGH phase (g/km)  …  …  
CS CO  2 mass emission EXTRA-HIGH phase (g/km)  …  …  
CS CO  2 mass emission (combined) (g/km)  …  …  
CD CO  2 mass emission (combined) (g/km)  
CO  2 mass emission (weighted, combined) (g/km)  
CS Fuel consumption LOW phase (l/100 km)  …  …  
CS Fuel consumption MID phase (l/100 km)  …  …  
CS Fuel consumption HIGH phase (l/100 km)  …  …  
CS Fuel consumption EXTRA-HIGH phase (l/100 km)  …  …  
CS Fuel consumption (combined) (l/100 km)  …  …EN L 175/286 Official Journal of the European Union 7.7.2017
 
Results:  Interpolation family identifier  Road Load 
Matrix 
family 
identifier  
VH VM (if 
applicable)  VL (if 
applicable)  V represen ­
tative  
CD Fuel consumption (combined) (l/100 km)  …  …  
Fuel consumption (weighted, combined) (l/100 km)  …  …  
EC AC,weighted  … …  
EAER (combined)  …  …  
EAER  city … …  
f0 …  …  
f1 …  …  
f2 …  …  
RR …  …  
Delta Cd*A (for VL or VM compared to VH)  …  …  
Test Mass  …  …  
Frontal area of the representative vehicle (m  2 ) 
Repeat for each interpolation family.  
3.3. Pure electric vehicles  ( 1 ) 
Variant/Version:  …  …  …  
Electric energy consumption (Wh/km)  …  …  …  
Range (km)  …  …  …  
Interpolation family number  Variant/versions  
… …  
… …  
… …  
Road Load Matrix family identifier  Variant/versions  
… …  
… …  
… …EN 7.7.2017 Official Journal of the European Union L 175/287  
( 1 ) If applicable.
 Results:  Interpolation family identifier  Matrix family identifier  
VH VL  V representative  
Electric Consumption (Combined) (Wh/km)  …  …  
Pure Electric Range (Combined) (km)  …  …  
Pure Electric Range (City) (km)  …  …  
f0 …  …  
f1 …  …  
f2 …  …  
RR …  …  
Delta Cd*A (for VL compared to VH)  …  …  
Test Mass  …  …  
Frontal area of the representative vehicle (m  2 ) 
3.4. Hydrogen fuel cell vehicles  ( 1 ) 
Variant/Version:  …  …  …  
Fuel consumption (kg/100 km)  …  …  …  
Variant/Version:  Variant/Version:  
Fuel Consumption (Combined) (kg/100 km)  …  …  
f0 …  …  
f1 …  …  
f2 …  …  
RR …  …  
Test Mass  …  
3.5. Output report(s) from the correlation tool in accordance with Implementing Regulation (EU) 2017/1152  
Repeat for each interpolation or road load matrix family:  
Interpolation family identifier or road load matrix family [Footnote: “Type Approval Number + Interpolation 
Family Sequence number”]: …  
VH report: …  
VL report (if applicable): …  
V representative: …EN L 175/288 Official Journal of the European Union 7.7.2017  
( 1 ) If applicable.
 4. Results of the tests for vehicles fitted with eco-innovation(s)  ( 1 ) ( 2 ) ( 3 ) 
According to Regulation 83 (if applicable)  
Variant/Version …  
Decision 
approving 
the eco- 
inno ­
vation (  1 ) Code of 
the eco- 
inno ­
vation (  2 ) Type 1/I 
cycle 
(NEDC/ 
WLTP)  1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions of 
the baseline 
vehicle 
under Type 
1 test- 
cycle (  3 ) 4. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
under Type 1 
test-cycle 
(= 3.5.1.3 of 
Annex I)  5. Usage 
factor (UF) 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4)) * 5  
xxx/201x  …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
Total CO  2 emissions savings on NEDC(g/km) (  4 ) …  
( 1 ) ( h4 ) Number of the Commission Decision approving the eco-innovation. 
( 2 ) ( h5 ) Assigned in the Commission Decision approving the eco-innovation. 
( 3 ) ( h6 ) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the 
modelling methodology. 
( 4 ) ( h7 ) Sum of the CO  2 emissions savings of each individual eco-innovation on Type I according UN/ECE Regulation 
No 83.  
According to Annex XXI of Regulation (EU) 2017/1151 (if applicable)  
Variant/Version …  
Decision 
approving 
the eco- 
inno ­
vation (  1 ) Code of 
the eco- 
inno ­
vation (  2 ) Type 1/I 
cycle 
(NEDC/ 
WLTP)  1. CO  2 
emissions 
of the 
baseline 
vehicle 
(g/km)  2. CO  2 
emissions 
of the eco- 
innovation 
vehicle 
(g/km)  3. CO  2 
emissions of 
the baseline 
vehicle 
under Type 
1 test- 
cycle (  3 ) 4. CO  2 
emissions of 
the eco-inno ­
vation vehicle 
under Type 1 
test-cycle  5. Usage 
factor (UF) 
i.e. temporal 
share of 
technology 
usage in 
normal 
operation 
conditions  CO  2 
emissions 
savings 
((1 – 2) – 
(3 – 4)) * 5  
xxx/201x  …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
… …  …  …  …  …  …  …  …  
Total CO  2 emissions savings on WLTP(g/km) (  4 ) 
( 1 ) ( h4 ) Number of the Commission Decision approving the eco-innovation. 
( 2 ) ( h5 ) Assigned in the Commission Decision approving the eco-innovation. 
( 3 ) ( h6 ) If a modelling methodology is applied instead of the type 1 test cycle, this value shall be the one provided by the 
modelling methodology. 
( 4 ) ( h7 ) Sum of the CO  2 emissions savings of each individual eco-innovation on Type 1 according to Annex XXI, Sub- 
Annex 4 of Regulation (EU) 2017/1151.EN 7.7.2017 Official Journal of the European Union L 175/289  
( 1 ) ( h1 ) Repeat the table for each variant/version.  
( 2 ) ( h2 ) Repeat the table for each reference fuel tested  
( 3 ) ( h3 ) Expand the table if necessary, using one extra row per eco-innovation.
 4.1. General code of the eco-innovation(s)  ( 1 ): ............................................................................................................................ ..... 
Explanatory notes  
( h ) Eco-innovations.  
___________  
( 1 ) ( h8 ) The general code of the eco-innovation(s) shall consist of the following elements each separated by a blank 
space:  
— Code of the approval authority as set out in Annex VII; 
— Individual code of each eco-innovation fitted in the vehicle, indicated in chronological order of the 
Commission approval decisions. 
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 16 and fitted to a 
vehicle certified by the German type-approval authority should be: “e1 10 15 16”.)’.  
Amendments to Annex IX of Directive 2007/46/EC  
(5) Annex IX of Directive 2007/46/EC is hereby replaced by the following text:  
‘ANNEX IX  
EC CERTIFICATE OF CONFORMITY  
0. OBJECTIVES  
The certificate of conformity is a statement delivered by the vehicle manufacturer to the buyer in order to 
assure him that the vehicle he has acquired complies with the legislation in force in the European Union at the 
time it was produced.  
The certificate of conformity also serves the purpose to enable the competent authorities of the Member States 
to register vehicles without having to require the applicant to supply additional technical documentation.  
For these purposes, the certificate of conformity has to include:  
(a) the Vehicle Identification Number;  
(b) the exact technical characteristics of the vehicle (i.e. it is not permitted to mention any range of value in the 
various entries).  
1. GENERAL DESCRIPTION  
1.1. The certificate of conformity shall consist of two parts.  
(a) SIDE 1, which consists of a statement of compliance by the manufacturer. The same template is common 
to all vehicle categories.  
(b) SIDE 2, which is a technical description of the main characteristics of the vehicle. The template of side 2 is 
adapted to each specific vehicle category.  
1.2. The certificate of conformity shall be established in a maximum format A4 (210 × 297 mm) or a folder of 
maximum format A4.  
1.3. Without prejudice to the provisions in Section O(b), the values and units indicated in the second part shall be 
those given in the type-approval documentation of the relevant regulatory acts. In case of conformity of 
production checks the values shall be verified according to the methods laid down in the relevant regulatory 
acts. The tolerances allowed in those regulatory acts shall be taken into account.EN L 175/290 Official Journal of the European Union 7.7.2017
 
2. SPECIAL PROVISIONS  
2.1. Model A of the certificate of conformity (complete vehicle) shall cover vehicles which can be used on the road 
without requiring any further stage for their approval.  
2.2. Model B of the certificate of conformity (completed vehicles) shall cover vehicles which have undergone a 
further stage for their approval.  
This is the normal result of the multi-stage approval process (e.g. a bus built by a second stage manufacturer 
on a chassis built by a vehicle manufacturer).  
The additional features added during the multi-stage process shall be described briefly.  
2.3. Model C of the certificate of conformity (incomplete vehicles) shall cover vehicles which need a further stage 
for their approval (e.g. truck chassis).  
Except for tractors for semi-trailers, certificates of conformity covering chassis-cab vehicles belonging to 
category N shall be of Model C.  
PART I  
COMPLETE AND COMPLETED VEHICLES  
MODEL A1 — SIDE 1  
COMPLETE VEHICLES  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
— Variant (  a ): …  
— Version (  a ): …  
0.2.1. Commercial name: …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval number including extension number ) issued 
on (…  date of issue ) and  
can be permanently registered in Member States having right/left (  b ) hand traffic and using metric/imperial (  c ) units 
for the speedometer and metric/imperial (  c ) units for the odometer (if applicable) (  d ).EN 7.7.2017 Official Journal of the European Union L 175/291
 
(Place) (Date): …  (Signature): …  
MODEL A2 — SIDE 1  
COMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES  
[Year]  [Sequential number]  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
— Variant (  a ): …  
— Version (  a ): …  
0.2.1. Commercial name: …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval number including extension number ) issued 
on (…  date of issue ) and  
can be permanently registered in Member States having right/left (b) hand traffic and using metric/imperial (  c ) units 
for the speedometer and metric/imperial (  c ) units for the odometer (if applicable) (  d ). 
(Place) (Date): …  (Signature): …  
MODEL B — SIDE 1  
COMPLETED VEHICLES  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the vehicle:  
0.1. Make (Trade name of the manufacturer): …  
0.2. Type: …  
— Variant (  a ): …EN L 175/292 Official Journal of the European Union 7.7.2017
 
— Version (  a ): …  
0.2.1. Commercial name: …  
0.2.2. For multi-stage approved vehicles, type-approval information of the base/previous stages vehicle (list the 
information for each stage):  
— Type: …  
— Variant (  a ): …  
— Version (  a ): …  
Type-approval number, extension number …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.5.1. For multi-stage approved vehicles, company name and address of the manufacturer of the base/previous 
stage(s) vehicle…  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
(a) has been completed and altered (  1 ) as follows: … and  
(b) conforms in all respects to the type described in approval (…  type-approval number including extension number ) 
issued on (…  date of issue ) and  
(c) can be permanently registered in Member States having right/left (  b ) hand traffic and using metric/imperial (  c ) 
units for the speedometer and metric/imperial (  c ) units for the odometer (if applicable) (  d ). 
(Place) (Date): …  (Signature): …  
Attachments: Certificate of conformity delivered at each previous stage.  
SIDE 2  
VEHICLE CATEGORY M1  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mmEN 7.7.2017 Official Journal of the European Union L 175/293
 
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
Masses  
13. Mass in running order: … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static vertical mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3EN L 175/294 Official Journal of the European Union 7.7.2017
 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
Bodywork  
38. Code for bodywork (  i ): …  
40. Colour of vehicle (  j ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
42.1. Seat(s) designated for use only when the vehicle is stationary: …  
42.3. Number of wheelchair user accessible position: …  
Environmental performances  
46. Sound level  
— Stationary: … dB(A) at engine speed: … min  -1 
— Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testingEN 7.7.2017 Official Journal of the European Union L 175/295
 
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m  2 : …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type I or ESC (  1 ) 
CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: …..  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): …  
Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): …Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if applicable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if applicable)  
Verification factor (if applicable)  “1” or “0”EN L 175/296 Official Journal of the European Union 7.7.2017
 
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions savings due to the eco-innovation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings: …g/km (if applicable)  
3.2.2. WLTP savings: …g/km (if applicable)  
4. all power trains, except pure electric vehicle, under Regulation (EU) 2017/1151 (if applicable)  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if 
applicable)  
5.1. Pure electric vehicles 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER city)  … km  
Miscellaneous  
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …EN 7.7.2017 Official Journal of the European Union L 175/297
 
52. Remarks (  n ): …  
Additional tyre/wheel combinations: technical parameters (no reference to RR)  
SIDE 2  
VEHICLE CATEGORY M2  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kgEN L 175/298 Official Journal of the European Union 7.7.2017
 
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …EN 7.7.2017 Official Journal of the European Union L 175/299
 
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm etc.  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
39. Class of vehicle: class I/Class II/Class III/Class A/Class B (  1 ) 
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …EN L 175/300 Official Journal of the European Union 7.7.2017
 
42.1. Seat(s) designated for use only when the vehicle is stationary: …  
42.3. Number of wheelchair user accessible position: …  
43. Number of standing places: …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type I or ESC (  1 ) 
CO: …. HC: ….. NO x: …. HC + NO x: …. Particulates: …..  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): …  
Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …EN 7.7.2017 Official Journal of the European Union L 175/301
 
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if applicable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing under 
NEDC according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Combined (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if applicable)  
Verification factor (if applicable)  “1” or “0”  
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions savings due to the eco-innovation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings: …g/km (if applicable)  
3.2.2. WLTP savings: …g/km (if applicable)  
4. all power trains, except pure electric vehicle, under Regulation (EU) 2017/1151 (if applicable)  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 )EN L 175/302 Official Journal of the European Union 7.7.2017
 
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if 
applicable)  
5.1. Pure electric vehicles 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER city)  … km  
Miscellaneous  
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY M3  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
9. Distance between the front end of the vehicle and the centre of the coupling device: … mmEN 7.7.2017 Official Journal of the European Union L 175/303
 
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kgEN L 175/304 Official Journal of the European Union 7.7.2017
 
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 )EN 7.7.2017 Official Journal of the European Union L 175/305
 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
39. Class of vehicle: class I/Class II/Class III/Class A/Class B (  1 ) 
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
42.1. Seat(s) designated for use only when the vehicle is stationary: …  
42.2. Number of passenger seating positions: … (lower deck) … (upper deck) (including the driver)  
42.3. Number of wheelchair user accessible position: …  
43. Number of standing places: …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ):EN L 175/306 Official Journal of the European Union 7.7.2017
 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles (number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N1  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm.EN 7.7.2017 Official Journal of the European Union L 175/307
 
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm  
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm  
11. Length of the loading area: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
14. Mass of the base vehicle in running order: … kg (  1 ) ( q ) 
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (  1 )EN L 175/308 Official Journal of the European Union 7.7.2017
 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
40. Colour of vehicle (  j ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …EN 7.7.2017 Official Journal of the European Union L 175/309
 
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if applicable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 )EN L 175/310 Official Journal of the European Union 7.7.2017
 
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined (  1 ): … g/km  … l l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if applicable)  
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions saving due to the eco-innovation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings:…g/km (if applicable)  
3.2.2. WLTP savings:…g/km (if applicable)  
4. all power trains except pure electric vehicles under Regulation (EU) 2017/1151  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Medium (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra High (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Weighted, combined (  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if 
applicable)  
5.1. Pure electric vehicles (  1 ) or (if applicable) 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … kmEN 7.7.2017 Official Journal of the European Union L 175/311
 
5.2 OVC hybrid electric vehicles (  1 ) or (if applicable) 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER city)  … km  
Miscellaneous  
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
List of tyres: technical parameters (no reference to RR)  
SIDE 2  
VEHICLE CATEGORY N2  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm  
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mmEN L 175/312 Official Journal of the European Union 7.7.2017
 
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:EN 7.7.2017 Official Journal of the European Union L 175/313
 
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Class of Hybrid [electric] vehicle: OVC-HEV/NOVC-HEV/OVC-FCHV/ NOVC-FCHV (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination/Rolling Resistance Class (if applicable) (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 )EN L 175/314 Official Journal of the European Union 7.7.2017
 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …EN 7.7.2017 Official Journal of the European Union L 175/315
 
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ) ( r ): 
1. all power trains, except pure electric vehicles (if applicable)  
NEDC values  CO  2 emissions  Fuel consumption in case of emission testing 
according to Regulation (EC) No 692/2008  
Urban conditions (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Extra-urban conditions (  1 ): … g/km  l/100 km or m  3 /100 km or kg/100 km (  1 ) 
Combined (  1 ): … g/km  … l l/100 km or m  3 /100 km or kg/100 km 
( 1 ) 
Weighted (  1 ), combined  … g/km  … l/100 km or m  3 /100 km or kg/100 km  
Deviation factor (if applicable)  
2. pure electric vehicles and OVC hybrid electric vehicles (if applicable) 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions saving due to the eco-innovation(s) (  p2 ) (repeat for each reference fuel tested):  
3.2.1. NEDC savings:…g/km (if applicable)  
3.2.2. WLTP savings:…g/km (if applicable)  
4. all power trains except pure electric vehicles under Regulation (EU) 2017/1151  
WLTP values  CO  2 emissions  Fuel consumption  
Low (  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Medium(  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
High(  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Extra High(  1 ): … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Combined:  … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 ) 
Weighted, combined(  1 ) … g/km  … l/100 km or m  3 /100 km or kg/100 km(  1 )EN L 175/316 Official Journal of the European Union 7.7.2017
 
5. Pure electric vehicles and OVC hybrid electric vehicles, under Regulation (EU) 2017/1151 (if 
applicable)  
5.1. Pure electric vehicles (  1 ) or (if applicable) 
Electric energy consumption  … Wh/km  
Electric range  … km  
Electric range city  … km  
5.2 OVC hybrid electric vehicles (  1 ) or (if applicable) 
Electric energy consumption 
(EC  AC,weighted  ) … Wh/km  
Electric range (EAER)  … km  
Electric range city (EAER city)  … km  
Miscellaneous  
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N3  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mmEN 7.7.2017 Official Journal of the European Union L 175/317
 
7. Height: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm  
9. Distance between the front end of the vehicle and the centre of the coupling device: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kgEN L 175/318 Official Journal of the European Union 7.7.2017
 
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …EN 7.7.2017 Official Journal of the European Union L 175/319
 
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Bodywork  
38. Code for bodywork (  i ): …  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 )EN L 175/320 Official Journal of the European Union 7.7.2017
 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O1 AND O2  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kgEN 7.7.2017 Official Journal of the European Union L 175/321
 
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
19. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle 
trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
Bodywork  
38. Code for bodywork (  i ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …EN L 175/322 Official Journal of the European Union 7.7.2017
 
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Miscellaneous  
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O3 AND O4  
(complete and completed vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5. Length: … mm  
6. Width: … mm  
7. Height: … mm  
10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm  
11. Length of the loading area: … mm  
12. Rear overhang: … mm  
Masses  
13. Mass in running order: … kg  
13.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
13.2. Actual mass of the vehicle: ............................................................................................. .................................................. kgEN 7.7.2017 Official Journal of the European Union L 175/323
 
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
19. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle 
trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 )EN L 175/324 Official Journal of the European Union 7.7.2017
 
Bodywork  
38. Code for bodywork (  i ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …å  
Miscellaneous  
50. Type-approved according to the design requirements for transporting dangerous goods: yes/class(es): …/no (  l ): 
51. For special purpose vehicles: designation in accordance with Annex II Section 5: …  
52. Remarks (  n ): …  
PART II  
INCOMPLETE VEHICLES  
MODEL C1 — SIDE 1  
INCOMPLETE VEHICLES  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
Variant (  a ): …  
Version (  a ): …  
0.2.1. Commercial name: …  
0.2.2. For multi-stage approved vehicles, type-approval information of the base/previous stages vehicle  
(list the information for each stage):  
Type: ......................................................................................................................... ...................................................................  
Variant (  a ): ............................................................................................................................ ............................. ............................  
Version (  a ): ............................................................................................................................ .......................................................  
Type-approval number, extension number ........................................................................................ .................................  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.5.1. For multi-stage approved vehicles, company name and address of the manufacturer of the base/previous 
stage(s) vehicle .............................................................................................................. .............................................................EN 7.7.2017 Official Journal of the European Union L 175/325
 
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval number including extension number ) issued 
on (…  date of issue ) and  
cannot be permanently registered without further approvals. 
(Place) (Date): …  (Signature): …  
MODEL C2 — SIDE 1  
INCOMPLETE VEHICLES TYPE-APPROVED IN SMALL SERIES  
[Year]  [Sequential number]  
EC CERTIFICATE OF CONFORMITY  
Side 1  
The undersigned [… ( Full name and position )] hereby certifies that the vehicle:  
0.1. Make (Trade name of manufacturer): …  
0.2. Type: …  
Variant (  a ): …  
Version (  a ): …  
0.2.1. Commercial name: …  
0.4. Vehicle category: …  
0.5. Company name and address of manufacturer: …  
0.6. Location and method of attachment of the statutory plates: …  
Location of the vehicle identification number: …  
0.9. Name and address of the manufacturer’s representative (if any): …  
0.10. Vehicle identification number: …  
conforms in all respects to the type described in approval (…  type-approval number including extension number ) issued 
on (…  date of issue ) and  
cannot be permanently registered without further approvals. 
(Place) (Date): …  (Signature): …EN L 175/326 Official Journal of the European Union 7.7.2017
 
SIDE 2  
VEHICLE CATEGORY M1  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kgEN 7.7.2017 Official Journal of the European Union L 175/327
 
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static vertical mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mmEN L 175/328 Official Journal of the European Union 7.7.2017
 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
Bodywork  
41. Number and configuration of doors: …  
42. Number of seating positions (including the driver) (  k ): …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values)or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ):EN 7.7.2017 Official Journal of the European Union L 175/329
 
1. All power trains except pure electric vehicles under Regulation (EU) 2017/1151  
CO  2 emissions  Fuel consumption  
Urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Extra-urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Combined:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Weighted, combined  … g/km  … l/100 km  
2. pure electric vehicles and OVC hybrid electric vehicles 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY M2  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
12.1. Maximum permissible rear overhang: … mmEN L 175/330 Official Journal of the European Union 7.7.2017
 
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kgEN 7.7.2017 Official Journal of the European Union L 175/331
 
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30. Axle(s) track:  
1. … mmEN L 175/332 Official Journal of the European Union 7.7.2017
 
2. … mm  
3. … mm  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Type or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values)or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …EN 7.7.2017 Official Journal of the European Union L 175/333
 
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY M3  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kgEN L 175/334 Official Journal of the European Union 7.7.2017
 
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kgEN 7.7.2017 Official Journal of the European Union L 175/335
 
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … barEN L 175/336 Official Journal of the European Union 7.7.2017
 
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates: …  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …EN 7.7.2017 Official Journal of the European Union L 175/337
 
SIDE 2  
VEHICLE CATEGORY N1  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum massesEN L 175/338 Official Journal of the European Union 7.7.2017
 
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/hEN 7.7.2017 Official Journal of the European Union L 175/339
 
Axles and suspension  
30. Axle(s) track:  
1. … mm  
2. … mm  
3. … mm  
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 )EN L 175/340 Official Journal of the European Union 7.7.2017
 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates:  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number):  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
49. CO  2 emissions/fuel consumption/electric energy consumption (  m ): 
1. all power trains except pure electric vehicles under Regulation (EU) 2017/1151  
CO  2 emissions  Fuel consumption  
Urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Extra-urban conditions:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Combined:  … g/km  … l/100 km/m  3 /100 km (  1 ) 
Weighted, combined  … g/km  … l/100 km  
2. pure electric vehicles and OVC hybrid electric vehicles 
Electric energy consumption 
(weighted, combined (  1 )) … Wh/km  
Electric range  … km  
3. Vehicle fitted with eco-innovation(s): yes/no (  1 ) 
3.1. General code of the eco-innovation(s) (  p1 ): …  
3.2. Total CO  2 emissions saving due to the eco-innovation(s) (  p2 ) (repeat for each reference fuel tested): …  
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N2  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …EN 7.7.2017 Official Journal of the European Union L 175/341
 
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kgEN L 175/342 Official Journal of the European Union 7.7.2017
 
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 )EN 7.7.2017 Official Journal of the European Union L 175/343
 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s ) 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:EN L 175/344 Official Journal of the European Union 7.7.2017
 
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: Type 1 or ESC (  1 ) 
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …  
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) or WHSC (EURO VI) (  1 ) 
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates:  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORY N3  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axles (number, position): …  
3. Powered axles (number, position, interconnection): … …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mmEN 7.7.2017 Official Journal of the European Union L 175/345
 
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
8. Fifth wheel lead for semi-trailer towing vehicle (maximum and minimum): … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
16.4. Technically permissible maximum mass of the combination: … kg  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kgEN L 175/346 Official Journal of the European Union 7.7.2017
 
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
17.4. Intended registration/in service maximum permissible mass of the combination: … kg  
18. Technically permissible maximum towable mass in case of:  
18.1. Drawbar trailer: … kg  
18.2. Semi-trailer: … kg  
18.3. Centre-axle trailer: … kg  
18.4. Unbraked trailer: … kg  
19. Technically permissible maximum static mass at the coupling point: … kg  
Power plant  
20. Manufacturer of the engine: …  
21. Engine code as marked on the engine: …  
22. Working principle: …  
23. Pure electric: yes/no (  1 ) 
23.1. Hybrid [electric] vehicle: yes/no (  1 ) 
24. Number and arrangement of cylinders: …  
25. Engine capacity: … cm  3 
26. Fuel: Diesel/petrol/LPG/CNG-Biomethane/LNG/Ethanol/Biodiesel/Hydrogen (  1 ) 
26.1. Mono fuel/Bi fuel/Flex fuel/Dual-fuel (  1 ) 
26.2. (Dual-fuel only) Type 1A/Type 1B/Type 2A/Type 2B/Type 3B (  1 ) 
27. Maximum power  
27.1. Maximum net power (  g ): … kW at … min  –1 (internal combustion engine) (  1 ) 
27.2. Maximum hourly output: … kW (electric motor) (  1 ) ( s ) 
27.3. Maximum net power: … kW (electric motor) (  1 ) ( s ) 
27.4. Maximum 30 minutes power: … kW (electric motor) (  1 ) ( s )EN 7.7.2017 Official Journal of the European Union L 175/347
 
28. Gearbox (type): …  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
33. Drive axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Brakes  
36. Trailer brake connections mechanical/electric/pneumatic/hydraulic (  1 ) 
37. Pressure in feed line for trailer braking system: … bar  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Environmental performances  
46. Sound level  
Stationary: … dB(A) at engine speed: … min  –1 
Drive-by: … dB(A)  
47. Exhaust emission level (  l ): Euro …  
47.1. Parameters for emission testing  
47.1.1. Test mass, kg: …  
47.1.2. Frontal area, m2: …  
47.1.3. Road load coefficients  
47.1.3.0. f0, N:  
47.1.3.1. f1, N/(km/h):  
47.1.3.2. f2, N/(km/h)  2 
48. Exhaust emissions (  m ) ( m1 ) ( m2 ): 
Number of the base regulatory act and latest amending regulatory act applicable: …  
1.1. test procedure: ESC  
CO: … HC: … NO  x : … HC + NO  x : … Particulates: …EN L 175/348 Official Journal of the European Union 7.7.2017
 
Smoke opacity (ELR): … (m  –1 ) 
1.2. test procedure: WHSC (EURO VI)  
CO: … THC: … NMHC: … NO  x : … THC + NO  x : … NH  3 : … Particulates (mass): … Particles 
(number): …  
2.1. test procedure: ETC (if applicable)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … Particulates:  
2.2. test procedure: WHTC (EURO VI)  
CO: … NO  x : … NMHC: … THC: … CH  4 : … NH  3 : … Particulates (mass): … Particles (number): …  
48.1. Smoke corrected absorption coefficient: … (m  –1 ) 
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O1 AND O2  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: … mm  
6.1. Maximum permissible width: … mm  
7.1. Maximum permissible height: … mm  
10. Distance between the centre of the coupling device and the rear end of the vehicle: … mm  
12.1. Maximum permissible rear overhang: … mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kgEN 7.7.2017 Official Journal of the European Union L 175/349
 
2. … kg  
3. … kg  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
19.1. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle 
trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
30.1. Track of each steered axle: … mm  
30.2. Track of all other axles: … mm  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …  
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …EN L 175/350 Official Journal of the European Union 7.7.2017
 
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Miscellaneous  
52. Remarks (  n ): …  
SIDE 2  
VEHICLE CATEGORIES O3 AND O4  
(incomplete vehicles)  
Side 2  
General construction characteristics  
1. Number of axles: … and wheels: …  
1.1. Number and position of axles with twin wheels: …  
2. Steered axle (number, position): …  
Main dimensions  
4. Wheelbase (  e ): … mm  
4.1. Axle spacing:  
1-2: … mm  
2-3: … mm  
3-4: … mm  
5.1. Maximum permissible length: …mm  
6.1. Maximum permissible width: …mm  
7.1. Maximum permissible height: …mm  
10. Distance between the centre of the coupling device and the rear end of the vehicle: …mm  
12.1. Maximum permissible rear overhang: …mm  
Masses  
14. Mass in running order of the incomplete vehicle: … kg  
14.1. Distribution of this mass amongst the axles:  
1. … kg  
2. … kg  
3. … kg etc.  
15. Minimum mass of the vehicle when completed: … kg  
15.1. Distribution of this mass amongst the axles:  
1. … kgEN 7.7.2017 Official Journal of the European Union L 175/351
 
2. … kg  
3. … kg  
16. Technically permissible maximum masses  
16.1. Technically permissible maximum laden mass: … kg  
16.2. Technically permissible mass on each axle:  
1. … kg  
2. … kg  
3. … kg etc.  
16.3. Technically permissible mass on each axle group:  
1. … kg  
2. … kg  
3. … kg etc.  
17. Intended registration/in service maximum permissible masses in national/international traffic (  1 ) ( o ) 
17.1. Intended registration/in service maximum permissible laden mass: … kg  
17.2. Intended registration/in service maximum permissible laden mass on each axle:  
1. … kg  
2. … kg  
3. … kg  
17.3. Intended registration/in service maximum permissible laden mass on each axle group:  
1. … kg  
2. … kg  
3. … kg  
19.1. Technically permissible maximum static mass on the coupling point of a semi-trailer or centre-axle 
trailer: … kg  
Maximum speed  
29. Maximum speed: … km/h  
Axles and suspension  
31. Position of lift axle(s): …  
32. Position of loadable axle(s): …  
34. Axle(s) fitted with air suspension or equivalent: yes/no (  1 ) 
35. Tyre/wheel combination (  h ): …EN L 175/352 Official Journal of the European Union 7.7.2017
 
Coupling device  
44. Approval number or approval mark of coupling device (if fitted): …  
45. Types or classes of coupling devices which can be fitted: …  
45.1. Characteristics values (  1 ): D: …/ V: …/ S: …/ U: …  
Miscellaneous  
52. Remarks (  n ): …  
Explanatory notes relating to Annex IX  
( 1 ) Delete where not applicable  
( a ) Indicate the identification code —  
( b ) Indicate whether the vehicle is suitable for use in either right or left-hand traffic or both right and left-hand traffic.  
( c ) Indicate whether the speedometer and/or odometer fitted has metric or both metric and imperial units.  
( d ) This statement shall not restrict the right of the Member States to require technical adaptations in order to allow the regis tration of 
a vehicle in a Member State other than the one for which it was intended when the direction of the traffic is on the opposite s ide of 
the road.  
( e ) Entries 4 and 4.1 shall be completed in accordance with definitions 25 (Wheelbase) and 26 (Axle spacing) of Regulation (EU) N o 
1230/2012 respectively  
— —  
( g ) For hybrid electric vehicles, indicate both power outputs.  
( h ) Optional equipment under this letter can be added under entry “Remarks”.  
( i ) The codes described in Annex II Letter C shall be used.  
( j ) Indicate only the basic colour(s) as follows: white, yellow, orange, red, violet, blue, green, grey, brown or black.  
( k ) Excluding seats designated for use only when the vehicle is stationary and the number of wheelchair positions. 
For coaches belonging to the vehicle category M  3 the number of crew members shall be included in the passenger number.  
( l ) Add the number of the Euro level and the character corresponding to the provisions used for type-approval.  
( m ) Repeat for the various fuels that can be used. Vehicles that can be fuelled with both petrol and gaseous fuel but in which th e petrol 
system is fitted for emergency purposes or for starting only and the petrol tank of which cannot contain more than 15 litres of  
petrol will be regarded as vehicles that can only run on a gaseous fuel.  
( m1 ) In case of EURO VI dual-fuel engines and vehicles, repeat as appropriate.  
( m2 ) Solely emissions assessed in accordance with the applicable regulatory act or acts shall be stated.  
( n ) If the vehicle is equipped with 24 GHz short-range radar equipment in accordance with Commission Decision 2005/50/EC 
(OJ L 21, 25.1.2005, p. 15), the manufacturer shall indicate here: “Vehicle equipped with 24 GHz short-range radar equipment”.  
( o ) The manufacturer may complete these entries either for international traffic or national traffic or both. 
For national traffic, the code of the country where the vehicle is intended to be registered shall be mentioned. The code shall  be in 
accordance with standard ISO 3166-1:2006. 
For international traffic, the directive number shall be referred to (e.g. “96/53/EC” for Council Directive 96/53/EC).  
( p ) Eco-innovations.  
( p1 ) The general code of the eco-innovation(s) shall consist of the following elements, each separated by a blank space: 
— Code of the approval authority as set out in Annex VII; 
— Individual code of each eco-innovation fitted in the vehicle, indicated in chronological order of the Commission approval 
decisions. 
(E.g. the general code of three eco-innovations approved chronologically as 10, 15 and 16 and fitted to a vehicle certified by the 
German type-approval authority should be: “e1 10 15 16”.)  
( p2 ) Sum of the CO  2 emissions savings of each individual eco-innovation.  
( q ) In the case of completed vehicles of category N  1 within the scope of Regulation (EC) No 715/2007.  
( r ) Only applicable if the vehicle is approved to Regulation (EC) 715/2007  
( s ) In the case of more than one electric motor indicate the consolidated effect of all the engines.’EN 7.7.2017 Official Journal of the European Union L 175/353
 
ANNEX XIX  
AMENDMENTS TO REGULATION (EU) No 1230/2012  
Regulation (EU) No 1230/2012 is amended as follows:  
1. Article 2(5) is replaced by the following:  
‘ “Mass of the optional equipment” means maximum mass of the combinations of optional equipment which may be 
fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifications;’EN L 175/354 Official Journal of the European Union 7.7.2017
 
ANNEX XX  
MEASUREMENT OF NET POWER AND THE MAXIMUM 30 MINUTES POWER OF ELECTRIC DRIVE TRAINS  
1. INTRODUCTION  
This Annex sets out requirements for measuring net engine power, net power and the maximum 30 minutes power 
of electric drive trains.  
2. GENERAL SPECIFICATIONS  
2.1. The general specifications for conducting the tests and interpreting the results are those set out in paragraph 5 of 
UN/ECE Regulation No 85 (  1 ), with the exceptions specified in this Annex.  
2.2. Test fuel  
Paragraphs 5.2.3.1., 5.2.3.2.1., 5.2.3.3.1., and 5.2.3.4. of UN/ECE Regulation No 85 shall be understood as follows:  
The fuel used shall be the one available on the market. In any case of dispute, the fuel shall be the appropriate 
reference fuel specified in Annex IX to this Regulation.  
2.3. Power correction factors  
By way of derogation from paragraph 5.1 of Annex 5 to UN/ECE Regulation No 85, when a turbo-charged engine is 
fitted with a system which allows compensating the ambient conditions temperature and altitude, at the request of 
the manufacturer, the correction factors α a or α d shall be set to the value of 1.EN 7.7.2017 Official Journal of the European Union L 175/355  
( 1 ) OJ L 326, 24.11.2006, p. 55.
 ANNEX XXI  
TYPE 1 EMISSIONS TEST PROCEDURES  
1. INTRODUCTION  
This Annex describes the procedure for determining the levels of emissions of gaseous compounds, particulate 
matter, particle number, CO  2 emissions, fuel consumption, electric energy consumption and electric range 
from light-duty vehicles..  
2. RESERVED  
3. DEFINITIONS  
3.1. Test equipment  
3.1.1. ‘ Accuracy ’ means the difference between a measured value and a reference value, traceable to a national standard 
and describes the correctness of a result. See Figure 1.  
3.1.2. ‘ Calibration ’ means the process of setting a measurement system's response so that its output agrees with a 
range of reference signals.  
3.1.3. ‘ Calibration gas ’ means a gas mixture used to calibrate gas analysers.  
3.1.4. ‘ Double dilution method ’ means the process of separating a part of the diluted exhaust flow and mixing it with 
an appropriate amount of dilution air prior to the particulate sampling filter.  
3.1.5. ‘ Full flow exhaust dilution system ’ means the continuous dilution of the total vehicle exhaust with ambient air in a 
controlled manner using a constant volume sampler (CVS).  
3.1.6. ‘ Linearisation ’ means the application of a range of concentrations or materials to establish a mathematical 
relationship between concentration and system response.  
3.1.7. ‘ Major maintenance ’ means the adjustment, repair or replacement of a component or module that could affect 
the accuracy of a measurement.  
3.1.8. ‘ Non-methane hydrocarbons ’ (NMHC) are the total hydrocarbons (THC) minus the methane (CH  4 ) contribution.  
3.1.9. ‘ Precision ’ means the degree to which repeated measurements under unchanged conditions show the same 
results (Figure 1) and, in this Annex, always refers to one standard deviation.  
3.1.10. ‘ Reference value ’ means a value traceable to a national standard. See Figure 1.  
3.1.11. ‘ Set point ’ means the target value a control system aims to reach.  
3.1.12. ‘ Span ’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents 
between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of 
use. 
3.1.13. ‘ Total hydrocarbons ’ (THC) means all volatile compounds measurable by a flame ionization detector (FID).  
3.1.14. ‘ Verification ’ means to evaluate whether or not a measurement system's outputs agrees with applied reference 
signals within one or more predetermined thresholds for acceptance.  
3.1.15. ‘ Zero gas ’ means a gas containing no analyte, which is used to set a zero response on an analyser.EN L 175/356 Official Journal of the European Union 7.7.2017
 
Figure 1  
Definition of accuracy, precision and reference value
  
3.2. Road load and dynamometer setting  
3.2.1. ‘ Aerodynamic drag ’ means the force opposing a vehicle’s forward motion through air.  
3.2.2. ‘ Aerodynamic stagnation point ’ means the point on the surface of a vehicle where wind velocity is equal to zero.  
3.2.3. ‘ Anemometer blockage ’ means the effect on the anemometer measurement due to the presence of the vehicle 
where the apparent air speed is different than the vehicle speed combined with wind speed relative to the 
ground.  
3.2.4. ‘ Constrained analysis ’ means the vehicle’s frontal area and aerodynamic drag coefficient have been independently 
determined and those values shall be used in the equation of motion.  
3.2.5. ‘ Mass in running order ’ means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or 
their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment 
in accordance with the manufacturer’s specifications and, when they are fitted, the mass of the bodywork, the 
cabin, the coupling and the spare wheel(s) as well as the tools.  
3.2.6. ‘ Mass of the driver ’ means a mass rated at 75 kg located at the driver’s seating reference point.  
3.2.7. ‘ Maximum vehicle load ’ means the technically permissible maximum laden mass minus the mass in running 
order, 25 kg and the mass of the optional equipment as defined in paragraph 3.2.8.  
3.2.8. ‘ Mass of the optional equipment ’ means maximum mass of the combinations of optional equipment which may 
be fitted to the vehicle in addition to the standard equipment in accordance with the manufacturer's specifi ­
cations.  
3.2.9. ‘ Optional equipment ’ means all the features not included in the standard equipment which are fitted to a vehicle 
under the responsibility of the manufacturer, and that can be ordered by the customer.  
3.2.10. ‘ Reference atmospheric conditions (regarding road load measurements) ’ means the atmospheric conditions to which 
these measurement results are corrected:  
(a) Atmospheric pressure: p  0 = 100 kPa;  
(b) Atmospheric temperature: T  0 = 20 °C;EN 7.7.2017 Official Journal of the European Union L 175/357
 
(c) Dry air density: ρ 0 = 1,189 kg/m  3 ; 
(d) Wind speed: 0 m/s.  
3.2.11. ‘ Reference speed ’ means the vehicle speed at which road load is determined or chassis dynamometer load is 
verified.  
3.2.12. ‘ Road load ’ means the force resisting the forward motion of a vehicle as measured with the coastdown method 
or methods that are equivalent regarding the inclusion of frictional losses of the drivetrain.  
3.2.13. ‘ Rolling resistance ’ means the forces of the tyres opposing the motion of a vehicle.  
3.2.14. ‘ Running resistance ’ means the torque resisting the forward motion of a vehicle measured by torque meters 
installed at the driven wheels of a vehicle.  
3.2.15. ‘ Simulated road load ’ means the road load experienced by the vehicle on the chassis dynamometer which is 
intended to reproduce the road load measured on the road, and consists of the force applied by the chassis 
dynamometer and the forces resisting the vehicle while driving on the chassis dynamometer and is 
approximated by the three coefficients of a second order polynomial.  
3.2.16. ‘ Simulated running resistance ’ means the running resistance experienced by the vehicle on the chassis dyna ­
mometer which is intended to reproduce the running resistance measured on the road, and consists of the 
torque applied by the chassis dynamometer and the torque resisting the vehicle while driving on the chassis 
dynamometer and is approximated by the three coefficients of a second order polynomial.  
3.2.17. ‘ Stationary anemometry ’ means measurement of wind speed and direction with an anemometer at a location and 
height above road level alongside the test road where the most representative wind conditions will be experi ­
enced.  
3.2.18. ‘ Standard equipment ’ means the basic configuration of a vehicle which is equipped with all the features that are 
required under the regulatory acts referred to in Annex IV and Annex XI of Directive 2007/46/EC including all 
features that are fitted without giving rise to any further specifications on configuration or equipment level.  
3.2.19. ‘ Target road load ’ means the road load to be reproduced.  
3.2.20. ‘ Target running resistance ’ means the running resistance to be reproduced on the chassis dynamometer.  
3.2.21. Reserved  
3.2.22. ‘ Wind correction ’ means correction of the effect of wind on road load based on input of the stationary or on- 
board anemometry.  
3.2.23. ‘ Technically permissible maximum laden mass ’ means the maximum mass allocated to a vehicle on the basis of its 
construction features and its design performances.  
3.2.24. ‘ Actual mass of the vehicle ’ means the mass in running order plus the mass of the fitted optional equipment to an 
individual vehicle.  
3.2.25. ‘ Test mass of the vehicle ’ means the sum of the actual mass of the vehicle, 25 kg and the mass representative of 
the vehicle load.  
3.2.26. ‘ Mass representative of the vehicle load ’ means x per cent of the maximum vehicle load where x is 15 per cent for 
category M vehicles and 28 per cent for category N vehicles.EN L 175/358 Official Journal of the European Union 7.7.2017
 
3.2.27. ‘ Technically permissible maximum laden mass of the combination ’ (MC) means the maximum mass allocated to the 
combination of a motor vehicle and one or more trailers on the basis of its construction features and its design 
performances or the maximum mass allocated to the combination of a tractor unit and a semi-trailer.  
3.3. Pure electric, hybrid electric and fuel cell vehicles  
3.3.1. ‘ All-electric range ’ (AER) means the total distance travelled by an OVC-HEV from the beginning of the charge- 
depleting test to the point in time during the test when the combustion engine starts to consume fuel.  
3.3.2. ‘ Pure Electric range ’ (PER) means the total distance travelled by a PEV from the beginning of the charge-depleting 
test until the break-off criterion is reached.  
3.3.3. ‘ Charge-depleting actual range ’ (R  CDA ) means the distance travelled in a series of WLTCs in charge-depleting 
operating condition until the rechargeable electric energy storage system (REESS) is depleted.  
3.3.4. ‘ Charge-depleting cycle range ’ (R  CDC ) means the distance from the beginning of the charge-depleting test to the 
end of the last cycle prior to the cycle or cycles satisfying the break-off criterion, including the transition cycle 
where the vehicle may have operated in both depleting and sustaining conditions.  
3.3.5. ‘ Charge-depleting operating condition ’ means an operating condition in which the energy stored in the REESS may 
fluctuate but decreases on average while the vehicle is driven until transition to charge-sustaining operation.  
3.3.6. ‘ Charge-sustaining operating condition ’ means an operating condition in which the energy stored in the REESS 
may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven.  
3.3.7. ‘ Utility Factors ’ are ratios based on driving statistics depending on the range achieved in charge-depleting 
condition and are used to weigh the charge-depleting and charge-sustaining exhaust emission compounds, 
CO  2 emissions and fuel consumption for OVC-HEVs.  
3.3.8. ‘ Electric machine ’ (EM) means an energy converter transforming between electrical and mechanical energy.  
3.3.9. ‘ Energy converter ’ means a system where the form of energy output is different from the form of energy input.  
3.3.9.1. ‘ Propulsion energy converter ’ means an energy converter of the powertrain which is not a peripheral device whose 
output energy is used directly or indirectly for the purpose of vehicle propulsion  
3.3.9.2. ‘ Category of propulsion energy converter ’ means (i) an internal combustion engine, or (ii) an electric machine, or (iii) 
a fuel cell.  
3.3.10. ‘ Energy storage system ’ means a system which stores energy and releases it in the same form as was input.  
3.3.10.1. ‘ Propulsion energy storage system ’ means an energy storage system of the powertrain which is not a peripheral 
device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.  
3.3.10.2. ‘ Category of propulsion energy storage system ’ means (i) a fuel storage system, or (ii) a rechargeable electric energy 
storage system, or (iii) a rechargeable mechanical energy storage system.  
3.3.10.3. ‘ Form of energy ’ means (i) electrical energy, or (ii) mechanical energy, or (iii) chemical energy (including fuels).  
3.3.10.4. ‘ Fuel storage system ’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous 
fuel.EN 7.7.2017 Official Journal of the European Union L 175/359
 
3.3.11. ‘ Equivalent all-electric range ’ (EAER) means that portion of the total charge-depleting actual range (R  CDA ) 
attributable to the use of electricity from the REESS over the charge-depleting range test.  
3.3.12. ‘ Hybrid electric vehicle ’ (HEV) means a hybrid vehicle where one of the propulsion energy converters is an electric 
machine.  
3.3.13. ‘ Hybrid vehicle ’ (HV) means a vehicle equipped with a powertrain containing at least two different categories of 
propulsion energy converters and at least two different categories of propulsion energy storage systems.  
3.3.14. ‘ Net energy change ’ means the ratio of the REESS energy change divided by the cycle energy demand of the test 
vehicle.  
3.3.15. ‘ Not off-vehicle charging hybrid electric vehicle ’ (NOVC-HEV) means a hybrid electric vehicle that cannot be charged 
from an external source  
3.3.16. ‘ Off-vehicle charging hybrid electric vehicle ’ (OVC-HEV) means a hybrid electric vehicle that can be charged from an 
external source.  
3.3.17. ‘ Pure electric vehicle ’ (PEV) means a vehicle equipped with a powertrain containing exclusively electric machines 
as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion 
energy storage systems.  
3.3.18. ‘ Fuel cell ’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice 
versa.  
3.3.19. ‘ Fuel cell vehicle ’ (FCV) means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric 
machine(s) as propulsion energy converter(s).  
3.3.20. ‘ Fuel cell hybrid vehicle ’ (FCHV) means a fuel cell vehicle equipped with a powertrain containing at least one fuel 
storage system and at least one rechargeable electric energy storage system as propulsion energy storage 
systems.  
3.4. Powertrain  
3.4.1. ‘ Powertrain ’ means the total combination in a vehicle, of propulsion energy storage system(s), propulsion energy 
converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle 
propulsion, plus peripheral devices.  
3.4.2. ‘ Auxiliary devices ’ means energy consuming, converting, storing or supplying non-peripheral devices or systems 
which are installed in the vehicle for purposes other than the propulsion of the vehicle and are therefore not 
considered to be part of the powertrain.  
3.4.3. ‘ Peripheral devices ’ means energy consuming, converting, storing or supplying devices, where the energy is not 
primarily used for the purpose of vehicle propulsion, or other parts, systems and control units, which are 
essential to the operation of the powertrain.  
3.4.4. ‘ Drivetrain ’ means the connected elements of the powertrain for transmission of the mechanical energy between 
the propulsion energy converter(s) and the wheels.  
3.4.5. ‘ Manual transmission ’ means a transmission where gears can only be shifted by action of the driver.  
3.5. General  
3.5.1. ‘ Criteria emissions ’ means those emission compounds for which limits are set in this Regulation.EN L 175/360 Official Journal of the European Union 7.7.2017
 
3.5.2. Reserved  
3.5.3. Reserved  
3.5.4. Reserved  
3.5.5. Reserved  
3.5.6. ‘ Cycle energy demand ’ means the calculated positive energy required by the vehicle to drive the prescribed cycle.  
3.5.7. Reserved  
3.5.8. ‘ Driver-selectable mode ’ means a distinct driver-selectable condition which could affect emissions, or fuel and/or 
energy consumption.  
3.5.9. ‘ Predominant mode ’ for the purposes of this Annex means a single mode that is always selected when the vehicle 
is switched on regardless of the operating mode selected when the vehicle was previously shut down.  
3.5.10. ‘ Reference conditions (with regards to calculating mass emissions) ’ means the conditions upon which gas densities are 
based, namely 101,325 kPa and 273,15 K (0 °C).  
3.5.11. ‘ Exhaust emissions ’ means the emission of gaseous, solid and liquid compounds.  
3.6.  PM/PN  
The term ‘particle’ is conventionally used for the matter being characterised (measured) in the airborne phase 
(suspended matter), and the term ‘particulate’ for the deposited matter.  
3.6.1. ‘ Particle number emissions ’ (PN) means the total number of solid particles emitted from the vehicle exhaust 
quantified according to the dilution, sampling and measurement methods as specified in this Annex.  
3.6.2. ‘ Particulate matter emissions ’ (PM) means the mass of any particulate material from the vehicle exhaust quantified 
according to the dilution, sampling and measurement methods as specified in this Annex.  
3.7.  WLTC  
3.7.1. ‘ Rated engine power ’ (P  rated ) means maximum engine power in kW as per the requirements of Annex XX to this 
Regulation.  
3.7.2. ‘ Maximum speed ’ (v  max ) means the maximum speed of a vehicle as declared by the manufacturer.  
3.8. Procedure  
3.8.1. ‘ Periodically regenerating system ’ means an exhaust emissions control device (e.g. catalytic converter, particulate 
trap) that requires a periodical regeneration process in less than 4 000 km of normal vehicle operation.  
3.9. Ambient Temperature Correction Test (Sub-Annex 6a)  
3.9.1. ‘ Active heat storage device ’ means a technology that stores heat within any device of a vehicle and releases the 
heat to a power train component over a defined time period at engine start. It is characterised by the stored 
enthalpy in the system and the time for heat release to the power train components.  
3.9.2. ‘ Insulation materials ’ means any material in the engine compartment attached to the engine and/or the chassis 
with a thermal insulation effect and characterised by a maximum heat conductivity of 0,1 W/(mK).EN 7.7.2017 Official Journal of the European Union L 175/361
 
4. ABBREVIATIONS  
4.1. General abbreviations  
AC Alternating current  
CFV Critical flow venturi  
CFO Critical flow orifice  
CLD Chemiluminescent detector  
CLA Chemiluminescent analyser  
CVS Constant volume sampler  
DC Direct current  
ET Evaporation tube  
Extra High  2 WLTC extra high speed phase for Class 2 vehicles  
Extra High  3 WLTC extra high speed phase for Class 3 vehicles  
FCHV Fuel cell hybrid vehicle  
FID Flame ionisation detector  
FSD Full scale deflection  
GC Gas chromatograph  
HEPA High efficiency particulate air (filter)  
HFID Heated flame ionisation detector  
High  2 WLTC high speed phase for Class 2 vehicles  
High  3-1 WLTC high speed phase for Class 3 vehicles v  max < 120 with km/h  
High  3-2 WLTC high speed phase for Class 3 vehicles with v  max ≥ 120 km/h  
ICE Internal combustion engine  
LoD Limit of detection  
LoQ Limit of quantification  
Low  1 WLTC low speed phase for Class 1 vehicles  
Low  2 WLTC low speed phase for Class 2 vehicles  
Low  3 WLTC low speed phase for Class 3 vehiclesEN L 175/362 Official Journal of the European Union 7.7.2017
 
Medium  1 WLTC medium speed phase for Class 1 vehicles  
Medium  2 WLTC medium speed phase for Class 2 vehicles  
Medium  3-1 WLTC medium speed phase for Class 3 vehicles with v  max < 120 km/h  
Medium  3-2 WLTC medium speed phase for Class 3 vehicles with v  max ≥ 120 km/h  
LC Liquid chromatography  
LPG Liquefied petroleum gas  
NDIR Non-dispersive infrared (analyser)  
NDUV Non-dispersive ultraviolet  
NG/biomethane Natural gas/biomethane  
NMC Non-methane cutter  
NOVC-FCHV Not off-vehicle charging fuel cell hybrid vehicle  
NOVC Not off-vehicle charging  
NOVC-HEV Not off-vehicle charging hybrid electric vehicle  
OVC-HEV Off-vehicle charging hybrid electric vehicle  
P a Particulate mass collected on the background filter  
P e Particulate mass collected on the sample filter  
PAO Poly-alpha-olefin  
PCF Particle pre-classifier  
PCRF Particle concentration reduction factor  
PDP Positive displacement pump  
PER Pure electric range  
Per cent FS Per cent of full scale  
PM Particulate matter emissions  
PN Particle number emissions  
PNC Particle number counter  
PND  1 First particle number dilution device  
PND  2 Second particle number dilution deviceEN 7.7.2017 Official Journal of the European Union L 175/363
 
PTS Particle transfer system  
PTT Particle transfer tube  
QCL-IR Infrared quantum cascade laser  
R CDA Charge-depleting actual range  
RCB REESS charge balance  
REESS Rechargeable electric energy storage system  
SSV Subsonic venturi  
USFM Ultrasonic flow meter  
VPR Volatile particle remover  
WLTC Worldwide light-duty test cycle  
4.2. Chemical symbols and abbreviations  
C 1 Carbon 1 equivalent hydrocarbon  
CH  4 Methane  
C 2 H 6 Ethane  
C 2 H 5 OH Ethanol  
C 3 H 8 Propane  
CO Carbon monoxide  
CO  2 Carbon dioxide  
DOP Di-octylphthalate  
H 2 O Water  
NH  3 Ammonia  
NMHC Non-methane hydrocarbons  
NO  x Oxides of nitrogen  
NO Nitric oxide  
NO  2 Nitrogen dioxide  
N 2 O Nitrous oxide  
THC Total hydrocarbonsEN L 175/364 Official Journal of the European Union 7.7.2017
 
5. GENERAL REQUIREMENTS  
5.0 Each of the vehicle families defined in paragraphs 5.6. to 5.9. shall be attributed an unique identifier of the 
following format:  
FT-TA-WMI-yyyy-nnnn  
Where:  
— FT is an identifier of the family type:  
— IP = Interpolation family as defined in paragraph 5.6.  
— RL = Road load family as defined in paragraph 5.7.  
— RM = Road load matrix family as defined in paragraph 5.8.  
— PR = Periodically regenerating systems (K  i ) family as defined in paragraph 5.9.  
— TA is the distinguishing number of the authority responsible for the family approval as defined in section 1 
of point 1 of Annex VII of Directive (EC) 2007/46  
— WMI (world manufacturer identifier) is a code that identifies the manufacturer in a unique manner and is 
defined in ISO 3780:2009. For a single manufacturers several WMI codes may be used.  
— yyyy is the year when the test for the family were concluded  
— nnnn is a four digit sequence number  
5.1. The vehicle and its components liable to affect the emissions of gaseous compounds, particulate matter and 
particle number shall be so designed, constructed and assembled as to enable the vehicle in normal use and 
under normal conditions of use such as humidity, rain, snow, heat, cold, sand, dirt, vibrations, wear, etc. to 
comply with the provisions of this Annex during its useful life.  
5.1.1. This shall include the security of all hoses, joints and connections used within the emission control systems.  
5.2. The test vehicle shall be representative in terms of its emissions-related components and functionality of the 
intended production series to be covered by the approval. The manufacturer and the approval authority shall 
agree which vehicle test model is representative.  
5.3. Vehicle testing condition  
5.3.1. The types and amounts of lubricants and coolant for emissions testing shall be as specified for normal vehicle 
operation by the manufacturer.  
5.3.2. The type of fuel for emissions testing shall be as specified in Annex IX.  
5.3.3. All emissions controlling systems shall be in working order.  
5.3.4. The use of any defeat device is prohibited, according to the provisions of Article 5(2) of Regulation (EC) 
No 715/2007.  
5.3.5. The engine shall be designed to avoid crankcase emissions.EN 7.7.2017 Official Journal of the European Union L 175/365
 
5.3.6. The tyres used for emissions testing shall be as defined in paragraph 1.2.4.5. of Sub-Annex 6 to this Annex.  
5.4. Petrol tank inlet orifices  
5.4.1. Subject to paragraph 5.4.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the 
tank from being filled from a fuel pump delivery nozzle that has an external diameter of 23.6 mm or greater.  
5.4.2. Paragraph 5.4.1. shall not apply to a vehicle in respect of which both of the following conditions are satisfied:  
(a) The vehicle is so designed and constructed that no device designed to control the emissions shall be 
adversely affected by leaded petrol; and  
(b) The vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in 
ISO 2575:2010 ‘Road vehicles – Symbols for controls, indicators and tell-tales’, in a position immediately 
visible to a person filling the petrol tank. Additional markings are permitted.  
5.5. Provisions for electronic system security  
5.5.1. Any vehicle with an emission control computer shall include features to deter modification, except as auth ­
orised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary 
for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer 
codes or operating parameters shall be resistant to tampering and afford a level of protection at least as good 
as the provisions in ISO 15031-7 (March 15, 2001). Any removable calibration memory chips shall be potted, 
encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use 
of specialized tools and procedures.  
5.5.2. Computer-coded engine operating parameters shall not be changeable without the use of specialized tools and 
procedures (e.g. soldered or potted computer components or sealed (or soldered) enclosures).  
5.5.3. Manufacturers may seek approval from the approval authority for an exemption to one of these requirements 
for those vehicles that are unlikely to require protection. The criteria that the approval authority shall evaluate 
in considering an exemption shall include, but are not limited to, the current availability of performance chips, 
the high-performance capability of the vehicle and the projected sales volume of the vehicle.  
5.5.4. Manufacturers using programmable computer code systems shall deter unauthorised reprogramming. Manu ­
facturers shall include enhanced tamper protection strategies and write-protect features requiring electronic 
access to an off-site computer maintained by the manufacturer, to which independent operators shall also have 
access using the protection afforded in paragraph 5.5.1. and Section 2.2. of Annex XIV. Methods giving an 
adequate level of tamper protection will be approved by the approval authority.  
5.6. Interpolation family  
5.6.1.  Interpolation family for ICE vehicles  
Only vehicles that are identical with respect to the following vehicle/powertrain/transmission characteristics 
may be part of the same interpolation family:  
(a) Type of internal combustion engine: fuel type, combustion type, engine displacement, full-load character ­
istics, engine technology, and charging system, and also other engine subsystems or characteristics that 
have a non-negligible influence on CO  2 mass emission under WLTP conditions;  
(b) Operation strategy of all CO  2 mass emission influencing components within the powertrain;  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of 
gears, number of clutches, etc.);EN L 175/366 Official Journal of the European Union 7.7.2017
 
(d) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled 
if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most 
commonly installed transmission type is within 8 per cent;  
(e) Number of powered axles;  
(f) ATCT family.  
Vehicles may only be part of the same interpolation family if they belong to the same vehicle class as described 
in paragraph 2 of Sub-Annex 1.  
5.6.2.  Interpolation family for NOVC-HEVs and OVC-HEVs  
In addition to the requirements of paragraph 5.6.1., only OVC-HEVs and NOVC-HEVs that are identical with 
respect to the following characteristics may be part of the same interpolation family:  
(a) Type and number of electric machines (construction type (asynchronous/ synchronous, etc..), type of 
coolant (air, liquid,) and any other characteristics having a non-negligible influence on CO  2 mass 
emission and electric energy consumption under WLTP conditions;  
(b) Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid));  
(c) Type of energy converter between the electric machine and traction REESS, between the traction REESS 
and low voltage power supply and between the recharge-plug-in and traction REESS, and any other 
characteristics having a non-negligible influence on CO  2 mass emission and electric energy consumption 
under WLTP conditions.  
(d) The difference between the number of charge-depleting cycles from the beginning of the test up to and 
including the transition cycle shall not be more than one.  
5.6.3.  Interpolation family for PEVs  
Only PEVs that are identical with respect to the following electric powertrain/transmission characteristics may 
be part of the same interpolation family:  
(a) Type and number of electric machines (construction type (asynchronous/ synchronous, etc.), type of 
coolant (air, liquid) and any other characteristics having a non-negligible influence on electric energy 
consumption and range under WLTP conditions;  
(b) Type of traction REESS (model, capacity, nominal voltage, nominal power, type of coolant (air, liquid));  
(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of 
gears, numbers of clutches, etc.);  
(d) Number of powered axles;  
(e) Type of electric converter between the electric machine and traction REESS, between the traction REESS 
and low voltage power supply and between the recharge-plug-in and traction REESS, and any other 
characteristics having a non-negligible influence on electric energy consumption and range under WLTP 
conditions;  
(f) Operation strategy of all components influencing the electric energy consumption within the powertrain;EN 7.7.2017 Official Journal of the European Union L 175/367
 
(g) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled 
if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most 
commonly installed transmission type and model is within 8 per cent.  
5.7. Road load family  
Only vehicles that are identical with respect to the following characteristics may be part of the same road load 
family:  
(a) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of 
gears, number of clutches, etc.). At the request of the manufacturer and with approval of the approval 
authority, a transmission with lower power losses may be included in the family;  
(b) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled 
if, for all transmission ratios concerned, the difference with respect to the transmission ratios of the most 
commonly installed transmission type is within 25 per cent;  
(c) Number of powered axles;  
(d) If at least one electric machine is coupled in the gearbox position neutral and the vehicle is not equipped 
with a coastdown mode (paragraph 4.2.1.8.5. of Sub-Annex 4) such that the electric machine has no 
influence on the road load, the criteria from paragraph 5.6.2. (a) and paragraph 5.6.3. (a) shall apply.  
If there is a difference, apart from vehicle mass, rolling resistance and aerodynamics, that has a non-negligible 
influence on road load, that vehicle shall not be considered to be part of the family unless approved by the 
approval authority.  
5.8. Road load matrix family  
The road load matrix family may be applied for vehicles designed for a technically permissible maximum laden 
mass ≥ 3 000 kg.  
Only vehicles which are identical with respect to the following characteristics may be part of the same road 
load matrix family:  
(a) Transmission type (e.g. manual, automatic, CVT);  
(b) Number of powered axles.  
5.9. Periodically regenerating systems (K  i ) family  
Only vehicles that are identical with respect to the following characteristics may be part of the same period ­
ically regenerating systems family:  
5.9.1. Type of internal combustion engine: fuel type, combustion type,  
5.9.2. Periodically regenerating system (i.e. catalyst, particulate trap);  
(a) Construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);  
(b) Type and working principle;  
(c) Volume ±10 per cent;EN L 175/368 Official Journal of the European Union 7.7.2017
 
(d) Location (temperature ± 100 °C at 2  nd highest reference speed);  
(e) The test mass of each vehicle in the family must be less than or equal to the test mass of the vehicle used 
for the Ki demonstration test plus 250 kg.  
6. PERFORMANCE REQUIREMENTS  
6.1. Limit values  
Limit values for emissions shall be those specified in Annex I of Regulation (EC) No 715/2007.  
6.2. Testing  
Testing shall be performed according to:  
(a) The WLTCs as described in Sub-Annex 1;  
(b) The gear selection and shift point determination as described in Sub-Annex 2;  
(c) The appropriate fuel as described in Annex IX of this Regulation;  
(d) The road load and dynamometer settings as described in Sub-Annex 4;  
(e) The test equipment as described in Sub-Annex 5;  
(f) The test procedures as described in Sub-Annexes 6 and 8;  
(g) The methods of calculation as described in Sub-Annexes 7 and 8.EN 7.7.2017 Official Journal of the European Union L 175/369
 
Sub-Annex 1  
Worldwide light-duty test cycles (WLTC)  
1. General requirements  
1.1. The cycle to be driven depends on the ratio of the test vehicle’s rated power to mass in running order, W/kg, 
and its maximum velocity, v  max . 
The cycle resulting from the requirements described in this Sub-Annex shall be referred to in other parts of the 
Annex as the ‘applicable cycle’.  
2. Vehicle classifications  
2.1. Class 1 vehicles have a power to mass in running order ratio P  mr ≤ 22 W/kg.  
2.2. Class 2 vehicles have a power to mass in running order ratio > 22 but ≤ 34 W/kg.  
2.3. Class 3 vehicles have a power to mass in running order ratio > 34 W/kg.  
2.3.1. All vehicles tested according to Sub-Annex 8 shall be considered to be Class 3 vehicles.  
3. Test cycles  
3.1. Class 1 vehicles  
3.1.1. A complete cycle for Class 1 vehicles shall consist of a low phase (Low  1 ), a medium phase (Medium  1 ) and an 
additional low phase (Low  1 ). 
3.1.2. The Low  1 phase is described in Figure A1/1 and Table A1/1.  
3.1.3. The Medium  1 phase is described in Figure A1/2 and Table A1/2.  
3.2. Class 2 vehicles  
3.2.1. A complete cycle for Class 2 vehicles shall consist of a low phase (Low  2 ), a medium phase (Medium  2 ), a high 
phase (High  2 ) and an extra high phase (Extra High  2 ). 
3.2.2. The Low  2 phase is described in Figure A1/3 and Table A1/3.  
3.2.3. The Medium  2 phase is described in Figure A1/4 and Table A1/4.  
3.2.4. The High  2 phase is described in Figure A1/5 and Table A1/5.  
3.2.5. The Extra High  2 phase is described in Figure A1/6 and Table A1/6.  
3.3. Class 3 vehicles  
Class 3 vehicles are divided into 2 subclasses according to their maximum speed, v  max . 
3.3.1. Class 3a vehicles with v  max < 120 km/h  
3.3.1.1. A complete cycle shall consist of a low phase (Low  3 ), a medium phase (Medium  3-1 ), a high phase (High  3-1 ) and 
an extra high phase (Extra High  3 ). 
3.3.1.2. The Low  3 phase is described in Figure A1/7 and Table A1/7.  
3.3.1.3. The Medium  3-1 phase is described in Figure A1/8 and Table A1/8.  
3.3.1.4. The High  3-1 phase is described in Figure A1/10 and Table A1/10.EN L 175/370 Official Journal of the European Union 7.7.2017
 
3.3.1.5. The Extra High  3 phase is described in Figure A1/12 and Table A1/12.  
3.3.2.  Class 3b vehicles with v  max ≥ 120 km/h  
3.3.2.1.  A complete cycle shall consist of a low phase (Low  3 ) phase, a medium phase (Medium  3-2 ), a high phase (High  3-2 ) 
and an extra high phase (Extra High  3 ). 
3.3.2.2. The Low  3 phase is described in Figure A1/7 and Table A1/7.  
3.3.2.3. The Medium  3-2 phase is described in Figure A1/9 and Table A1/9.  
3.3.2.4. The High  3-2 phase is described in Figure A1/11 and Table A1/11.  
3.3.2.5. The Extra High  3 phase is described in Figure A1/12 and Table A1/12.  
3.4. Duration of all phases  
3.4.1. All low speed phases last 589 seconds.  
3.4.2. All medium speed phases last 433 seconds.  
3.4.3. All high speed phases last 455 seconds.  
3.4.4. All extra high speed phases last 323 seconds.  
3.5. WLTCcity cycles  
OVC-HEVs and PEVs shall be tested using the WLTC and WLTC city cycles (see Sub-Annex 8) for Class 3a and 
Class 3b vehicles.  
The WLTC city cycle consists of the low and medium speed phases only.  
4. WLTC Class 1 vehicles  
Figure A1/1  
WLTC, Class 1 vehicles, phase Low  1
EN 7.7.2017 Official Journal of the European Union L 175/371
 
Figure A1/2  
WLTC, Class 1 vehicles, phase Medium  1
 
Table A1/1  
WLTC, Class 1 vehicles, phase Low  1 
Time in s  Speed in km/h  
0 0,0  
1 0,0  
2 0,0  
3 0,0  
4 0,0  
5 0,0  
6 0,0  
7 0,0  
8 0,0  
9 0,0  
10 0,0  
11 0,0  
12 0,2  
13 3,1  
14 5,7  
15 8,0  Time in s  Speed in km/h  
16 10,1  
17 12,0  
18 13,8  
19 15,4  
20 16,7  
21 17,7  
22 18,3  
23 18,8  
24 18,9  
25 18,4  
26 16,9  
27 14,3  
28 10,8  
29 7,1  
30 4,0  Time in s  Speed in km/h  
31 0,0  
32 0,0  
33 0,0  
34 0,0  
35 1,5  
36 3,8  
37 5,6  
38 7,5  
39 9,2  
40 10,8  
41 12,4  
42 13,8  
43 15,2  
44 16,3  
45 17,3  
46 18,0  Time in s  Speed in km/h  
47 18,8  
48 19,5  
49 20,2  
50 20,9  
51 21,7  
52 22,4  
53 23,1  
54 23,7  
55 24,4  
56 25,1  
57 25,4  
58 25,2  
59 23,4  
60 21,8  
61 19,7  
62 17,3EN L 175/372 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
63 14,7  
64 12,0  
65 9,4  
66 5,6  
67 3,1  
68 0,0  
69 0,0  
70 0,0  
71 0,0  
72 0,0  
73 0,0  
74 0,0  
75 0,0  
76 0,0  
77 0,0  
78 0,0  
79 0,0  
80 0,0  
81 0,0  
82 0,0  
83 0,0  
84 0,0  
85 0,0  
86 0,0  
87 0,0  
88 0,0  
89 0,0  
90 0,0  
91 0,0  
92 0,0  
93 0,0  
94 0,0  
95 0,0  
96 0,0  
97 0,0  Time in s  Speed in km/h  
98 0,0  
99 0,0  
100  0,0  
101  0,0  
102  0,0  
103  0,0  
104  0,0  
105  0,0  
106  0,0  
107  0,0  
108  0,7  
109  1,1  
110  1,9  
111  2,5  
112  3,5  
113  4,7  
114  6,1  
115  7,5  
116  9,4  
117  11,0  
118  12,9  
119  14,5  
120  16,4  
121  18,0  
122  20,0  
123  21,5  
124  23,5  
125  25,0  
126  26,8  
127  28,2  
128  30,0  
129  31,4  
130  32,5  
131  33,2  
132  33,4  Time in s  Speed in km/h  
133  33,7  
134  33,9  
135  34,2  
136  34,4  
137  34,7  
138  34,9  
139  35,2  
140  35,4  
141  35,7  
142  35,9  
143  36,6  
144  37,5  
145  38,4  
146  39,3  
147  40,0  
148  40,6  
149  41,1  
150  41,4  
151  41,6  
152  41,8  
153  41,8  
154  41,9  
155  41,9  
156  42,0  
157  42,0  
158  42,2  
159  42,3  
160  42,6  
161  43,0  
162  43,3  
163  43,7  
164  44,0  
165  44,3  
166  44,5  
167  44,6  Time in s  Speed in km/h  
168  44,6  
169  44,5  
170  44,4  
171  44,3  
172  44,2  
173  44,1  
174  44,0  
175  43,9  
176  43,8  
177  43,7  
178  43,6  
179  43,5  
180  43,4  
181  43,3  
182  43,1  
183  42,9  
184  42,7  
185  42,5  
186  42,3  
187  42,2  
188  42,2  
189  42,2  
190  42,3  
191  42,4  
192  42,5  
193  42,7  
194  42,9  
195  43,1  
196  43,2  
197  43,3  
198  43,4  
199  43,4  
200  43,2  
201  42,9  
202  42,6EN 7.7.2017 Official Journal of the European Union L 175/373
 
Time in s  Speed in km/h  
203  42,2  
204  41,9  
205  41,5  
206  41,0  
207  40,5  
208  39,9  
209  39,3  
210  38,7  
211  38,1  
212  37,5  
213  36,9  
214  36,3  
215  35,7  
216  35,1  
217  34,5  
218  33,9  
219  33,6  
220  33,5  
221  33,6  
222  33,9  
223  34,3  
224  34,7  
225  35,1  
226  35,5  
227  35,9  
228  36,4  
229  36,9  
230  37,4  
231  37,9  
232  38,3  
233  38,7  
234  39,1  
235  39,3  
236  39,5  
237  39,7  Time in s  Speed in km/h  
238  39,9  
239  40,0  
240  40,1  
241  40,2  
242  40,3  
243  40,4  
244  40,5  
245  40,5  
246  40,4  
247  40,3  
248  40,2  
249  40,1  
250  39,7  
251  38,8  
252  37,4  
253  35,6  
254  33,4  
255  31,2  
256  29,1  
257  27,6  
258  26,6  
259  26,2  
260  26,3  
261  26,7  
262  27,5  
263  28,4  
264  29,4  
265  30,4  
266  31,2  
267  31,9  
268  32,5  
269  33,0  
270  33,4  
271  33,8  
272  34,1  Time in s  Speed in km/h  
273  34,3  
274  34,3  
275  33,9  
276  33,3  
277  32,6  
278  31,8  
279  30,7  
280  29,6  
281  28,6  
282  27,8  
283  27,0  
284  26,4  
285  25,8  
286  25,3  
287  24,9  
288  24,5  
289  24,2  
290  24,0  
291  23,8  
292  23,6  
293  23,5  
294  23,4  
295  23,3  
296  23,3  
297  23,2  
298  23,1  
299  23,0  
300  22,8  
301  22,5  
302  22,1  
303  21,7  
304  21,1  
305  20,4  
306  19,5  
307  18,5  Time in s  Speed in km/h  
308  17,6  
309  16,6  
310  15,7  
311  14,9  
312  14,3  
313  14,1  
314  14,0  
315  13,9  
316  13,8  
317  13,7  
318  13,6  
319  13,5  
320  13,4  
321  13,3  
322  13,2  
323  13,2  
324  13,2  
325  13,4  
326  13,5  
327  13,7  
328  13,8  
329  14,0  
330  14,1  
331  14,3  
332  14,4  
333  14,4  
334  14,4  
335  14,3  
336  14,3  
337  14,0  
338  13,0  
339  11,4  
340  10,2  
341  8,0  
342  7,0EN L 175/374 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
343  6,0  
344  5,5  
345  5,0  
346  4,5  
347  4,0  
348  3,5  
349  3,0  
350  2,5  
351  2,0  
352  1,5  
353  1,0  
354  0,5  
355  0,0  
356  0,0  
357  0,0  
358  0,0  
359  0,0  
360  0,0  
361  2,2  
362  4,5  
363  6,6  
364  8,6  
365  10,6  
366  12,5  
367  14,4  
368  16,3  
369  17,9  
370  19,1  
371  19,9  
372  20,3  
373  20,5  
374  20,7  
375  21,0  
376  21,6  
377  22,6  Time in s  Speed in km/h  
378  23,7  
379  24,8  
380  25,7  
381  26,2  
382  26,4  
383  26,4  
384  26,4  
385  26,5  
386  26,6  
387  26,8  
388  26,9  
389  27,2  
390  27,5  
391  28,0  
392  28,8  
393  29,9  
394  31,0  
395  31,9  
396  32,5  
397  32,6  
398  32,4  
399  32,0  
400  31,3  
401  30,3  
402  28,0  
403  27,0  
404  24,0  
405  22,5  
406  19,0  
407  17,5  
408  14,0  
409  12,5  
410  9,0  
411  7,5  
412  4,0  Time in s  Speed in km/h  
413  2,9  
414  0,0  
415  0,0  
416  0,0  
417  0,0  
418  0,0  
419  0,0  
420  0,0  
421  0,0  
422  0,0  
423  0,0  
424  0,0  
425  0,0  
426  0,0  
427  0,0  
428  0,0  
429  0,0  
430  0,0  
431  0,0  
432  0,0  
433  0,0  
434  0,0  
435  0,0  
436  0,0  
437  0,0  
438  0,0  
439  0,0  
440  0,0  
441  0,0  
442  0,0  
443  0,0  
444  0,0  
445  0,0  
446  0,0  
447  0,0  Time in s  Speed in km/h  
448  0,0  
449  0,0  
450  0,0  
451  0,0  
452  0,0  
453  0,0  
454  0,0  
455  0,0  
456  0,0  
457  0,0  
458  0,0  
459  0,0  
460  0,0  
461  0,0  
462  0,0  
463  0,0  
464  0,0  
465  0,0  
466  0,0  
467  0,0  
468  0,0  
469  0,0  
470  0,0  
471  0,0  
472  0,0  
473  0,0  
474  0,0  
475  0,0  
476  0,0  
477  0,0  
478  0,0  
479  0,0  
480  0,0  
481  1,6  
482  3,1EN 7.7.2017 Official Journal of the European Union L 175/375
 
Time in s  Speed in km/h  
483  4,6  
484  6,1  
485  7,8  
486  9,5  
487  11,3  
488  13,2  
489  15,0  
490  16,8  
491  18,4  
492  20,1  
493  21,6  
494  23,1  
495  24,6  
496  26,0  
497  27,5  
498  29,0  
499  30,6  
500  32,1  
501  33,7  
502  35,3  
503  36,8  
504  38,1  
505  39,3  
506  40,4  
507  41,2  
508  41,9  
509  42,6  Time in s  Speed in km/h  
510  43,3  
511  44,0  
512  44,6  
513  45,3  
514  45,5  
515  45,5  
516  45,2  
517  44,7  
518  44,2  
519  43,6  
520  43,1  
521  42,8  
522  42,7  
523  42,8  
524  43,3  
525  43,9  
526  44,6  
527  45,4  
528  46,3  
529  47,2  
530  47,8  
531  48,2  
532  48,5  
533  48,7  
534  48,9  
535  49,1  
536  49,1  Time in s  Speed in km/h  
537  49,0  
538  48,8  
539  48,6  
540  48,5  
541  48,4  
542  48,3  
543  48,2  
544  48,1  
545  47,5  
546  46,7  
547  45,7  
548  44,6  
549  42,9  
550  40,8  
551  38,2  
552  35,3  
553  31,8  
554  28,7  
555  25,8  
556  22,9  
557  20,2  
558  17,3  
559  15,0  
560  12,3  
561  10,3  
562  7,8  
563  6,5  Time in s  Speed in km/h  
564  4,4  
565  3,2  
566  1,2  
567  0,0  
568  0,0  
569  0,0  
570  0,0  
571  0,0  
572  0,0  
573  0,0  
574  0,0  
575  0,0  
576  0,0  
577  0,0  
578  0,0  
579  0,0  
580  0,0  
581  0,0  
582  0,0  
583  0,0  
584  0,0  
585  0,0  
586  0,0  
587  0,0  
588  0,0  
589  0,0  
Table A1/2  
WLTC, Class 1 vehicles, phase Medium  1 
Time in s  Speed in km/h  
590  0,0  
591  0,0  
592  0,0  
593  0,0  Time in s  Speed in km/h  
594  0,0  
595  0,0  
596  0,0  
597  0,0  Time in s  Speed in km/h  
598  0,0  
599  0,0  
600  0,6  
601  1,9  Time in s  Speed in km/h  
602  2,7  
603  5,2  
604  7,0  
605  9,6EN L 175/376 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
606  11,4  
607  14,1  
608  15,8  
609  18,2  
610  19,7  
611  21,8  
612  23,2  
613  24,7  
614  25,8  
615  26,7  
616  27,2  
617  27,7  
618  28,1  
619  28,4  
620  28,7  
621  29,0  
622  29,2  
623  29,4  
624  29,4  
625  29,3  
626  28,9  
627  28,5  
628  28,1  
629  27,6  
630  26,9  
631  26,0  
632  24,6  
633  22,8  
634  21,0  
635  19,5  
636  18,6  
637  18,4  
638  19,0  
639  20,1  
640  21,5  Time in s  Speed in km/h  
641  23,1  
642  24,9  
643  26,4  
644  27,9  
645  29,2  
646  30,4  
647  31,6  
648  32,8  
649  34,0  
650  35,1  
651  36,3  
652  37,4  
653  38,6  
654  39,6  
655  40,6  
656  41,6  
657  42,4  
658  43,0  
659  43,6  
660  44,0  
661  44,4  
662  44,8  
663  45,2  
664  45,6  
665  46,0  
666  46,5  
667  47,0  
668  47,5  
669  48,0  
670  48,6  
671  49,1  
672  49,7  
673  50,2  
674  50,8  
675  51,3  Time in s  Speed in km/h  
676  51,8  
677  52,3  
678  52,9  
679  53,4  
680  54,0  
681  54,5  
682  55,1  
683  55,6  
684  56,2  
685  56,7  
686  57,3  
687  57,9  
688  58,4  
689  58,8  
690  58,9  
691  58,4  
692  58,1  
693  57,6  
694  56,9  
695  56,3  
696  55,7  
697  55,3  
698  55,0  
699  54,7  
700  54,5  
701  54,4  
702  54,3  
703  54,2  
704  54,1  
705  53,8  
706  53,5  
707  53,0  
708  52,6  
709  52,2  
710  51,9  Time in s  Speed in km/h  
711  51,7  
712  51,7  
713  51,8  
714  52,0  
715  52,3  
716  52,6  
717  52,9  
718  53,1  
719  53,2  
720  53,3  
721  53,3  
722  53,4  
723  53,5  
724  53,7  
725  54,0  
726  54,4  
727  54,9  
728  55,6  
729  56,3  
730  57,1  
731  57,9  
732  58,8  
733  59,6  
734  60,3  
735  60,9  
736  61,3  
737  61,7  
738  61,8  
739  61,8  
740  61,6  
741  61,2  
742  60,8  
743  60,4  
744  59,9  
745  59,4EN 7.7.2017 Official Journal of the European Union L 175/377
 
Time in s  Speed in km/h  
746  58,9  
747  58,6  
748  58,2  
749  57,9  
750  57,7  
751  57,5  
752  57,2  
753  57,0  
754  56,8  
755  56,6  
756  56,6  
757  56,7  
758  57,1  
759  57,6  
760  58,2  
761  59,0  
762  59,8  
763  60,6  
764  61,4  
765  62,2  
766  62,9  
767  63,5  
768  64,2  
769  64,4  
770  64,4  
771  64,0  
772  63,5  
773  62,9  
774  62,4  
775  62,0  
776  61,6  
777  61,4  
778  61,2  
779  61,0  
780  60,7  Time in s  Speed in km/h  
781  60,2  
782  59,6  
783  58,9  
784  58,1  
785  57,2  
786  56,3  
787  55,3  
788  54,4  
789  53,4  
790  52,4  
791  51,4  
792  50,4  
793  49,4  
794  48,5  
795  47,5  
796  46,5  
797  45,4  
798  44,3  
799  43,1  
800  42,0  
801  40,8  
802  39,7  
803  38,8  
804  38,1  
805  37,4  
806  37,1  
807  36,9  
808  37,0  
809  37,5  
810  37,8  
811  38,2  
812  38,6  
813  39,1  
814  39,6  
815  40,1  Time in s  Speed in km/h  
816  40,7  
817  41,3  
818  41,9  
819  42,7  
820  43,4  
821  44,2  
822  45,0  
823  45,9  
824  46,8  
825  47,7  
826  48,7  
827  49,7  
828  50,6  
829  51,6  
830  52,5  
831  53,3  
832  54,1  
833  54,7  
834  55,3  
835  55,7  
836  56,1  
837  56,4  
838  56,7  
839  57,1  
840  57,5  
841  58,0  
842  58,7  
843  59,3  
844  60,0  
845  60,6  
846  61,3  
847  61,5  
848  61,5  
849  61,4  
850  61,2  Time in s  Speed in km/h  
851  60,5  
852  60,0  
853  59,5  
854  58,9  
855  58,4  
856  57,9  
857  57,5  
858  57,1  
859  56,7  
860  56,4  
861  56,1  
862  55,8  
863  55,5  
864  55,3  
865  55,0  
866  54,7  
867  54,4  
868  54,2  
869  54,0  
870  53,9  
871  53,7  
872  53,6  
873  53,5  
874  53,4  
875  53,3  
876  53,2  
877  53,1  
878  53,0  
879  53,0  
880  53,0  
881  53,0  
882  53,0  
883  53,0  
884  52,8  
885  52,5EN L 175/378 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
886  51,9  
887  51,1  
888  50,2  
889  49,2  
890  48,2  
891  47,3  
892  46,4  
893  45,6  
894  45,0  
895  44,3  
896  43,8  
897  43,3  
898  42,8  
899  42,4  
900  42,0  
901  41,6  
902  41,1  
903  40,3  
904  39,5  
905  38,6  
906  37,7  
907  36,7  
908  36,2  
909  36,0  
910  36,2  
911  37,0  
912  38,0  
913  39,0  
914  39,7  
915  40,2  
916  40,7  
917  41,2  
918  41,7  
919  42,2  
920  42,7  Time in s  Speed in km/h  
921  43,2  
922  43,6  
923  44,0  
924  44,2  
925  44,4  
926  44,5  
927  44,6  
928  44,7  
929  44,6  
930  44,5  
931  44,4  
932  44,2  
933  44,1  
934  43,7  
935  43,3  
936  42,8  
937  42,3  
938  41,6  
939  40,7  
940  39,8  
941  38,8  
942  37,8  
943  36,9  
944  36,1  
945  35,5  
946  35,0  
947  34,7  
948  34,4  
949  34,1  
950  33,9  
951  33,6  
952  33,3  
953  33,0  
954  32,7  Time in s  Speed in km/h  
955  32,3  
956  31,9  
957  31,5  
958  31,0  
959  30,6  
960  30,2  
961  29,7  
962  29,1  
963  28,4  
964  27,6  
965  26,8  
966  26,0  
967  25,1  
968  24,2  
969  23,3  
970  22,4  
971  21,5  
972  20,6  
973  19,7  
974  18,8  
975  17,7  
976  16,4  
977  14,9  
978  13,2  
979  11,3  
980  9,4  
981  7,5  
982  5,6  
983  3,7  
984  1,9  
985  1,0  
986  0,0  
987  0,0  
988  0,0  Time in s  Speed in km/h  
989  0,0  
990  0,0  
991  0,0  
992  0,0  
993  0,0  
994  0,0  
995  0,0  
996  0,0  
997  0,0  
998  0,0  
999  0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0EN 7.7.2017 Official Journal of the European Union L 175/379
 
5. WLTC for Class 2 vehicles  
Figure A1/3  
WLTC, Class 2 vehicles, phase Low  2
 
Figure A1/4  
WLTC, Class 2 Vehicles, Phase Medium  2
EN L 175/380 Official Journal of the European Union 7.7.2017
 
Figure A1/5  
WLTC, Class 2 vehicles, phase High  2
 
Figure A1/6  
WLTC, Class 2 vehicles, phase Extra High  2
EN 7.7.2017 Official Journal of the European Union L 175/381
 
Table A1/3  
WLTC, Class 2 vehicles, phase Low  2 
Time in s  Speed in km/h  
0 0,0  
1 0,0  
2 0,0  
3 0,0  
4 0,0  
5 0,0  
6 0,0  
7 0,0  
8 0,0  
9 0,0  
10 0,0  
11 0,0  
12 0,0  
13 1,2  
14 2,6  
15 4,9  
16 7,3  
17 9,4  
18 11,4  
19 12,7  
20 13,3  
21 13,4  
22 13,3  
23 13,1  
24 12,5  
25 11,1  
26 8,9  
27 6,2  
28 3,8  
29 1,8  
30 0,0  
31 0,0  
32 0,0  Time in s  Speed in km/h  
33 0,0  
34 1,5  
35 2,8  
36 3,6  
37 4,5  
38 5,3  
39 6,0  
40 6,6  
41 7,3  
42 7,9  
43 8,6  
44 9,3  
45 10  
46 10,8  
47 11,6  
48 12,4  
49 13,2  
50 14,2  
51 14,8  
52 14,7  
53 14,4  
54 14,1  
55 13,6  
56 13,0  
57 12,4  
58 11,8  
59 11,2  
60 10,6  
61 9,9  
62 9,0  
63 8,2  
64 7,0  
65 4,8  
66 2,3  Time in s  Speed in km/h  
67 0,0  
68 0,0  
69 0,0  
70 0,0  
71 0,0  
72 0,0  
73 0,0  
74 0,0  
75 0,0  
76 0,0  
77 0,0  
78 0,0  
79 0,0  
80 0,0  
81 0,0  
82 0,0  
83 0,0  
84 0,0  
85 0,0  
86 0,0  
87 0,0  
88 0,0  
89 0,0  
90 0,0  
91 0,0  
92 0,0  
93 0,0  
94 0,0  
95 0,0  
96 0,0  
97 0,0  
98 0,0  
99 0,0  
100  0,0  Time in s  Speed in km/h  
101  0,0  
102  0,0  
103  0,0  
104  0,0  
105  0,0  
106  0,0  
107  0,8  
108  1,4  
109  2,3  
110  3,5  
111  4,7  
112  5,9  
113  7,4  
114  9,2  
115  11,7  
116  13,5  
117  15,0  
118  16,2  
119  16,8  
120  17,5  
121  18,8  
122  20,3  
123  22,0  
124  23,6  
125  24,8  
126  25,6  
127  26,3  
128  27,2  
129  28,3  
130  29,6  
131  30,9  
132  32,2  
133  33,4  
134  35,1EN L 175/382 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
135  37,2  
136  38,7  
137  39,0  
138  40,1  
139  40,4  
140  39,7  
141  36,8  
142  35,1  
143  32,2  
144  31,1  
145  30,8  
146  29,7  
147  29,4  
148  29,0  
149  28,5  
150  26,0  
151  23,4  
152  20,7  
153  17,4  
154  15,2  
155  13,5  
156  13,0  
157  12,4  
158  12,3  
159  12,2  
160  12,3  
161  12,4  
162  12,5  
163  12,7  
164  12,8  
165  13,2  
166  14,3  
167  16,5  
168  19,4  
169  21,7  Time in s  Speed in km/h  
170  23,1  
171  23,5  
172  24,2  
173  24,8  
174  25,4  
175  25,8  
176  26,5  
177  27,2  
178  28,3  
179  29,9  
180  32,4  
181  35,1  
182  37,5  
183  39,2  
184  40,5  
185  41,4  
186  42,0  
187  42,5  
188  43,2  
189  44,4  
190  45,9  
191  47,6  
192  49,0  
193  50,0  
194  50,2  
195  50,1  
196  49,8  
197  49,4  
198  48,9  
199  48,5  
200  48,3  
201  48,2  
202  47,9  
203  47,1  
204  45,5  Time in s  Speed in km/h  
205  43,2  
206  40,6  
207  38,5  
208  36,9  
209  35,9  
210  35,3  
211  34,8  
212  34,5  
213  34,2  
214  34,0  
215  33,8  
216  33,6  
217  33,5  
218  33,5  
219  33,4  
220  33,3  
221  33,3  
222  33,2  
223  33,1  
224  33,0  
225  32,9  
226  32,8  
227  32,7  
228  32,5  
229  32,3  
230  31,8  
231  31,4  
232  30,9  
233  30,6  
234  30,6  
235  30,7  
236  32,0  
237  33,5  
238  35,8  
239  37,6  Time in s  Speed in km/h  
240  38,8  
241  39,6  
242  40,1  
243  40,9  
244  41,8  
245  43,3  
246  44,7  
247  46,4  
248  47,9  
249  49,6  
250  49,6  
251  48,8  
252  48,0  
253  47,5  
254  47,1  
255  46,9  
256  45,8  
257  45,8  
258  45,8  
259  45,9  
260  46,2  
261  46,4  
262  46,6  
263  46,8  
264  47,0  
265  47,3  
266  47,5  
267  47,9  
268  48,3  
269  48,3  
270  48,2  
271  48,0  
272  47,7  
273  47,2  
274  46,5EN 7.7.2017 Official Journal of the European Union L 175/383
 
Time in s  Speed in km/h  
275  45,2  
276  43,7  
277  42,0  
278  40,4  
279  39,0  
280  37,7  
281  36,4  
282  35,2  
283  34,3  
284  33,8  
285  33,3  
286  32,5  
287  30,9  
288  28,6  
289  25,9  
290  23,1  
291  20,1  
292  17,3  
293  15,1  
294  13,7  
295  13,4  
296  13,9  
297  15,0  
298  16,3  
299  17,4  
300  18,2  
301  18,6  
302  19,0  
303  19,4  
304  19,8  
305  20,1  
306  20,5  
307  20,2  
308  18,6  
309  16,5  Time in s  Speed in km/h  
310  14,4  
311  13,4  
312  12,9  
313  12,7  
314  12,4  
315  12,4  
316  12,8  
317  14,1  
318  16,2  
319  18,8  
320  21,9  
321  25,0  
322  28,4  
323  31,3  
324  34,0  
325  34,6  
326  33,9  
327  31,9  
328  30,0  
329  29,0  
330  27,9  
331  27,1  
332  26,4  
333  25,9  
334  25,5  
335  25,0  
336  24,6  
337  23,9  
338  23,0  
339  21,8  
340  20,7  
341  19,6  
342  18,7  
343  18,1  
344  17,5  Time in s  Speed in km/h  
345  16,7  
346  15,4  
347  13,6  
348  11,2  
349  8,6  
350  6,0  
351  3,1  
352  1,2  
353  0,0  
354  0,0  
355  0,0  
356  0,0  
357  0,0  
358  0,0  
359  0,0  
360  1,4  
361  3,2  
362  5,6  
363  8,1  
364  10,3  
365  12,1  
366  12,6  
367  13,6  
368  14,5  
369  15,6  
370  16,8  
371  18,2  
372  19,6  
373  20,9  
374  22,3  
375  23,8  
376  25,4  
377  27,0  
378  28,6  
379  30,2  Time in s  Speed in km/h  
380  31,2  
381  31,2  
382  30,7  
383  29,5  
384  28,6  
385  27,7  
386  26,9  
387  26,1  
388  25,4  
389  24,6  
390  23,6  
391  22,6  
392  21,7  
393  20,7  
394  19,8  
395  18,8  
396  17,7  
397  16,6  
398  15,6  
399  14,8  
400  14,3  
401  13,8  
402  13,4  
403  13,1  
404  12,8  
405  12,3  
406  11,6  
407  10,5  
408  9,0  
409  7,2  
410  5,2  
411  2,9  
412  1,2  
413  0,0  
414  0,0EN L 175/384 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
415  0,0  
416  0,0  
417  0,0  
418  0,0  
419  0,0  
420  0,0  
421  0,0  
422  0,0  
423  0,0  
424  0,0  
425  0,0  
426  0,0  
427  0,0  
428  0,0  
429  0,0  
430  0,0  
431  0,0  
432  0,0  
433  0,0  
434  0,0  
435  0,0  
436  0,0  
437  0,0  
438  0,0  
439  0,0  
440  0,0  
441  0,0  
442  0,0  
443  0,0  
444  0,0  
445  0,0  
446  0,0  
447  0,0  
448  0,0  
449  0,0  Time in s  Speed in km/h  
450  0,0  
451  0,0  
452  0,0  
453  0,0  
454  0,0  
455  0,0  
456  0,0  
457  0,0  
458  0,0  
459  0,0  
460  0,0  
461  0,0  
462  0,0  
463  0,0  
464  0,0  
465  0,0  
466  0,0  
467  0,0  
468  0,0  
469  0,0  
470  0,0  
471  0,0  
472  0,0  
473  0,0  
474  0,0  
475  0,0  
476  0,0  
477  0,0  
478  0,0  
479  0,0  
480  0,0  
481  1,4  
482  2,5  
483  5,2  
484  7,9  Time in s  Speed in km/h  
485  10,3  
486  12,7  
487  15,0  
488  17,4  
489  19,7  
490  21,9  
491  24,1  
492  26,2  
493  28,1  
494  29,7  
495  31,3  
496  33,0  
497  34,7  
498  36,3  
499  38,1  
500  39,4  
501  40,4  
502  41,2  
503  42,1  
504  43,2  
505  44,3  
506  45,7  
507  45,4  
508  44,5  
509  42,5  
510  39,5  
511  36,5  
512  33,5  
513  30,4  
514  27,0  
515  23,6  
516  21,0  
517  19,5  
518  17,6  
519  16,1  Time in s  Speed in km/h  
520  14,5  
521  13,5  
522  13,7  
523  16,0  
524  18,1  
525  20,8  
526  21,5  
527  22,5  
528  23,4  
529  24,5  
530  25,6  
531  26,0  
532  26,5  
533  26,9  
534  27,3  
535  27,9  
536  30,3  
537  33,2  
538  35,4  
539  38,0  
540  40,1  
541  42,7  
542  44,5  
543  46,3  
544  47,6  
545  48,8  
546  49,7  
547  50,6  
548  51,4  
549  51,4  
550  50,2  
551  47,1  
552  44,5  
553  41,5  
554  38,5EN 7.7.2017 Official Journal of the European Union L 175/385
 
Time in s  Speed in km/h  
555  35,5  
556  32,5  
557  29,5  
558  26,5  
559  23,5  
560  20,4  
561  17,5  
562  14,5  
563  11,5  
564  8,5  Time in s  Speed in km/h  
565  5,6  
566  2,6  
567  0,0  
568  0,0  
569  0,0  
570  0,0  
571  0,0  
572  0,0  
573  0,0  Time in s  Speed in km/h  
574  0,0  
575  0,0  
576  0,0  
577  0,0  
578  0,0  
579  0,0  
580  0,0  
581  0,0  
582  0,0  Time in s  Speed in km/h  
583  0,0  
584  0,0  
585  0,0  
586  0,0  
587  0,0  
588  0,0  
589  0,0  
Table A1/4  
WLTC, Class 2 vehicles, phase Medium  2 
Time in s  Speed in km/h  
590  0,0  
591  0,0  
592  0,0  
593  0,0  
594  0,0  
595  0,0  
596  0,0  
597  0,0  
598  0,0  
599  0,0  
600  0,0  
601  1,6  
602  3,6  
603  6,3  
604  9,0  
605  11,8  
606  14,2  
607  16,6  
608  18,5  
609  20,8  
610  23,4  Time in s  Speed in km/h  
611  26,9  
612  30,3  
613  32,8  
614  34,1  
615  34,2  
616  33,6  
617  32,1  
618  30,0  
619  27,5  
620  25,1  
621  22,8  
622  20,5  
623  17,9  
624  15,1  
625  13,4  
626  12,8  
627  13,7  
628  16,0  
629  18,1  
630  20,8  
631  23,7  
632  26,5  Time in s  Speed in km/h  
633  29,3  
634  32,0  
635  34,5  
636  36,8  
637  38,6  
638  39,8  
639  40,6  
640  41,1  
641  41,9  
642  42,8  
643  44,3  
644  45,7  
645  47,4  
646  48,9  
647  50,6  
648  52,0  
649  53,7  
650  55,0  
651  56,8  
652  58,0  
653  59,8  
654  61,1  Time in s  Speed in km/h  
655  62,4  
656  63,0  
657  63,5  
658  63,0  
659  62,0  
660  60,4  
661  58,6  
662  56,7  
663  55,0  
664  53,7  
665  52,7  
666  51,9  
667  51,4  
668  51,0  
669  50,7  
670  50,6  
671  50,8  
672  51,2  
673  51,7  
674  52,3  
675  53,1  
676  53,8EN L 175/386 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
677  54,5  
678  55,1  
679  55,9  
680  56,5  
681  57,1  
682  57,8  
683  58,5  
684  59,3  
685  60,2  
686  61,3  
687  62,4  
688  63,4  
689  64,4  
690  65,4  
691  66,3  
692  67,2  
693  68,0  
694  68,8  
695  69,5  
696  70,1  
697  70,6  
698  71,0  
699  71,6  
700  72,2  
701  72,8  
702  73,5  
703  74,1  
704  74,3  
705  74,3  
706  73,7  
707  71,9  
708  70,5  
709  68,9  
710  67,4  
711  66,0  Time in s  Speed in km/h  
712  64,7  
713  63,7  
714  62,9  
715  62,2  
716  61,7  
717  61,2  
718  60,7  
719  60,3  
720  59,9  
721  59,6  
722  59,3  
723  59,0  
724  58,6  
725  58,0  
726  57,5  
727  56,9  
728  56,3  
729  55,9  
730  55,6  
731  55,3  
732  55,1  
733  54,8  
734  54,6  
735  54,5  
736  54,3  
737  53,9  
738  53,4  
739  52,6  
740  51,5  
741  50,2  
742  48,7  
743  47,0  
744  45,1  
745  43,0  
746  40,6  Time in s  Speed in km/h  
747  38,1  
748  35,4  
749  32,7  
750  30,0  
751  27,5  
752  25,3  
753  23,4  
754  22,0  
755  20,8  
756  19,8  
757  18,9  
758  18,0  
759  17,0  
760  16,1  
761  15,5  
762  14,4  
763  14,9  
764  15,9  
765  17,1  
766  18,3  
767  19,4  
768  20,4  
769  21,2  
770  21,9  
771  22,7  
772  23,4  
773  24,2  
774  24,3  
775  24,2  
776  24,1  
777  23,8  
778  23,0  
779  22,6  
780  21,7  
781  21,3  Time in s  Speed in km/h  
782  20,3  
783  19,1  
784  18,1  
785  16,9  
786  16,0  
787  14,8  
788  14,5  
789  13,7  
790  13,5  
791  12,9  
792  12,7  
793  12,5  
794  12,5  
795  12,6  
796  13,0  
797  13,6  
798  14,6  
799  15,7  
800  17,1  
801  18,7  
802  20,2  
803  21,9  
804  23,6  
805  25,4  
806  27,1  
807  28,9  
808  30,4  
809  32,0  
810  33,4  
811  35,0  
812  36,4  
813  38,1  
814  39,7  
815  41,6  
816  43,3EN 7.7.2017 Official Journal of the European Union L 175/387
 
Time in s  Speed in km/h  
817  45,1  
818  46,9  
819  48,7  
820  50,5  
821  52,4  
822  54,1  
823  55,7  
824  56,8  
825  57,9  
826  59,0  
827  59,9  
828  60,7  
829  61,4  
830  62,0  
831  62,5  
832  62,9  
833  63,2  
834  63,4  
835  63,7  
836  64,0  
837  64,4  
838  64,9  
839  65,5  
840  66,2  
841  67,0  
842  67,8  
843  68,6  
844  69,4  
845  70,1  
846  70,9  
847  71,7  
848  72,5  
849  73,2  
850  73,8  
851  74,4  Time in s  Speed in km/h  
852  74,7  
853  74,7  
854  74,6  
855  74,2  
856  73,5  
857  72,6  
858  71,8  
859  71,0  
860  70,1  
861  69,4  
862  68,9  
863  68,4  
864  67,9  
865  67,1  
866  65,8  
867  63,9  
868  61,4  
869  58,4  
870  55,4  
871  52,4  
872  50,0  
873  48,3  
874  47,3  
875  46,8  
876  46,9  
877  47,1  
878  47,5  
879  47,8  
880  48,3  
881  48,8  
882  49,5  
883  50,2  
884  50,8  
885  51,4  
886  51,8  Time in s  Speed in km/h  
887  51,9  
888  51,7  
889  51,2  
890  50,4  
891  49,2  
892  47,7  
893  46,3  
894  45,1  
895  44,2  
896  43,7  
897  43,4  
898  43,1  
899  42,5  
900  41,8  
901  41,1  
902  40,3  
903  39,7  
904  39,3  
905  39,2  
906  39,3  
907  39,6  
908  40,0  
909  40,7  
910  41,4  
911  42,2  
912  43,1  
913  44,1  
914  44,9  
915  45,6  
916  46,4  
917  47,0  
918  47,8  
919  48,3  
920  48,9  
921  49,4  Time in s  Speed in km/h  
922  49,8  
923  49,6  
924  49,3  
925  49,0  
926  48,5  
927  48,0  
928  47,5  
929  47,0  
930  46,9  
931  46,8  
932  46,8  
933  46,8  
934  46,9  
935  46,9  
936  46,9  
937  46,9  
938  46,9  
939  46,8  
940  46,6  
941  46,4  
942  46,0  
943  45,5  
944  45,0  
945  44,5  
946  44,2  
947  43,9  
948  43,7  
949  43,6  
950  43,6  
951  43,5  
952  43,5  
953  43,4  
954  43,3  
955  43,1  
956  42,9EN L 175/388 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
957  42,7  
958  42,5  
959  42,4  
960  42,2  
961  42,1  
962  42,0  
963  41,8  
964  41,7  
965  41,5  
966  41,3  
967  41,1  
968  40,8  
969  40,3  
970  39,6  
971  38,5  
972  37,0  
973  35,1  
974  33,0  Time in s  Speed in km/h  
975  30,6  
976  27,9  
977  25,1  
978  22,0  
979  18,8  
980  15,5  
981  12,3  
982  8,8  
983  6,0  
984  3,6  
985  1,6  
986  0,0  
987  0,0  
988  0,0  
989  0,0  
990  0,0  
991  0,0  Time in s  Speed in km/h  
992  0,0  
993  0,0  
994  0,0  
995  0,0  
996  0,0  
997  0,0  
998  0,0  
999  0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  Time in s  Speed in km/h  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0  
Table A1/5  
WLTC, Class 2 vehicles, phase High  2 
Time in s  Speed in km/h  
1023  0,0  
1024  0,0  
1025  0,0  
1026  0,0  
1027  1,1  
1028  3,0  
1029  5,7  
1030  8,4  
1031  11,1  
1032  14,0  
1033  17,0  
1034  20,1  
1035  22,7  Time in s  Speed in km/h  
1036  23,6  
1037  24,5  
1038  24,8  
1039  25,1  
1040  25,3  
1041  25,5  
1042  25,7  
1043  25,8  
1044  25,9  
1045  26,0  
1046  26,1  
1047  26,3  
1048  26,5  
1049  26,8  Time in s  Speed in km/h  
1050  27,1  
1051  27,5  
1052  28,0  
1053  28,6  
1054  29,3  
1055  30,4  
1056  31,8  
1057  33,7  
1058  35,8  
1059  37,8  
1060  39,5  
1061  40,8  
1062  41,8  
1063  42,4  Time in s  Speed in km/h  
1064  43,0  
1065  43,4  
1066  44,0  
1067  44,4  
1068  45,0  
1069  45,4  
1070  46,0  
1071  46,4  
1072  47,0  
1073  47,4  
1074  48,0  
1075  48,4  
1076  49,0  
1077  49,4EN 7.7.2017 Official Journal of the European Union L 175/389
 
Time in s  Speed in km/h  
1078  50,0  
1079  50,4  
1080  50,8  
1081  51,1  
1082  51,3  
1083  51,3  
1084  51,3  
1085  51,3  
1086  51,3  
1087  51,3  
1088  51,3  
1089  51,4  
1090  51,6  
1091  51,8  
1092  52,1  
1093  52,3  
1094  52,6  
1095  52,8  
1096  52,9  
1097  53,0  
1098  53,0  
1099  53,0  
1100  53,1  
1101  53,2  
1102  53,3  
1103  53,4  
1104  53,5  
1105  53,7  
1106  55,0  
1107  56,8  
1108  58,8  
1109  60,9  
1110  63,0  
1111  65,0  
1112  66,9  Time in s  Speed in km/h  
1113  68,6  
1114  70,1  
1115  71,5  
1116  72,8  
1117  73,9  
1118  74,9  
1119  75,7  
1120  76,4  
1121  77,1  
1122  77,6  
1123  78,0  
1124  78,2  
1125  78,4  
1126  78,5  
1127  78,5  
1128  78,6  
1129  78,7  
1130  78,9  
1131  79,1  
1132  79,4  
1133  79,8  
1134  80,1  
1135  80,5  
1136  80,8  
1137  81,0  
1138  81,2  
1139  81,3  
1140  81,2  
1141  81,0  
1142  80,6  
1143  80,0  
1144  79,1  
1145  78,0  
1146  76,8  
1147  75,5  Time in s  Speed in km/h  
1148  74,1  
1149  72,9  
1150  71,9  
1151  71,2  
1152  70,9  
1153  71,0  
1154  71,5  
1155  72,3  
1156  73,2  
1157  74,1  
1158  74,9  
1159  75,4  
1160  75,5  
1161  75,2  
1162  74,5  
1163  73,3  
1164  71,7  
1165  69,9  
1166  67,9  
1167  65,7  
1168  63,5  
1169  61,2  
1170  59,0  
1171  56,8  
1172  54,7  
1173  52,7  
1174  50,9  
1175  49,4  
1176  48,1  
1177  47,1  
1178  46,5  
1179  46,3  
1180  46,5  
1181  47,2  
1182  48,3  Time in s  Speed in km/h  
1183  49,7  
1184  51,3  
1185  53,0  
1186  54,9  
1187  56,7  
1188  58,6  
1189  60,2  
1190  61,6  
1191  62,2  
1192  62,5  
1193  62,8  
1194  62,9  
1195  63,0  
1196  63,0  
1197  63,1  
1198  63,2  
1199  63,3  
1200  63,5  
1201  63,7  
1202  63,9  
1203  64,1  
1204  64,3  
1205  66,1  
1206  67,9  
1207  69,7  
1208  71,4  
1209  73,1  
1210  74,7  
1211  76,2  
1212  77,5  
1213  78,6  
1214  79,7  
1215  80,6  
1216  81,5  
1217  82,2EN L 175/390 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1218  83,0  
1219  83,7  
1220  84,4  
1221  84,9  
1222  85,1  
1223  85,2  
1224  84,9  
1225  84,4  
1226  83,6  
1227  82,7  
1228  81,5  
1229  80,1  
1230  78,7  
1231  77,4  
1232  76,2  
1233  75,4  
1234  74,8  
1235  74,3  
1236  73,8  
1237  73,2  
1238  72,4  
1239  71,6  
1240  70,8  
1241  69,9  
1242  67,9  
1243  65,7  
1244  63,5  
1245  61,2  
1246  59,0  
1247  56,8  
1248  54,7  
1249  52,7  
1250  50,9  
1251  49,4  
1252  48,1  Time in s  Speed in km/h  
1253  47,1  
1254  46,5  
1255  46,3  
1256  45,1  
1257  43,0  
1258  40,6  
1259  38,1  
1260  35,4  
1261  32,7  
1262  30,0  
1263  29,9  
1264  30,0  
1265  30,2  
1266  30,4  
1267  30,6  
1268  31,6  
1269  33,0  
1270  33,9  
1271  34,8  
1272  35,7  
1273  36,6  
1274  37,5  
1275  38,4  
1276  39,3  
1277  40,2  
1278  40,8  
1279  41,7  
1280  42,4  
1281  43,1  
1282  43,6  
1283  44,2  
1284  44,8  
1285  45,5  
1286  46,3  
1287  47,2  Time in s  Speed in km/h  
1288  48,1  
1289  49,1  
1290  50,0  
1291  51,0  
1292  51,9  
1293  52,7  
1294  53,7  
1295  55,0  
1296  56,8  
1297  58,8  
1298  60,9  
1299  63,0  
1300  65,0  
1301  66,9  
1302  68,6  
1303  70,1  
1304  71,0  
1305  71,8  
1306  72,8  
1307  72,9  
1308  73,0  
1309  72,3  
1310  71,9  
1311  71,3  
1312  70,9  
1313  70,5  
1314  70,0  
1315  69,6  
1316  69,2  
1317  68,8  
1318  68,4  
1319  67,9  
1320  67,5  
1321  67,2  
1322  66,8  Time in s  Speed in km/h  
1323  65,6  
1324  63,3  
1325  60,2  
1326  56,2  
1327  52,2  
1328  48,4  
1329  45,0  
1330  41,6  
1331  38,6  
1332  36,4  
1333  34,8  
1334  34,2  
1335  34,7  
1336  36,3  
1337  38,5  
1338  41,0  
1339  43,7  
1340  46,5  
1341  49,1  
1342  51,6  
1343  53,9  
1344  56,0  
1345  57,9  
1346  59,7  
1347  61,2  
1348  62,5  
1349  63,5  
1350  64,3  
1351  65,3  
1352  66,3  
1353  67,3  
1354  68,3  
1355  69,3  
1356  70,3  
1357  70,8EN 7.7.2017 Official Journal of the European Union L 175/391
 
Time in s  Speed in km/h  
1358  70,8  
1359  70,8  
1360  70,9  
1361  70,9  
1362  70,9  
1363  70,9  
1364  71,0  
1365  71,0  
1366  71,1  
1367  71,2  
1368  71,3  
1369  71,4  
1370  71,5  
1371  71,7  
1372  71,8  
1373  71,9  
1374  71,9  
1375  71,9  
1376  71,9  
1377  71,9  
1378  71,9  
1379  71,9  
1380  72,0  
1381  72,1  
1382  72,4  
1383  72,7  
1384  73,1  
1385  73,4  
1386  73,8  
1387  74,0  
1388  74,1  Time in s  Speed in km/h  
1389  74,0  
1390  73,0  
1391  72,0  
1392  71,0  
1393  70,0  
1394  69,0  
1395  68,0  
1396  67,7  
1397  66,7  
1398  66,6  
1399  66,7  
1400  66,8  
1401  66,9  
1402  66,9  
1403  66,9  
1404  66,9  
1405  66,9  
1406  66,9  
1407  66,9  
1408  67,0  
1409  67,1  
1410  67,3  
1411  67,5  
1412  67,8  
1413  68,2  
1414  68,6  
1415  69,0  
1416  69,3  
1417  69,3  
1418  69,2  Time in s  Speed in km/h  
1419  68,8  
1420  68,2  
1421  67,6  
1422  67,4  
1423  67,2  
1424  66,9  
1425  66,3  
1426  65,4  
1427  64,0  
1428  62,4  
1429  60,6  
1430  58,6  
1431  56,7  
1432  54,8  
1433  53,0  
1434  51,3  
1435  49,6  
1436  47,8  
1437  45,5  
1438  42,8  
1439  39,8  
1440  36,5  
1441  33,0  
1442  29,5  
1443  25,8  
1444  22,1  
1445  18,6  
1446  15,3  
1447  12,4  
1448  9,6  Time in s  Speed in km/h  
1449  6,6  
1450  3,8  
1451  1,6  
1452  0,0  
1453  0,0  
1454  0,0  
1455  0,0  
1456  0,0  
1457  0,0  
1458  0,0  
1459  0,0  
1460  0,0  
1461  0,0  
1462  0,0  
1463  0,0  
1464  0,0  
1465  0,0  
1466  0,0  
1467  0,0  
1468  0,0  
1469  0,0  
1470  0,0  
1471  0,0  
1472  0,0  
1473  0,0  
1474  0,0  
1475  0,0  
1476  0,0  
1477  0,0EN L 175/392 Official Journal of the European Union 7.7.2017
 
Table A1/6  
WLTC, Class 2 vehicles, phase Extra High  2 
Time in s  Speed in km/h  
1478  0,0  
1479  1,1  
1480  2,3  
1481  4,6  
1482  6,5  
1483  8,9  
1484  10,9  
1485  13,5  
1486  15,2  
1487  17,6  
1488  19,3  
1489  21,4  
1490  23,0  
1491  25,0  
1492  26,5  
1493  28,4  
1494  29,8  
1495  31,7  
1496  33,7  
1497  35,8  
1498  38,1  
1499  40,5  
1500  42,2  
1501  43,5  
1502  44,5  
1503  45,2  
1504  45,8  
1505  46,6  
1506  47,4  
1507  48,5  
1508  49,7  
1509  51,3  Time in s  Speed in km/h  
1510  52,9  
1511  54,3  
1512  55,6  
1513  56,8  
1514  57,9  
1515  58,9  
1516  59,7  
1517  60,3  
1518  60,7  
1519  60,9  
1520  61,0  
1521  61,1  
1522  61,4  
1523  61,8  
1524  62,5  
1525  63,4  
1526  64,5  
1527  65,7  
1528  66,9  
1529  68,1  
1530  69,1  
1531  70,0  
1532  70,9  
1533  71,8  
1534  72,6  
1535  73,4  
1536  74,0  
1537  74,7  
1538  75,2  
1539  75,7  
1540  76,4  
1541  77,2  
1542  78,2  
1543  78,9  Time in s  Speed in km/h  
1544  79,9  
1545  81,1  
1546  82,4  
1547  83,7  
1548  85,4  
1549  87,0  
1550  88,3  
1551  89,5  
1552  90,5  
1553  91,3  
1554  92,2  
1555  93,0  
1556  93,8  
1557  94,6  
1558  95,3  
1559  95,9  
1560  96,6  
1561  97,4  
1562  98,1  
1563  98,7  
1564  99,5  
1565  100,3  
1566  101,1  
1567  101,9  
1568  102,8  
1569  103,8  
1570  105,0  
1571  106,1  
1572  107,4  
1573  108,7  
1574  109,9  
1575  111,2  
1576  112,3  
1577  113,4  Time in s  Speed in km/h  
1578  114,4  
1579  115,3  
1580  116,1  
1581  116,8  
1582  117,4  
1583  117,7  
1584  118,2  
1585  118,1  
1586  117,7  
1587  117,0  
1588  116,1  
1589  115,2  
1590  114,4  
1591  113,6  
1592  113,0  
1593  112,6  
1594  112,2  
1595  111,9  
1596  111,6  
1597  111,2  
1598  110,7  
1599  110,1  
1600  109,3  
1601  108,4  
1602  107,4  
1603  106,7  
1604  106,3  
1605  106,2  
1606  106,4  
1607  107,0  
1608  107,5  
1609  107,9  
1610  108,4  
1611  108,9EN 7.7.2017 Official Journal of the European Union L 175/393
 
Time in s  Speed in km/h  
1612  109,5  
1613  110,2  
1614  110,9  
1615  111,6  
1616  112,2  
1617  112,8  
1618  113,3  
1619  113,7  
1620  114,1  
1621  114,4  
1622  114,6  
1623  114,7  
1624  114,7  
1625  114,7  
1626  114,6  
1627  114,5  
1628  114,5  
1629  114,5  
1630  114,7  
1631  115,0  
1632  115,6  
1633  116,4  
1634  117,3  
1635  118,2  
1636  118,8  
1637  119,3  
1638  119,6  
1639  119,7  
1640  119,5  
1641  119,3  
1642  119,2  
1643  119,0  
1644  118,8  
1645  118,8  
1646  118,8  Time in s  Speed in km/h  
1647  118,8  
1648  118,8  
1649  118,9  
1650  119,0  
1651  119,0  
1652  119,1  
1653  119,2  
1654  119,4  
1655  119,6  
1656  119,9  
1657  120,1  
1658  120,3  
1659  120,4  
1660  120,5  
1661  120,5  
1662  120,5  
1663  120,5  
1664  120,4  
1665  120,3  
1666  120,1  
1667  119,9  
1668  119,6  
1669  119,5  
1670  119,4  
1671  119,3  
1672  119,3  
1673  119,4  
1674  119,5  
1675  119,5  
1676  119,6  
1677  119,6  
1678  119,6  
1679  119,4  
1680  119,3  
1681  119,0  Time in s  Speed in km/h  
1682  118,8  
1683  118,7  
1684  118,8  
1685  119,0  
1686  119,2  
1687  119,6  
1688  120,0  
1689  120,3  
1690  120,5  
1691  120,7  
1692  120,9  
1693  121,0  
1694  121,1  
1695  121,2  
1696  121,3  
1697  121,4  
1698  121,5  
1699  121,5  
1700  121,5  
1701  121,4  
1702  121,3  
1703  121,1  
1704  120,9  
1705  120,6  
1706  120,4  
1707  120,2  
1708  120,1  
1709  119,9  
1710  119,8  
1711  119,8  
1712  119,9  
1713  120,0  
1714  120,2  
1715  120,4  
1716  120,8  Time in s  Speed in km/h  
1717  121,1  
1718  121,6  
1719  121,8  
1720  122,1  
1721  122,4  
1722  122,7  
1723  122,8  
1724  123,1  
1725  123,1  
1726  122,8  
1727  122,3  
1728  121,3  
1729  119,9  
1730  118,1  
1731  115,9  
1732  113,5  
1733  111,1  
1734  108,6  
1735  106,2  
1736  104,0  
1737  101,1  
1738  98,3  
1739  95,7  
1740  93,5  
1741  91,5  
1742  90,7  
1743  90,4  
1744  90,2  
1745  90,2  
1746  90,1  
1747  90,0  
1748  89,8  
1749  89,6  
1750  89,4  
1751  89,2EN L 175/394 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1752  88,9  
1753  88,5  
1754  88,1  
1755  87,6  
1756  87,1  
1757  86,6  
1758  86,1  
1759  85,5  
1760  85,0  
1761  84,4  
1762  83,8  
1763  83,2  
1764  82,6  Time in s  Speed in km/h  
1765  81,9  
1766  81,1  
1767  80,0  
1768  78,7  
1769  76,9  
1770  74,6  
1771  72,0  
1772  69,0  
1773  65,6  
1774  62,1  
1775  58,5  
1776  54,7  
1777  50,9  Time in s  Speed in km/h  
1778  47,3  
1779  43,8  
1780  40,4  
1781  37,4  
1782  34,3  
1783  31,3  
1784  28,3  
1785  25,2  
1786  22,0  
1787  18,9  
1788  16,1  
1789  13,4  Time in s  Speed in km/h  
1790  11,1  
1791  8,9  
1792  6,9  
1793  4,9  
1794  2,8  
1795  0,0  
1796  0,0  
1797  0,0  
1798  0,0  
1799  0,0  
1800  0,0  
6. WLTC for Class 3 vehicles  
Figure A1/7  
WLTC, Class 3 vehicles, phase Low  3
EN 7.7.2017 Official Journal of the European Union L 175/395
 
Figure A1/8  
WLTC, Class 3 vehicles, phase Medium  3-1
 
Figure A1/9  
WLTC, Class 3 vehicles, phase Medium  3-2
EN L 175/396 Official Journal of the European Union 7.7.2017
 
Figure A1/10  
WLTC, Class 3 vehicles, phase High  3-1
 
Figure A1/11  
WLTC, Class 3 vehicles, phase High  3-2
EN 7.7.2017 Official Journal of the European Union L 175/397
 
Figure A1/12  
WLTC, Class 3 vehicles, phase Extra High  3
 
Table A1/7  
WLTC, Class 3 vehicles, phase Low  3 
Time in s  Speed in km/h  
0 0,0  
1 0,0  
2 0,0  
3 0,0  
4 0,0  
5 0,0  
6 0,0  
7 0,0  
8 0,0  
9 0,0  
10 0,0  
11 0,0  
12 0,2  
13 1,7  
14 5,4  
15 9,9  Time in s  Speed in km/h  
16 13,1  
17 16,9  
18 21,7  
19 26,0  
20 27,5  
21 28,1  
22 28,3  
23 28,8  
24 29,1  
25 30,8  
26 31,9  
27 34,1  
28 36,6  
29 39,1  
30 41,3  
31 42,5  
32 43,3  Time in s  Speed in km/h  
33 43,9  
34 44,4  
35 44,5  
36 44,2  
37 42,7  
38 39,9  
39 37,0  
40 34,6  
41 32,3  
42 29,0  
43 25,1  
44 22,2  
45 20,9  
46 20,4  
47 19,5  
48 18,4  
49 17,8  Time in s  Speed in km/h  
50 17,8  
51 17,4  
52 15,7  
53 13,1  
54 12,1  
55 12,0  
56 12,0  
57 12,0  
58 12,3  
59 12,6  
60 14,7  
61 15,3  
62 15,9  
63 16,2  
64 17,1  
65 17,8  
66 18,1EN L 175/398 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
67 18,4  
68 20,3  
69 23,2  
70 26,5  
71 29,8  
72 32,6  
73 34,4  
74 35,5  
75 36,4  
76 37,4  
77 38,5  
78 39,3  
79 39,5  
80 39,0  
81 38,5  
82 37,3  
83 37,0  
84 36,7  
85 35,9  
86 35,3  
87 34,6  
88 34,2  
89 31,9  
90 27,3  
91 22,0  
92 17,0  
93 14,2  
94 12,0  
95 9,1  
96 5,8  
97 3,6  
98 2,2  
99 0,0  
100  0,0  
101  0,0  Time in s  Speed in km/h  
102  0,0  
103  0,0  
104  0,0  
105  0,0  
106  0,0  
107  0,0  
108  0,0  
109  0,0  
110  0,0  
111  0,0  
112  0,0  
113  0,0  
114  0,0  
115  0,0  
116  0,0  
117  0,0  
118  0,0  
119  0,0  
120  0,0  
121  0,0  
122  0,0  
123  0,0  
124  0,0  
125  0,0  
126  0,0  
127  0,0  
128  0,0  
129  0,0  
130  0,0  
131  0,0  
132  0,0  
133  0,0  
134  0,0  
135  0,0  
136  0,0  Time in s  Speed in km/h  
137  0,0  
138  0,2  
139  1,9  
140  6,1  
141  11,7  
142  16,4  
143  18,9  
144  19,9  
145  20,8  
146  22,8  
147  25,4  
148  27,7  
149  29,2  
150  29,8  
151  29,4  
152  27,2  
153  22,6  
154  17,3  
155  13,3  
156  12,0  
157  12,6  
158  14,1  
159  17,2  
160  20,1  
161  23,4  
162  25,5  
163  27,6  
164  29,5  
165  31,1  
166  32,1  
167  33,2  
168  35,2  
169  37,2  
170  38,0  
171  37,4  Time in s  Speed in km/h  
172  35,1  
173  31,0  
174  27,1  
175  25,3  
176  25,1  
177  25,9  
178  27,8  
179  29,2  
180  29,6  
181  29,5  
182  29,2  
183  28,3  
184  26,1  
185  23,6  
186  21,0  
187  18,9  
188  17,1  
189  15,7  
190  14,5  
191  13,7  
192  12,9  
193  12,5  
194  12,2  
195  12,0  
196  12,0  
197  12,0  
198  12,0  
199  12,5  
200  13,0  
201  14,0  
202  15,0  
203  16,5  
204  19,0  
205  21,2  
206  23,8EN 7.7.2017 Official Journal of the European Union L 175/399
 
Time in s  Speed in km/h  
207  26,9  
208  29,6  
209  32,0  
210  35,2  
211  37,5  
212  39,2  
213  40,5  
214  41,6  
215  43,1  
216  45,0  
217  47,1  
218  49,0  
219  50,6  
220  51,8  
221  52,7  
222  53,1  
223  53,5  
224  53,8  
225  54,2  
226  54,8  
227  55,3  
228  55,8  
229  56,2  
230  56,5  
231  56,5  
232  56,2  
233  54,9  
234  52,9  
235  51,0  
236  49,8  
237  49,2  
238  48,4  
239  46,9  
240  44,3  
241  41,5  Time in s  Speed in km/h  
242  39,5  
243  37,0  
244  34,6  
245  32,3  
246  29,0  
247  25,1  
248  22,2  
249  20,9  
250  20,4  
251  19,5  
252  18,4  
253  17,8  
254  17,8  
255  17,4  
256  15,7  
257  14,5  
258  15,4  
259  17,9  
260  20,6  
261  23,2  
262  25,7  
263  28,7  
264  32,5  
265  36,1  
266  39,0  
267  40,8  
268  42,9  
269  44,4  
270  45,9  
271  46,0  
272  45,6  
273  45,3  
274  43,7  
275  40,8  
276  38,0  Time in s  Speed in km/h  
277  34,4  
278  30,9  
279  25,5  
280  21,4  
281  20,2  
282  22,9  
283  26,6  
284  30,2  
285  34,1  
286  37,4  
287  40,7  
288  44,0  
289  47,3  
290  49,2  
291  49,8  
292  49,2  
293  48,1  
294  47,3  
295  46,8  
296  46,7  
297  46,8  
298  47,1  
299  47,3  
300  47,3  
301  47,1  
302  46,6  
303  45,8  
304  44,8  
305  43,3  
306  41,8  
307  40,8  
308  40,3  
309  40,1  
310  39,7  
311  39,2  Time in s  Speed in km/h  
312  38,5  
313  37,4  
314  36,0  
315  34,4  
316  33,0  
317  31,7  
318  30,0  
319  28,0  
320  26,1  
321  25,6  
322  24,9  
323  24,9  
324  24,3  
325  23,9  
326  23,9  
327  23,6  
328  23,3  
329  20,5  
330  17,5  
331  16,9  
332  16,7  
333  15,9  
334  15,6  
335  15,0  
336  14,5  
337  14,3  
338  14,5  
339  15,4  
340  17,8  
341  21,1  
342  24,1  
343  25,0  
344  25,3  
345  25,5  
346  26,4EN L 175/400 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
347  26,6  
348  27,1  
349  27,7  
350  28,1  
351  28,2  
352  28,1  
353  28,0  
354  27,9  
355  27,9  
356  28,1  
357  28,2  
358  28,0  
359  26,9  
360  25,0  
361  23,2  
362  21,9  
363  21,1  
364  20,7  
365  20,7  
366  20,8  
367  21,2  
368  22,1  
369  23,5  
370  24,3  
371  24,5  
372  23,8  
373  21,3  
374  17,7  
375  14,4  
376  11,9  
377  10,2  
378  8,9  
379  8,0  
380  7,2  
381  6,1  Time in s  Speed in km/h  
382  4,9  
383  3,7  
384  2,3  
385  0,9  
386  0,0  
387  0,0  
388  0,0  
389  0,0  
390  0,0  
391  0,0  
392  0,5  
393  2,1  
394  4,8  
395  8,3  
396  12,3  
397  16,6  
398  20,9  
399  24,2  
400  25,6  
401  25,6  
402  24,9  
403  23,3  
404  21,6  
405  20,2  
406  18,7  
407  17,0  
408  15,3  
409  14,2  
410  13,9  
411  14,0  
412  14,2  
413  14,5  
414  14,9  
415  15,9  
416  17,4  Time in s  Speed in km/h  
417  18,7  
418  19,1  
419  18,8  
420  17,6  
421  16,6  
422  16,2  
423  16,4  
424  17,2  
425  19,1  
426  22,6  
427  27,4  
428  31,6  
429  33,4  
430  33,5  
431  32,8  
432  31,9  
433  31,3  
434  31,1  
435  30,6  
436  29,2  
437  26,7  
438  23,0  
439  18,2  
440  12,9  
441  7,7  
442  3,8  
443  1,3  
444  0,2  
445  0,0  
446  0,0  
447  0,0  
448  0,0  
449  0,0  
450  0,0  
451  0,0  Time in s  Speed in km/h  
452  0,0  
453  0,0  
454  0,0  
455  0,0  
456  0,0  
457  0,0  
458  0,0  
459  0,0  
460  0,0  
461  0,0  
462  0,0  
463  0,0  
464  0,0  
465  0,0  
466  0,0  
467  0,0  
468  0,0  
469  0,0  
470  0,0  
471  0,0  
472  0,0  
473  0,0  
474  0,0  
475  0,0  
476  0,0  
477  0,0  
478  0,0  
479  0,0  
480  0,0  
481  0,0  
482  0,0  
483  0,0  
484  0,0  
485  0,0  
486  0,0EN 7.7.2017 Official Journal of the European Union L 175/401
 
Time in s  Speed in km/h  
487  0,0  
488  0,0  
489  0,0  
490  0,0  
491  0,0  
492  0,0  
493  0,0  
494  0,0  
495  0,0  
496  0,0  
497  0,0  
498  0,0  
499  0,0  
500  0,0  
501  0,0  
502  0,0  
503  0,0  
504  0,0  
505  0,0  
506  0,0  
507  0,0  
508  0,0  
509  0,0  
510  0,0  
511  0,0  
512  0,5  
513  2,5  Time in s  Speed in km/h  
514  6,6  
515  11,8  
516  16,8  
517  20,5  
518  21,9  
519  21,9  
520  21,3  
521  20,3  
522  19,2  
523  17,8  
524  15,5  
525  11,9  
526  7,6  
527  4,0  
528  2,0  
529  1,0  
530  0,0  
531  0,0  
532  0,0  
533  0,2  
534  1,2  
535  3,2  
536  5,2  
537  8,2  
538  13  
539  18,8  Time in s  Speed in km/h  
540  23,1  
541  24,5  
542  24,5  
543  24,3  
544  23,6  
545  22,3  
546  20,1  
547  18,5  
548  17,2  
549  16,3  
550  15,4  
551  14,7  
552  14,3  
553  13,7  
554  13,3  
555  13,1  
556  13,1  
557  13,3  
558  13,8  
559  14,5  
560  16,5  
561  17,0  
562  17,0  
563  17,0  
564  15,4  
565  10,1  Time in s  Speed in km/h  
566  4,8  
567  0,0  
568  0,0  
569  0,0  
570  0,0  
571  0,0  
572  0,0  
573  0,0  
574  0,0  
575  0,0  
576  0,0  
577  0,0  
578  0,0  
579  0,0  
580  0,0  
581  0,0  
582  0,0  
583  0,0  
584  0,0  
585  0,0  
586  0,0  
587  0,0  
588  0,0  
589  0,0  
Table A1/8  
WLTC, Class 3 vehicles, phase Medium  3-1 
Time in s  Speed in km/h  
590  0,0  
591  0,0  
592  0,0  
593  0,0  
594  0,0  Time in s  Speed in km/h  
595  0,0  
596  0,0  
597  0,0  
598  0,0  
599  0,0  Time in s  Speed in km/h  
600  0,0  
601  1,0  
602  2,1  
603  5,2  
604  9,2  Time in s  Speed in km/h  
605  13,5  
606  18,1  
607  22,3  
608  26,0  
609  29,3EN L 175/402 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
610  32,8  
611  36,0  
612  39,2  
613  42,5  
614  45,7  
615  48,2  
616  48,4  
617  48,2  
618  47,8  
619  47,0  
620  45,9  
621  44,9  
622  44,4  
623  44,3  
624  44,5  
625  45,1  
626  45,7  
627  46,0  
628  46,0  
629  46,0  
630  46,1  
631  46,7  
632  47,7  
633  48,9  
634  50,3  
635  51,6  
636  52,6  
637  53,0  
638  53,0  
639  52,9  
640  52,7  
641  52,6  
642  53,1  
643  54,3  
644  55,2  Time in s  Speed in km/h  
645  55,5  
646  55,9  
647  56,3  
648  56,7  
649  56,9  
650  56,8  
651  56,0  
652  54,2  
653  52,1  
654  50,1  
655  47,2  
656  43,2  
657  39,2  
658  36,5  
659  34,3  
660  31,0  
661  26,0  
662  20,7  
663  15,4  
664  13,1  
665  12,0  
666  12,5  
667  14,0  
668  19,0  
669  23,2  
670  28,0  
671  32,0  
672  34,0  
673  36,0  
674  38,0  
675  40,0  
676  40,3  
677  40,5  
678  39,0  
679  35,7  Time in s  Speed in km/h  
680  31,8  
681  27,1  
682  22,8  
683  21,1  
684  18,9  
685  18,9  
686  21,3  
687  23,9  
688  25,9  
689  28,4  
690  30,3  
691  30,9  
692  31,1  
693  31,8  
694  32,7  
695  33,2  
696  32,4  
697  28,3  
698  25,8  
699  23,1  
700  21,8  
701  21,2  
702  21,0  
703  21,0  
704  20,9  
705  19,9  
706  17,9  
707  15,1  
708  12,8  
709  12,0  
710  13,2  
711  17,1  
712  21,1  
713  21,8  
714  21,2  Time in s  Speed in km/h  
715  18,5  
716  13,9  
717  12,0  
718  12,0  
719  13,0  
720  16,3  
721  20,5  
722  23,9  
723  26,0  
724  28,0  
725  31,5  
726  33,4  
727  36,0  
728  37,8  
729  40,2  
730  41,6  
731  41,9  
732  42,0  
733  42,2  
734  42,4  
735  42,7  
736  43,1  
737  43,7  
738  44,0  
739  44,1  
740  45,3  
741  46,4  
742  47,2  
743  47,3  
744  47,4  
745  47,4  
746  47,5  
747  47,9  
748  48,6  
749  49,4EN 7.7.2017 Official Journal of the European Union L 175/403
 
Time in s  Speed in km/h  
750  49,8  
751  49,8  
752  49,7  
753  49,3  
754  48,5  
755  47,6  
756  46,3  
757  43,7  
758  39,3  
759  34,1  
760  29,0  
761  23,7  
762  18,4  
763  14,3  
764  12,0  
765  12,8  
766  16,0  
767  20,4  
768  24,0  
769  29,0  
770  32,2  
771  36,8  
772  39,4  
773  43,2  
774  45,8  
775  49,2  
776  51,4  
777  54,2  
778  56,0  
779  58,3  
780  59,8  
781  61,7  
782  62,7  
783  63,3  
784  63,6  Time in s  Speed in km/h  
785  64,0  
786  64,7  
787  65,2  
788  65,3  
789  65,3  
790  65,4  
791  65,7  
792  66,0  
793  65,6  
794  63,5  
795  59,7  
796  54,6  
797  49,3  
798  44,9  
799  42,3  
800  41,4  
801  41,3  
802  43,0  
803  45,0  
804  46,5  
805  48,3  
806  49,5  
807  51,2  
808  52,2  
809  51,6  
810  49,7  
811  47,4  
812  43,7  
813  39,7  
814  35,5  
815  31,1  
816  26,3  
817  21,9  
818  18,0  
819  17,0  Time in s  Speed in km/h  
820  18,0  
821  21,4  
822  24,8  
823  27,9  
824  30,8  
825  33,0  
826  35,1  
827  37,1  
828  38,9  
829  41,4  
830  44,0  
831  46,3  
832  47,7  
833  48,2  
834  48,7  
835  49,3  
836  49,8  
837  50,2  
838  50,9  
839  51,8  
840  52,5  
841  53,3  
842  54,5  
843  55,7  
844  56,5  
845  56,8  
846  57,0  
847  57,2  
848  57,7  
849  58,7  
850  60,1  
851  61,1  
852  61,7  
853  62,3  
854  62,9  Time in s  Speed in km/h  
855  63,3  
856  63,4  
857  63,5  
858  63,9  
859  64,4  
860  65,0  
861  65,6  
862  66,6  
863  67,4  
864  68,2  
865  69,1  
866  70,0  
867  70,8  
868  71,5  
869  72,4  
870  73,0  
871  73,7  
872  74,4  
873  74,9  
874  75,3  
875  75,6  
876  75,8  
877  76,6  
878  76,5  
879  76,2  
880  75,8  
881  75,4  
882  74,8  
883  73,9  
884  72,7  
885  71,3  
886  70,4  
887  70,0  
888  70,0  
889  69,0EN L 175/404 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
890  68,0  
891  67,3  
892  66,2  
893  64,8  
894  63,6  
895  62,6  
896  62,1  
897  61,9  
898  61,9  
899  61,8  
900  61,5  
901  60,9  
902  59,7  
903  54,6  
904  49,3  
905  44,9  
906  42,3  
907  41,4  
908  41,3  
909  42,1  
910  44,7  
911  46,0  
912  48,8  
913  50,1  
914  51,3  
915  54,1  
916  55,2  
917  56,2  
918  56,1  
919  56,1  
920  56,5  
921  57,5  
922  59,2  
923  60,7  Time in s  Speed in km/h  
924  61,8  
925  62,3  
926  62,7  
927  62,0  
928  61,3  
929  60,9  
930  60,5  
931  60,2  
932  59,8  
933  59,4  
934  58,6  
935  57,5  
936  56,6  
937  56,0  
938  55,5  
939  55,0  
940  54,4  
941  54,1  
942  54,0  
943  53,9  
944  53,9  
945  54,0  
946  54,2  
947  55,0  
948  55,8  
949  56,2  
950  56,1  
951  55,1  
952  52,7  
953  48,4  
954  43,1  
955  37,8  
956  32,5  Time in s  Speed in km/h  
957  27,2  
958  25,1  
959  27,0  
960  29,8  
961  33,8  
962  37,0  
963  40,7  
964  43,0  
965  45,6  
966  46,9  
967  47,0  
968  46,9  
969  46,5  
970  45,8  
971  44,3  
972  41,3  
973  36,5  
974  31,7  
975  27,0  
976  24,7  
977  19,3  
978  16,0  
979  13,2  
980  10,7  
981  8,8  
982  7,2  
983  5,5  
984  3,2  
985  1,1  
986  0,0  
987  0,0  
988  0,0  
989  0,0  Time in s  Speed in km/h  
990  0,0  
991  0,0  
992  0,0  
993  0,0  
994  0,0  
995  0,0  
996  0,0  
997  0,0  
998  0,0  
999  0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  
1004  0,0  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  
1020  0,0  
1021  0,0  
1022  0,0EN 7.7.2017 Official Journal of the European Union L 175/405
 
Table A1/9  
WLTC, Class 3 vehicles, phase Medium  3-2 
Time in s  Speed in km/h  
590  0,0  
591  0,0  
592  0,0  
593  0,0  
594  0,0  
595  0,0  
596  0,0  
597  0,0  
598  0,0  
599  0,0  
600  0,0  
601  1,0  
602  2,1  
603  4,8  
604  9,1  
605  14,2  
606  19,8  
607  25,5  
608  30,5  
609  34,8  
610  38,8  
611  42,9  
612  46,4  
613  48,3  
614  48,7  
615  48,5  
616  48,4  
617  48,2  
618  47,8  
619  47,0  
620  45,9  
621  44,9  
622  44,4  Time in s  Speed in km/h  
623  44,3  
624  44,5  
625  45,1  
626  45,7  
627  46,0  
628  46,0  
629  46,0  
630  46,1  
631  46,7  
632  47,7  
633  48,9  
634  50,3  
635  51,6  
636  52,6  
637  53,0  
638  53,0  
639  52,9  
640  52,7  
641  52,6  
642  53,1  
643  54,3  
644  55,2  
645  55,5  
646  55,9  
647  56,3  
648  56,7  
649  56,9  
650  56,8  
651  56,0  
652  54,2  
653  52,1  
654  50,1  
655  47,2  
656  43,2  Time in s  Speed in km/h  
657  39,2  
658  36,5  
659  34,3  
660  31,0  
661  26,0  
662  20,7  
663  15,4  
664  13,1  
665  12,0  
666  12,5  
667  14,0  
668  19,0  
669  23,2  
670  28,0  
671  32,0  
672  34,0  
673  36,0  
674  38,0  
675  40,0  
676  40,3  
677  40,5  
678  39,0  
679  35,7  
680  31,8  
681  27,1  
682  22,8  
683  21,1  
684  18,9  
685  18,9  
686  21,3  
687  23,9  
688  25,9  
689  28,4  
690  30,3  Time in s  Speed in km/h  
691  30,9  
692  31,1  
693  31,8  
694  32,7  
695  33,2  
696  32,4  
697  28,3  
698  25,8  
699  23,1  
700  21,8  
701  21,2  
702  21,0  
703  21,0  
704  20,9  
705  19,9  
706  17,9  
707  15,1  
708  12,8  
709  12,0  
710  13,2  
711  17,1  
712  21,1  
713  21,8  
714  21,2  
715  18,5  
716  13,9  
717  12,0  
718  12,0  
719  13,0  
720  16,0  
721  18,5  
722  20,6  
723  22,5  
724  24,0EN L 175/406 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
725  26,6  
726  29,9  
727  34,8  
728  37,8  
729  40,2  
730  41,6  
731  41,9  
732  42,0  
733  42,2  
734  42,4  
735  42,7  
736  43,1  
737  43,7  
738  44,0  
739  44,1  
740  45,3  
741  46,4  
742  47,2  
743  47,3  
744  47,4  
745  47,4  
746  47,5  
747  47,9  
748  48,6  
749  49,4  
750  49,8  
751  49,8  
752  49,7  
753  49,3  
754  48,5  
755  47,6  
756  46,3  
757  43,7  
758  39,3  
759  34,1  Time in s  Speed in km/h  
760  29,0  
761  23,7  
762  18,4  
763  14,3  
764  12,0  
765  12,8  
766  16,0  
767  19,1  
768  22,4  
769  25,6  
770  30,1  
771  35,3  
772  39,9  
773  44,5  
774  47,5  
775  50,9  
776  54,1  
777  56,3  
778  58,1  
779  59,8  
780  61,1  
781  62,1  
782  62,8  
783  63,3  
784  63,6  
785  64,0  
786  64,7  
787  65,2  
788  65,3  
789  65,3  
790  65,4  
791  65,7  
792  66,0  
793  65,6  
794  63,5  Time in s  Speed in km/h  
795  59,7  
796  54,6  
797  49,3  
798  44,9  
799  42,3  
800  41,4  
801  41,3  
802  42,1  
803  44,7  
804  48,4  
805  51,4  
806  52,7  
807  53,0  
808  52,5  
809  51,3  
810  49,7  
811  47,4  
812  43,7  
813  39,7  
814  35,5  
815  31,1  
816  26,3  
817  21,9  
818  18,0  
819  17,0  
820  18,0  
821  21,4  
822  24,8  
823  27,9  
824  30,8  
825  33,0  
826  35,1  
827  37,1  
828  38,9  
829  41,4  Time in s  Speed in km/h  
830  44,0  
831  46,3  
832  47,7  
833  48,2  
834  48,7  
835  49,3  
836  49,8  
837  50,2  
838  50,9  
839  51,8  
840  52,5  
841  53,3  
842  54,5  
843  55,7  
844  56,5  
845  56,8  
846  57,0  
847  57,2  
848  57,7  
849  58,7  
850  60,1  
851  61,1  
852  61,7  
853  62,3  
854  62,9  
855  63,3  
856  63,4  
857  63,5  
858  64,5  
859  65,8  
860  66,8  
861  67,4  
862  68,8  
863  71,1  
864  72,3EN 7.7.2017 Official Journal of the European Union L 175/407
 
Time in s  Speed in km/h  
865  72,8  
866  73,4  
867  74,6  
868  76,0  
869  76,6  
870  76,5  
871  76,2  
872  75,8  
873  75,4  
874  74,8  
875  73,9  
876  72,7  
877  71,3  
878  70,4  
879  70,0  
880  70,0  
881  69,0  
882  68,0  
883  68,0  
884  68,0  
885  68,1  
886  68,4  
887  68,6  
888  68,7  
889  68,5  
890  68,1  
891  67,3  
892  66,2  
893  64,8  
894  63,6  
895  62,6  
896  62,1  
897  61,9  
898  61,9  
899  61,8  Time in s  Speed in km/h  
900  61,5  
901  60,9  
902  59,7  
903  54,6  
904  49,3  
905  44,9  
906  42,3  
907  41,4  
908  41,3  
909  42,1  
910  44,7  
911  48,4  
912  51,4  
913  52,7  
914  54,0  
915  57,0  
916  58,1  
917  59,2  
918  59,0  
919  59,1  
920  59,5  
921  60,5  
922  62,3  
923  63,9  
924  65,1  
925  64,1  
926  62,7  
927  62,0  
928  61,3  
929  60,9  
930  60,5  
931  60,2  
932  59,8  
933  59,4  
934  58,6  Time in s  Speed in km/h  
935  57,5  
936  56,6  
937  56,0  
938  55,5  
939  55,0  
940  54,4  
941  54,1  
942  54,0  
943  53,9  
944  53,9  
945  54,0  
946  54,2  
947  55,0  
948  55,8  
949  56,2  
950  56,1  
951  55,1  
952  52,7  
953  48,4  
954  43,1  
955  37,8  
956  32,5  
957  27,2  
958  25,1  
959  26,0  
960  29,3  
961  34,6  
962  40,4  
963  45,3  
964  49,0  
965  51,1  
966  52,1  
967  52,2  
968  52,1  
969  51,7  Time in s  Speed in km/h  
970  50,9  
971  49,2  
972  45,9  
973  40,6  
974  35,3  
975  30,0  
976  24,7  
977  19,3  
978  16,0  
979  13,2  
980  10,7  
981  8,8  
982  7,2  
983  5,5  
984  3,2  
985  1,1  
986  0,0  
987  0,0  
988  0,0  
989  0,0  
990  0,0  
991  0,0  
992  0,0  
993  0,0  
994  0,0  
995  0,0  
996  0,0  
997  0,0  
998  0,0  
999  0,0  
1000  0,0  
1001  0,0  
1002  0,0  
1003  0,0  
1004  0,0EN L 175/408 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1005  0,0  
1006  0,0  
1007  0,0  
1008  0,0  
1009  0,0  Time in s  Speed in km/h  
1010  0,0  
1011  0,0  
1012  0,0  
1013  0,0  
1014  0,0  Time in s  Speed in km/h  
1015  0,0  
1016  0,0  
1017  0,0  
1018  0,0  
1019  0,0  Time in s  Speed in km/h  
1020  0,0  
1021  0,0  
1022  0,0  
Table A1/10  
WLTC, Class 3 vehicles, phase High  3-1 
Time in s  Speed in km/h  
1023  0,0  
1024  0,0  
1025  0,0  
1026  0,0  
1027  0,8  
1028  3,6  
1029  8,6  
1030  14,6  
1031  20,0  
1032  24,4  
1033  28,2  
1034  31,7  
1035  35,0  
1036  37,6  
1037  39,7  
1038  41,5  
1039  43,6  
1040  46,0  
1041  48,4  
1042  50,5  
1043  51,9  
1044  52,6  
1045  52,8  
1046  52,9  
1047  53,1  Time in s  Speed in km/h  
1048  53,3  
1049  53,1  
1050  52,3  
1051  50,7  
1052  48,8  
1053  46,5  
1054  43,8  
1055  40,3  
1056  36,0  
1057  30,7  
1058  25,4  
1059  21,0  
1060  16,7  
1061  13,4  
1062  12,0  
1063  12,1  
1064  12,8  
1065  15,6  
1066  19,9  
1067  23,4  
1068  24,6  
1069  27,0  
1070  29,0  
1071  32,0  
1072  34,8  
1073  37,7  
1074  40,8  Time in s  Speed in km/h  
1075  43,2  
1076  46,0  
1077  48,0  
1078  50,7  
1079  52,0  
1080  54,5  
1081  55,9  
1082  57,4  
1083  58,1  
1084  58,4  
1085  58,8  
1086  58,8  
1087  58,6  
1088  58,7  
1089  58,8  
1090  58,8  
1091  58,8  
1092  59,1  
1093  60,1  
1094  61,7  
1095  63,0  
1096  63,7  
1097  63,9  
1098  63,5  
1099  62,3  
1100  60,3  
1101  58,9  Time in s  Speed in km/h  
1102  58,4  
1103  58,8  
1104  60,2  
1105  62,3  
1106  63,9  
1107  64,5  
1108  64,4  
1109  63,5  
1110  62,0  
1111  61,2  
1112  61,3  
1113  61,7  
1114  62,0  
1115  64,6  
1116  66,0  
1117  66,2  
1118  65,8  
1119  64,7  
1120  63,6  
1121  62,9  
1122  62,4  
1123  61,7  
1124  60,1  
1125  57,3  
1126  55,8  
1127  50,5  
1128  45,2EN 7.7.2017 Official Journal of the European Union L 175/409
 
Time in s  Speed in km/h  
1129  40,1  
1130  36,2  
1131  32,9  
1132  29,8  
1133  26,6  
1134  23,0  
1135  19,4  
1136  16,3  
1137  14,6  
1138  14,2  
1139  14,3  
1140  14,6  
1141  15,1  
1142  16,4  
1143  19,1  
1144  22,5  
1145  24,4  
1146  24,8  
1147  22,7  
1148  17,4  
1149  13,8  
1150  12,0  
1151  12,0  
1152  12,0  
1153  13,9  
1154  17,7  
1155  22,8  
1156  27,3  
1157  31,2  
1158  35,2  
1159  39,4  
1160  42,5  
1161  45,4  
1162  48,2  
1163  50,3  Time in s  Speed in km/h  
1164  52,6  
1165  54,5  
1166  56,6  
1167  58,3  
1168  60,0  
1169  61,5  
1170  63,1  
1171  64,3  
1172  65,7  
1173  67,1  
1174  68,3  
1175  69,7  
1176  70,6  
1177  71,6  
1178  72,6  
1179  73,5  
1180  74,2  
1181  74,9  
1182  75,6  
1183  76,3  
1184  77,1  
1185  77,9  
1186  78,5  
1187  79,0  
1188  79,7  
1189  80,3  
1190  81,0  
1191  81,6  
1192  82,4  
1193  82,9  
1194  83,4  
1195  83,8  
1196  84,2  
1197  84,7  
1198  85,2  Time in s  Speed in km/h  
1199  85,6  
1200  86,3  
1201  86,8  
1202  87,4  
1203  88,0  
1204  88,3  
1205  88,7  
1206  89,0  
1207  89,3  
1208  89,8  
1209  90,2  
1210  90,6  
1211  91,0  
1212  91,3  
1213  91,6  
1214  91,9  
1215  92,2  
1216  92,8  
1217  93,1  
1218  93,3  
1219  93,5  
1220  93,7  
1221  93,9  
1222  94,0  
1223  94,1  
1224  94,3  
1225  94,4  
1226  94,6  
1227  94,7  
1228  94,8  
1229  95,0  
1230  95,1  
1231  95,3  
1232  95,4  
1233  95,6  Time in s  Speed in km/h  
1234  95,7  
1235  95,8  
1236  96,0  
1237  96,1  
1238  96,3  
1239  96,4  
1240  96,6  
1241  96,8  
1242  97,0  
1243  97,2  
1244  97,3  
1245  97,4  
1246  97,4  
1247  97,4  
1248  97,4  
1249  97,3  
1250  97,3  
1251  97,3  
1252  97,3  
1253  97,2  
1254  97,1  
1255  97,0  
1256  96,9  
1257  96,7  
1258  96,4  
1259  96,1  
1260  95,7  
1261  95,5  
1262  95,3  
1263  95,2  
1264  95,0  
1265  94,9  
1266  94,7  
1267  94,5  
1268  94,4EN L 175/410 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1269  94,4  
1270  94,3  
1271  94,3  
1272  94,1  
1273  93,9  
1274  93,4  
1275  92,8  
1276  92,0  
1277  91,3  
1278  90,6  
1279  90,0  
1280  89,3  
1281  88,7  
1282  88,1  
1283  87,4  
1284  86,7  
1285  86,0  
1286  85,3  
1287  84,7  
1288  84,1  
1289  83,5  
1290  82,9  
1291  82,3  
1292  81,7  
1293  81,1  
1294  80,5  
1295  79,9  
1296  79,4  
1297  79,1  
1298  78,8  
1299  78,5  
1300  78,2  
1301  77,9  
1302  77,6  
1303  77,3  Time in s  Speed in km/h  
1304  77,0  
1305  76,7  
1306  76,0  
1307  76,0  
1308  76,0  
1309  75,9  
1310  76,0  
1311  76,0  
1312  76,1  
1313  76,3  
1314  76,5  
1315  76,6  
1316  76,8  
1317  77,1  
1318  77,1  
1319  77,2  
1320  77,2  
1321  77,6  
1322  78,0  
1323  78,4  
1324  78,8  
1325  79,2  
1326  80,3  
1327  80,8  
1328  81,0  
1329  81,0  
1330  81,0  
1331  81,0  
1332  81,0  
1333  80,9  
1334  80,6  
1335  80,3  
1336  80,0  
1337  79,9  
1338  79,8  Time in s  Speed in km/h  
1339  79,8  
1340  79,8  
1341  79,9  
1342  80,0  
1343  80,4  
1344  80,8  
1345  81,2  
1346  81,5  
1347  81,6  
1348  81,6  
1349  81,4  
1350  80,7  
1351  79,6  
1352  78,2  
1353  76,8  
1354  75,3  
1355  73,8  
1356  72,1  
1357  70,2  
1358  68,2  
1359  66,1  
1360  63,8  
1361  61,6  
1362  60,2  
1363  59,8  
1364  60,4  
1365  61,8  
1366  62,6  
1367  62,7  
1368  61,9  
1369  60,0  
1370  58,4  
1371  57,8  
1372  57,8  
1373  57,8  Time in s  Speed in km/h  
1374  57,3  
1375  56,2  
1376  54,3  
1377  50,8  
1378  45,5  
1379  40,2  
1380  34,9  
1381  29,6  
1382  28,7  
1383  29,3  
1384  30,5  
1385  31,7  
1386  32,9  
1387  35,0  
1388  38,0  
1389  40,5  
1390  42,7  
1391  45,8  
1392  47,5  
1393  48,9  
1394  49,4  
1395  49,4  
1396  49,2  
1397  48,7  
1398  47,9  
1399  46,9  
1400  45,6  
1401  44,2  
1402  42,7  
1403  40,7  
1404  37,1  
1405  33,9  
1406  30,6  
1407  28,6  
1408  27,3EN 7.7.2017 Official Journal of the European Union L 175/411
 
Time in s  Speed in km/h  
1409  27,2  
1410  27,5  
1411  27,4  
1412  27,1  
1413  26,7  
1414  26,8  
1415  28,2  
1416  31,1  
1417  34,8  
1418  38,4  
1419  40,9  
1420  41,7  
1421  40,9  
1422  38,3  
1423  35,3  
1424  34,3  
1425  34,6  
1426  36,3  Time in s  Speed in km/h  
1427  39,5  
1428  41,8  
1429  42,5  
1430  41,9  
1431  40,1  
1432  36,6  
1433  31,3  
1434  26,0  
1435  20,6  
1436  19,1  
1437  19,7  
1438  21,1  
1439  22,0  
1440  22,1  
1441  21,4  
1442  19,6  
1443  18,3  Time in s  Speed in km/h  
1444  18,0  
1445  18,3  
1446  18,5  
1447  17,9  
1448  15,0  
1449  9,9  
1450  4,6  
1451  1,2  
1452  0,0  
1453  0,0  
1454  0,0  
1455  0,0  
1456  0,0  
1457  0,0  
1458  0,0  
1459  0,0  
1460  0,0  
1461  0,0  Time in s  Speed in km/h  
1462  0,0  
1463  0,0  
1464  0,0  
1465  0,0  
1466  0,0  
1467  0,0  
1468  0,0  
1469  0,0  
1470  0,0  
1471  0,0  
1472  0,0  
1473  0,0  
1474  0,0  
1475  0,0  
1476  0,0  
1477  0,0  
Table A1/11  
WLTC, Class 3 vehicles, phase High  3-2 
Time in s  Speed in km/h  
1023  0,0  
1024  0,0  
1025  0,0  
1026  0,0  
1027  0,8  
1028  3,6  
1029  8,6  
1030  14,6  
1031  20,0  
1032  24,4  
1033  28,2  
1034  31,7  Time in s  Speed in km/h  
1035  35,0  
1036  37,6  
1037  39,7  
1038  41,5  
1039  43,6  
1040  46,0  
1041  48,4  
1042  50,5  
1043  51,9  
1044  52,6  
1045  52,8  
1046  52,9  
1047  53,1  
1048  53,3  Time in s  Speed in km/h  
1049  53,1  
1050  52,3  
1051  50,7  
1052  48,8  
1053  46,5  
1054  43,8  
1055  40,3  
1056  36,0  
1057  30,7  
1058  25,4  
1059  21,0  
1060  16,7  
1061  13,4  
1062  12,0  Time in s  Speed in km/h  
1063  12,1  
1064  12,8  
1065  15,6  
1066  19,9  
1067  23,4  
1068  24,6  
1069  25,2  
1070  26,4  
1071  28,8  
1072  31,8  
1073  35,3  
1074  39,5  
1075  44,5  
1076  49,3EN L 175/412 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1077  53,3  
1078  56,4  
1079  58,9  
1080  61,2  
1081  62,6  
1082  63,0  
1083  62,5  
1084  60,9  
1085  59,3  
1086  58,6  
1087  58,6  
1088  58,7  
1089  58,8  
1090  58,8  
1091  58,8  
1092  59,1  
1093  60,1  
1094  61,7  
1095  63,0  
1096  63,7  
1097  63,9  
1098  63,5  
1099  62,3  
1100  60,3  
1101  58,9  
1102  58,4  
1103  58,8  
1104  60,2  
1105  62,3  
1106  63,9  
1107  64,5  
1108  64,4  
1109  63,5  
1110  62,0  
1111  61,2  Time in s  Speed in km/h  
1112  61,3  
1113  62,6  
1114  65,3  
1115  68,0  
1116  69,4  
1117  69,7  
1118  69,3  
1119  68,1  
1120  66,9  
1121  66,2  
1122  65,7  
1123  64,9  
1124  63,2  
1125  60,3  
1126  55,8  
1127  50,5  
1128  45,2  
1129  40,1  
1130  36,2  
1131  32,9  
1132  29,8  
1133  26,6  
1134  23,0  
1135  19,4  
1136  16,3  
1137  14,6  
1138  14,2  
1139  14,3  
1140  14,6  
1141  15,1  
1142  16,4  
1143  19,1  
1144  22,5  
1145  24,4  
1146  24,8  Time in s  Speed in km/h  
1147  22,7  
1148  17,4  
1149  13,8  
1150  12,0  
1151  12,0  
1152  12,0  
1153  13,9  
1154  17,7  
1155  22,8  
1156  27,3  
1157  31,2  
1158  35,2  
1159  39,4  
1160  42,5  
1161  45,4  
1162  48,2  
1163  50,3  
1164  52,6  
1165  54,5  
1166  56,6  
1167  58,3  
1168  60,0  
1169  61,5  
1170  63,1  
1171  64,3  
1172  65,7  
1173  67,1  
1174  68,3  
1175  69,7  
1176  70,6  
1177  71,6  
1178  72,6  
1179  73,5  
1180  74,2  
1181  74,9  Time in s  Speed in km/h  
1182  75,6  
1183  76,3  
1184  77,1  
1185  77,9  
1186  78,5  
1187  79,0  
1188  79,7  
1189  80,3  
1190  81,0  
1191  81,6  
1192  82,4  
1193  82,9  
1194  83,4  
1195  83,8  
1196  84,2  
1197  84,7  
1198  85,2  
1199  85,6  
1200  86,3  
1201  86,8  
1202  87,4  
1203  88,0  
1204  88,3  
1205  88,7  
1206  89,0  
1207  89,3  
1208  89,8  
1209  90,2  
1210  90,6  
1211  91,0  
1212  91,3  
1213  91,6  
1214  91,9  
1215  92,2  
1216  92,8EN 7.7.2017 Official Journal of the European Union L 175/413
 
Time in s  Speed in km/h  
1217  93,1  
1218  93,3  
1219  93,5  
1220  93,7  
1221  93,9  
1222  94,0  
1223  94,1  
1224  94,3  
1225  94,4  
1226  94,6  
1227  94,7  
1228  94,8  
1229  95,0  
1230  95,1  
1231  95,3  
1232  95,4  
1233  95,6  
1234  95,7  
1235  95,8  
1236  96,0  
1237  96,1  
1238  96,3  
1239  96,4  
1240  96,6  
1241  96,8  
1242  97,0  
1243  97,2  
1244  97,3  
1245  97,4  
1246  97,4  
1247  97,4  
1248  97,4  
1249  97,3  
1250  97,3  
1251  97,3  Time in s  Speed in km/h  
1252  97,3  
1253  97,2  
1254  97,1  
1255  97,0  
1256  96,9  
1257  96,7  
1258  96,4  
1259  96,1  
1260  95,7  
1261  95,5  
1262  95,3  
1263  95,2  
1264  95,0  
1265  94,9  
1266  94,7  
1267  94,5  
1268  94,4  
1269  94,4  
1270  94,3  
1271  94,3  
1272  94,1  
1273  93,9  
1274  93,4  
1275  92,8  
1276  92,0  
1277  91,3  
1278  90,6  
1279  90,0  
1280  89,3  
1281  88,7  
1282  88,1  
1283  87,4  
1284  86,7  
1285  86,0  
1286  85,3  Time in s  Speed in km/h  
1287  84,7  
1288  84,1  
1289  83,5  
1290  82,9  
1291  82,3  
1292  81,7  
1293  81,1  
1294  80,5  
1295  79,9  
1296  79,4  
1297  79,1  
1298  78,8  
1299  78,5  
1300  78,2  
1301  77,9  
1302  77,6  
1303  77,3  
1304  77,0  
1305  76,7  
1306  76,0  
1307  76,0  
1308  76,0  
1309  75,9  
1310  75,9  
1311  75,8  
1312  75,7  
1313  75,5  
1314  75,2  
1315  75,0  
1316  74,7  
1317  74,1  
1318  73,7  
1319  73,3  
1320  73,5  
1321  74,0  Time in s  Speed in km/h  
1322  74,9  
1323  76,1  
1324  77,7  
1325  79,2  
1326  80,3  
1327  80,8  
1328  81,0  
1329  81,0  
1330  81,0  
1331  81,0  
1332  81,0  
1333  80,9  
1334  80,6  
1335  80,3  
1336  80,0  
1337  79,9  
1338  79,8  
1339  79,8  
1340  79,8  
1341  79,9  
1342  80,0  
1343  80,4  
1344  80,8  
1345  81,2  
1346  81,5  
1347  81,6  
1348  81,6  
1349  81,4  
1350  80,7  
1351  79,6  
1352  78,2  
1353  76,8  
1354  75,3  
1355  73,8  
1356  72,1EN L 175/414 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1357  70,2  
1358  68,2  
1359  66,1  
1360  63,8  
1361  61,6  
1362  60,2  
1363  59,8  
1364  60,4  
1365  61,8  
1366  62,6  
1367  62,7  
1368  61,9  
1369  60,0  
1370  58,4  
1371  57,8  
1372  57,8  
1373  57,8  
1374  57,3  
1375  56,2  
1376  54,3  
1377  50,8  
1378  45,5  
1379  40,2  
1380  34,9  
1381  29,6  
1382  27,3  
1383  29,3  
1384  32,9  
1385  35,6  
1386  36,7  
1387  37,6  Time in s  Speed in km/h  
1388  39,4  
1389  42,5  
1390  46,5  
1391  50,2  
1392  52,8  
1393  54,3  
1394  54,9  
1395  54,9  
1396  54,7  
1397  54,1  
1398  53,2  
1399  52,1  
1400  50,7  
1401  49,1  
1402  47,4  
1403  45,2  
1404  41,8  
1405  36,5  
1406  31,2  
1407  27,6  
1408  26,9  
1409  27,3  
1410  27,5  
1411  27,4  
1412  27,1  
1413  26,7  
1414  26,8  
1415  28,2  
1416  31,1  
1417  34,8  
1418  38,4  Time in s  Speed in km/h  
1419  40,9  
1420  41,7  
1421  40,9  
1422  38,3  
1423  35,3  
1424  34,3  
1425  34,6  
1426  36,3  
1427  39,5  
1428  41,8  
1429  42,5  
1430  41,9  
1431  40,1  
1432  36,6  
1433  31,3  
1434  26,0  
1435  20,6  
1436  19,1  
1437  19,7  
1438  21,1  
1439  22,0  
1440  22,1  
1441  21,4  
1442  19,6  
1443  18,3  
1444  18,0  
1445  18,3  
1446  18,5  
1447  17,9  
1448  15,0  
1449  9,9  Time in s  Speed in km/h  
1450  4,6  
1451  1,2  
1452  0,0  
1453  0,0  
1454  0,0  
1455  0,0  
1456  0,0  
1457  0,0  
1458  0,0  
1459  0,0  
1460  0,0  
1461  0,0  
1462  0,0  
1463  0,0  
1464  0,0  
1465  0,0  
1466  0,0  
1467  0,0  
1468  0,0  
1469  0,0  
1470  0,0  
1471  0,0  
1472  0,0  
1473  0,0  
1474  0,0  
1475  0,0  
1476  0,0  
1477  0,0EN 7.7.2017 Official Journal of the European Union L 175/415
 
Table A1/12  
WLTC, Class 3 vehicles, phase Extra High  3 
Time in s  Speed in km/h  
1478  0,0  
1479  2,2  
1480  4,4  
1481  6,3  
1482  7,9  
1483  9,2  
1484  10,4  
1485  11,5  
1486  12,9  
1487  14,7  
1488  17,0  
1489  19,8  
1490  23,1  
1491  26,7  
1492  30,5  
1493  34,1  
1494  37,5  
1495  40,6  
1496  43,3  
1497  45,7  
1498  47,7  
1499  49,3  
1500  50,5  
1501  51,3  
1502  52,1  
1503  52,7  
1504  53,4  
1505  54,0  
1506  54,5  
1507  55,0  
1508  55,6  
1509  56,3  Time in s  Speed in km/h  
1510  57,2  
1511  58,5  
1512  60,2  
1513  62,3  
1514  64,7  
1515  67,1  
1516  69,2  
1517  70,7  
1518  71,9  
1519  72,7  
1520  73,4  
1521  73,8  
1522  74,1  
1523  74,0  
1524  73,6  
1525  72,5  
1526  70,8  
1527  68,6  
1528  66,2  
1529  64,0  
1530  62,2  
1531  60,9  
1532  60,2  
1533  60,0  
1534  60,4  
1535  61,4  
1536  63,2  
1537  65,6  
1538  68,4  
1539  71,6  
1540  74,9  
1541  78,4  
1542  81,8  
1543  84,9  Time in s  Speed in km/h  
1544  87,4  
1545  89,0  
1546  90,0  
1547  90,6  
1548  91,0  
1549  91,5  
1550  92,0  
1551  92,7  
1552  93,4  
1553  94,2  
1554  94,9  
1555  95,7  
1556  96,6  
1557  97,7  
1558  98,9  
1559  100,4  
1560  102,0  
1561  103,6  
1562  105,2  
1563  106,8  
1564  108,5  
1565  110,2  
1566  111,9  
1567  113,7  
1568  115,3  
1569  116,8  
1570  118,2  
1571  119,5  
1572  120,7  
1573  121,8  
1574  122,6  
1575  123,2  
1576  123,6  
1577  123,7  Time in s  Speed in km/h  
1578  123,6  
1579  123,3  
1580  123,0  
1581  122,5  
1582  122,1  
1583  121,5  
1584  120,8  
1585  120,0  
1586  119,1  
1587  118,1  
1588  117,1  
1589  116,2  
1590  115,5  
1591  114,9  
1592  114,5  
1593  114,1  
1594  113,9  
1595  113,7  
1596  113,3  
1597  112,9  
1598  112,2  
1599  111,4  
1600  110,5  
1601  109,5  
1602  108,5  
1603  107,7  
1604  107,1  
1605  106,6  
1606  106,4  
1607  106,2  
1608  106,2  
1609  106,2  
1610  106,4  
1611  106,5EN L 175/416 Official Journal of the European Union 7.7.2017
 
Time in s  Speed in km/h  
1612  106,8  
1613  107,2  
1614  107,8  
1615  108,5  
1616  109,4  
1617  110,5  
1618  111,7  
1619  113,0  
1620  114,1  
1621  115,1  
1622  115,9  
1623  116,5  
1624  116,7  
1625  116,6  
1626  116,2  
1627  115,2  
1628  113,8  
1629  112,0  
1630  110,1  
1631  108,3  
1632  107,0  
1633  106,1  
1634  105,8  
1635  105,7  
1636  105,7  
1637  105,6  
1638  105,3  
1639  104,9  
1640  104,4  
1641  104,0  
1642  103,8  
1643  103,9  
1644  104,4  
1645  105,1  
1646  106,1  Time in s  Speed in km/h  
1647  107,2  
1648  108,5  
1649  109,9  
1650  111,3  
1651  112,7  
1652  113,9  
1653  115,0  
1654  116,0  
1655  116,8  
1656  117,6  
1657  118,4  
1658  119,2  
1659  120,0  
1660  120,8  
1661  121,6  
1662  122,3  
1663  123,1  
1664  123,8  
1665  124,4  
1666  125,0  
1667  125,4  
1668  125,8  
1669  126,1  
1670  126,4  
1671  126,6  
1672  126,7  
1673  126,8  
1674  126,9  
1675  126,9  
1676  126,9  
1677  126,8  
1678  126,6  
1679  126,3  
1680  126,0  
1681  125,7  Time in s  Speed in km/h  
1682  125,6  
1683  125,6  
1684  125,8  
1685  126,2  
1686  126,6  
1687  127,0  
1688  127,4  
1689  127,6  
1690  127,8  
1691  127,9  
1692  128,0  
1693  128,1  
1694  128,2  
1695  128,3  
1696  128,4  
1697  128,5  
1698  128,6  
1699  128,6  
1700  128,5  
1701  128,3  
1702  128,1  
1703  127,9  
1704  127,6  
1705  127,4  
1706  127,2  
1707  127,0  
1708  126,9  
1709  126,8  
1710  126,7  
1711  126,8  
1712  126,9  
1713  127,1  
1714  127,4  
1715  127,7  
1716  128,1  Time in s  Speed in km/h  
1717  128,5  
1718  129,0  
1719  129,5  
1720  130,1  
1721  130,6  
1722  131,0  
1723  131,2  
1724  131,3  
1725  131,2  
1726  130,7  
1727  129,8  
1728  128,4  
1729  126,5  
1730  124,1  
1731  121,6  
1732  119,0  
1733  116,5  
1734  114,1  
1735  111,8  
1736  109,5  
1737  107,1  
1738  104,8  
1739  102,5  
1740  100,4  
1741  98,6  
1742  97,2  
1743  95,9  
1744  94,8  
1745  93,8  
1746  92,8  
1747  91,8  
1748  91,0  
1749  90,2  
1750  89,6  
1751  89,1EN 7.7.2017 Official Journal of the European Union L 175/417
 
Time in s  Speed in km/h  
1752  88,6  
1753  88,1  
1754  87,6  
1755  87,1  
1756  86,6  
1757  86,1  
1758  85,5  
1759  85,0  
1760  84,4  
1761  83,8  
1762  83,2  
1763  82,6  
1764  82,0  Time in s  Speed in km/h  
1765  81,3  
1766  80,4  
1767  79,1  
1768  77,4  
1769  75,1  
1770  72,3  
1771  69,1  
1772  65,9  
1773  62,7  
1774  59,7  
1775  57,0  
1776  54,6  
1777  52,2  Time in s  Speed in km/h  
1778  49,7  
1779  46,8  
1780  43,5  
1781  39,9  
1782  36,4  
1783  33,2  
1784  30,5  
1785  28,3  
1786  26,3  
1787  24,4  
1788  22,5  
1789  20,5  
1790  18,2  Time in s  Speed in km/h  
1791  15,5  
1792  12,3  
1793  8,7  
1794  5,2  
1795  0,0  
1796  0,0  
1797  0,0  
1798  0,0  
1799  0,0  
1800  0,0  
7. Cycle identification  
In order to confirm if the correct cycle version was chosen or if the correct cycle was implemented into the 
test bench operation system, checksums of the vehicle speed values for cycle phases and the whole cycle are 
listed in Table A1/13.  
Table A1/13  
1Hz checksums  
Vehicle class  Cycle phase  Checksum of 1 Hz target vehicle speeds  
Class 1  Low  11 988,4  
Medium  17 162,8  
Total  29 151,2  
Class 2  Low  11 162,2  
Medium  17 054,3  
High  24 450,6  
Extra High  28 869,8  
Total  81 536,9  
Class 3-1  Low  11 140,3  
Medium  16 995,7  
High  25 646,0  
Extra High  29 714,9  
Total  83 496,9EN L 175/418 Official Journal of the European Union 7.7.2017
 
Vehicle class  Cycle phase  Checksum of 1 Hz target vehicle speeds  
Class 3-2  Low  11 140,3  
Medium  17 121,2  
High  25 782,2  
Extra High  29 714,9  
Total  83 758,6  
8. Cycle modification  
Paragraph 8. of this Sub-Annex shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs.  
8.1. General remarks  
The cycle to be driven shall depend on the test vehicle’s rated power to mass in running order ratio, W/kg, and 
its maximum velocity, v  max , km/h.  
Driveability problems may occur for vehicles with power to mass ratios close to the borderlines between Class 
1 and Class 2, Class 2 and Class 3 vehicles, or very low powered vehicles in Class 1.  
Since these problems are related mainly to cycle phases with a combination of high vehicle speed and high 
accelerations rather than to the maximum speed of the cycle, the downscaling procedure shall be applied to 
improve driveability.  
8.2. This paragraph describes the method to modify the cycle profile using the downscaling procedure.  
8.2.1. Downscaling procedure for Class 1 vehicles  
Figure A1/14 shows a downscaled medium speed phase of the Class 1 WLTC as an example.  
Figure A1/14  
Downscaled medium speed phase of the class 1 WLTC
EN 7.7.2017 Official Journal of the European Union L 175/419
 
For the Class 1 cycle, the downscaling period is the time period between second 651 and second 906. Within 
this time period, the acceleration for the original cycle shall be calculated using the following equation: 
a orig  i ¼ v iþ1 Ä v i 
3,6 
where:  
v i is the vehicle speed, km/h;  
i is the time between second 651 and second 906.  
The downscaling shall be applied first in the time period between second 651 and second 848. The down ­
scaled speed trace shall be subsequently calculated using the following equation: 
v dsc  iþ1 ¼ v dsc  i þ a orig  i Ü ð1 Ä f dsc Þ Ü 3,6  
with i = 651 to 847.  
For i = 651,  v dsc  i ¼ v orig  i 
In order to meet the original vehicle speed at second 907, a correction factor for the deceleration shall be 
calculated using the following equation: 
f corr_dec ¼ v dsc_848 Ä 36,7 
v orig_848 Ä 36,7  
where 36,7 km/h is the original vehicle speed at second 907.  
The downscaled vehicle speed between second 849 and second 906 shall be subsequently calculated using the 
following equation: 
v dsc  i ¼ v dsc  iÄ1 þ a orig  iÄ1 Ü f corr_dec Ü 3,6  
for i = 849 to 906.  
8.2.2. Downscaling procedure for Class 2 vehicles  
Since the driveability problems are exclusively related to the extra high speed phases of the Class 2 and Class 3 
cycles, the downscaling is related to those paragraphs of the extra high speed phases where the driveability 
problems occur (see Figure A1/15).EN L 175/420 Official Journal of the European Union 7.7.2017
 
Figure A1/15  
Downscaled extra high speed phase of the class 2 WLTC
  
For the Class 2 cycle, the downscaling period is the time period between second 1520 and second 1742. 
Within this time period, the acceleration for the original cycle shall be calculated using the following equation: 
a orig  i ¼ v iþ1 Ä v i 
3,6 
where:  
v i is the vehicle speed, km/h;  
i is the time between second 1520 and second 1742.  
The downscaling shall be applied first to the time period between second 1520 and second 1725. Second 
1725 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed 
trace shall be subsequently calculated using the following equation: 
v dsc  iþ1 ¼ v dsc  i þ a orig  i Ü ð1 Ä f dsc Þ Ü 3,6  
for i = 1520 to 1724.  
For i = 1520,  v dsc  i ¼ v orig  i 
In order to meet the original vehicle speed at second 1743, a correction factor for the deceleration shall be 
calculated using the following equation: 
f corr_dec ¼ v dsc_1725 Ä 90,4 
v orig_1725 Ä 90,4  
90,4 km/h is the original vehicle speed at second 1743.EN 7.7.2017 Official Journal of the European Union L 175/421
 
The downscaled vehicle speed between second 1726 and second 1742 shall be calculated using the following 
equation: 
v dsc  i ¼ v dsc  iÄ1 þ a orig  iÄ1 Ü f corr_dec Ü 3,6  
for i = 1726 to 1742.  
8.2.3. Downscaling procedure for Class 3 vehicles  
Figure A1/16 shows a downscaled extra high speed phase of the Class 3 WLTC as an example.  
Figure A1/16  
Downscaled extra high speed phase of the class 3 WLTC
  
For the Class 3 cycle, the downscaling period is the time period between second 1533 and second 1762. 
Within this time period, the acceleration for the original cycle shall be calculated using the following equation: 
a orig  i ¼ v iþ1 Ä v i 
3,6 
where:  
v i is the vehicle speed, km/h;  
i is the time between second 1533 and second 1762.  
The downscaling shall be applied first in the time period between second 1533 and second 1724. Second 
1724 is the time when the maximum speed of the extra high speed phase is reached. The downscaled speed 
trace shall be subsequently calculated using the following equation: 
v dsc  iþ1 ¼ v dsc  i þ a orig  i Ü ð1 Ä f dsc Þ Ü 3,6EN L 175/422 Official Journal of the European Union 7.7.2017
 
for i = 1533 to 1723.  
For i = 1533,  v dsc  i ¼ v orig  i 
In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be 
calculated using the following equation: 
f corr_dec ¼ v dsc_1724 Ä 82,6 
v orig_1724 Ä 82,6  
82.6 km/h is the original vehicle speed at second 1763.  
The downscaled vehicle speed between second 1725 and second 1762 shall be subsequently calculated using 
the following equation: 
v dsc  i ¼ v dsc  iÄ1 þ a orig  iÄ1 Ü f corr_dec Ü 3,6  
for i = 1725 to 1762.  
8.3. Determination of the downscaling factor  
The downscaling factor f  dsc , is a function of the ratio r  max between the maximum required power of the cycle 
phases where the downscaling is to be applied and the rated power of the vehicle, P  rated . 
The maximum required power P  req,max,i  (in kW) is related to a specific time i and the corresponding vehicle 
speed v  i in the cycle trace and is calculated using the following equation: 
P req;max;i ¼ Ê 
ðf 0 Ü v i Þ þ ðf 1 Ü v 2 
i Þ þ ðf 2 Ü v 3 
i Þ þ ð1,03 Ü TM Ü v i Ü a i Þ Ì 
3 600  
where:  
f 0 , f 1 , f 2 
are the applicable road load coefficients, N, N/(km/h), and N/(km/h)  2 respectively;  
TM is the applicable test mass, kg;  
v i is the speed at time i, km/h.  
The cycle time i at which maximum power or power values close to maximum power is required, is: second 
764 for Class 1, second 1574 for Class 2 and second 1566 for Class 3 vehicles.  
The corresponding vehicle speed values, v  i , and acceleration values, a  i , are as follows:  
v i = 61,4 km/h, a  i = 0,22 m/s  2 for Class 1,  
v i = 109,9 km/h, a  i = 0,36 m/s  2 for Class 2,  
v i = 111,9 km/h, a  i = 0,50 m/s  2 for Class 3.EN 7.7.2017 Official Journal of the European Union L 175/423
 
r max shall be calculated using the following equation: 
r max ¼ P req;max;i 
P rated 
The downscaling factor, f  dsc , shall be calculated using the following equations:  
if r max< r 0 , then  f dsc ¼ 0 
and no downscaling shall be applied.  
If r max ã r 0 , then  f dsc ¼ a 1 Ü r max þ b 1 
The calculation parameter/coefficients, r  0 , a 1 and b  1 , are as follows:  
Class 1 r  0 = 0,978, a  1 = 0,680, b  1 = – 0,665  
Class 2 r  0 = 0,866, a  1 = 0,606, b  1 = – 0,525.  
Class 3 r  0 = 0,867, a  1 = 0,588 b  1 = – 0,510.  
The resulting f  dsc is mathematically rounded to 3 places of decimal and is applied only if it exceeds 0,010.  
The following data shall be included in all relevant test reports:  
(a) f  dsc ; 
(b) v  max ; 
(c) distance driven, m.  
The distance shall be calculated as the sum of v  i in km/h divided by 3,6 over the whole cycle trace.  
8.4. Additional requirements  
For different vehicle configurations in terms of test mass and driving resistance coefficients, downscaling shall 
be applied individually.  
If, after the application of downscaling the vehicle maximum speed is lower than the maximum speed of the 
cycle, the process described in paragraph 9. of this Sub-Annex shall be applied with the applicable cycle.  
If the vehicle cannot follow the speed trace of the applicable cycle within the tolerance at speeds lower than its 
maximum speed, it shall be driven with the accelerator control fully activated during these periods. During 
such periods of operation, speed trace violations shall be permitted.  
9. Cycle modifications for vehicles with a maximum speed lower than the maximum speed of the cycle specified 
in the previous paragraphs of this Sub-Annex  
9.1. General remarks  
This paragraph applies to vehicles that are technically able to follow the speed trace of the cycle specified in 
paragraph 1. of this Sub-Annex (base cycle or downscaled base cycle) at speeds lower than their maximum 
speed, but whose maximum speed is lower than the maximum speed of the cycle. The maximum speed of 
such a vehicle shall be referred to as its capped speed v  cap . The maximum speed of the base cycle shall be 
referred to as v  max,cycle  . 
In such cases the base cycle shall be modified as described in paragraph 9.2. in order to achieve the same cycle 
distance for the capped speed cycle as for the base cycle.EN L 175/424 Official Journal of the European Union 7.7.2017
 
9.2. Calculation steps  
9.2.1. Determination of the distance difference per cycle phase  
An interim capped speed cycle shall be derived by replacing all vehicle speed samples v  i where v  i > v  cap by v  cap . 
9.2.1.1. If v  cap < v  max,medium  , the distances of the medium speed phases of the base cycle d  base,medium  and the interim 
capped speed cycle d  cap,medium  shall be calculated using the following equation for both cycles:  
d medium ¼ X 
ð ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ; for i ¼ 591 to 1022Þ 
where:  
v max,medium  is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for class 1 
vehicles, in Table A1/4 for class 2 vehicles, in Table A1/8 for class 3a vehicles and in Table A1/9 
for class 3b vehicles.  
9.2.1.2. If v  cap < v  max,high  , the distances of the high speed phases of the base cycle d  base,high  and the interim capped 
speed cycle d  cap,high  shall be calculated using the following equation for both cycles:  
d high ¼ X 
ð ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ; for i ¼ 1 024 to 1 477Þ 
v max,high  is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for Class 2 vehicles, 
in Table A1/10 for Class 3a vehicles and in Table A1/11 for Class 3b vehicles.  
9.2.1.3. The distances of the extra high speed phase of the base cycle d  base,exhigh  and the interim capped speed cycle 
d cap,exhigh  shall be calculated applying the following equation to the extra high speed phase of both cycles:  
d exhigh ¼ X 
ð ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ; for i ¼ 1 479 to 1 800Þ 
9.2.2. Determination of the time periods to be added to the interim capped speed cycle in order to compensate for 
distance differences  
In order to compensate for a difference in distance between the base cycle and the interim capped speed cycle, 
corresponding time periods with v  i = v  cap shall be added to the interim capped speed cycle as described in the 
following paragraphs.  
9.2.2.1. Additional time period for the medium speed phase  
If v  cap < v  max , medium  , the additional time period to be added to the medium speed phase of the interim capped 
speed cycle shall be calculated using the following equation: 
Δt medium ¼ ðd base;medium Ä d cap;medium Þ 
v cap Ü 3,6 
The number of time samples n  add,medium  with v  i = v  cap to be added to the medium speed phase of the interim 
capped speed cycle equals Δt medium  , mathematically rounded to the nearest integer (e.g. 1.4 shall be rounded to 
1, 1.5 shall be rounded to 2).  
9.2.2.2. Additional time period for the high speed phase  
If v  cap < v  max , high , the additional time period to be added to the high speed phases of the interim capped speed 
cycle shall be calculated using the following equation: 
Δt high ¼ ðd base;high Ä d cap;high Þ 
v cap Ü 3,6EN 7.7.2017 Official Journal of the European Union L 175/425
 
The number of time samples n  add,high  with v  i = v  cap to be added to the high speed phase of the interim capped 
speed cycle equals Δt high , mathematically rounded to the nearest integer.  
9.2.2.3. The additional time period to be added to the extra high speed phase of the interim capped speed cycle shall 
be calculated using the following equation: 
Δt exhigh ¼ ðd base;exhigh Ä d cap;exhigh Þ 
v cap Ü 3,6 
The number of time samples n  add,exhigh  with v  i = v  cap to be added to the extra high speed phase of the interim 
capped speed cycle equals Δt exhigh  , mathematically rounded to the nearest integer.  
9.2.3. Construction of the final capped speed cycle  
9.2.3.1. Class 1 vehicles  
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed 
cycle up to the last sample in the medium speed phase where v = v  cap . The time of this sample is referred to 
as t  medium  . 
Then n  add,medium  samples with v  i = v  cap shall be added, so that the time of the last sample is (t  medium  + 
n add,medium  ). 
The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + n  add,medium  ). 
9.2.3.2. Class 2 and class 3 vehicles  
9.2.3.2.1. v  cap < v  max , medium  
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed 
cycle up to the last sample in the medium speed phase where v = v  cap . The time of this sample is referred to 
as t  medium  . 
Then n  add,medium  samples with v  i = v  cap shall be added, so that the time of the last sample is (t  medium  + 
n add,medium  ). 
The remaining part of the medium speed phase of the interim capped speed cycle, which is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1022 + n  add,medium  ). 
In a next step, the first part of the high speed phase of the interim capped speed cycle up to the last sample in 
the high speed phase where v = v  cap shall be added. The time of this sample in the interim capped speed is 
referred to as t  high , so that the time of this sample in the final capped speed cycle is (t  high + n  add,medium  ). 
Then, n  add,high  samples with v  i = v  cap shall be added, so that the time of the last sample becomes (t  high + 
n add,medium  + n  add,high  ). 
The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same 
part of the base cycle, shall then be added, so that the time of the last sample is (1477 + n  add,medium  + 
n add,high  ). 
In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last 
sample in the extra high speed phase where v = v  cap shall be added. The time of this sample in the interim 
capped speed is referred to as t  exhigh  , so that the time of this sample in the final capped speed cycle is (t  exhigh  + 
n add,medium  + n  add,high  ).EN L 175/426 Official Journal of the European Union 7.7.2017
 
Then n  add,exhigh  samples with v  i = v  cap shall be added, so that the time of the last sample is (t  exhigh  + 
n add,medium  + n  add,high  + n  add,exhigh  ). 
The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n  add,medium  + 
n add,high  + n  add,exhigh  ). 
The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences 
caused by the rounding process for n  add,medium  , n  add,high  and n  add,exhigh  . 
9.2.3.2.2. v  max, medium  ≤= v  cap < v  max, high  
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed 
cycle up to the last sample in the high speed phase where v = v  cap . The time of this sample is referred to as 
t high . 
Then, n  add,high  samples with v  i = v  cap shall be added, so that the time of the last sample is (t  high + n  add,high  ). 
The remaining part of the high speed phase of the interim capped speed cycle, which is identical with the same 
part of the base cycle, shall then be added, so that the time of the last sample is (1477 + n  add,high  ). 
In a next step, the first part of the extra high speed phase of the interim capped speed cycle up to the last 
sample in the extra high speed phase where v = v  cap shall be added. The time of this sample in the interim 
capped speed is referred to as t  exhigh  , so that the time of this sample in the final capped speed cycle is (t  exhigh  + 
n add,high  ). 
Then n  add,exhigh  samples with v  i = v  cap shall be added, so that the time of the last sample is (t  exhigh  + n  add,high  + 
n add,exhigh  ). 
The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n  add,high  + 
n add,exhigh  ). 
The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences 
caused by the rounding process for n  add,high  and n  add,exhigh  . 
9.2.3.2.3. v  max, high  <= v  cap < v  max, exhigh  
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed 
cycle up to the last sample in the extra high speed phase where v = v  cap . The time of this sample is referred to 
as t  exhigh  . 
Then, n  add,exhigh  samples with v  i = v  cap shall be added, so that the time of the last sample is (t  exhigh  + n  add,exhigh  ). 
The remaining part of the extra high speed phase of the interim capped speed cycle, which is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1800 + n  add,exhigh  ). 
The length of the final capped speed cycle is equivalent to the length of the base cycle except for differences 
caused by the rounding process for n  add,exhigh  .EN 7.7.2017 Official Journal of the European Union L 175/427
 
Sub-Annex 2  
Gear selection and shift point determination for vehicles equipped with manual transmissions  
1. General approach  
1.1. The shifting procedures described in this Sub-Annex shall apply to vehicles equipped with manual shift trans ­
missions.  
1.2. The prescribed gears and shifting points are based on the balance between the power required to overcome driving 
resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase.  
1.3. The calculation to determine the gears to use shall be based on engine speeds and full load power curves versus 
engine speed.  
1.4. For vehicles equipped with a dual-range transmission (low and high), only the range designed for normal on-road 
operation shall be considered for gear use determination.  
1.5. The prescriptions for the clutch operation shall not be applied if the clutch is operated automatically without the 
need of an engagement or disengagement of the driver.  
1.6. This Sub-Annex shall not apply to vehicles tested according to Sub-Annex 8.  
2. Required data and precalculations  
The following data are required and calculations shall be performed in order to determine the gears to be used when 
driving the cycle on a chassis dynamometer:  
(a) P  rated , the maximum rated engine power as declared by the manufacturer, kW;  
(b) n  rated , the rated engine speed at which an engine develops its maximum power. If the maximum power is 
developed over an engine speed range, n  rated shall be the minimum of this range, min  –1 ; 
(c) n  idle , idling speed, min  –1 ; 
n idle shall be measured over a period of at least 1 minute at a sampling rate of at least 1 Hz with the engine 
running in warm condition, the gear lever placed in neutral, and the clutch engaged. The conditions for 
temperature, peripheral and auxiliary devices, etc. shall be the same as described in Sub-Annex 6 for the 
Type 1 test.  
The value to be used in this Sub-Annex shall be the arithmetic average over the measuring period, rounded or 
truncated to the nearest 10 min  –1 ; 
(d) ng, the number of forward gears;  
The forward gears in the transmission range designed for normal on-road operation shall be numbered in 
descending order of the ratio between engine speed in min  –1 and vehicle speed in km/h. Gear 1 is the gear with 
the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears.  
(e) ndv  i , the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i to ng  max , 
min  –1 /(km/h);  
(f) f  0 , f 1 , f 2 , road load coefficients selected for testing, N, N/(km/h), and N/(km/h)  2 respectively;EN L 175/428 Official Journal of the European Union 7.7.2017
 
(g) n  max 
n max_95,  the minimum engine speed where 95 per cent of rated power is reached, min  –1 ; 
If n  max_95  is less than 65 per cent of n  rated , n  max_95  shall be set to 65 per cent of n  rated . 
If 65 per cent of ðn rated Ü ndv  3=ndv  2 Þ< 1,1 Ü ðn idle þ 0,125 Ü ðn rated Ä n idle ÞÞ, n  max_95  shall be set to:  
1,1 Ü ðn idle þ 0,125 Ü ðn rated Ä n idle ÞÞ Ü ndv  2=ndv  3 
n max ðng vmax Þ ¼ ndvðng vmax Þ Ü v max;cycle 
where:  
ng vmax  is defined in paragraph 2(i) of this Sub-Annex.;  
v max,cycle  is the maximum speed of the vehicle speed trace according to Sub-Annex 1, km/h;  
n max is the maximum of n  max_95  and n  max (ng  vmax  ), min  –1 . 
(h) P  wot (n), the full load power curve over the engine speed range from n  idle to n  rated or n  max , or ndv(ng  vmax  ) × v  max , 
whichever is higher.  
ndv(ng  vmax  ) is the ratio obtained by dividing the engine speed n by the vehicle speed v for the gear ng  vmax  , 
min  –1 /km/h;  
The power curve shall consist of a sufficient number of data sets (n, P  wot ) so that the calculation of interim 
points between consecutive data sets can be performed by linear interpolation. Deviation of the linear inter ­
polation from the full load power curve according to Annex XX shall not exceed 2 per cent. The first data set 
shall be at n  idle or lower. Data sets need not be spaced equally. The full load power at engine speeds not covered 
by Annex XX (e.g. n  idle ) shall be determined according to the method described in Annex XX.  
(i) ng  vmax  
ng vmax  , the gear in which the maximum vehicle speed is reached and shall be determined as follows:  
If v  max (ng) ≥ v max (ng-1), then,  
ng vmax  = ng  
otherwise, ng  vmax  = ng-1  
where:  
v max (ng) is the vehicle speed at which the required road load power equals the available power, P  wot , in gear 
ng (see Figure A2/1a).  
v max (ng-1) is the vehicle speed at which the required road load power equals the available power, P  wot , in the 
next lower gear (see Figure A2/1b).EN 7.7.2017 Official Journal of the European Union L 175/429
 
The required road load power, kW, shall be calculated using the following equation:  
P required ¼ f 0 Ü v max þ f 1 Ü v 2 
max þ f 2 Ü v 3 
max 
3 600  
where:  
v max is the vehicle speed, km/h.  
The available power at vehicle speed v  max in gear ng or gear ng - 1 may be determined from the full load power 
curve, P  wot (n), by using the following equation:  
n ng ¼ ndv  ng Ü v max ðngÞ; n  ngÄ1 ¼ ndv  ngÄ1 Ü v max ðng Ä 1Þ 
and by reducing the power values of the full load power curve by 10 per cent.  
Figure A2/1a  
An example where ng  max is the highest gear
EN L 175/430 Official Journal of the European Union 7.7.2017
 
Figure A2/1b  
An example where ng  max is the 2  nd highest gear
  
(j) Exclusion of a crawler gear  
Gear 1 may be excluded at the request of the manufacturer if all of the following conditions are fulfilled:  
(1) The vehicle does not have a dual-range transmission;  
(2) The vehicle family is homologated to tow a trailer;  
(3) ðndv  1=ndvðng vmax ÞÞ Ü ðv max Ü ndvðng vmax Þ=n rated Þ> 7; 
(4) ðndv  2=ndvðng vmax ÞÞ Ü ðv max Ü ndvðng vmax Þ=n rated Þ> 4; 
(5) The vehicle, having a mass as defined in the equation below, shall be able to pull away from standstill within 
4 seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of 
5 minutes.  
m r + 25 kg + (MC – m  r – 25 kg) × 0,28 (0,15 in the case of category M vehicles).  
where:  
ndv(ng  vmax  ) is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ng  vmax  , 
min  –1 /km/h;  
m r is the mass in running order, kg;  
MC is the gross train mass (gross vehicle mass + max. trailer mass), kg.EN 7.7.2017 Official Journal of the European Union L 175/431
 
In this case, gear 1 is not used when driving the cycle on a chassis dynamometer and the gears shall be 
renumbered starting with the 2  nd gear as gear 1.  
(k) Definition of n  min_drive  
n min_drive  is the minimum engine speed when the vehicle is in motion, min  –1 ; 
For n  gear = 1, n  min_drive  = n  idle , 
For n  gear = 2,  
(a) for transitions from 1  st to 2  nd gear:  
n min_drive  = 1,15 ×n  idle , 
(b) for decelerations to standstill:  
n min_drive  = n  idle . 
(c) for all other driving conditions:  
n min_drive  = 0,9 × n  idle . 
For n  gear > 2, n  min_drive  shall be determined by:  
n min_drive  = n  idle + 0,125 ×(n  rated -n idle ). 
The final result for n  min_drive  shall be rounded to the nearest integer. Example: 1 199,5 becomes 1 200, 1 199,4 
becomes 1 199.  
Higher values may be used if requested by the manufacturer.  
(l) TM, test mass of the vehicle, kg.  
3. Calculations of required power, engine speeds, available power, and possible gear to be used  
3.1. Calculation of required power  
For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be 
calculated using the following equation: 
P required ;j ¼ Í f 0 Ü v j þ f 1 Ü v 2 
j þ f 2 Ü v 3 
j 
3 600 Î 
þ kr Ü a j Ü v j Ü TM 
3 600  
where:  
P required,j  is the required power at second j, kW;  
a j is the vehicle acceleration at second j, m/s  2 , a j ¼ ðv jþ1 Äv j Þ 
3,6Üðt jþ1 Ät j Þ ; 
kr is a factor taking the inertial resistances of the drivetrain during acceleration into account and is set to 
1,03.  
3.2. Determination of engine speeds  
For any v  j < 1 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to.The 
gear lever shall be placed in neutral with the clutch engaged except 1 second before beginning an acceleration from 
standstill where first gear shall be selected with the clutch disengaged.EN L 175/432 Official Journal of the European Union 7.7.2017
 
For each v  j ≥ 1 km/h of the cycle trace and each gear i, i = 1 to ng  max , the engine speed, n  i,j , shall be calculated using 
the following equation: 
n i;j ¼ ndv  i Ü v j 
3.3. Selection of possible gears with respect to engine speed  
The following gears may be selected for driving the speed trace at v  j : 
(a) all gears i < ng  vmax  where n  min_drive  ≤ n i,j ≤ n max_95  , 
(b) all gears i ≥ ng  vmax  where n  min_drive  ≤ n i,j ≤ n max (ng  vmax  ) 
(c) gear 1, if n  1,j < n  min_drive  . 
If a  j ≤ 0 and n  i,j ≤ n idle , n  i,j shall be set to n  idle and the clutch shall be disengaged.  
If a  j > 0 and n  i,j ≤ (1,15 × n  idle ), n  i,j shall be set to (1,15 × n  idle ) and the clutch shall be disengaged.  
3.4. Calculation of available power  
The available power for each possible gear i and each vehicle speed value of the cycle trace, shall be calculated using 
the following equation: 
P available_i ;j ¼ P wot ðn i;j Þ Ü ð1 Ä ðSM þ ASMÞÞ 
where:  
P rated is the rated power, kW;  
P wot is the power available at n  i,j at full load condition from the full load power curve;  
SM is a safety margin accounting for the difference between the stationary full load condition power curve and 
the power available during transition conditions. SM is set to 10 per cent;  
ASM is an additional exponential power safety margin, which may be applied at the request of the manufacturer. 
ASM is fully effective between n  idle and n  start , and approaches zero exponentially at n  end as described by the 
following requirements:  
If n  i,j ≤ n start , then ASM = ASM  0 ; 
If n  i,j > n  start , then: 
ASM ¼ ASM  0 Ü expðlnð0,005 =ASM  0 Þ Ü ðn start Ä nÞ=ðn start Ä n end ÞÞ 
ASM  0 , n  start and n  end shall be defined by the manufacturer but shall fulfil the following conditions:  
n start ≥ n idle , 
n end > n  start . 
If a  j > 0 and i = 1 or i = 2 and P  available_i,i  < P  required,j  , n  i,j shall be increased by increments of 1 min  –1 until 
P available_i,i  = P  required,j  , and the clutch shall be disengaged.EN 7.7.2017 Official Journal of the European Union L 175/433
 
3.5. Determination of possible gears to be used  
The possible gears to be used shall be determined by the following conditions:  
(a) The conditions of paragraph 3.3. are fulfilled, and  
(b) P  available_i,i  ≥ P required,j  
The initial gear to be used for each second of the cycle trace is the highest final possible gear, i  max . When starting 
from standstill, only the first gear shall be used.  
The lowest final possible gear is i  min . 
4. Additional requirements for corrections and/or modifications of gear use  
The initial gear selection shall be checked and modified in order to avoid too frequent gearshifts and to ensure 
driveability and practicality.  
An acceleration phase is a time period of more than 3 seconds with a vehicle speed ≥ 1 km/h and with monotonic 
increase of vehicle speed. A deceleration phase is a time period of more than 3 seconds with a vehicle speed ≥ 1 
km/h and with monotonic decrease of vehicle speed.  
Corrections and/or modifications shall be made according to the following requirements:  
(a) If a lower gear is required at a higher vehicle speed during an acceleration phase, the higher gears before shall be 
corrected to the lower gear.  
Example:  v j < v  j+1 < v  j+2 < v  j+3 < v  j+4 < v  j+5 < v  j+6 . The original calculated gear use is 2, 3, 3, 3, 2, 2, 3. In this 
case the gear use shall be corrected to 2, 2, 2, 2, 2, 2, 3.  
(b) Gears used during accelerations shall be used for a period of at least 2 seconds (e.g. a gear sequence 1, 2, 3, 3, 3, 
3, 3 shall be replaced by 1, 1, 2, 2, 3, 3, 3). Gears shall not be skipped during acceleration phases.  
(c) During a deceleration phase, gears with n  gear > 2 shall be used as long as the engine speed does not drop below 
n min_drive  . 
If the duration of a gear sequence is only 1 second, it shall be replaced by gear 0 and the clutch shall be 
disengaged.  
If the duration of a gear sequence is 2 seconds, it shall be replaced by gear 0 for the 1  st second and for the 2  nd 
second with the gear that follows after the 2 second period. The clutch shall be disengaged for the 1  st second.  
Example : A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.  
(d) The 2  nd gear shall be used during a deceleration phase within a short trip of the cycle as long as the engine 
speed does not drop below (0.9 × n  idle ). 
If the engine speed drops below n  idle , the clutch shall be disengaged.  
(e) If the deceleration phase is the last part of a short trip shortly before a stop phase and the 2  nd gear would only 
be used for up to two seconds, the clutch may be either disengaged or the gear lever placed in neutral and the 
clutch left engaged.  
A downshift to first gear is not permitted during those deceleration phases.EN L 175/434 Official Journal of the European Union 7.7.2017
 
(f) If gear is used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is lower and the gear 
after this sequence is the same as or lower than the gear before this sequence, the gear for the sequence shall be 
corrected to the gear before the sequence.  
Examples:  
(i) gear sequence i – 1, i, i – 1 shall be replaced by i – 1, i – 1,i – 1;  
(ii) gear sequence i – 1, i, i, i – 1 shall be replaced by i – 1, i – 1, i – 1, i – 1;  
(iii) gear sequence i – 1, i, i,i, i – 1 shall be replaced by i – 1, i – 1,i – 1, i – 1, i – 1;  
(iv) gear sequence i – 1, i, i, i, i, i – 1 shall be replaced by i – 1, i – 1, i – 1, i – 1, i – 1,i – 1;  
(v) gear sequence i – 1, i, i, i, i, i, i – 1 shall be replaced by i – 1, i – 1, i – 1, i – 1, i – 1,i – 1, i – 1.  
In all cases (i) to (v), shall be fulfilled;  
5. Paragraphs 4.(a) to 4.(f) inclusive shall be applied sequentially, scanning the complete cycle trace in each case. Since 
modifications to paragraphs 4.(a) to 4.(f) of this Sub-Annex may create new gear use sequences, these new gear 
sequences shall be checked three times and modified if necessary.  
In order to enable the assessment of the correctness of the calculation, the average gear for v ≥ 1 km/h, rounded to 
four places of decimal, shall be calculated and included in all relevant test reports.EN 7.7.2017 Official Journal of the European Union L 175/435
 
Sub-Annex 3  
ReservedEN L 175/436 Official Journal of the European Union 7.7.2017
 
Sub-Annex 4  
Road load and dynamometer setting  
1. Scope  
This Sub-Annex describes the determination of the road load of a test vehicle and the transfer of that road 
load to a chassis dynamometer.  
2. Terms and definitions  
2.1. Reserved  
2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h and with the highest reference 
speed according to the following provisions:  
(a) The highest reference speed point shall be 130 km/h or the reference speed point immediately above the 
maximum speed of the applicable test cycle if this value is less than 130 km/h. In the case that the 
applicable test cycle contains less than the 4 cycle phases (Low, Medium, High and Extra High) and at the 
request of the manufacturer and with approval of the approval authority, the highest reference speed may 
be increased to the reference speed point immediately above the maximum speed of the next higher 
phase, but no higher than 130 km/h; in this case road load determination and chassis dynamometer 
setting shall be done with the same reference speed points;  
(b) If a reference speed point applicable for the cycle plus 14 km/h is more than or equal to the maximum 
vehicle speed v  max , this reference speed point shall be excluded from the coastdown test and from chassis 
dynamometer setting. The next lower reference speed point shall become the highest reference speed 
point for the vehicle.  
2.3. Unless otherwise specified, a cycle energy demand shall be calculated according to paragraph 5. of Sub- 
Annex 7 over the target speed trace of the applicable drive cycle.  
2.4. f  0 , f 1 , f 2 are the road load coefficients of the road load equation F = f  0 + f  1 × v + f  2 × v  2 , determined 
according to this Sub-Annex.  
f 0 is the constant road load coefficient, N;  
f 1 is the first order road load coefficient,, N/(km/h);  
f 2 is the second order road load coefficient, N/(km/h)  2 . 
Unless otherwise stated, the road load coefficients shall be calculated with a least square regression analysis 
over the range of the reference speed points.  
2.5. Rotational mass  
2.5.1. Determination of m  r 
m r is the equivalent effective mass of all the wheels and vehicle components rotating with the wheels on the 
road while the gearbox is placed in neutral, in kilograms (kg). m  r shall be measured or calculated using an 
appropriate technique agreed upon by the approval authority. Alternatively, m  r may be estimated to be 3 per 
cent of the sum of the mass in running order and 25 kg.  
2.5.2. Application of rotational mass to the road load  
Coastdown times shall be transferred to forces and vice versa by taking into account the applicable test mass 
plus m  r . This shall apply to measurements on the road as well as on a chassis dynamometer.EN 7.7.2017 Official Journal of the European Union L 175/437
 
2.5.3. Application of rotational mass for the inertia setting  
If the vehicle is tested on a 4 wheel drive dynamometer and if both axles are rotating and influencing the 
dynamometer measurement results, the equivalent inertia mass of the chassis dynamometer shall be set to 
the applicable test mass.  
Otherwise, the equivalent inertia mass of the chassis dynamometer shall be set to the test mass plus either 
the equivalent effective mass of the wheels not influencing the measurement results or 50 per cent of m  r . 
3. General requirements  
The manufacturer shall be responsible for the accuracy of the road load coefficients and will ensure this for 
each production vehicle within the road load family. Tolerances within the road load determination, simu ­
lation and calculation methods shall not be used to underestimate the road load of production vehicles. At 
the request of the approval authority, the accuracy of the road load coefficients of an individual vehicle shall 
be demonstrated.  
3.1. Overall measurement accuracy  
The required overall measurement accuracy shall be as follows:  
(a) Vehicle speed: ± 0,2 km/h with a measurement frequency of at least 10 Hz;  
(b) Time accuracy, precision and resolution: min. ± 10 ms;  
(c) Wheel torque: ± 6 Nm or ± 0,5 per cent of the maximum measured total torque, whichever is greater, 
for the whole vehicle, with a measurement frequency of at least 10 Hz;  
(d) Wind speed: ± 0,3 m/s, with a measurement frequency of at least 1 Hz;  
(e) Wind direction: ± 3°, with a measurement frequency of at least 1 Hz;  
(f) Atmospheric temperature: ± 1 °C, with a measurement frequency of at least 0,1 Hz;  
(g) Atmospheric pressure: ± 0,3 kPa, with a measurement frequency of at least 0,1 Hz;  
(h) Vehicle mass measured on the same weigh scale before and after the test: ± 10 kg (± 20 kg for vehicles 
> 4 000 kg);  
(i) Tyre pressure: ± 5 kPa;  
(j) Wheel rotational frequency: ± 0,05 s  -1 or 1 per cent, whichever is greater.  
3.2. Wind tunnel criteria  
3.2.1. Wind velocity  
The wind velocity during a measurement shall remain within ± 2 km/h at the centre of the test section. The 
possible wind velocity shall be at least 140 km/h.  
3.2.2. Air temperature  
The air temperature during a measurement shall remain within ± 3 °C at the centre of the test section. The 
air temperature distribution at the nozzle outlet shall remain within ± 3 °C.EN L 175/438 Official Journal of the European Union 7.7.2017
 
3.2.3. Turbulence  
For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence intensity, Tu, shall not exceed 
1 per cent. See Figure A4/1.  
Figure A4/1  
Turbulence intensity
  
Tu ¼ u′ 
U ∞ 
where:  
Tu is the turbulence intensity;  
u′ is the turbulent velocity fluctuation, m/s;  
U ∞ is the free flow velocity, m/s.  
3.2.4. Solid blockage ratio  
The vehicle blockage ratio ε sb expressed as the quotient of the vehicle frontal area and the area of the nozzle 
outlet as calculated using the following equation, shall not exceed 0,35. 
ε sb ¼ A f 
A nozzle  
where:  
ε sb is the vehicle blockage ratio;  
A f is the frontal area of the vehicle, m  2 ; 
A nozzle  is the nozzle outlet area, m  2 . 
3.2.5. Rotating wheels  
To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at 
such a speed that the resulting vehicle velocity is within a ± 3 km/h tolerance of the wind velocity.  
3.2.6. Moving belt  
To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a moving 
belt extending from the front to the rear of the vehicle. The linear speed of the moving belt shall be 
within ± 3 km/h of the wind velocity.EN 7.7.2017 Official Journal of the European Union L 175/439
 
3.2.7. Fluid flow angle  
At nine equally distributed points over the nozzle area, the root mean square deviation of both angles (Y-, Z- 
plane) α and β at the nozzle outlet shall not exceed 1°.  
3.2.8. Air pressure  
At nine equally distributed points over the nozzle outlet area, the standard deviation of the total pressure at 
the nozzle outlet shall be equal to or less than 0.02. 
σ Í ΔP t 
q Î 
Ï 0,02 
where:  
σ is the standard deviation of the pressure ratio  Ä ΔP t 
q Ö 
; 
ΔP t is the variation of total pressure between the measurement points, N/m  2 ; 
q is the dynamic pressure, N/ m  2 . 
The absolute difference of the pressure coefficient cp over a distance 3 metres ahead and 3 metres behind the 
centre of the balance in the empty test section and at a height of the centre of the nozzle outlet shall not 
deviate more than ± 0,02.  
jcp x¼þ 3m Ä cp  x¼Ä 3m j Ï 0,02 
where:  
cp is the pressure coefficient.  
3.2.9. Boundary layer thickness  
At x = 0 (balance center point), the wind velocity shall have at least 99 per cent of the inflow velocity 30 
mm above the wind tunnel floor. 
δ 99 ðx ¼ 0 mÞ Ï 30 mm 
where:  
δ 99 is the distance perpendicular to the road, where 99 per cent of free stream velocity is reached (boundary 
layer thickness).  
3.2.10. Restraint blockage ratio  
The restraint system mounting shall not be in front of the vehicle. The relative blockage ratio of the vehicle 
frontal area due to the restraint system, ε restr , shall not exceed 0,10. 
ε restr ¼ A restr 
A f 
where:  
ε restr is the relative blockage ratio of the restraint system;  
A restr is the frontal area of the restraint system projected on the nozzle face, m  2 ; 
A f is the frontal area of the vehicle, m  2 .EN L 175/440 Official Journal of the European Union 7.7.2017
 
3.2.11. Measurement accuracy of the balance in the x-direction  
The inaccuracy of the resulting force in the x-direction shall not exceed ± 5 N. The resolution of the 
measured force shall be within ± 3 N.  
3.2.12. Measurement repeatability  
The repeatability of the measured force shall be within ± 3 N.  
4. Road load measurement on road  
4.1. Requirements for road test  
4.1.1. Atmospheric conditions for road test  
4.1.1.1. Permissible wind conditions  
The maximum permissible wind conditions for road load determination are described in paragraphs 
4.1.1.1.1. and 4.1.1.1.2.  
In order to determine the applicability of the type of anemometry to be used, the arithmetic average of the 
wind speed shall be determined by continuous wind speed measurement, using a recognized meteorological 
instrument, at a location and height above the road level alongside the test road where the most represen ­
tative wind conditions will be experienced.  
If tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test 
track with an obligatory driving direction), wind speed and direction at each part of the test track shall be 
measured. In this case the higher measured value determines the type of anemometry to be used and the 
lower value the criterion for the allowance of waiving of a wind correction.  
4.1.1.1.1. Permissible wind conditions when using stationary anemometry  
Stationary anemometry shall be used only when wind speeds over a period of 5 seconds averages less than 5 
m/s and peak wind speeds are less than 8 m/s for less than 2 seconds. In addition, the vector component of 
the wind speed across the test road shall be less than 2 m/s. Any wind correction shall be calculated as given 
in paragraph 4.5.3. of this Sub-Annex. Wind correction may be waived when the lowest arithmetic average 
wind speed is 2 m/s or less.  
4.1.1.1.2. Wind conditions using on-board anemometry  
For testing with an on-board anemometer, a device shall be used as described in paragraph 4.3.2. of this Sub- 
Annex. The overall arithmetic average of the wind speed during the test activity over the test road shall be 
less than 7 m/s with peak wind speeds of less than 10 m/s. In addition, the vector component of the wind 
speed across the road shall be less than 4 m/s.  
4.1.1.2. Atmospheric temperature  
The atmospheric temperature should be within the range of 5 °C up to and including 35 °C.  
If the difference between the highest and the lowest measured temperature during the coastdown test is more 
than 5 °C, the temperature correction shall be applied separately for each run with the arithmetic average of 
the ambient temperature of that run.  
In that case the values of the road load coefficients f  0 , f 1 and f  2 shall be determined and corrected for each 
individual run. The final set of f  0 , f 1 and f  2 values shall be the arithmetic average of the individually corrected 
coefficients f  0 , f 1 and f  2 respectively.  
At its option, a manufacturer may choose to perform coastdowns between 1 °C and 5 °C.EN 7.7.2017 Official Journal of the European Union L 175/441
 
4.1.2. Test road  
The road surface shall be flat, even, clean, dry and free of obstacles or wind barriers that might impede the 
measurement of the road load, and its texture and composition shall be representative of current urban and 
highway road surfaces. The longitudinal slope of the test road shall not exceed ± 1 per cent. The local slope 
between any points 3 metres apart shall not deviate more than ± 0,5 per cent from this longitudinal slope. If 
tests in opposite directions cannot be performed at the same part of the test track (e.g. on an oval test track 
with an obligatory driving direction), the sum of the longitudinal slopes of the parallel test track segments 
shall be between 0 and an upward slope of 0,1 per cent. The maximum camber of the test road shall be 1,5 
per cent.  
4.2. Preparation  
4.2.1. Test vehicle  
Each test vehicle shall conform in all its components with the production series, or, if the vehicle is different 
from the production vehicle, a full description shall be included in all relevant test reports.  
4.2.1.1. Without using the interpolation method  
A test vehicle (vehicle H) with the combination of road load relevant characteristics (i.e. mass, aerodynamic 
drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the 
interpolation family (see paragraph 5.6. of this Annex).  
If the aerodynamic influence of the different wheel rims within one interpolation family is not known, the 
selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic 
drag may be expected for a wheel with a) the largest width, b) the largest diameter, and c) the most open 
structure design (in that order of importance).  
The wheel selection shall be executed without prejudice to the requirement of the highest cycle energy 
demand.  
4.2.1.2. Using the interpolation method  
At the request of the manufacturer, the interpolation method may be applied for individual vehicles in the 
interpolation family (see paragraph 1.2.3.1. of Sub-Annex 6 and paragraph 3.2.3.2. of Sub-Annex 7).  
In this case, two test vehicles shall be selected from the interpolation family complying with the requirements 
of the interpolation method (paragraphs 1.2.3.1. and 1.2.3.2. of Sub-Annex 6).  
Test vehicle H shall be the vehicle producing the higher, and preferably highest, cycle energy demand of that 
selection, test vehicle L the one producing the lower, and preferably lowest, cycle energy demand of that 
selection.  
All items of optional equipment and/or body shapes that are chosen not to be considered in the inter ­
polation method shall be fitted to both test vehicles H and L such that these items of optional equipment 
produce the highest combination of the cycle energy demand due to their road load relevant characteristics 
(i.e. mass, aerodynamic drag and tyre rolling resistance).  
4.2.1.3. Application of the road load family  
4.2.1.3.1. At the request of the manufacturer and upon fulfilling the criteria of paragraph 5.7. of this Annex, the road 
load values for vehicles H and L of an interpolation family shall be calculated.  
4.2.1.3.2. For the purposes of paragraph 4.2.1.3. of this Sub-Annex, vehicle H of a road load family shall be designated 
vehicle H  R . All references to vehicle H in paragraph 4.2.1. of this Sub-Annex shall be replaced by vehicle H  R 
and all references to an interpolation family in paragraph 4.2.1. of this Sub-Annex shall be replaced by road 
load family.EN L 175/442 Official Journal of the European Union 7.7.2017
 
4.2.1.3.3. For the purposes of paragraph 4.2.1.3. of this Sub-Annex, vehicle L of a road load family shall be designated 
vehicle L  R . All references to vehicle L in paragraph 4.2.1. of this Sub-Annex shall be replaced by vehicle L  R 
and all references to an interpolation family in paragraph 4.2.1. of this Sub-Annex shall be replaced by road 
load family.  
4.2.1.3.4. Notwithstanding the requirements referring to the range of an interpolation family in paragraphs 1.2.3.1. and 
1.2.3.2. of Sub-Annex 6, the difference in cycle energy demand between H  R and L  R of the road load family 
shall be at least 4 per cent and shall not exceed 35 per cent based on H  R over a complete WLTC Class 3 
cycle.  
If more than one transmission is included in the road load family, a transmission with the highest power 
losses shall be used for road load determination.  
4.2.1.3.5. Road loads H  R and/or L  R shall be determined according to this Sub-Annex.  
The road load of vehicles H (and L) of an interpolation family within the road load family shall be calculated 
according to paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. inclusive of Sub-Annex 7, by:  
(a) using H  R and L  R of the road load family instead of H and L as inputs for the equations;  
(b) using the road load parameters (i.e. test mass, Δ(C D × A  f ) compared to vehicle L  R , and tyre rolling 
resistance) of vehicle H (or L) of the interpolation family as inputs for the  "individual vehicle "; 
(c) repeating this calculation for each H and L vehicle of every interpolation family within the road load 
family.  
The road load interpolation shall only be applied on those road load relevant characteristics that were 
identified to be different between test vehicle L  R and H  R . For other road load relevant characteristic(s), the 
value of vehicle H  R shall apply.  
4.2.1.4. Application of the road load matrix family  
A vehicle that fulfils the criteria of paragraph 5.8. of this Annex that is:  
(a) representative of the intended series of complete vehicles to be covered by the road load matrix family in 
terms of estimated worst C  D value and body shape, and  
(b) representative of the intended series of vehicles to be covered by the road load matrix family in terms of 
estimated average of the mass of optional equipment, shall be used to determine the road load.  
In the case that no representative body shape for a complete vehicle can be determined, the test vehicle shall 
be equipped with a square box with rounded corners with radii of maximum of 25 mm and a width equal to 
the maximum width of the vehicles covered by the road load matrix family, and a total height of the test 
vehicle of 3,0 m ± 0,1 m, including the box.  
The manufacturer and the approval authority shall agree which vehicle test model is representative.  
The vehicle parameters test mass, tyre rolling resistance and frontal area of both a vehicle H  M and L  M shall be 
determined in such a way that vehicle H  M produces the highest cycle energy demand and vehicle L  M the 
lowest cycle energy from the road load matrix family. The manufacturer and the approval authority shall 
agree on the vehicle parameters for vehicle H  M and L  M . 
The road load of all individual vehicles of the road load matrix family, including H  M and L  M , shall be 
calculated according to paragraph 5.1. of this Sub-Annex.EN 7.7.2017 Official Journal of the European Union L 175/443
 
4.2.1.5. Movable aerodynamic body parts  
Movable aerodynamic body parts on the test vehicles shall operate during road load determination as 
intended under WLTP Type 1 test conditions (test temperature, vehicle speed and acceleration range, 
engine load, etc.).  
Every vehicle system that dynamically modifies the vehicle’s aerodynamic drag (e.g. vehicle height control) 
shall be considered to be a movable aerodynamic body part. Appropriate requirements shall be added if 
future vehicles are equipped with movable aerodynamic items of optional equipment whose influence on 
aerodynamic drag justifies the need for further requirements.  
4.2.1.6. Weighing  
Before and after the road load determination procedure, the selected vehicle shall be weighed, including the 
test driver and equipment, to determine the arithmetic average mass, m  av . The mass of the vehicle shall be 
greater than or equal to the test mass of vehicle H or of vehicle L at the start of the road load determination 
procedure.  
4.2.1.7. Test vehicle configuration  
The test vehicle configuration shall be included in all relevant test reports and shall be used for any 
subsequent coastdown testing.  
4.2.1.8. Test vehicle condition  
4.2.1.8.1. Run-in  
The test vehicle shall be suitably run-in for the purpose of the subsequent test for at least 10 000 but no 
more than 80 000 km.  
4.2.1.8.1.1. At the request of the manufacturer, a vehicle with a minimum of 3 000 km may be used.  
4.2.1.8.2. Manufacturer's specifications  
The vehicle shall conform to the manufacturer’s intended production vehicle specifications regarding tyre 
pressures described in paragraph 4.2.2.3. of this Sub-Annex, wheel alignment described in paragraph 
4.2.1.8.3. of this Sub-Annex, ground clearance, vehicle height, drivetrain and wheel bearing lubricants, 
and brake adjustment to avoid unrepresentative parasitic drag.  
4.2.1.8.3. Wheel alignment  
Toe and camber shall be set to the maximum deviation from the longitudinal axis of the vehicle in the range 
defined by the manufacturer. If a manufacturer prescribes values for toe and camber for the vehicle, these 
values shall be used. At the request of the manufacturer, values with higher deviations from the longitudinal 
axis of the vehicle than the prescribed values may be used. The prescribed values shall be the reference for all 
maintenance during the lifetime of the vehicle.  
Other adjustable wheel alignment parameters (such as caster) shall be set to the values recommended by the 
manufacturer. In the absence of recommended values, they shall be set to the arithmetic average of the range 
defined by the manufacturer.  
Such adjustable parameters and set values shall be included in all relevant test sheets.  
4.2.1.8.4. Closed panels  
During the road load determination, the engine compartment cover, luggage compartment cover, manually- 
operated movable panels and all windows shall be closed.EN L 175/444 Official Journal of the European Union 7.7.2017
 
4.2.1.8.5. Coastdown mode  
If the determination of dynamometer settings cannot meet the criteria described in paragraphs 8.1.3. or 
8.2.3. of this Sub-Annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle 
coastdown mode. The coastdown mode shall be approved by the approval authority and the use of a 
coastdown mode shall be included in all relevant test reports.  
4.2.1.8.5.1. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load deter ­
mination and on the chassis dynamometer.  
4.2.2. Tyres  
4.2.2.1. Tyre selection  
The selection of tyres shall be based on paragraph 4.2.1. of this Sub-Annex with their rolling resistances 
measured according to Annex 6 of UN/ECE Regulation No. 11702 series of amendments.  
The rolling resistance coefficients shall be aligned and categorised according to the rolling resistance classes 
in Regulation (EC) No 1222/2009.  
The actual rolling resistance values for the tyres fitted to the test vehicles shall be used to determine the 
gradient of the interpolation line of the interpolation method in paragraph 3.2.3.2 of Sub-Annex 7. For 
individual vehicles in the interpolation family, the interpolation method shall be based on the RRC class 
value for the tyres fitted to an individual vehicle as provided in Table A4/1.  
Table A4/1  
Energy efficiency classes of rolling resistance coefficients (RRC) for tyre categories C1, C2 and 
C3, kg/tonne  
Energy Efficiency 
Class  C1 class value  C2 class value  C3 class value  
A RRC = 5,9  RRC = 4,9  RRC = 3,5  
B RRC = 7,1  RRC = 6,1  RRC = 4,5  
C RRC = 8,4  RRC = 7,4  RRC = 5,5  
D Empty  Empty  RRC = 6,5  
E RRC = 9,8  RRC = 8,6  RRC = 7,5  
F RRC = 11,3  RRC = 9,9  RRC = 8,5  
G RRC = 12,9  RRC = 11,2  Empty  
4.2.2.2. Tyre condition  
Tyres used for the test shall:  
(a) Not be older than 2 years after the production date;  
(b) Not be specially conditioned or treated (e.g. heated or artificially aged), with the exception of grinding in 
the original shape of the tread;  
(c) Be run-in on a road for at least 200 km before road load determination;  
(d) Have a constant tread depth before the test between 100 and 80 per cent of the original tread depth at 
any point over the full tread width of the tyre.EN 7.7.2017 Official Journal of the European Union L 175/445
 
4.2.2.2.1. After measurement of tread depth, driving distance shall be limited to 500 km. If 500 km are exceeded, tread 
depth shall be measured again.  
4.2.2.3. Tyre pressure  
The front and rear tyres shall be inflated to the lower limit of the tyre pressure range for the respective axle 
for the selected tyre at the coastdown test mass, as specified by the vehicle manufacturer.  
4.2.2.3.1. Tyre pressure adjustment  
If the difference between ambient and soak temperature is more than 5 °C, the tyre pressure shall be adjusted 
as follows:  
(a) The tyres shall be soaked for more than 1 hour at 10 per cent above the target pressure;  
(b) Prior to testing, the tyre pressure shall be reduced to the inflation pressure as specified in paragraph 
4.2.2.3. of this Sub-Annex, adjusted for difference between the soaking environment temperature and the 
ambient test temperature at a rate of 0,8 kPa per 1 °C using the following equation:  
Δp t ¼ 0,8 Ü ðT soak Ä T amb Þ 
where:  
ΔP t is the tyre pressure adjustment added to the tyre pressure defined in paragraph 4.2.2.3. of this 
Sub-Annex, kPa;  
0,8 is the pressure adjustment factor, kPa/°C;  
T soak is the tyre soaking temperature, °C;  
T amb is the test ambient temperature, °C.  
(c) Between the pressure adjustment and the vehicle warm-up, the tyres shall be shielded from external heat 
sources including sun radiation.  
4.2.3. Instrumentation  
Any instruments shall be installed in such a manner as to minimise their effects on the aerodynamic 
characteristics of the vehicle.  
If the effect of the installed instrument on (C  D × A  f ) is expected to be greater than 0,015 m  2 , the vehicle with 
and without the instrument shall be measured in a wind tunnel fulfilling the criterion in paragraph 3.2. of 
this Sub-Annex. The corresponding difference shall be subtracted from f  2 . At the request of the manufacturer, 
and with approval of the approval authority, the determined value may be used for similar vehicles where the 
influence of the equipment is expected to be the same.  
4.2.4. Vehicle warm-up  
4.2.4.1. On the road  
Warming up shall be performed by driving the vehicle only.  
4.2.4.1.1. Before warm-up, the vehicle shall be decelerated with the clutch disengaged or an automatic transmission 
placed in neutral by moderate braking from 80 to 20 km/h within 5 to 10 seconds. After this braking, there 
shall be no further actuation or manual adjustment of the braking system.  
At the request of the manufacturer and upon approval of the approval authority, the brakes may also be 
activated after the warm-up with the same deceleration as described in this paragraph and only if necessary.EN L 175/446 Official Journal of the European Union 7.7.2017
 
4.2.4.1.2. Warming up and stabilization  
All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle may 
be driven at 90 per cent of the maximum speed of the next higher phase (see Table A4/2) if this phase is 
added to the applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this Sub-Annex. The 
vehicle shall be warmed up for at least 20 minutes until stable conditions are reached.  
Table A4/2  
Warming-up and stabilization across phases  
Vehicle class  Applicable WLTC  90 per cent of 
maximum speed  Next higher phase  
Class1  Low  1 + Medium  1 58 km/h  NA  
Class2  Low  2 + Medium  2 + High  2 + Extra High  2 111 km/h  NA  
Low  2 + Medium  2 + High  2 77 km/h  Extra High (111 km/h)  
Class3  Low  3 + Medium  3 + High  3 + Extra High  3 118 km/h  NA  
Low  3 + Medium  3 + High  3 88 km/h  Extra High (118 km/h)  
4.2.4.1.3. Criterion for stable condition  
Refer to paragraph 4.3.1.4.2. of this Sub-Annex.  
4.3. Measurement and calculation of road load by the coastdown method  
The road load shall be determined by using either the stationary anemometry (paragraph 4.3.1. of this Sub- 
Annex) or the on-board anemometry (paragraph 4.3.2. of this Sub-Annex) method.  
4.3.1. Coastdown method with stationary anemometry  
4.3.1.1. Selection of reference speeds for road load curve determination  
Reference speeds for road load determination shall be selected according to paragraph 2. of this Sub-Annex.  
4.3.1.2. Data collection  
During the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 5 Hz.  
4.3.1.3. Vehicle coastdown procedure  
4.3.1.3.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this Sub-Annex and immediately 
prior to each test measurement, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference 
speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown shall be 
started immediately.  
4.3.1.3.2. During coastdown, the transmission shall be in neutral. Any movement of the steering wheel shall be 
avoided as much as possible, and the vehicle brakes shall not be operated.  
4.3.1.3.3. The test shall be repeated until the coastdown data satisfy the statistical precision requirements as specified in 
paragraph 4.3.1.4.2.  
4.3.1.3.4. Although it is recommended that each coastdown run be performed without interruption, split runs may be 
performed if data cannot be collected in a single run for all the reference speed points. For split runs, care 
shall be taken so that vehicle conditions remain as stable as possible at each split point.EN 7.7.2017 Official Journal of the European Union L 175/447
 
4.3.1.4. Determination of road load by coastdown time measurement  
4.3.1.4.1. The coastdown time corresponding to reference speed as the elapsed time from vehicle speed (v  j + 5 km/h) 
to (v  j – 5 km/h) shall be measured.  
4.3.1.4.2. These measurements shall be carried out in opposite directions until a minimum of three pairs of 
measurements have been obtained that satisfy the statistical precision p  j , defined in the following equation.  
p j ¼ h Ü σ j ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  n Ü Δt j p Ï 0,03 
where:  
P j is the statistical precision of the measurements made at reference speed v  j ; 
n is the number of pairs of measurements;  
Δt j is the arithmetic average of the coastdown time at reference speed v  j in seconds, given by the equation: 
Δt j ¼ n 
P  n 
i¼1 1 
Δt ji 
where:  
Δt ji is the harmonic arithmetic average coastdown time of the i  th pair of measurements at velocity v  j , 
seconds, s, given by the equation: 
Δt ji ¼ 2 
Ê 1 
Δt jai Ì 
þ Ê 1 
Δt jbi Ì 
where:  
Δt jai and Δt jbi are the coastdown times of the i  th measurement at reference speed v  j , in seconds, s, in the 
respective directions a and b;  
σ j is the standard deviation, expressed in seconds, s, defined by: 
σ j ¼ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
n Ä 1 X  n 
i¼1 ðΔt ji Ä Δt pj Þ 2 r 
h is a coefficient given in Table A4/3.  
Table A4/3  
Coefficient h as function of n  
n h  h/  ﬃﬃﬃ n p n h  h/  ﬃﬃﬃ n p 
3 4,3  2,48  10  2,2  0,73  
4 3,2  1,60  11  2,2  0,66  
5 2,8  1,25  12  2,2  0,64  
6 2,6  1,06  13  2,2  0,61  
7 2,5  0,94  14  2,2  0,59  
8 2,4  0,85  15  2,2  0,57  
9 2,3  0,77EN L 175/448 Official Journal of the European Union 7.7.2017
 
4.3.1.4.3. If during a measurement in one direction any external factor or driver action occurs that influences the road 
load test, that measurement and the corresponding measurement in the opposite direction shall be rejected.  
The maximum number of pairs that still fulfil the statistical accuracy as defined in paragraph 4.3.1.4.2. shall 
be evaluated and the number of rejected pairs of measurement shall not exceed 1/3 of the total number of 
measurement pairs.  
4.3.1.4.4. The following equation shall be used to compute the arithmetic average of the road load where the harmonic 
arithmetic average of the alternate coastdown times shall be used. 
F j ¼ 1 
3,6 Ü ðm av þ m r Þ Ü 2 Ü Δv 
Δt j 
where:  
Δt j is the harmonic arithmetic average of alternate coastdown time measurements at velocity v  j , seconds, 
s, given by:  
Δt j ¼ 2 
1 
Δt ja þ 1 
Δt jb 
where:  
Δt ja and Δt jb are the arithmetic average coastdown times in directions a and b, respectively, corresponding to 
reference speed v  j , in seconds, s, given by the following two equations:  
Δt ja ¼ 1 
n X  n 
i¼1 Δt jai 
and:  
Δt jb ¼ 1 
n X  n 
i¼1 Δt jbi 
where:  
m av is the arithmetic average of the test vehicle masses at the beginning and end of road load deter ­
mination, kg;  
m r is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub- 
Annex;  
The coefficients, f  0 , f 1 and f  2 , and in the road load equation shall be calculated with a least squares regression 
analysis.  
In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient f  1 
shall be set to zero and the coefficients f  0 and f  2 shall be recalculated with a least squares regression analysis.  
4.3.2. Coastdown method with on-board anemometry  
The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of this Sub-Annex.  
4.3.2.1. Additional instrumentation for on-board anemometry  
The on-board anemometer and instrumentation shall be calibrated by means of operation on the test vehicle 
where such calibration occurs during the warm-up for the test.EN 7.7.2017 Official Journal of the European Union L 175/449
 
4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to an accuracy of 0.3 m/s. 
Vehicle blockage shall be accounted for in the calibration of the anemometer.  
4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative wind direction (yaw) shall be 
measured with a resolution of 1 degree and an accuracy of 3 degrees; the dead band of the instrument shall 
not exceed 10 degrees and shall be directed towards the rear of the vehicle.  
4.3.2.1.3. Before the coastdown, the anemometer shall be calibrated for wind speed and yaw offset as specified in 
ISO 10521-1:2006(E) Annex A.  
4.3.2.1.4. Anemometer blockage shall be corrected for in the calibration procedure as described in ISO 10521- 
1:2006(E) Annex A in order to minimise its effect.  
4.3.2.2. Selection of vehicle speed range for road load curve determination  
The test vehicle speed range shall be selected according to paragraph 2.2. of this Sub-Annex.  
4.3.2.3. Data collection  
During the procedure, elapsed time, vehicle speed, and air velocity (wind speed, direction) relative to the 
vehicle, shall be measured at a frequency of 5 Hz. Ambient temperature shall be synchronised and sampled 
at a minimum frequency of 1 Hz.  
4.3.2.4. Vehicle coastdown procedure  
The measurements shall be carried out in opposite directions until a minimum of ten consecutive runs (five 
in each direction) have been obtained. Should an individual run fail to satisfy the required on-board 
anemometry test conditions, that run and the corresponding run in the opposite direction shall be 
rejected. All valid pairs shall be included in the final analysis with a minimum of 5 pairs of coastdown 
runs. See paragraph 4.3.2.6.10. of this Sub-Annex for statistical validation criteria.  
The anemometer shall be installed in a position such that the effect on the operating characteristics of the 
vehicle is minimised.  
The anemometer shall be installed according to one of the options below:  
(a) Using a boom approximately 2 metres in front of the vehicle’s forward aerodynamic stagnation point;  
(b) On the roof of the vehicle at its centreline. If possible, the anemometer shall be mounted within 30 cm 
from the top of the windshield.  
(c) On the engine compartment cover of the vehicle at its centreline, mounted at the midpoint position 
between the vehicle front and the base of the windshield.  
In all cases, the anemometer shall be mounted parallel to the road surface. In the event that positions (b) or 
(c) are used, the coastdown results shall be analytically adjusted for the additional aerodynamic drag induced 
by the anemometer. The adjustment shall be made by testing the coastdown vehicle in a wind tunnel both 
with and without the anemometer installed in the same position as used on the track., The calculated 
difference shall be the incremental aerodynamic drag coefficient C  D combined with the frontal area, 
which shall be used to correct the coastdown results.  
4.3.2.4.1. Following the vehicle warm-up procedure described in paragraph 4.2.4. of this Sub-Annex and immediately 
prior to each test measurement, the vehicle shall be accelerated to 10 to 15 km/h above the highest reference 
speed and shall be driven at that speed for a maximum of 1 minute. After that, the coastdown shall be 
started immediately.EN L 175/450 Official Journal of the European Union 7.7.2017
 
4.3.2.4.2. During a coastdown, the transmission shall be in neutral. Any steering wheel movement shall be avoided as 
much as possible, and the vehicle’s brakes shall not be operated.  
4.3.2.4.3. It is recommended that each coastdown run be performed without interruption. Split runs may however be 
performed if data cannot be collected in a single run for all the reference speed points. For split runs, care 
shall be taken so that vehicle conditions remain as stable as possible at each split point.  
4.3.2.5. Determination of the equation of motion  
Symbols used in the on-board anemometer equations of motion are listed in Table A4/4.  
Table A4/4  
Symbols used in the on-board anemometer equations of motion  
Symbol  Units  Description  
A f m 2 frontal area of the vehicle  
a 0 … a  n degrees  -1 Aerodynamic drag coefficients as a function of yaw angle  
A m N mechanical drag coefficient  
B m N/(km/h)  mechanical drag coefficient  
C m N/(km/h)  2 mechanical drag coefficient  
C D (Y) aerodynamic drag coefficient at yaw angle Y  
D N  drag  
D aero N aerodynamic drag  
D f N front axle drag (including driveline)  
D grav N gravitational drag  
D mech  N mechanical drag  
D r N rear axle drag (including driveline)  
D tyre N tyre rolling resistance  
(dh/ds)  —  sine of the slope of the track in the direction of travel 
(+ indicates ascending)  
(dv/dt)  m/s  2 acceleration  
g m/s  2 gravitational constant  
m av kg arithmetic average mass of the test vehicle before and 
after road load determination  
ρ kg/m  3 air density  
t s  time  
T K  Temperature  
v km/h  vehicle speed  
v r km/h  relative wind speed  
Y degrees  yaw angle of apparent wind relative to direction of 
vehicle travelEN 7.7.2017 Official Journal of the European Union L 175/451
 
4.3.2.5.1. General form  
The general form of the equation of motion is as follows:  
Äm e Ê dv 
dt Ì 
¼ D mech þ D aero þ D grav 
where:  
D mech  = D  tyre + D  f + D  r ; 
D aero = D  aero ¼ ð 1 
2 ÞρC D ðYÞA f v 2 
r ; 
D grav = D  grav ¼ m Ü g Ü Ê dh 
ds Ì 
In the case that the slope of the test track is equal to or less than 0.1 per cent over its length, D  grav may be 
set to zero.  
4.3.2.5.2. Mechanical drag modelling  
Mechanical drag consisting of separate components representing tyre D  tyre and front and rear axle frictional 
losses, D  f and D  r , including transmission losses) shall be modelled as a three-term polynomial as a function 
of vehicle speed v as in the equation below: 
D mech ¼ A m þ B m v þ C m v 2 
where:  
A m , B m , and C  m are determined in the data analysis using the least squares method. These constants reflect 
the combined driveline and tyre drag.  
In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient B  m 
shall be set to zero and the coefficients A  m and C  m shall be recalculated with a least squares regression 
analysis.  
4.3.2.5.3. Aerodynamic drag modelling  
The aerodynamic drag coefficient C  D (Y) shall be modelled as a four-term polynomial as a function of yaw 
angle Y as in the equation below: 
C D ðYÞ ¼ a 0 þ a 1 Y þ a 2 Y 2 þ a 3 Y 3 þ a 4 Y 4 
a 0 to a  4 are constant coefficients whose values are determined in the data analysis.  
The aerodynamic drag shall be determined by combining the drag coefficient with the vehicle’s frontal area 
A f and the relative wind velocity v  r : 
D aero ¼ Ê 1 
2 Ì 
Ü ρ Ü A f Ü v 2 
r Ü C D ðYÞ 
D aero ¼ Ê 1 
2 Ì 
Ü ρ Ü A f Ü v 2 
r ða 0 þ a 1 Y þ a 2 Y 2 þ a 3 Y 3 þ a 4 Y 4 ÞEN L 175/452 Official Journal of the European Union 7.7.2017
 
4.3.2.5.4. Final equation of motion  
Through substitution, the final form of the equation of motion becomes: 
m e Ê dv 
dt Ì 
¼ A m þ B m v þ C m v 2 þ Ê 1 
2 Ì 
Ü ρ Ü A f Ü v 2 
r ða 0 þ a 1 Y þ a 2 Y 2 þ a 3 Y 3 þ a 4 Y 4 þÞ ðm Ü g Ü dh 
ds Þ 
4.3.2.6. Data reduction  
A three-term equation shall be generated to describe the road load force as a function of velocity, F = A + Bv 
+ Cv  2 , corrected to standard ambient temperature and pressure conditions, and in still air. The method for 
this analysis process is described in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive in this Sub-Annex.  
4.3.2.6.1. Determining calibration coefficients  
If not previously determined, calibration factors to correct for vehicle blockage shall be determined for 
relative wind speed and yaw angle. Vehicle speed v, relative wind velocity v  r and yaw Y measurements 
during the warm-up phase of the test procedure shall be recorded. Paired runs in alternate directions on the 
test track at a constant velocity of 80 km/h shall be performed, and the arithmetic average values of v, v  r and 
Y for each run shall be determined. Calibration factors that minimise the total errors in head and cross winds 
over all the run pairs, i.e. the sum of (head  i – head  i+1 ) 2 , etc., shall be selected where head  i and head  i+1 refer to 
wind speed and wind direction from the paired test runs in opposing directions during the vehicle warm- 
up/stabilization prior to testing.  
4.3.2.6.2. Deriving second by second observations  
From the data collected during the coastdown runs, values for v,  Ê dh 
ds ÌÊ dv 
dt Ì 
, v r 2 , and Y shall be determined 
by applying calibration factors obtained in paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this Sub-Annex. Data 
filtering shall be used to adjust samples to a frequency of 1 Hz.  
4.3.2.6.3. Preliminary analysis  
Using a linear least squares regression technique, all data points shall be analysed at once to determine A  m , 
B m , C  m , a 0 , a 1 , a 2 , a 3 and given M  e and Ê dh 
ds ÌÊ dv 
dt Ì 
, v, v  r , and ρ. 
4.3.2.6.4. Data outliers  
A predicted force  m  e Ê dv 
dt Ì 
shall be calculated and compared to the observed data points. Data points with 
excessive deviations, e.g., over three standard deviations, shall be flagged.  
4.3.2.6.5. Data filtering (optional)  
Appropriate data filtering techniques may be applied and the remaining data points shall be smoothed out.  
4.3.2.6.6. Data elimination  
Data points gathered where yaw angles are greater than ± 20 degrees from the direction of vehicle travel 
shall be flagged. Data points gathered where relative wind is less than + 5 km/h (to avoid conditions where 
tailwind speed is higher than vehicle speed) shall also be flagged. Data analysis shall be restricted to vehicle 
speeds within the speed range selected according to paragraph 4.3.2.2. of this Sub-Annex.  
4.3.2.6.7. Final data analysis  
All data that has not been flagged shall be analysed using a linear least squares regression technique. Given 
M e and Ê dh 
ds ÌÊ dv 
dt Ì 
, v, v  r , and ρ, A  m , B  m , C  m , a 0 , a 1 , a 2 , a 3 and a  4 shall be determined.  
4.3.2.6.8. Constrained analysis (optional)  
To better separate the vehicle aerodynamic and mechanical drag, a constrained analysis may be applied such 
that the vehicle’s frontal area, A  f , and the drag coefficient, C  D , may be fixed if they have been previously 
determined.EN 7.7.2017 Official Journal of the European Union L 175/453
 
4.3.2.6.9. Correction to reference conditions  
Equations of motion shall be corrected to reference conditions as specified in paragraph 4.5. of this Sub- 
Annex.  
4.3.2.6.10. Statistical criteria for on-board anemometry  
The exclusion of each single pair of coastdown runs shall change the calculated road load for each 
coastdown reference speed v  j less than the convergence requirement, for all i and j: 
ΔF i ðv j Þ=Fðv j Þ Ï 0,03 ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
n Ä 1 p 
where:  
ΔF i (v j ) is the difference between the calculated road load with all coastdown runs and the calculated road 
load with the i  th pair of coastdown runs excluded, N;  
F(v  j ) is the calculated road load with all coastdown runs included, N;  
v j is the reference speed, km/h;  
n is the number of pairs of coastdown runs, all valid pairs are included.  
In the case that the convergence requirement is not met, pairs shall be removed from the analysis, starting 
with the pair giving the highest change in calculated road load, until the convergence requirement is met, as 
long as a minimum of 5 valid pairs are used for the final road load determination.  
4.4. Measurement and calculation of running resistance using the torque meter method  
As an alternative to the coastdown methods, the torque meter method may also be used in which the 
running resistance is determined by measuring wheel torque on the driven wheels at the reference speed 
points for time periods of at least 5 seconds.  
4.4.1. Installation of torque meter  
Wheel torque meters shall be installed between the wheel hub and the rim of each driven wheel, measuring 
the required torque to keep the vehicle at a constant speed.  
The torque meter shall be calibrated on a regular basis, at least once a year, traceable to national or 
international standards, in order to meet the required accuracy and precision.  
4.4.2. Procedure and data sampling  
4.4.2.1. Selection of reference speeds for running resistance curve determination  
Reference speed points for running resistance determination shall be selected according to paragraph 2.2. of 
this Sub-Annex.  
The reference speeds shall be measured in descending order. At the request of the manufacturer, there may 
be stabilization periods between measurements but the stabilization speed shall not exceed the speed of the 
next reference speed.  
4.4.2.2. Data collection  
Data sets consisting of actual speed v  ji actual torque C  ji and time over a period of at least 5 seconds shall be 
measured for every v  j at a sampling frequency of at least 10 Hz. The data sets collected over one time period 
for a reference speed v  j shall be referred to as one measurement.EN L 175/454 Official Journal of the European Union 7.7.2017
 
4.4.2.3. Vehicle torque meter measurement procedure  
Prior to the torque meter method test measurement, a vehicle warm-up shall be performed according to 
paragraph 4.2.4. of this Sub-Annex.  
During test measurement, steering wheel movement shall be avoided as much as possible, and the vehicle 
brakes shall not be operated.  
The test shall be repeated until the running resistance data satisfy the measurement precision requirements as 
specified in paragraph 4.4.3.2. of this Sub-Annex.  
Although it is recommended that each test run be performed without interruption, split runs may be 
performed if data cannot be collected in a single run for all the reference speed points. For split runs, 
care shall be taken so that vehicle conditions remain as stable as possible at each split point  
4.4.2.4. Velocity deviation  
During a measurement at a single reference speed point, the velocity deviation from the arithmetic average 
velocity, v  ji –v jm , calculated according to paragraph 4.4.3. of this Sub-Annex, shall be within the values in 
Table A4/5.  
Additionally, the arithmetic average velocity v  jm at every reference speed point shall not deviate from the 
reference speed v  j by more than ± 1 km/h or 2 per cent of the reference speed v  j , whichever is greater.  
Table A4/5  
Velocity deviation  
Time period, s  Velocity deviation, km/h  
5 - 10  ± 0,2  
10 - 15  ± 0,4  
15 - 20  ± 0,6  
20 - 25  ± 0,8  
25 - 30  ± 1,0  
≥ 30 ± 1,2  
4.4.2.5. Atmospheric temperature  
Tests shall be performed under the same temperature conditions as defined in paragraph 4.1.1.2. of this Sub- 
Annex.  
4.4.3. Calculation of arithmetic average velocity and arithmetic average torque  
4.4.3.1. Calculation process  
Arithmetic average velocity v  jm , in km/h, and arithmetic average torque C  jm , in Nm, of each measurement 
shall be calculated from the data sets collected in paragraph 4.4.2.2. of this Sub-Annex using the following 
equations: 
v jm ¼ 1 
k X  k 
i¼1 v jiEN 7.7.2017 Official Journal of the European Union L 175/455
 
and 
C jm ¼ 1 
k X  k 
i¼1 C ji Ä C js 
where:  
v ji is the actual vehicle speed of the i  th data set at reference speed point j, km/h;  
k is the number of data sets in a single measurement;  
C ji is the actual torque of the i  th data set, Nm;  
C js is the compensation term for speed drift, Nm, given by the following equation: 
C js ¼ ðm st þ m r Þ Ü α j r j: 
C js 
1 
k P  k 
i¼1 C ji shall be no greater than 0,05 and may be disregarded if α j is not greater than ± 0,005 m/s  2 ; 
m st is the test vehicle mass at the start of the measurements and shall be measured immediately before 
the warm-up procedure and no earlier, kg;  
mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub- 
Annex, kg;  
r j is the dynamic radius of the tyre determined at a reference point of 80 km/h or at the highest 
reference speed point of the vehicle if this speed is lower than 80 km/h, calculated according to the 
following equation: 
r j ¼ 1 
3,6 Ü v jm 
2 Ü πn 
where:  
n is the rotational frequency of the driven tyre, s  -1 ; 
α j is the arithmetic average acceleration, m/s  2 , which calculated using the following equation: 
α j ¼ 1 
3,6 Ü k P  k 
i¼1 t i v ji Ä P  k 
i¼1 t i P  k 
i¼1 v ji 
k Ü P  k 
i¼1 t 2 
i Ä ½ P  k 
i¼1 t i â 2 
where:  
t i is the time at which the i  th data set was sampled, s.  
4.4.3.2. Measurement precision  
The measurements shall be carried out in opposite directions until a minimum of three pairs of 
measurements at each reference speed v  i have been obtained, for which  C  j satisfies the precision ρ j 
according to the following equation: 
ρ j ¼ h Ü s ﬃﬃﬃ n p Ü C j Ï 0:03EN L 175/456 Official Journal of the European Union 7.7.2017
 
where:  
n is the number pairs of measurements for C  jm ; 
C j is the running resistance at the speed v  j , Nm, given by the equation:  
C j ¼ 1 
n X  n 
i¼1 C jmi 
where:  
C jmi is the arithmetic average torque of the i  th pair of measurements at speed v  j , Nm, and given by: 
C jmi ¼ 1 
2 Ü ðC jmai þ C jmbi Þ 
where:  
C jmai and C  jmbi are the arithmetic average torques of the i  th measurement at speed v  j determined in paragraph 
4.4.3.1. of this Sub-Annex for each direction, a and b respectively, Nm;  
s is the standard deviation, Nm, calculated using the following equation: 
s ¼ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
k Ä 1 X  k 
i¼1 ðC jmi Ä C j Þ 2 r 
; 
h is a coefficient as a function of n as given in Table A4/3 in paragraph 4.3.1.4.2. of this Sub-Annex.  
4.4.4. Running resistance curve determination  
The arithmetic average vehicle speed and arithmetic average torque at each reference speed point shall be 
calculated using the following equations: 
V jm ¼ ½ Ü ðv jma þ v jmb Þ 
C jm ¼ ½ Ü ðC jma þ C jmb Þ 
The following least squares regression curve of arithmetic average running resistance shall be fitted to all the 
data pairs (v  jm , C  jm ) at all reference speeds described in paragraph 4.4.2.1. of this Sub-Annex to determine 
the coefficients c  0 , c 1 and c  2 . 
The coefficients, c  0 , c 1 and c  2 , and as well as the coastdown times measured on the chassis dynamometer 
(see paragraph 8.2.4. of this Sub-Annex) shall be included in all relevant test sheets.  
In the case that the tested vehicle is the representative vehicle of a road load matrix family, the coefficient c  1 
shall be set to zero and the coefficients c  0 and c  2 shall be recalculated with a least squares regression analysis.  
4.5. Correction to reference conditions and measurement equipment  
4.5.1. Air resistance correction factor  
The correction factor for air resistance K  2 shall be determined using the following equation: 
K 2 ¼ T 
293 K Ü 100 kPa 
PEN 7.7.2017 Official Journal of the European Union L 175/457
 
where:  
T is the arithmetic average atmospheric temperature of all individual runs, Kelvin (K);  
P is the arithmetic average atmospheric pressure, kPa.  
4.5.2. Rolling resistance correction factor  
The correction factor for rolling resistance, in Kelvin  -1 (K -1 ), may be determined based on empirical data and 
approved by the approval authority for the particular vehicle and tyre test, or may be assumed to be as 
follows: 
K 0 ¼ 8,6 Ü 10 Ä3 K Ä1 
4.5.3. Wind correction  
4.5.3.1. Wind correction with stationary anemometry  
4.5.3.1.1. A wind correction for the absolute wind speed alongside the test road shall be made by subtracting the 
difference that cannot be cancelled out by alternate runs from the constant term given in paragraph 
4.3.1.4.4. of this Sub-Annex, or from c  0 given in paragraph 4.4.4. of this Sub-Annex.  
4.5.3.1.2. The wind correction resistance w  1 for the coastdown method or w  2 for the torque meter method shall be 
calculated by the equations:  
w 1 ¼ 3,6  2 Ü f 2 Ü v 2 
w 
or : w  2 ¼ 3,6  2 Ü c 2 Ü v 2 
w 
where:  
w 1 is the wind correction resistance for the coastdown method, N;  
f 2 is the coefficient of the aerodynamic term determined in paragraph 4.3.1.4.4. of this Sub-Annex;  
v w is the lower arithmetic average wind speed of opposite directions alongside the test road during the 
test, m/s;  
w 2 is the wind correction resistance for the torque meter method, Nm;  
c 2 is the coefficient of the aerodynamic term for the torque meter method determined in paragraph 
4.4.4. of this Sub-Annex.  
4.5.3.2. Wind correction with on-board anemometry  
In the case that the coastdown method is based on on-board anemometry, w  1 and w  2 in the equations in 
paragraph 4.5.3.1.2. shall be set to zero, as the wind correction is already applied according to paragraph 
4.3.2. of this Sub-Annex.EN L 175/458 Official Journal of the European Union 7.7.2017
 
4.5.4. Test mass correction factor  
The correction factor K  1 for the test mass of the test vehicle shall be determined using the following 
equation: 
K 1 ¼ f 0 Ü Ê 
1 Ä TM 
m av Ì 
where:  
f 0 is a constant term, N;  
TM is the test mass of the test vehicle, kg;  
m av is the actual test mass of the test vehicle determined according to paragraph 4.3.1.4.4. of this Sub- 
Annex, kg.  
4.5.5. Road load curve correction  
4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this Sub-Annex shall be corrected to reference conditions as 
follows: 
F ä ¼ ððf 0 Ä w 1 Ä K 1 Þ þ f 1 vÞ Ü ð1 þ K 0 ðT Ä 20ÞÞ þ K 2 f 2 v 2 
where:  
F* is the corrected road load, N;  
f 0 is the constant term, N;  
f 1 is the coefficient of the first order term, N ·(h/km);  
f 2 is the coefficient of the second order term, N ·(h/km)  2 ; 
K 0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this Sub-Annex;  
K 1 is the test mass correction as defined in paragraph 4.5.4.of this Sub-Annex;  
K 2 is the correction factor for air resistance as defined in paragraph 4.5.1. of this Sub-Annex;  
T is the arithmetic average ambient atmospheric temperature, °C;  
v is vehicle velocity, km/h;  
w 1 is the wind resistance correction as defined in paragraph 4.5.3. of this Sub-Annex, N.  
The result of the calculation ((f  0 – w  1 – K  1 ) × (1 + K  0 x (T-20))) shall be used as the target road load 
coefficient A  t in the calculation of the chassis dynamometer load setting described in paragraph 8.1. of this 
Sub-Annex.  
The result of the calculation (f  1 x (1 + K  0 x (T-20))) shall be used as the target road load coefficient B  t in the 
calculation of the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex.  
The result of the calculation (K  2 x f 2 ) shall be used as the target road load coefficient C  t in the calculation of 
the chassis dynamometer load setting described in paragraph 8.1. of this Sub-Annex.EN 7.7.2017 Official Journal of the European Union L 175/459
 
4.5.5.2. The curve determined in paragraph 4.4.4. of this Sub-Annex shall be corrected to reference conditions and 
measurement equipment installed according to the following procedure.  
4.5.5.2.1. Correction to reference conditions 
C ä ¼ ððc 0 Ä w 2 Ä K 1 Þ þ c 1 vÞ Ü ð1 þ K 0 ðT Ä 20ÞÞ þ K 2 c 2 v 2 
where:  
C* is the corrected running resistance, Nm;  
c 0 is the constant term as determined in paragraph 4.4.4. of this Sub-Annex, Nm;  
c 1 is the coefficient of the first order term as determined in paragraph 4.4.4. of this Sub-Annex, 
Nm (h/km);  
c 2 is the coefficient of the second order term as determined in paragraph 4.4.4. of this Sub-Annex, 
Nm (h/km)  2 ; 
K 0 is the correction factor for rolling resistance as defined in paragraph 4.5.2.of this Sub-Annex;  
K 1 is the test mass correction as defined in paragraph 4.5.4. of this Sub-Annex;  
K 2 is the correction factor for air resistance as defined in paragraph 4.5.1.of this Sub-Annex;  
v is the vehicle velocity, km/h;  
T is the arithmetic average atmospheric temperature, °C;  
w 2 is the wind correction resistance as defined in paragraph 4.5.3. of this Sub-Annex.  
4.5.5.2.2. Correction for installed torque meters  
If the running resistance is determined according to the torque meter method, the running resistance shall be 
corrected for effects of the torque measurement equipment installed outside the vehicle on its aerodynamic 
characteristics.  
The running resistance coefficient c  2 shall be corrected according to the following equation: 
c 2corr ¼ K 2 Ü c 2 Ü ð1 þ ðΔðC D Ü A f ÞÞ=ðC D 0 Ü A f 0 ÞÞ 
where,  
Δ(C D × A  f ) = (C  D × A  f ) - (C  D’ × A  f’ ) 
C D’ × A  f’ is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle 
with the torque meter measurement equipment installed measured in a wind tunnel fulfilling the 
criteria of paragraph 3.2. of this Sub-Annex, m  2 ; 
C D × A  f is the product of the aerodynamic drag coefficient multiplied by the frontal area of the vehicle 
with the torque meter measurement equipment not installed measured in a wind tunnel fulfilling 
the criteria of paragraph 3.2. of this Sub-Annex, m  2 .EN L 175/460 Official Journal of the European Union 7.7.2017
 
4.5.5.2.3. Target running resistance coefficients  
The result of the calculation ((c  0 – w  2 – K  1 ) × (1 + K  0 x (T-20))) shall be used as the target running resistance 
coefficient a  t in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this 
Sub-Annex.  
The result of the calculation (c  1 × (1 + K  0 × (T-20))) shall be used as the target running resistance coefficient 
b t in the calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex.  
The result of the calculation (c  2corr  × r) shall be used as the target running resistance coefficient c  t in the 
calculation of the chassis dynamometer load setting described in paragraph 8.2. of this Sub-Annex.  
5. Method for the calculation of road load or running resistance based on vehicle parameters  
5.1. Calculation of road load and running resistance for vehicles based on a representative vehicle of a road load 
matrix family  
If the road load of the representative vehicle is determined according to a method described in paragraph 4.3. 
of this Sub-Annex, the road load of an individual vehicle shall be calculated according to paragraph 5.1.1. of 
this Sub-Annex.  
If the running resistance of the representative vehicle is determined according to the method described in 
paragraph 4.4. of this Sub-Annex, the running resistance of an individual vehicle shall be calculated 
according to paragraph 5.1.2. of this Sub-Annex.  
5.1.1. For the calculation of the road load of vehicles of a road load matrix family, the vehicle parameters described 
in paragraph 4.2.1.4. of this Sub-Annex and the road load coefficients of the representative test vehicle 
determined in paragraphs 4.3. of this Sub-Annex shall be used.  
5.1.1.1. The road load force for an individual vehicle shall be calculated using the following equation:  
F c ¼ f 0 þ ðf 1 Ü vÞ þ ðf 2 Ü v 2 Þ 
where:  
F c is the calculated road load force as a function of vehicle velocity, N;  
f 0 is the constant road load coefficient, N, defined by the equation: 
f 0 ¼ Maxðð0,05 Ü f 0r þ 0,95 Ü ðf 0r Ü TM=TM  r þ ðRR Ä RR  r Þ Ü 9,81 Ü TMÞÞ; 
ð0,2 Ü f 0r þ 0,8 Ü ðf 0r Ü TM=TM  r þ ðRR Ä RR  r Þ Ü 9,81 Ü TMÞÞÞ 
f 0r is the constant road load coefficient of the representative vehicle of the road load matrix family, N;  
f 1 is the first order road load coefficient and shall be set to zero;  
f 2 is the second order road load coefficient, N ·(h/km)  2 , defined by the equation:  
f 2 ¼ Maxðð0,05 Ü f 2r þ 0,95 Ü f 2r Ü A f=A fr Þ; ð0,2 Ü f 2r þ 0,8 Ü f 2r Ü A f=A fr ÞÞ 
f 2r is the second order road load coefficient of the representative vehicle of the road load matrix family, 
N·(h/km)  2 ; 
v is the vehicle speed, km/h;  
TM is the actual test mass of the individual vehicle of the road load matrix family, kg;EN 7.7.2017 Official Journal of the European Union L 175/461
 
TM  r is the test mass of the representative vehicle of the road load matrix family, kg;  
A f is the frontal area of the individual vehicle of the road load matrix family, m  2 ; 
A fr is the frontal area of the representative vehicle of the road load matrix family, m  2 ; 
RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne;  
RRr is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne.  
5.1.2. For the calculation of the running resistance of vehicles of a road load matrix family, the vehicle parameters 
described in paragraph 4.2.1.4. of this Sub-Annex and the running resistance coefficients of the represen ­
tative test vehicle determined in paragraphs 4.4. of this Sub-Annex shall be used.  
5.1.2.1. The running resistance for an individual vehicle shall be calculated using the following equation: 
C c ¼ c 0 þ c 1 Ü v þ c 2 Ü v 2 
where:  
C c is the calculated running resistance as a function of vehicle velocity, Nm;  
c 0 is the constant running resistance coefficient, Nm, defined by the equation: 
c 0 ¼ r 0=1,02 Ü Maxðð0,05 Ä 1,02 Ä c 0r=r 0 þ 0,95 Ü ð1,02 Ü c 0r=r 0 Ü TM=TM  r þ ðRR Ä RR  r Þ Ü 9,81 Ü TMÞÞ; 
ð0,2 Ü 1,02 Ü c 0r=r 0 þ 0,8 Ü ð1,02 Ü c 0r=r 0 Ü TM=TM  r þ ðRR Ä RR  r Þ Ü 9,81 Ü TMÞÞÞ 
c 0r is the constant running resistance coefficient of the representative vehicle of the road load matrix 
family, Nm;  
c 1 is the first order running resistance and shall be set to zero;  
c 2 is the second order running resistance coefficient, Nm ·(h/km)  2 , defined by the equation: 
c 2 ¼ r 0=1,02 Ü Maxðð0,05 Ü 1,02 Ü c 2r=r 0 þ 0,95 Ü 1,02 Ü c 2r=r 0 Ü A f=A fr Þ; 
ð0,2 Ü 1,02 Ü c 2r=r 0 þ 0,8 Ü 1,02 Ü c 2r=r 0 Ü A f=A fr ÞÞ 
c 2r is the second order running resistance coefficient of the representative vehicle of the road load matrix 
family, N ·(h/km)  2 ; 
v is the vehicle speed, km/h;  
TM is the actual test mass of the individual vehicle of the road load matrix family, kg;  
TMr is the test mass of the representative vehicle of the road load matrix family, kg;  
A f is the frontal area of the individual vehicle of the road load matrix family, m  2 , 
A fr is the frontal area of the representative vehicle of the road load matrix family, m  2 ; 
RR is the tyre rolling resistance of the individual vehicle of the road load matrix family, kg/tonne;EN L 175/462 Official Journal of the European Union 7.7.2017
 
RRr is the tyre rolling resistance of the representative vehicle of the road load matrix family, kg/tonne;  
r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m;  
1.02 is an approximate coefficient compensating for drivetrain losses.  
5.2. Calculation of the default road load based on vehicle parameters  
5.2.1. As an alternative for determining road load with the coastdown or torque meter method, a calculation 
method for default road load may be used.  
For the calculation of a default road load based on vehicle parameters, several parameters such as test mass, 
width and height of the vehicle shall be used. The default road load F  c shall be calculated for the reference 
speed points.  
5.2.2. The default road load force shall be calculated using the following equation: 
F c ¼ f 0 þ f 1 Ü v þ f 2 Ü v 2 
where:  
F c is the calculated default road load force as a function of vehicle velocity, N;  
f 0 is the constant road load coefficient, N, defined by the following equation: 
f 0 ¼ 0,140 Ü TM;  
f 1 is the first order road load coefficient and shall be set to zero;  
f 2 is the second order road load coefficient, N ·(h/km)  2 , defined by the following equation: 
f 2 ¼ ð2,8 Ü 10 Ä6 Ü TMÞ þ ð0,0170 Ü width Ü heightÞ; ð49Þ 
v is vehicle velocity, km/h;  
TM test mass, kg;  
width vehicle width as defined in 6.2. of Standard ISO 612:1978, m;  
height vehicle height as defined in 6.3. of Standard ISO 612:1978, m.  
6. Wind tunnel method  
The wind tunnel method is a road load measurement method using a combination of a wind tunnel and a 
chassis dynamometer or of a wind tunnel and a flat belt dynamometer. The test benches may be separate 
facilities or integrated with one another.  
6.1. Measurement method  
6.1.1. The road load shall be determined by:  
(a) adding the road load forces measured in a wind tunnel and those measured using a flat belt dynamo ­
meter; or  
(b) adding the road load forces measured in a wind tunnel and those measured on a chassis dynamometer.EN 7.7.2017 Official Journal of the European Union L 175/463
 
6.1.2. Aerodynamic drag shall be measured in the wind tunnel.  
6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a chassis dynamometer, 
measuring the front and rear axles simultaneously.  
6.2. Approval of the facilities by the approval authority  
The results of the wind tunnel method shall be compared to those obtained using the coastdown method to 
demonstrate qualification of the facilities and included in all relevant test reports.  
6.2.1. Three vehicles shall be selected by the approval authority. The vehicles shall cover the range of vehicles (e.g. 
size, weight) planned to be measured with the facilities concerned.  
6.2.2. Two separate coastdown tests shall be performed with each of the three vehicles according to paragraph 4.3. 
of this Sub-Annex, and the resulting road load coefficients, f  0 , f 1 and f  2 , shall be determined according to 
that paragraph and corrected according to paragraph 4.5.5. of this Sub-Annex. The coastdown test result of a 
test vehicle shall be the arithmetic average of the road load coefficients of its two separate coastdown tests. If 
more than two coastdown tests are necessary to fulfil the approval of facilities' criteria, all valid tests shall be 
averaged.  
6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7. inclusive of this Sub-Annex 
shall be performed on the same three vehicles as selected in paragraph 6.2.1. of this Sub-Annex and in the 
same conditions, and the resulting road load coefficients, f  0 , f 1 and f  2 , shall be determined.  
If the manufacturer chooses to use one or more of the available alternative procedures within the wind 
tunnel method (i.e. paragraph 6.5.2.1. on preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, 
and paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be used also for the approval 
of the facilities.  
6.2.4. Approval criteria  
The facility or combination of facilities used shall be approved if both of the following two criteria are 
fulfilled:  
(a) The difference in cycle energy, expressed as ε k , between the wind tunnel method and the coastdown 
method shall be within ± 0,05 for each of the three vehicles k according to the following equation:  
ε k ¼ E k;WTM  
E k;coastdown Ä 1 
where:  
ε k is the difference in cycle energy over a complete Class 3 WLTC for vehicle k between the 
wind tunnel method and the coastdown method, per cent;  
E k, WTM  is the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road 
load derived from the wind tunnel method (WTM) calculated according to paragraph 5 of 
Sub-Annex 7, J;  
E k, coastdown  is the cycle energy over a complete Class 3 WLTC for vehicle k, calculated with the road 
load derived from the coastdown method calculated according to paragraph 5. of Sub- 
Annex 7, J.; andEN L 175/464 Official Journal of the European Union 7.7.2017
 
(b) The arithmetic average  x of the three differences shall be within 0,02.  
x ¼ j ε 1 þ ε 2 þ ε 3 
3 j 
The facility may be used for road load determination for a maximum of two years after the approval has 
been granted.  
Each combination of roller chassis dynamometer or moving belt and wind tunnel shall be approved 
separately.  
6.3. Vehicle preparation and temperature  
Conditioning and preparation of the vehicle shall be performed according to paragraphs 4.2.1. and 4.2.2. of 
this Sub-Annex and applies to both the flat belt or roller chassis dynamometers and the wind tunnel 
measurements.  
In the case that the alternative warm-up procedure described in paragraph 6.5.2.1. is applied, the target test 
mass adjustment, the weighing of the vehicle and the measurement shall all be performed without the driver 
in the vehicle.  
The flat belt or the chassis dynamometer test cells shall have a temperature set point of 20 °C with a 
tolerance of ± 3 °C. At the request of the manufacturer, the set point may also be 23 °C with a tolerance of 
± 3 °C.  
6.4. Wind tunnel procedure  
6.4.1. Wind tunnel criteria  
The wind tunnel design, test methods and the corrections shall provide a value of (C  D × A  f ) representative of 
the on-road (C  D × A  f ) value and with a repeatability of 0,015 m  2 . 
For all (C  D × A  f ) measurements, the wind tunnel criteria listed in paragraph 3.2. of this Sub-Annex shall be 
met with the following modifications:  
(a) The solid blockage ratio described in paragraph 3.2.4. of this Sub-Annex shall be less than 25 per cent;  
(b) The belt surface contacting any tyre shall exceed the length of that tyre's contact area by at least 20 per 
cent and shall be at least as wide as that contact patch;  
(c) The standard deviation of total air pressure at the nozzle outlet described in paragraph 3.2.8. of this Sub- 
Annex shall be less than 1 per cent;  
(d) The restraint system blockage ratio described in paragraph 3.2.10. of this Sub-Annex shall be less than 3 
per cent.  
6.4.2. Wind tunnel measurement  
The vehicle shall be in the condition described in paragraph 6.3. of this Sub-Annex.  
The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum deviation of 
10 mm.  
The vehicle shall be placed with a yaw angle of 0° and with a tolerance of ± 0,1°.EN 7.7.2017 Official Journal of the European Union L 175/465
 
Aerodynamic drag shall be measured for at least for 60 seconds and at a minimum frequency of 5 Hz. 
Alternatively, the drag may be measured at a minimum frequency of 1 Hz and with at least 300 subsequent 
samples. The result shall be the arithmetic average of the drag.  
In the case that the vehicle has movable aerodynamic body parts, paragraph 4.2.1.5. of this Sub-Annex shall 
apply. Where movable parts are velocity-dependent, every applicable position shall be measured in the wind 
tunnel and evidence shall be provided to the approval authority indicating the relationship between reference 
speed, movable part position, and the corresponding (C  D × A  f ). 
6.5. Flat belt applied for the wind tunnel method  
6.5.1. Flat belt criteria  
6.5.1.1. Description of the flat belt test bench  
The wheels shall rotate on flat belts that do not change the rolling characteristics of the wheels compared to 
those on the road. The measured forces in the x-direction shall include the frictional forces in the drivetrain.  
6.5.1.2. Vehicle restraint system  
The dynamometer shall be equipped with a centring device aligning the vehicle within a tolerance of ± 0.5 
degrees of rotation around the z-axis. The restraint system shall maintain the centred drive wheel position 
throughout the coastdown runs of the road load determination within the following limits:  
6.5.1.2.1. Lateral position (y-axis)  
The vehicle shall remain aligned in the y-direction and lateral movement shall be minimised.  
6.5.1.2.2. Front and rear position (x-axis)  
Without prejudice to the requirement of paragraph 6.5.1.2.1. of this Sub-Annex, both wheel axes shall be 
within ± 10 mm of the belt’s lateral centre lines.  
6.5.1.2.3. Vertical force  
The restraint system shall be designed so as to impose no vertical force on the drive wheels.  
6.5.1.3. Accuracy of measured forces  
Only the reaction force for turning the wheels shall be measured. No external forces shall be included in the 
result (e.g. force of the cooling fan air, vehicle restraints, aerodynamic reaction forces of the flat belt, 
dynamometer losses, etc.).  
The force in the x-direction shall be measured with an accuracy of ± 5 N.  
6.5.1.4. Flat belt speed control  
The belt speed shall be controlled with an accuracy of ± 0,1 km/h.  
6.5.1.5. Flat belt surface  
The flat belt surface shall be clean, dry and free from foreign material that might cause tyre slippage.  
6.5.1.6. Cooling  
A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of 
the air at the blower outlet shall be equal to the corresponding dynamometer speed above measurement 
speeds of 5 km/h. The deviation of the linear velocity of the air at the blower outlet shall remain within ± 5 
km/h or ± 10 per cent of the corresponding measurement speed, whichever is greater.EN L 175/466 Official Journal of the European Union 7.7.2017
 
6.5.2. Flat belt measurement  
The measurement procedure may be performed according to either paragraph 6.5.2.2. or paragraph 6.5.2.3. 
of this Sub-Annex.  
6.5.2.1. Preconditioning  
The vehicle shall be conditioned on the dynamometer as described in paragraphs 4.2.4.1.1. to 4.2.4.1.3. 
inclusive of this Sub-Annex.  
The dynamometer load setting F  d , for the preconditioning shall be: 
F d ¼ a d þ b d Ü v þ c d Ü v 2 
where:  
a d = 0  
b d = 0;  
c d = ðC D Ü A f Þ Ü ρ 0 
2 Ü 1 
3,6  2 
The equivalent inertia of the dynamometer shall be the test mass.  
The aerodynamic drag used for the load setting shall be taken from paragraph 6.7.2. of this Sub-Annex and 
may be set directly as input. Otherwise, a  d , b d , and c  d from this paragraph shall be used.  
At the request of the manufacturer, as an alternative to paragraph 4.2.4.1.2. of this Sub-Annex, the warm-up 
may be conducted by driving the vehicle with the flat belt.  
In this case, the warm-up speed shall be 110 per cent of the maximum speed of the applicable WLTC and 
the duration shall exceed 1 200 seconds until the change of measured force over a period of 200 seconds is 
less than 5 N.  
6.5.2.2. Measurement procedure with stabilised speeds  
6.5.2.2.1. The test shall be conducted from the highest to the lowest reference speed point.  
6.5.2.2.2. Immediately after the measurement at the previous speed point, the deceleration from the current to the next 
applicable reference speed point shall be performed in a smooth transition of approximately 1 m/s  2 . 
6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a maximum of 10 seconds. The 
measurement equipment shall ensure that the signal of the measured force is stabilised after that period.  
6.5.2.2.4. The force at each reference speed shall be measured for at least 6 seconds while the vehicle speed is kept 
constant. The resulting force for that reference speed point F  jDyno  shall be the arithmetic average of the force 
during the measurement.  
The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. of this Sub-Annex inclusive shall be repeated for each 
reference speed.  
6.5.2.3. Measurement procedure by deceleration  
6.5.2.3.1. Preconditioning and dynamometer setting shall be performed according to paragraph 6.5.2.1. of this Sub- 
Annex. Prior to each coastdown, the vehicle shall be driven at the highest reference speed or, in the case that 
the alternative warm-up procedure is used at 110 per cent of the highest reference speed, for at least 1 
minute. The vehicle shall be subsequently accelerated to at least 10 km/h above the highest reference speed 
and the coastdown shall be started immediately.EN 7.7.2017 Official Journal of the European Union L 175/467
 
6.5.2.3.2. The measurement shall be performed according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this Sub- 
Annex. Coasting down in opposite directions is not required and the equation used to calculate Δt ji in 
paragraph 4.3.1.4.2. of this Sub-Annex shall not apply. The measurement shall be stopped after two 
decelerations if the force of both coastdowns at each reference speed point is within ± 10 N, otherwise 
at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of this Sub- 
Annex.  
6.5.2.3.3. The force f  jDyno  at each reference speed v  j shall be calculated by removing the simulated aerodynamic force: 
f jDyno ¼ f jDecel Ä c d Ü v 2 
j 
where:  
f jDecel  is the force determined according to the equation calculating F  j in paragraph 4.3.1.4.4. of this Sub- 
Annex at reference speed point j, N;  
c d is the dynamometer set coefficient as defined in paragraph 6.5.2.1. of this Sub-Annex, N/(km/h)  2 . 
Alternatively, at the request of the manufacturer, c  d may be set to zero during the coastdown and for 
calculating f  jDyno  . 
6.5.2.4. Measurement conditions  
The vehicle shall be in the condition described in paragraph 4.3.1.3.2. of this Sub-Annex.  
During coastdown, the transmission shall be in neutral. Any movement of the steering wheel shall be 
avoided as much as possible, and the vehicle brakes shall not be operated.  
6.5.3. Measurement result of the flat belt method  
The result of the flat belt dynamometer f  jDyno  shall be referred to as f  j for the further calculations in 
paragraph 6.7. of this Sub-Annex.  
6.6. Chassis dynamometer applied for the wind tunnel method  
6.6.1. Criteria  
In addition to the descriptions in paragraphs 1. and 2. of Sub-Annex 5, the criteria described in paragraphs 
6.6.1.1. to 6.6.1.6. inclusive of this Sub-Annex shall apply.  
6.6.1.1. Description of a chassis dynamometer  
The front and rear axles shall be equipped with a single roller with a diameter of no less than 1.2 metres. The 
measured forces in the x-direction include the frictional forces in the drivetrain.  
6.6.1.2. Vehicle restraint system  
The dynamometer shall be equipped with a centring device aligning the vehicle. The restraint system shall 
maintain the centred drive wheel position within the following recommended limits throughout the 
coastdown runs of the road load determination:  
6.6.1.2.1. Vehicle position  
The vehicle to be tested shall be installed on the chassis dynamometer roller as defined in paragraph 7.3.3. of 
this Sub-Annex.  
6.6.1.2.2. Vertical force  
The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this Sub-Annex.EN L 175/468 Official Journal of the European Union 7.7.2017
 
6.6.1.3. Accuracy of measured forces  
The accuracy of measured forces shall be as described in paragraph 6.5.1.3. of this Sub-Annex apart from the 
force in the x-direction that shall be measured with an accuracy as described in paragraph 2.4.1. of Sub- 
Annex 5.  
6.6.1.4. Dynamometer speed control  
The roller speeds shall be controlled with an accuracy of ± 0,2 km/h.  
6.6.1.5. Roller surface  
The roller surface shall be as described in paragraph 6.5.1.5 of this Sub-Annex.  
6.6.1.6. Cooling  
The cooling fan shall be as described in paragraph 6.5.1.6. of this Sub-Annex.  
6.6.2. Dynamometer measurement  
The measurement shall be performed as described in paragraph 6.5.2. of this Sub-Annex.  
6.6.3. Correction of the chassis dynamometer roller curve  
The measured forces on the chassis dynamometer shall be corrected to a reference equivalent to the road (flat 
surface) and the result shall be referred to as f  j . 
f j ¼ f jDyno Ü c1 Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
R Wheel  
R Dyno Ü c2 þ 1 v u u u t þ f jDyno Ü ð1 Ä c1Þ 
where:  
c1 is the tyre rolling resistance fraction of f  jDyno  ; 
c2 is a chassis dynamometer specific radius correction factor;  
f jDyno  is the force calculated in paragraph 6.5.2.3.3. for each reference speed j, N;  
R Wheel  is one-half of the nominal design tyre diameter, m;  
R Dyno  is the radius of the chassis dynamometer roller, m.  
The manufacturer and approval authority shall agree on the factors c1 and c2 to be used, based on 
correlation test evidence provided by the manufacturer for the range of tyre characteristics intended to be 
tested on the chassis dynamometer.  
As an alternative the following conservative equation may be used: 
f j ¼ f jDyno Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ  
1 
R Wheel  
R Dyno Ü 0,2 þ 1 v u u u t 
6.7. Calculations  
6.7.1. Correction of the flat belt and chassis dynamometer results  
The measured forces determined in paragraphs 6.5. and 6.6. of this Sub-Annex shall be corrected to 
reference conditions using the following equation: 
F Dj ¼ ðf j Ä K 1 Þ Ü ð1 þ K 0 ðT Ä 293ÞÞEN 7.7.2017 Official Journal of the European Union L 175/469
 
where:  
F Dj is the corrected resistance measured at the flat belt or chassis dynamometer at reference speed j, N;  
f j is the measured force at reference speed j, N;  
K 0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this Sub-Annex, K  -1 ; 
K 1 is the test mass correction as defined in paragraph 4.5.4. of this Sub-Annex, N;  
T is the arithmetic average temperature in the test cell during the measurement, K.  
6.7.2. Calculation of the aerodynamic force  
The aerodynamic drag shall be calculated using the equation below. If the vehicle is equipped with velocity- 
dependent movable aerodynamic body parts, the corresponding (C  D × A  f ) values shall be applied for the 
concerned reference speed points. 
F Aj ¼ ðC D Ü A f Þ j Ü ρ 0 
2 Ü v 2 
j 
3,6  2 
where:  
F Aj is the aerodynamic drag measured in the wind tunnel at reference speed j, N;  
(C D × A  f ) j is the product of the drag coefficient and frontal area at a certain reference speed point j, where 
applicable, m  2 ; 
ρ 0 is the dry air density defined in paragraph 3.2.10. of this Annex, kg/m  3 ; 
v j is the reference speed j, km/h.  
6.7.3. Calculation of road load values  
The total road load as a sum of the results of paragraphs 6.7.1 and 6.7.2. of this Sub-Annex shall be 
calculated using the following equation: 
F ä 
j ¼ F Dj þ F Aj 
for all applicable reference speed points j, N;  
For all calculated F  * 
j , the coefficients f  0 , f 1 and f  2 in the road load equation shall be calculated with a least 
squares regression analysis and shall be used as the target coefficients in paragraph 8.1.1. of this Sub-Annex.  
In the case that the vehicle(s) tested according to the wind tunnel method is (are) representative of a road 
load matrix family vehicle, the coefficient f  1 shall be set to zero and the coefficients f  0 and f  2 shall be 
recalculated with a least squares regression analysis.  
7. Transferring road load to a chassis dynamometer  
7.1. Preparation for chassis dynamometer test  
7.1.1. Laboratory conditions  
7.1.1.1. Roller(s)  
The chassis dynamometer roller(s) shall be clean, dry and free from foreign material that might cause tyre 
slippage. For chassis dynamometers with multiple rollers, the dynamometer shall be run in the same coupled 
or uncoupled state as the subsequent Type 1 test. Chassis dynamometer speed shall be measured from the 
roller coupled to the power absorption unit.EN L 175/470 Official Journal of the European Union 7.7.2017
 
7.1.1.1.1. Tyre slippage  
Additional weight may be placed on or in the vehicle to eliminate tyre slippage. The manufacturer shall 
perform the load setting on the chassis dynamometer with the additional weight. The additional weight shall 
be present for both load setting and the emissions and fuel consumption tests. The use of any additional 
weight shall be included in all relevant test sheets.  
7.1.1.2. Room temperature  
The laboratory atmospheric temperature shall be at a set point of 23 °C and shall not deviate by more than ± 
5 °C during the test unless otherwise required by any subsequent test.  
7.2. Preparation of chassis dynamometer  
7.2.1. Inertia mass setting  
The equivalent inertia mass of the chassis dynamometer shall be set according to paragraph 2.5.3. of this 
Sub-Annex. If the chassis dynamometer is not capable to meet the inertia setting exactly, the next higher 
inertia setting shall be applied with a maximum increase of 10 kg.  
7.2.2. Chassis dynamometer warm-up  
The chassis dynamometer shall be warmed up in accordance with the dynamometer manufacturer’s recom ­
mendations, or as appropriate, so that the frictional losses of the dynamometer may be stabilized.  
7.3. Vehicle preparation  
7.3.1. Tyre pressure adjustment  
The tyre pressure at the soak temperature of a Type 1 test shall be set to no more than 50 per cent above 
the lower limit of the tyre pressure range for the selected tyre, as specified by the vehicle manufacturer (see 
paragraph 4.2.2.3. of this Sub-Annex), and shall be included in all relevant test reports.  
7.3.2. If the determination of dynamometer settings cannot meet the criteria described in paragraph 8.1.3. of this 
Sub-Annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdown mode. 
The coastdown mode shall be approved by the approval authority and the use of a coastdown mode shall be 
included in all relevant test reports.  
7.3.2.1. If a vehicle is equipped with a vehicle coastdown mode, it shall be engaged both during road load deter ­
mination and on the chassis dynamometer.  
7.3.3. Vehicle placement on the dynamometer  
The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a 
safe manner. In the case that a single roller chassis dynamometer is used, the centre of the tyre’s contact 
patch on the roller shall be within ± 25 mm or ± 2 per cent of the roller diameter, whichever is smaller, 
from the top of the roller.  
7.3.3.1. If the torque meter method is used, the tyre pressure shall be adjusted such that the dynamic radius is within 
0.5 per cent of the dynamic radius r  j calculated using the equations in paragraph 4.4.3.1. of this Sub-Annex 
at the 80 km/h reference speed point. The dynamic radius on the chassis dynamometer shall be calculated 
according to the procedure described in paragraph 4.4.3.1. of this Sub-Annex.  
If this adjustment is outside the range defined in paragraph 7.3.1. of this Sub-Annex, the torque meter 
method shall not apply.  
7.3.4. Vehicle warm-up  
7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the vehicle was warmed up at 90 
per cent of the maximum speed of the next higher phase during the procedure defined in paragraph 
4.2.4.1.2. of this Sub-Annex, this higher phase shall be added to the applicable WLTC.EN 7.7.2017 Official Journal of the European Union L 175/471
 
Table A4/6  
Vehicle warm-up  
Vehicle class  Applicable WLTC  Adopt next higher phase  Warm-up cycle  
Class 1  Low  1 + Medium  1 NA Low  1 + Medium  1 
Class 2  Low  2 + Medium  2 + High  2 + 
Extra High  2 NA 
Low  2 + Medium  2 + High  2 + 
Extra High  2 Low  2 + Medium  2 + High  2 Yes (Extra High  2 ) 
No Low  2 + Medium  2 + High  2 
Class 3  Low  3 + Medium  3 + High  3 + 
Extra High  3 Low  3 + Medium  3 + High  3 + 
Extra High  3 Low  3 + Medium  3 + High  3 + 
Extra High  3 Low  3 + Medium  3 + High  3 Yes (Extra High  3 ) 
No Low  3 + Medium  3 + High  3 
7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in paragraph 7.3.4.1. of this Sub-Annex, with 
the highest speed, shall be driven.  
7.3.4.3. Alternative warm-up procedure  
7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the approval authority, an alternative warm- 
up procedure may be used. The approved alternative warm-up procedure may be used for vehicles within the 
same road load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2. to 7.3.4.3.5. of this 
Sub-Annex inclusive.  
7.3.4.3.2. At least one vehicle representing the road load family shall be selected.  
7.3.4.3.3. The cycle energy demand calculated according to paragraph 5. of Sub-Annex 7 with corrected road load 
coefficients f  0a , f 1a and f  2a , for the alternative warm-up procedure shall be equal to or higher than the cycle 
energy demand calculated with the target road load coefficients f  0 , f 1 , and f  2 , for each applicable phase.  
The corrected road load coefficients f  0a , f 1a and f  2a , shall be calculated according to the following equations:  
f 0a ¼ f 0 þ A d_alt Ä A d_WLTC  
f 1a ¼ f 1 þ B d_alt Ä B d_WLTC  
f 2a ¼ f 2 þ C d_alt Ä C d_WLTC  
where:  
A d_alt , B  d_alt and C  d_alt are the chassis dynamometer setting coefficients after the alternative warm- 
up procedure;  
A d_WLTC  , B  d_WLTC  and C  d_WLTC  are the chassis dynamometer setting coefficients after a WLTC warm-up 
procedure described in paragraph 7.3.4.1. of this Sub-Annex and a valid 
chassis dynamometer setting according to paragraph 8. of this Sub-Annex.  
7.3.4.3.4. The corrected road load coefficients f  0a , f 1a and f  2a , shall be used only for the purpose of paragraph 7.3.4.3.3. 
of this Sub-Annex. For other purposes, the target road load coefficients f  0 , f 1 and f  2 , shall be used as the 
target road load coefficients.  
7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the approval authority.EN L 175/472 Official Journal of the European Union 7.7.2017
 
8. Chassis dynamometer load setting  
8.1. Chassis dynamometer load setting using the coastdown method  
This method is applicable when the road load coefficients f  0 , f 1 and f  2 have been determined.  
In the case of a road load matrix family, this method shall be applied when the road load of the represen ­
tative vehicle is determined using the coastdown method described in paragraph 4.3. of this Sub-Annex. The 
target road load values are the values calculated using the method described in paragraph 5.1. of this Sub- 
Annex.  
8.1.1. Initial load setting  
For a chassis dynamometer with coefficient control, the chassis dynamometer power absorption unit shall be 
adjusted with the arbitrary initial coefficients, A  d , B  d and C  d , of the following equation: 
F d ¼ A d þ B d v þ C d v 2 
where:  
F d is the chassis dynamometer setting load, N;  
v is the speed of the chassis dynamometer roller, km/h.  
The following are recommended coefficients to be used for the initial load setting:  
(a) A  d = 0, 5 × A  t , B  d = 0, 2 × B  t , Cd = C  t 
for single-axis chassis dynamometers, or  
A d = 0, 1 × A  t , B  d = 0, 2 × B  t , Cd = C  t 
for dual-axis chassis dynamometers, where, and are the target road load coefficients;  
(b) empirical values, such as those used for the setting for a similar type of vehicle.  
For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set to 
the chassis dynamometer power absorption unit.  
8.1.2. Coastdown  
The coastdown test on the chassis dynamometer shall be performed with the procedure given in paragraph 
8.1.3.4.1. or in paragraph 8.1.3.4.2. of this Sub-Annex and shall start no later than 120 seconds after 
completion of the warm-up procedure. Consecutive coastdown runs shall be started immediately. At the 
request of the manufacturer and with approval of the approval authority, the time between the warm-up 
procedure and coastdowns using the iterative method may be extended to ensure a proper vehicle setting for 
the coastdown. The manufacturer shall provide the approval authority with evidence for requiring additional 
time and evidence that the chassis dynamometer load setting parameters (e.g. coolant and/or oil temperature, 
force on a dynamometer) are not affected.  
8.1.3. Verification  
8.1.3.1. The target road load value shall be calculated using the target road load coefficient, A  t , B  t and C  t , for each 
reference speed, v  j : 
F tj ¼ A t þ B t v j þ C t v 2 
jEN 7.7.2017 Official Journal of the European Union L 175/473
 
where:  
A t , B  t and C  t are the target road load parameters f  0 , f 1 and f  2 respectively;  
F tj is the target road load at reference speed v  j , N; 
v j is the j  th reference speed, km/h.  
8.1.3.2. The measured road load shall be calculated using the following equation: 
F mj ¼ 1 
3,6 Ü ðTM þ m r Þ Ü 2 Ü Δv 
Δt j 
where:  
F mj is the measured road load for each reference speed v  j , N; 
TM is the test mass of the vehicle, kg;  
m r is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub- 
Annex, kg;  
Δt j is the coastdown time corresponding to speed v  j , s. 
8.1.3.3. The simulated road load on the chassis dynamometer shall be calculated according to the method as specified 
in paragraph 4.3.1.4. of this Sub-Annex, with the exception of measuring in opposite directions, and with 
applicable corrections according to paragraph 4.5. of this Sub-Annex, resulting in a simulated road load 
curve: 
F s ¼ A s þ B s Ü v þ C s Ü v 2 
The simulated road load for each reference speed v  j shall be determined using the following equation, using 
the calculated A  s , B  s and C  s : 
F sj ¼ A s þ B s Ü v j þ C s Ü v 2 
j 
8.1.3.4. For dynamometer load setting, two different methods may be used. If the vehicle is accelerated by the 
dynamometer, the methods described in paragraph 8.1.3.4.1. of this Sub-Annex shall be used. If the vehicle 
is accelerated under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this Sub-Annex 
shall be used. The minimum acceleration multiplied by speed shall be 6 m  2 /sec  3 . Vehicles which are unable 
to achieve 6 m  2 /s 3 shall be driven with the acceleration control fully applied.  
8.1.3.4.1. Fixed run method  
8.1.3.4.1.1. The dynamometer software shall perform four coastdowns in total: From the first coastdown, the dyna ­
mometer setting coefficients for the second run according to paragraph 8.1.4. of this Sub-Annex shall be 
calculated. Following the first coastdown, the software shall perform three additional coastdowns with either 
the fixed dynamometer setting coefficients determined after the first coastdown or the adjusted dynamometer 
setting coefficients according to paragraph 8.1.4. of this Sub-Annex.EN L 175/474 Official Journal of the European Union 7.7.2017
 
8.1.3.4.1.2. The final dynamometer setting coefficients A, B and C shall be calculated using the following equations: 
A ¼ A t Ä P  4 
n¼2 ðA s n Ä A d n Þ 
3 
B ¼ B t Ä P  4 
n¼2 ðB s n Ä B d n Þ 
3 
C ¼ C t Ä P  4 
n¼2 ðC s n Ä C d n Þ 
3 
where:  
A t , B  t and C  t are the target road load parameters f  0 , f 1 and f  2 respectively;  
A sn , B  sn and C  sn are the simulated road load coefficients of the n  th run;  
A dn , B  dn and C  dn are the dynamometer setting coefficients of the n  th run;  
n is the index number of coastdowns including the first stabilisation run.  
8.1.3.4.2. Iterative method  
The calculated forces in the specified speed ranges shall either be within a tolerance of ± 10 N after a least 
squares regression of the forces for two consecutive coastdowns, or additional coastdowns shall be 
performed after adjusting the chassis dynamometer load setting according to paragraph 8.1.4. of this Sub- 
Annex until the tolerance is satisfied.  
8.1.4. Adjustment  
The chassis dynamometer setting load shall be adjusted according to the following equations: 
F ä 
dj ¼ F dj Ä F j ¼ F dj Ä F sj þ F tj 
¼ ðA d þ B d v j þ C d v 2 
j Þ Ä ðA s þ B s v j þ C s v 2 
j Þ þ ðA t þ B t v j þ C t v 2 
j Þ 
¼ ðA d þ A t Ä A s Þ þ ðB d þ B t Ä B s Þv j þ ðC d þ C t Ä C s Þv 2 
j 
Therefore: 
A ä 
d ¼ A d þ A t Ä A s 
B ä 
d ¼ B d þ B t Ä B s 
C ä 
d ¼ C d þ C t Ä C s 
where:  
F dj is the initial chassis dynamometer setting load, N;  
F * 
dj is the adjusted chassis dynamometer setting load, N;  
F j is the adjustment road load equal to (F  sj - F  tj ), N;  
F sj is the simulated road load at reference speed v  j , N; 
F tj is the target road load at reference speed v  j , N; 
A * 
d , B  * 
d and C  * 
d are the new chassis dynamometer setting coefficients.EN 7.7.2017 Official Journal of the European Union L 175/475
 
8.2. Chassis dynamometer load setting using the torque meter method  
This method is applicable when the running resistance is determined using the torque meter method 
described in paragraph 4.4. of this Sub-Annex.  
In the case of a road load matrix family, this method shall be applied when the running resistance of the 
representative vehicle is determined using the torque meter method as specified in paragraph 4.4. of this Sub- 
Annex. The target road load values are the values calculated using the method specified in paragraph 5.1. of 
this Sub-Annex.  
8.2.1. Initial load setting  
For a chassis dynamometer of coefficient control, the chassis dynamometer power absorption unit shall be 
adjusted with the arbitrary initial coefficients, A  d , B  d and C  d , of the following equation: 
F d ¼ A d þ B d v þ C d v 2 
where:  
F d is the chassis dynamometer setting load, N;  
v is the speed of the chassis dynamometer roller, km/h.  
The following coefficients are recommended for the initial load setting:  
(a) A  d ¼ 0,5 Ü a t 
r′; B d ¼ 0,2 Ü b t 
r′; C  d ¼ c t 
r′ 
for single-axis chassis dynamometers, or  
A d ¼ 0,1 Ü a t 
r′; B d ¼ 0,2 Ü b t 
r′; C  d ¼ c t 
r′ 
for dual-axis chassis dynamometers, where:  
a t , b t and c  t are are the target running resistance coefficients; and  
r′ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.; or  
(b) Empirical values, such as those used for the setting for a similar type of vehicle.  
For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set for 
the chassis dynamometer power absorption unit.  
8.2.2. Wheel torque measurement  
The torque measurement test on the chassis dynamometer shall be performed with the procedure defined in 
paragraph 4.4.2. of this Sub-Annex. The torque meter(s) shall be identical to the one(s) used in the preceding 
road test.  
8.2.3. Verification  
8.2.3.1. The target running resistance (torque) curve shall be determined using the equation in paragraph 4.5.5.2.1. of 
this Sub-Annex and may be written as follows: 
C ä 
t ¼ a t þ b t Ü v j þ c t Ü v 2 
jEN L 175/476 Official Journal of the European Union 7.7.2017
 
8.2.3.2. The simulated running resistance (torque) curve on the chassis dynamometer shall be calculated according to 
the method described and the measurement precision specified in paragraph 4.4.3. of this Sub-Annex, and 
the running resistance (torque) curve determination as described in paragraph 4.4.4. of this Sub-Annex with 
applicable corrections according to paragraph 4.5. of this Sub-Annex, all with the exception of measuring in 
opposite directions, resulting in a simulated running resistance curve: 
C ä 
s ¼ C 0s þ C 1s Ü v j þ C 2s Ü v 2 
j 
The simulated running resistance (torque) shall be within a tolerance of ± 10 N×r’ from the target running 
resistance at every speed reference point where r’ is the dynamic radius of the tyre in metres on the chassis 
dynamometer obtained at 80 km/h.  
If the tolerance at any reference speed does not satisfy the criterion of the method described in this 
paragraph, the procedure specified in paragraph 8.2.3.3. of this Sub-Annex shall be used to adjust the 
chassis dynamometer load setting.  
8.2.3.3. Adjustment  
The chassis dynamometer load setting shall be adjusted using the following equation: 
F ä 
dj ¼ F dj Ä F ej 
r′ ¼ F dj Ä F sj 
r′ þ F tj 
r′ 
¼ ðA d þ B d v j þ C d v 2 
j Þ Ä ða s þ b s v j þ c s v 2 
j Þ 
r′ þ ða t þ b t v j þ c t v 2 
j Þ 
r′ 
¼ Õ 
A d þ ða t Ä a s Þ 
r′ Ø 
þ Õ 
B d þ ðb t Ä b t Þ 
r′ Ø 
v j þ Õ 
C d þ ðc t Ä c s Þ 
r′ Ø 
v 2 
j 
therefore: 
A ä 
d ¼ A d þ a t Ä a s 
r′ 
B ä 
d ¼ B d þ b t Ä b s 
r′ 
C ä 
d ¼ C d þ c t Ä c s 
r′ 
where:  
F * 
dj is the new chassis dynamometer setting load, N;(F  sj - F  tj ), Nm;  
F ej is the adjustment road load equal to (F  sj -F tj ), Nm;  
F sj is the simulated road load at reference speed v  j , Nm;  
F tj is the target road load at reference speed v  j , Nm;  
A * 
d , B  * 
d and C  * 
d are the new chassis dynamometer setting coefficients;  
r’ is the dynamic radius of the tyre on the chassis dynamometer obtained at 80 km/h, m.  
Paragraphs 8.2.2. and 8.2.3. of this Sub-Annex shall be repeated.EN 7.7.2017 Official Journal of the European Union L 175/477
 
8.2.3.4. The mass of the driven axle(s), tyre specifications and chassis dynamometer load setting shall be included in 
all relevant test reports when the requirement of paragraph 8.2.3.2. of this Sub-Annex is fulfilled.  
8.2.4. Transformation of running resistance coefficients to road load coefficients f  0 , f 1 , f 2 
8.2.4.1. If the vehicle does not coast down in a repeatable manner and a coastdown mode according to paragraph 
4.2.1.8.5. of this Sub-Annex is not feasible, the coefficients f  0 , f 1 and f  2 in the road load equation shall be 
calculated using the equations in paragraph 8.2.4.1.1. of this Sub-Annex. In any other case, the procedure 
described in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this Sub-Annex shall be performed.  
8.2.4.1.1.  f  0 ¼ c 0 
r Ü 1,02  
f 1 ¼ c 1 
r Ü 1,02 
f 2 ¼ c 2 
r Ü 1,02 
where:  
c 0 , c 1 , c 2 are the running resistance coefficients determined in paragraph 4.4.4. of this Sub-Annex, Nm, 
Nm/(km/h), Nm/(km/h)  2 ; 
r is the dynamic tyre radius of the vehicle with which the running resistance was determined, m.  
1,02 is an approximate coefficient compensating for drivetrain losses.  
8.2.4.1.2. The determined f  0 , f 1 , f 2 values shall not be used for a chassis dynamometer setting or any emission or range 
testing. They shall be used only in the following cases:  
(a) determination of downscaling, paragraph 8. of Sub-Annex 1;  
(b) determination of gearshift points, Sub-Annex 2;  
(c) interpolation of CO  2 and fuel consumption, paragraph 3.2.3 of Sub-Annex 7;  
(d) calculation of results of electrified vehicles, paragraph 4. in Sub-Annex 8.  
8.2.4.2. Once the chassis dynamometer has been set within the specified tolerances, a vehicle coastdown procedure 
shall be performed on the chassis dynamometer as outlined in paragraph 4.3.1.3. of this Sub-Annex. The 
coastdown times shall be included in all relevant test sheets.  
8.2.4.3. The road load F  j at reference speed v  j , N, shall be determined using the following equation:  
F j ¼ 1 
3,6 Ü ðTM þ m r Þ Ü Δv 
Δt jEN L 175/478 Official Journal of the European Union 7.7.2017
 
where:  
F j is the road load at reference speed v  j , N; 
TM is the test mass of the vehicle, kg;  
m r is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this Sub- 
Annex, kg;  
Δv = 10 km/h  
Δt j is the coastdown time corresponding to speed v  j , s. 
8.2.4.4. The coefficients f  0 , f 1 and f  2 in the road load equation shall be calculated with a least squares regression 
analysis over the reference speed range.EN 7.7.2017 Official Journal of the European Union L 175/479
 
Sub-Annex 5  
Test equipment and calibrations  
1. Test bench specifications and settings  
1.1. Cooling fan specifications  
1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of 
the air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5 
km/h. The deviation of the linear velocity of the air at the blower outlet shall remain within ± 5 km/h or 
± 10 per cent of the corresponding roller speed, whichever is greater.  
1.1.2. The above-mentioned air velocity shall be determined as an averaged value of a number of measuring 
points that:  
(a) For fans with rectangular outlets, are located at the centre of each rectangle dividing the whole of the 
fan outlet into 9 areas (dividing both horizontal and vertical sides of the fan outlet into 3 equal 
parts). The centre area shall not be measured (as shown in Figure A5/1);  
Figure A5/1  
Fan with rectangular outlet
  
(b) For fans with circular outlets, the outlet shall be divided into 8 equal sectors by vertical, horizontal 
and 45° lines. The measurement points shall lie on the radial centre line of each sector (22,5°) at 
two–thirds of the outlet radius (as shown in Figure A5/2).  
Figure A5/2  
Fan with circular outlet
  
These measurements shall be made with no vehicle or other obstruction in front of the fan. The device 
used to measure the linear velocity of the air shall be located between 0 and 20 cm from the air outlet.  
1.1.3. The outlet of the fan shall have the following characteristics:  
(a) An area of at least 0,3 m  2 ; and  
(b) A width/diameter of at least 0,8 metre.EN L 175/480 Official Journal of the European Union 7.7.2017
 
1.1.4. The position of the fan shall be as follows:  
(a) Height of the lower edge above ground: approximately 20 cm;  
(b) Distance from the front of the vehicle: approximately 30 cm.  
1.1.5. The height and lateral position of the cooling fan may be modified at the request of the manufacturer 
and, if considered appropriate, by the approval authority.  
1.1.6. In the cases described in paragraph 1.1.5. of this Sub-Annex, the position of the cooling fan (height and 
distance) shall be included in all relevant test reports and shall be used for any subsequent testing.  
2. Chassis dynamometer  
2.1. General requirements  
2.1.1. The dynamometer shall be capable of simulating road load with three road load coefficients that can be 
adjusted to shape the load curve.  
2.1.2. The chassis dynamometer may have one or two rollers. In the case that twin-roller chassis dynamo ­
meters are used, the rollers shall be permanently coupled or the front roller shall drive, directly or 
indirectly, any inertial masses and the power absorption device.  
2.2. Specific requirements  
The following specific requirements relate to the dynamometer manufacturer's specifications.  
2.2.1. The roller run-out shall be less than 0,25 mm at all measured locations.  
2.2.2. The roller diameter shall be within ± 1,0 mm of the specified nominal value at all measurement 
locations.  
2.2.3. The dynamometer shall have a time measurement system for use in determining acceleration rates and 
for measuring vehicle/dynamometer coastdown times. This time measurement system shall have an 
accuracy of at least ± 0,001 per cent. This shall be verified upon initial installation.  
2.2.4. The dynamometer shall have a speed measurement system with an accuracy of at least ± 0,080 km/h. 
This shall be verified upon initial installation.  
2.2.5. The dynamometer shall have a response time (90 per cent response to a tractive effort step change) of 
less than 100 ms with instantaneous accelerations that are at least 3 m/s  2 . This shall be verified upon 
initial installation and after major maintenance.  
2.2.6. The base inertia of the dynamometer shall be stated by the dynamometer manufacturer and shall be 
confirmed to within ± 0,5 per cent for each measured base inertia and ± 0,2 per cent relative to any 
arithmetic average value by dynamic derivation from trials at constant acceleration, deceleration and 
force.  
2.2.7. Roller speed shall be measured at a frequency of not less than 1 Hz.  
2.3. Additional specific requirements for chassis dynamometers for vehicles to be tested in four wheel drive 
(4WD) mode  
2.3.1. The 4WD control system shall be designed such that the following requirements are fulfilled when tested 
with a vehicle driven over the WLTC.EN 7.7.2017 Official Journal of the European Union L 175/481
 
2.3.1.1. Road load simulation shall be applied such that operation in 4WD mode reproduces the same propor ­
tioning of forces as would be encountered when driving the vehicle on a smooth, dry, level road surface.  
2.3.1.2. Upon initial installation and after major maintenance, the requirements of paragraph 2.3.1.2.1. of this 
Sub-Annex and either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this Sub-Annex shall be satisfied. The speed 
difference between the front and rear rollers is assessed by applying a 1 second moving average filter to 
roller speed data acquired at a minimum frequency of 20 Hz.  
2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less than 0,2 per cent of the 
distance driven over the WLTC. The absolute number shall be integrated for the calculation of the total 
difference in distance over the WLTC.  
2.3.1.2.2. The difference in distance covered by the front and rear rollers shall be less than 0,1 m in any 200 ms 
time period.  
2.3.1.2.3. The speed difference of all roller speeds shall be within +/– 0,16 km/h.  
2.4. Chassis dynamometer calibration  
2.4.1. Force measurement system  
The accuracy and linearity of the force transducer shall be at least ± 10 N for all measured increments. 
This shall be verified upon initial installation, after major maintenance and within 370 days before 
testing.  
2.4.2. Dynamometer parasitic loss calibration  
The dynamometer's parasitic losses shall be measured and updated if any measured value differs from the 
current loss curve by more than 9,0 N. This shall be verified upon initial installation, after major 
maintenance and within 35 days before testing.  
2.4.3. Verification of road load simulation without a vehicle  
The dynamometer performance shall be verified by performing an unloaded coastdown test upon initial 
installation, after major maintenance, and within 7 days before testing. The arithmetic average coastdown 
force error shall be less than 10 N or 2 per cent, whichever is greater, at each reference speed point.  
3. Exhaust gas dilution system  
3.1. System specification  
3.1.1. Overview  
3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust shall be continuously diluted 
with ambient air under controlled conditions using a constant volume sampler. A critical flow venturi 
(CFV) or multiple critical flow venturis arranged in parallel, a positive displacement pump (PDP), a 
subsonic venturi (SSV), or an ultrasonic flow meter (UFM) may be used. The total volume of the 
mixture of exhaust and dilution air shall be measured and a continuously proportional sample of the 
volume shall be collected for analysis. The quantities of exhaust gas compounds shall be determined 
from the sample concentrations, corrected for their respective content of the dilution air and the 
totalised flow over the test period.  
3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing device and dilution tunnel, 
dilution air conditioning, a suction device and a flow measurement device. Sampling probes shall be 
fitted in the dilution tunnel as specified in paragraphs 4.1., 4.2. and 4.3. of this Sub-Annex.  
3.1.1.3. The mixing device referred to in paragraph 3.1.1.2. of this Sub-Annex shall be a vessel such as that 
illustrated in Figure A5/3 in which vehicle exhaust gases and the dilution air are combined so as to 
produce a homogeneous mixture at the sampling position.EN L 175/482 Official Journal of the European Union 7.7.2017
 
3.2. General requirements  
3.2.1. The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air to prevent any water 
condensation in the sampling and measuring system at all conditions that may occur during a test.  
3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampling probes are 
located (paragraph 3.3.3. of this Sub-Annex). The sampling probes shall extract representative samples of 
the diluted exhaust gas.  
3.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.  
3.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampling system and the 
materials used in its construction shall be such that the concentration of any compound in the diluted 
exhaust gases is not affected. If any component in the system (heat exchanger, cyclone separator, suction 
device, etc.) changes the concentration of any of the exhaust gas compounds and the systematic error 
cannot be corrected, sampling for that compound shall be carried out upstream from that component.  
3.2.5. All parts of the dilution system in contact with raw or diluted exhaust gas shall be designed to minimise 
deposition or alteration of the particulate or particles. All parts shall be made of electrically conductive 
materials that do not react with exhaust gas components, and shall be electrically grounded to prevent 
electrostatic effects.  
3.2.6. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting 
tubes shall be connected as near as possible to the vehicle without adversely affecting their operation.  
3.3. Specific requirements  
3.3.1. Connection to vehicle exhaust  
3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the connecting tube is the sample 
point, or first point of dilution.  
For multiple tailpipe configurations where all the tailpipes are combined, the start of the connecting tube 
shall be taken at the last joint of where all the tailpipes are combined. In this case, the tube between the 
exit of the tailpipe and the start of the connecting tube may or may not be insulated or heated.  
3.3.1.2. The connecting tube between the vehicle and dilution system shall be designed so as to minimize heat 
loss.  
3.3.1.3. The connecting tube shall satisfy the following requirements:  
(a) Be less than 3.6 metres long, or less than 6.1 metres long if heat-insulated. Its internal diameter shall 
not exceed 105 mm; the insulating materials shall have a thickness of at least 25 mm and thermal 
conductivity shall not exceed 0,1 W/m  –1 K –1 at 400 °C. Optionally, the tube may be heated to a 
temperature above the dew point. This may be assumed to be achieved if the tube is heated to 70 °C;  
(b) Not cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more than 
± 0,75 kPa at 50 km/h, or more than ± 1,25 kPa for the duration of the test from the static 
pressures recorded when nothing is connected to the vehicle exhaust pipes. The pressure shall be 
measured in the exhaust outlet or in an extension having the same diameter and as near as possible 
to the end of the tailpipe. Sampling systems capable of maintaining the static pressure to within ± 
0,25 kPa may be used if a written request from a manufacturer to the approval authority 
substantiates the need for the closer tolerance;  
(c) No component of the connecting tube shall be of a material that might affect the gaseous or solid 
composition of the exhaust gas. To avoid generation of any particles from elastomer connectors, 
elastomers employed shall be as thermally stable as possible and have minimum exposure to the 
exhaust gas. It is recommended not to use elastomer connectors to bridge the connection between 
the vehicle exhaust and the connecting tube.EN 7.7.2017 Official Journal of the European Union L 175/483
 
3.3.2. Dilution air conditioning  
3.3.2.1. The dilution air used for the primary dilution of the exhaust in the CVS tunnel shall pass through a 
medium capable of reducing particles of the most penetrating particle size in the filter material by ≤ 
99,95 per cent, or through a filter of at least class H13 of EN 1822:2009. This represents the 
specification of High Efficiency Particulate Air (HEPA) filters. The dilution air may optionally be 
charcoal-scrubbed before being passed to the HEPA filter. It is recommended that an additional 
coarse particle filter be situated before the HEPA filter and after the charcoal scrubber, if used.  
3.3.2.2. At the vehicle manufacturer's request, the dilution air may be sampled according to good engineering 
practice to determine the tunnel contribution to background particulate and particle levels, which can be 
subsequently subtracted from the values measured in the diluted exhaust. See paragraph 1.2.1.3. of Sub- 
Annex 6.  
3.3.3. Dilution tunnel  
3.3.3.1. Provision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing device 
may be used.  
3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the sampling probe shall not vary 
by more than ± 2 per cent from the arithmetic average of the values obtained for at least five points 
located at equal intervals on the diameter of the gas stream.  
3.3.3.3. For PM and PN emissions sampling, a dilution tunnel shall be used that:  
(a) Consists of a straight tube of electrically-conductive material that is grounded;  
(b) Causes turbulent flow (Reynolds number ≥ 4 000) and be of sufficient length to cause complete 
mixing of the exhaust and dilution air;  
(c) Is at least 200 mm in diameter;  
(d) May be insulated and/or heated.  
3.3.4. Suction device  
3.3.4.1. This device may have a range of fixed speeds to ensure sufficient flow to prevent any water conden ­
sation. This result is obtained if the flow is either:  
(a) Twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or  
(b) Sufficient to ensure that the CO  2 concentration in the dilute exhaust sample bag is less than 3 per 
cent by volume for petrol and diesel, less than 2.2 per cent by volume for LPG and less than 1.5 per 
cent by volume for NG/biomethane.  
3.3.4.2. Compliance with the requirements in paragraph 3.3.4.1. of this Sub-Annex may not be necessary if the 
CVS system is designed to inhibit condensation by such techniques, or combination of techniques, as:  
(a) Reducing water content in the dilution air (dilution air dehumidification);  
(b) Heating of the CVS dilution air and of all components up to the diluted exhaust flow measurement 
device and, optionally, the bag sampling system including the sample bags and also the system for 
the measurement of the bag concentrations.  
In such cases, the selection of the CVS flow rate for the test shall be justified by showing that 
condensation of water cannot occur at any point within the CVS, bag sampling or analytical system.EN L 175/484 Official Journal of the European Union 7.7.2017
 
3.3.5. Volume measurement in the primary dilution system  
3.3.5.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler shall 
be such that measurement is accurate to ± 2 per cent under all operating conditions. If the device cannot 
compensate for variations in the temperature of the mixture of exhaust gases and dilution air at the 
measuring point, a heat exchanger shall be used to maintain the temperature to within ± 6 °C of the 
specified operating temperature for a PDP CVS, ± 11 °C for a CFV CVS, ± 6 °C for a UFM CVS, and 
± 11 °C for an SSV CVS.  
3.3.5.2. If necessary, some form of protection for the volume measuring device may be used e.g. a cyclone 
separator, bulk stream filter, etc.  
3.3.5.3. A temperature sensor shall be installed immediately before the volume measuring device. This 
temperature sensor shall have an accuracy and a precision of ± 1 °C and a response time of 0,1 
seconds at 62 per cent of a given temperature variation (value measured in silicone oil).  
3.3.5.4. Measurement of the pressure difference from atmospheric pressure shall be taken upstream from and, if 
necessary, downstream from the volume measuring device.  
3.3.5.5. The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test. See 
Table A5/5.  
3.3.6. Recommended system description  
Figure A5/3 is a schematic drawing of exhaust dilution systems that meet the requirements of this Sub- 
Annex.  
The following components are recommended:  
(a) A dilution air filter, which may be pre-heated if necessary. This filter shall consist of the following 
filters in sequence: an optional activated charcoal filter (inlet side), and a HEPA filter (outlet side). It is 
recommended that an additional coarse particle filter be situated before the HEPA filter and after the 
charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon 
concentrations of ambient emissions in the dilution air;  
(b) A connecting tube by which vehicle exhaust is admitted into a dilution tunnel;  
(c) An optional heat exchanger as described in paragraph 3.3.5.1. of this Sub-Annex;  
(d) A mixing device in which exhaust gas and dilution air are mixed homogeneously, and which may be 
located close to the vehicle so that the length of the connecting tube is minimized;  
(e) A dilution tunnel from which particulate and particles are sampled;  
(f) Some form of protection for the measurement system may be used e.g. a cyclone separator, bulk 
stream filter, etc.;  
(g) A suction device of sufficient capacity to handle the total volume of diluted exhaust gas.  
Exact conformity with these figures is not essential. Additional components such as instruments, valves, 
solenoids and switches may be used to provide additional information and co-ordinate the functions of 
the component system.EN 7.7.2017 Official Journal of the European Union L 175/485
 
Figure A5/3  
Exhaust dilution system
  
3.3.6.1. Positive displacement pump (PDP)  
3.3.6.1.1. A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this 
Sub-Annex by metering the flow of gas through the pump at constant temperature and pressure. The 
total volume is measured by counting the revolutions made by the calibrated positive displacement 
pump. The proportional sample is achieved by sampling with pump, flow meter and flow control valve 
at a constant flow rate.  
3.3.6.2. Critical flow venturi (CFV)  
3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the principles of flow mechanics 
for critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic 
velocity that is directly proportional to the square root of the gas temperature. Flow is continually 
monitored, computed and integrated throughout the test.  
3.3.6.2.2. The use of an additional critical flow sampling venturi ensures the proportionality of the gas samples 
taken from the dilution tunnel. As both pressure and temperature are equal at the two venturi inlets, the 
volume of the gas flow diverted for sampling is proportional to the total volume of diluted exhaust gas 
mixture produced, and thus the requirements of this Sub-Annex are fulfilled.  
3.3.6.2.3. A measuring CFV tube shall measure the flow volume of the diluted exhaust gas.  
3.3.6.3. Subsonic flow venturi (SSV)  
3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution system is based on the principles of flow 
mechanics. The variable mixture flow rate of dilution and exhaust gas is maintained at a subsonic 
velocity that is calculated from the physical dimensions of the subsonic venturi and measurement of 
the absolute temperature (T) and pressure (P) at the venturi inlet and the pressure in the throat of the 
venturi. Flow is continually monitored, computed and integrated throughout the test.  
3.3.6.3.2. An SSV shall measure the flow volume of the diluted exhaust gas.EN L 175/486 Official Journal of the European Union 7.7.2017
 
Figure A5/4  
Schematic of a subsonic venturi tube (SSV)
  
3.3.6.4. Ultrasonic flow meter (UFM)  
3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping using the principle of 
ultrasonic flow detection by means of a pair, or multiple pairs, of ultrasonic transmitters/receivers 
mounted within the pipe as in Figure A5/5. The velocity of the flowing gas is determined by the 
difference in the time required for the ultrasonic signal to travel from transmitter to receiver in the 
upstream direction and the downstream direction. The gas velocity is converted to standard volumetric 
flow using a calibration factor for the tube diameter with real time corrections for the diluted exhaust 
temperature and absolute pressure.  
3.3.6.4.2. Components of the system include:  
(a) A suction device fitted with speed control, flow valve or other method for setting the CVS flow rate 
and also for maintaining constant volumetric flow at standard conditions;  
(b) A UFM;  
(c) Temperature and pressure measurement devices, T and P, required for flow correction;  
(d) An optional heat exchanger for controlling the temperature of the diluted exhaust to the UFM. If 
installed, the heat exchanger shall be capable of controlling the temperature of the diluted exhaust to 
that specified in paragraph 3.3.5.1. of this Sub-Annex. Throughout the test, the temperature of the 
air/exhaust gas mixture measured at a point immediately upstream of the suction device shall be 
within ± 6 °C of the arithmetic average operating temperature during the test.  
Figure A5/5  
Schematic of an ultrasonic flow meter (UFM)
  
3.3.6.4.3. The following conditions shall apply to the design and use of the UFM type CVS:  
(a) The velocity of the diluted exhaust gas shall provide a Reynolds number higher than 4 000 in order 
to maintain a consistent turbulent flow before the ultrasonic flow meter;EN 7.7.2017 Official Journal of the European Union L 175/487
 
(b) An ultrasonic flow meter shall be installed in a pipe of constant diameter with a length of 10 times 
the internal diameter upstream and 5 times the diameter downstream;  
(c) A temperature sensor (T) for the diluted exhaust shall be installed immediately before the ultrasonic 
flow meter. This sensor shall have an accuracy and a precision of ± 1 °C and a response time of 0,1 
seconds at 62 per cent of a given temperature variation (value measured in silicone oil);  
(d) The absolute pressure (P) of the diluted exhaust shall be measured immediately before the ultrasonic 
flow meter to within ± 0,3 kPa;  
(e) If a heat exchanger is not installed upstream of the ultrasonic flow meter, the flow rate of the diluted 
exhaust, corrected to standard conditions, shall be maintained at a constant level during the test. This 
may be achieved by control of the suction device, flow valve or other method.  
3.4. CVS calibration procedure  
3.4.1. General requirements  
3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a restricting device and at the 
intervals listed in Table A5/4. The flow through the system shall be measured at various pressure 
readings and the control parameters of the system measured and related to the flows. The flow 
metering device (e.g. calibrated venturi, laminar flow element (LFE), calibrated turbine meter) shall be 
dynamic and suitable for the high flow rate encountered in constant volume sampler testing. The device 
shall be of certified accuracy traceable to an approved national or international standard.  
3.4.1.2. The following paragraphs describe methods for calibrating PDP, CFV, SSV and UFM units using a laminar 
flow meter, which gives the required accuracy, along with a statistical check on the calibration validity.  
3.4.2. Calibration of a positive displacement pump (PDP)  
3.4.2.1. The following calibration procedure outlines the equipment, the test configuration and the various 
parameters that are measured to establish the flow rate of the CVS pump. All the parameters related 
to the pump are simultaneously measured with the parameters related to the flow meter that is 
connected in series with the pump. The calculated flow rate (given in m  3 /min at pump inlet for the 
measured absolute pressure and temperature) shall be subsequently plotted versus a correlation function 
that includes the relevant pump parameters. The linear equation that relates the pump flow and the 
correlation function shall be subsequently determined. In the case that a CVS has a multiple speed drive, 
a calibration for each range used shall be performed.  
3.4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and flow 
meter parameters relating the flow rate at each point. The following conditions shall be maintained to 
ensure the accuracy and integrity of the calibration curve:  
3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the external piping on the 
pump inlet and outlet. Pressure taps that are mounted at the top centre and bottom centre of the pump 
drive head plate are exposed to the actual pump cavity pressures, and therefore reflect the absolute 
pressure differentials.  
3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow meter is sensitive to 
inlet temperature oscillations that cause data points to be scattered. Gradual changes of ± 1 °C in 
temperature are acceptable as long as they occur over a period of several minutes.  
3.4.2.2.3. All connections between the flow meter and the CVS pump shall be free of leakage.  
3.4.2.3. During an exhaust emissions test, the measured pump parameters shall be used to calculate the flow rate 
from the calibration equation.EN L 175/488 Official Journal of the European Union 7.7.2017
 
3.4.2.4. Figure A5/6 of this Sub-Annex shows an example of a calibration set-up. Variations are permissible, 
provided that the approval authority approves them as being of comparable accuracy. If the set-up 
shown in Figure A5/6 is used, the following data shall be found within the limits of accuracy given:  
Barometric pressure (corrected), P  b ± 0,03 kPa  
Ambient temperature, T ± 0,2 K  
Air temperature at LFE, ETI ± 0,15 K  
Pressure depression upstream of LFE, EPI ± 0,01 kPa  
Pressure drop across the LFE matrix, EDP ± 0,0015 kPa  
Air temperature at CVS pump inlet, PTI ± 0,2 K  
Air temperature at CVS pump outlet, PTO ± 0,2 K  
Pressure depression at CVS pump inlet, PPI ± 0,22 kPa  
Pressure head at CVS pump outlet, PPO ± 0,22 kPa  
Pump revolutions during test period, n ± 1 min  –1 
Elapsed time for period (minimum 250 s), t ± 0,1 s  
Figure A5/6  
PDP calibration configuration
  
3.4.2.5. After the system has been connected as shown in Figure A5/6., the variable restrictor shall be set in the 
wide-open position and the CVS pump shall run for 20 minutes before starting the calibration.  
3.4.2.5.1. The restrictor valve shall be reset to a more restricted condition in increments of pump inlet depression 
(about 1 kPa) that will yield a minimum of six data points for the total calibration. The system shall be 
allowed to stabilize for 3 minutes before the data acquisition is repeated.EN 7.7.2017 Official Journal of the European Union L 175/489
 
3.4.2.5.2. The air flow rate Q  s at each test point shall be calculated in standard m  3 /min from the flow meter data 
using the manufacturer's prescribed method.  
3.4.2.5.3. The air flow rate shall be subsequently converted to pump flow V  0 in m  3 /rev at absolute pump inlet 
temperature and pressure.  
V 0 ¼ Q s 
n Ü T p 
273,15 K Ü 101,325 kPa 
P p 
where:  
V 0 is the pump flow rate at T  p and P  p , m  3 /rev;  
Q s is the air flow at 101,325 kPa and 273,15 K (0 °C), m  3 /min;  
T p is the pump inlet temperature, Kelvin (K);  
P p is the absolute pump inlet pressure, kPa;  
n is the pump speed, min  –1 . 
3.4.2.5.4. To compensate for the interaction of pump speed pressure variations at the pump and the pump slip 
rate, the correlation function x  0 between the pump speed n, the pressure differential from pump inlet to 
pump outlet and the absolute pump outlet pressure shall be calculated using the following equation:  
x 0 ¼ 1 
n ﬃﬃﬃﬃﬃﬃﬃ 
ΔP p 
P e s 
where:  
x 0 is the correlation function;  
ΔP p is the pressure differential from pump inlet to pump outlet, kPa;  
P e absolute outlet pressure (PPO + P  b ), kPa.  
A linear least squares fit shall be performed to generate the calibration equations having the following 
form:  
V 0 ¼ D 0 Ä M Ü x 0 
n ¼ A Ä B Ü ΔP p 
where B and M are the slopes, and A and D  0 are the intercepts of the lines.  
3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used. The calibration curves 
generated for the ranges shall be approximately parallel and the intercept values, D  0 shall increase as the 
pump flow range decreases.  
3.4.2.7. The calculated values from the equation shall be within 0.5 per cent of the measured value of V  0 . Values 
of M will vary from one pump to another. A calibration shall be performed at initial installation and 
after major maintenance.EN L 175/490 Official Journal of the European Union 7.7.2017
 
3.4.3. Calibration of a critical flow venturi (CFV)  
3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical venturi:  
Q s ¼ K v P ﬃﬃﬃ 
T p 
where:  
Q s is the flow, m  3 /min;  
K v is the calibration coefficient;  
P is the absolute pressure, kPa;  
T is the absolute temperature, Kelvin (K).  
Gas flow is a function of inlet pressure and temperature.  
The calibration procedure described in paragraph 3.4.3.2. to 3.4.3.3.3.4. inclusive of this Sub-Annex 
establishes the value of the calibration coefficient at measured values of pressure, temperature and air 
flow.  
3.4.3.2. Measurements for flow calibration of a critical flow venturi are required and the following data shall be 
within the limits of precision given:  
Barometric pressure (corrected), P  b ± 0,03 kPa,  
LFE air temperature, flow meter, ETI ± 0,15 K,  
Pressure depression upstream of LFE, EPI ± 0,01 kPa,  
Pressure drop across LFE matrix, EDP ± 0,0015 kPa,  
Air flow, Q  s ± 0,5 per cent,  
CFV inlet depression, PPI ± 0,02 kPa,  
Temperature at venturi inlet, T  v ± 0,2 K.  
3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and checked for leaks. Any leaks between the 
flow-measuring device and the critical flow venturi will seriously affect the accuracy of the calibration 
and shall therefore be prevented.EN 7.7.2017 Official Journal of the European Union L 175/491
 
Figure A5/7  
CFV calibration configuration
  
3.4.3.3.1. The variable-flow restrictor shall be set to the open position, the suction device shall be started and the 
system stabilized. Data from all instruments shall be collected.  
3.4.3.3.2. The flow restrictor shall be varied and at least eight readings across the critical flow range of the venturi 
shall be made.  
3.4.3.3.3. The data recorded during the calibration shall be used in the following calculation:  
3.4.3.3.3.1. The air flow rate, Q  s at each test point shall be calculated from the flow meter data using the manu ­
facturer's prescribed method.  
Values of the calibration coefficient shall be calculated for each test point:  
K v ¼ Q s ﬃﬃﬃﬃﬃ T v p 
P v 
where:  
Q s is the flow rate, m  3 /min at 273,15 K (0 °C) and 101,325, kPa;  
T v is the temperature at the venturi inlet, Kelvin (K);  
P v is the absolute pressure at the venturi inlet, kPa.EN L 175/492 Official Journal of the European Union 7.7.2017
 
3.4.3.3.3.2. K  v shall be plotted as a function of venturi inlet pressure P  v . For sonic flow K  v will have a relatively 
constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K  v 
decreases. These values of K  v shall not be used for further calculations.  
3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average K  v and the standard deviation 
shall be calculated.  
3.4.3.3.3.4. If the standard deviation exceeds 0,3 per cent of the arithmetic average K  v , corrective action shall be 
taken.  
3.4.4. Calibration of a subsonic venturi (SSV)  
3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of 
inlet pressure and temperature, and the pressure drop between the SSV inlet and throat.  
3.4.4.2. Data analysis  
3.4.4.2.1. The airflow rate, Q  ssv , at each restriction setting (minimum 16 settings) shall be calculated in standard 
m 3 /s from the flow meter data using the manufacturer's prescribed method. The discharge coefficient, C  d , 
shall be calculated from the calibration data for each setting using the following equation:  
C d ¼ Q SSV 
d 2 
V Ü p p Ü ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ Õ 1 
T Ü Ä 
r 1,426 
p Ä r 1,718 
p Ö 
Ü Í 1 
1 Ä r 4 
D Ü r 1,426 
p ÎØ s 
where:  
Q ssv is the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m  3 /s; 
T is the temperature at the venturi inlet, Kelvin (K);  
d V is the diameter of the SSV throat, m;  
r p is the ratio of the SSV throat pressure to inlet absolute static pressure,  1 Ä Δp 
p p ; 
r D is the ratio of the SSV throat diameter, d  V , to the inlet pipe inner diameter D;  
C d is the discharge coefficient of the SSV;  
P p is the absolute pressure at venturi inlet, kPa.  
To determine the range of subsonic flow, C  d shall be plotted as a function of Reynolds number Re at the 
SSV throat. The Reynolds number at the SSV throat shall be calculated using the following equation:  
Re ¼ A 1 Ü Q SSV 
d V Ü μ 
where:  
μ ¼ b Ü T 1:5 
S þ T 
A 1 is 25.55152 in SI,  Ê 1 
m 3 ÌÊ min 
s ÌÊ mm 
m Ì 
;EN 7.7.2017 Official Journal of the European Union L 175/493
 
Q ssv is the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m  3 /s; 
d v is the diameter of the SSV throat, m;  
μ is the absolute or dynamic viscosity of the gas, kg/ms;  
b is 1,458 × 10  6 (empirical constant), kg/ms K  0.5 ; 
S is 110,4 (empirical constant), Kelvin (K).  
3.4.4.2.2. Because Q  SSV is an input to the Re equation, the calculations shall be started with an initial guess for 
Q SSV or C  d of the calibration venturi, and repeated until Q  SSV converges. The convergence method shall 
be accurate to at least 0.1 per cent.  
3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated values of C  d from the 
resulting calibration curve fit equation shall be within ± 0,5 per cent of the measured C  d for each 
calibration point.  
3.4.5. Calibration of an ultrasonic flow meter (UFM)  
3.4.5.1. The UFM shall be calibrated against a suitable reference flow meter.  
3.4.5.2. The UFM shall be calibrated in the CVS configuration that will be used in the test cell (diluted exhaust 
piping, suction device) and checked for leaks. See Figure A5/8.  
3.4.5.3. A heater shall be installed to condition the calibration flow in the event that the UFM system does not 
include a heat exchanger.  
3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performed at temperatures from 
room temperature to the maximum that will be experienced during vehicle testing.  
3.4.5.5. The manufacturer's recommended procedure shall be followed for calibrating the electronic portions 
(temperature (T) and pressure (P) sensors) of the UFM.  
3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required and the following data (in 
the case that a laminar flow element is used) shall be found within the limits of precision given:  
Barometric pressure (corrected), P  b ± 0,03 kPa,  
LFE air temperature, flow meter, ETI ± 0,15 K,  
Pressure depression upstream of LFE, EPI ± 0,01 kPa,  
Pressure drop across (EDP) LFE matrix ± 0,0015 kPa,  
Air flow, Q  s ± 0,5 per cent,  
UFM inlet depression, P  act ± 0,02 kPa,  
Temperature at UFM inlet, T  act ± 0,2 K.  
3.4.5.7. Procedure  
3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and checked for leaks. Any leaks between the 
flow-measuring device and the UFM will seriously affect the accuracy of the calibration.EN L 175/494 Official Journal of the European Union 7.7.2017
 
Figure A5/8  
UFM calibration configuration
  
3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow valve shall be adjusted to 
provide the set flow for the validation and the system stabilised. Data from all instruments shall be 
collected.  
3.4.5.7.3. For UFM systems without a heat exchanger, the heater shall be operated to increase the temperature of 
the calibration air, allowed to stabilise and data from all the instruments recorded. The temperature shall 
be increased in reasonable steps until the maximum expected diluted exhaust temperature expected 
during the emissions test is reached.  
3.4.5.7.4. The heater shall be subsequently turned off and the suction device speed and/or flow valve shall be 
adjusted to the next flow setting that will be used for vehicle emissions testing after which the calibration 
sequence shall be repeated.  
3.4.5.8. The data recorded during the calibration shall be used in the following calculations. The air flow rate Q  s 
at each test point shall be calculated from the flow meter data using the manufacturer's prescribed 
method. 
K v ¼ Q reference  
Q s 
where:  
Q s is the air flow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m  3 /s; 
Q reference  is the air flow rate of the calibration flow meter at standard conditions (101,325 kPa, 
273,15 K (0 °C)), m  3 /s; 
K v is the calibration coefficient.  
For UFM systems without a heat exchanger, K  v shall be plotted as a function of T  act . 
The maximum variation in K  v shall not exceed 0,3 per cent of the arithmetic average K  v value of all the 
measurements taken at the different temperatures.  
3.5. System verification procedure  
3.5.1. General requirements  
3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall be determined by introducing 
a known mass of an emissions gas compound into the system whilst it is being operated under normal 
test conditions and subsequently analysing and calculating the emission gas compounds according to the 
equations of Sub-Annex 7. The CFO method described in paragraph 3.5.1.1.1. of this Sub-Annex and 
the gravimetric method described in paragraph 3.5.1.1.2. of this Sub-Annex are both known to give 
sufficient accuracy.EN 7.7.2017 Official Journal of the European Union L 175/495
 
The maximum permissible deviation between the quantity of gas introduced and the quantity of gas 
measured is 2 per cent.  
3.5.1.1.1. Critical flow orifice (CFO) method  
The CFO method meters a constant flow of pure gas (CO, CO  2 , or C  3 H 8 ) using a critical flow orifice 
device.  
3.5.1.1.1.1. A known mass of pure carbon monoxide, carbon dioxide or propane gas shall be introduced into the 
CVS system through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q 
which is restricted by means of the critical flow orifice, is independent of orifice outlet pressure (critical 
flow). The CVS system shall be operated as in a normal exhaust emissions test and enough time shall be 
allowed for subsequent analysis. The gas collected in the sample bag shall be analysed by the usual 
equipment (paragraph 4.1. of this Sub-Annex) and the results compared to the concentration of the 
known gas samples If deviations exceed 2 per cent, the cause of the malfunction shall be determined and 
corrected.  
3.5.1.1.2. Gravimetric method  
The gravimetric method weighs a quantity of pure gas (CO, CO  2 , or C  3 H 8 ). 
3.5.1.1.2.1. The weight of a small cylinder filled with either pure carbon monoxide, carbon dioxide or propane shall 
be determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust 
emissions test conditions while the pure gas is injected into the system for a time sufficient for 
subsequent analysis. The quantity of pure gas involved shall be determined by means of differential 
weighing. The gas accumulated in the bag shall be analysed by means of the equipment normally used 
for exhaust gas analysis as described in paragraph 4.1. of this Sub-Annex). The results shall be 
subsequently compared to the concentration figures computed previously. If deviations exceed 2 per 
cent, the cause of the malfunction shall be determined and corrected.  
4. Emissions measurement equipment  
4.1. Gaseous emissions measurement equipment  
4.1.1. System overview  
4.1.1.1. A continuously proportional sample of the diluted exhaust gases and the dilution air shall be collected 
for analysis.  
4.1.1.2. The mass of gaseous emissions shall be determined from the proportional sample concentrations and the 
total volume measured during the test. Sample concentrations shall be corrected to take into account the 
respective compound concentrations in dilution air.  
4.1.2. Sampling system requirements  
4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction device.  
4.1.2.1.1. With the exception of paragraph 4.1.3.1. (hydrocarbon sampling system), paragraph 4.2. (PM 
measurement equipment) and paragraph 4.3. (PN measurement equipment) of this Sub-Annex, the 
dilute exhaust gas sample may be taken downstream of the conditioning devices (if any).  
4.1.2.2. The bag sampling flow rate shall be set to provide sufficient volumes of dilution air and diluted exhaust 
in the CVS bags to allow concentration measurement and shall not exceed 0,3 per cent of the flow rate 
of the dilute exhaust gases, unless the diluted exhaust bag fill volume is added to the integrated CVS 
volume.  
4.1.2.3. A sample of the dilution air shall be taken near the dilution air inlet (after the filter if one is fitted).  
4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the mixing area.  
4.1.2.5. The sampling rate for the dilution air shall be comparable to that used for the dilute exhaust gases.EN L 175/496 Official Journal of the European Union 7.7.2017
 
4.1.2.6. The materials used for the sampling operations shall be such as not to change the concentration of the 
emissions compounds.  
4.1.2.7. Filters may be used in order to extract the solid particles from the sample.  
4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick-adjustment, quick-acting type.  
4.1.2.9. Quick-fastening, gas-tight connections may be used between three-way valves and the sample bags, the 
connections sealing themselves automatically on the bag side. Other systems may be used for conveying 
the samples to the analyser (e.g. three-way stop valves).  
4.1.2.10. Sample storage  
4.1.2.10.1. The gas samples shall be collected in sample bags of sufficient capacity so as not to impede the sample 
flow.  
4.1.2.10.2. The bag material shall be such as to affect neither the measurements themselves nor the chemical 
composition of the gas samples by more than ± 2 per cent after 30 minutes (e.g., laminated poly ­
ethylene/polyamide films, or fluorinated polyhydrocarbons).  
4.1.3. Sampling systems  
4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector, HFID)  
4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The 
sample shall be taken upstream of the heat exchanger (if fitted). The sampling probe shall be installed at 
the same distance from the exhaust gas inlet as the particulate sampling probe and in such a way that 
neither interferes with samples taken by the other. It shall have a minimum internal diameter of 4 mm.  
4.1.3.1.2. All heated parts shall be maintained at a temperature of 190 °C ± 10 °C by the heating system.  
4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be determined by integration 
of the second-by-second data divided by the phase or test duration.  
4.1.3.1.4. The heated sampling line shall be fitted with a heated filter F  H having a 99 per cent efficiency for 
particles ≥ 0,3 μm to extract any solid particles from the continuous flow of gas required for analysis.  
4.1.3.1.5. The sampling system delay time (from the probe to the analyser inlet) shall be no more than 4 seconds.  
4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchanger) system to ensure a representative 
sample, unless compensation for varying CVS volume flow is made.  
4.1.3.2. NO or NO  2 sampling system (where applicable)  
4.1.3.2.1. A continuous sample flow of diluted exhaust gas shall be supplied to the analyser.  
4.1.3.2.2. The arithmetic average concentration of the NO or NO  2 shall be determined by integration of the 
second-by-second data divided by the phase or test duration.  
4.1.3.2.3. The continuous NO or NO  2 measurement shall be used with a constant flow (heat exchanger) system to 
ensure a representative sample, unless compensation for varying CVS volume flow is made.  
4.1.4. Analysers  
4.1.4.1. General requirements for gas analysis  
4.1.4.1.1. The analysers shall have a measuring range compatible with the accuracy required to measure the 
concentrations of the exhaust gas sample compounds.EN 7.7.2017 Official Journal of the European Union L 175/497
 
4.1.4.1.2. If not defined otherwise, measurement errors shall not exceed ± 2 per cent (intrinsic error of analyser) 
disregarding the reference value for the calibration gases.  
4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same range.  
4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to have no effect on the 
content of the compound in the gas stream.  
4.1.4.2. Carbon monoxide (CO) and carbon dioxide (CO  2 ) analysis  
4.1.4.2.1. The analysers shall be of the non-dispersive infrared (NDIR) absorption type.  
4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel  
4.1.4.3.1. The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in 
equivalent carbon atoms (C  1 ). 
4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels  
4.1.4.4.1. The analyser shall be of the heated flame ionization type with detector, valves, pipework, etc., heated to 
190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C  1 ). 
4.1.4.5. Methane (CH  4 ) analysis  
4.1.4.5.1. The analyser shall be either a gas chromatograph combined with a flame ionization detector (FID), or a 
flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane 
or propane gas expressed equivalent to carbon atoms (C  1 ). 
4.1.4.6. Nitrogen oxides (NO  x ) analysis  
4.1.4.6.1. The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absorption 
(NDUV) types.  
4.1.5. Recommended system descriptions  
4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling system.EN L 175/498 Official Journal of the European Union 7.7.2017
 
Figure A5/9  
Full flow exhaust dilution system schematic
  
4.1.5.2. Examples of system components are as listed below.  
4.1.5.2.1. Two sampling probes for continuous sampling of the dilution air and of the diluted exhaust gas/air 
mixture.  
4.1.5.2.2. A filter to extract solid particles from the flows of gas collected for analysis.  
4.1.5.2.3. Pumps and flow controller to ensure constant uniform flow of diluted exhaust gas and dilution air 
samples taken during the course of the test from sampling probes and flow of the gas samples shall be 
such that, at the end of each test, the quantity of the samples is sufficient for analysis.  
4.1.5.2.4. Quick-acting valves to divert a constant flow of gas samples into the sample bags or to the outside vent.  
4.1.5.2.5. Gas-tight, quick-lock coupling elements between the quick-acting valves and the sample bags. The 
coupling shall close automatically on the sampling bag side. As an alternative, other methods of trans ­
porting the samples to the analyser may be used (three-way stopcocks, for instance).  
4.1.5.2.6. Bags for collecting samples of the diluted exhaust gas and of the dilution air during the test.  
4.1.5.2.7. A sampling critical flow venturi to take proportional samples of the diluted exhaust gas (CFV-CVS only).  
4.1.5.3. Additional components required for hydrocarbon sampling using a heated flame ionization detector 
(HFID) as shown in Figure A5/10.  
4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane as the particulate and 
particle sample probes.  
4.1.5.3.2. Heated filter located after the sampling point and before the HFID.  
4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the HFID.EN 7.7.2017 Official Journal of the European Union L 175/499
 
4.1.5.3.4. Means of integrating and recording instantaneous hydrocarbon concentrations.  
4.1.5.3.5. Heated sampling lines and heated components from the heated probe to the HFID.  
Figure A5/10  
Components required for hydrocarbon sampling using an HFID
  
4.2. PM measurement equipment  
4.2.1. Specification  
4.2.1.1. System overview  
4.2.1.1.1. The particulate sampling unit shall consist of a sampling probe (PSP), located in the dilution tunnel, a 
particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate regulators and measuring units. See 
Figures A5/11, A5/12 and A5/13.  
4.2.1.1.2. A particle size pre-classifier (PCF), (e.g. cyclone or impactor) may be used. In such case, it is recom ­
mended that it be employed upstream of the filter holder.EN L 175/500 Official Journal of the European Union 7.7.2017
 
Figure A5/11  
Alternative particulate sampling probe configuration
  
4.2.1.2. General requirements  
4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arranged within the dilution tunnel so 
that a representative sample gas flow can be taken from the homogeneous air/exhaust mixture and shall 
be upstream of a heat exchanger (if any).  
4.2.1.2.2. The particulate sample flow rate shall be proportional to the total mass flow of diluted exhaust gas in the 
dilution tunnel to within a tolerance of ± 5 per cent of the particulate sample flow rate. The verification 
of the proportionality of the particulate sampling shall be made during the commissioning of the system 
and as required by the approval authority.  
4.2.1.2.3. The sampled dilute exhaust gas shall be maintained at a temperature above 20 °C and below 52 °C 
within 20 cm upstream or downstream of the particulate sampling filter face. Heating or insulation of 
components of the particulate sampling system to achieve this is permitted.  
In the event that the 52 °C limit is exceeded during a test where periodic regeneration event does not 
occur, the CVS flow rate shall be increased or double dilution shall be applied (assuming that the CVS 
flow rate is already sufficient so as not to cause condensation within the CVS, sample bags or analytical 
system).  
4.2.1.2.4. The particulate sample shall be collected on a single filter mounted within a holder in the sampled dilute 
exhaust gas flow.  
4.2.1.2.5. All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder 
that are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or 
alteration of the particulate. All parts shall be made of electrically conductive materials that do not 
react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects.  
4.2.1.2.6. If it is not possible to compensate for variations in the flow rate, provision shall be made for a heat 
exchanger and a temperature control device as specified in paragraphs 3.3.5.1. or 3.3.6.4.2. of this Sub- 
Annex, so as to ensure that the flow rate in the system is constant and the sampling rate accordingly 
proportional.  
4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an accuracy of ± 1 °C and a 
response time (t  10 – t  90 ) of 15 seconds or less.  
4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy of ± 2.5 per cent of 
reading or ± 1.5 per cent full scale, whichever is the least.  
The accuracy specified above of the sample flow from the CVS tunnel is also applicable where double 
dilution is used. Consequently, the measurement and control of the secondary dilution air flow and 
diluted exhaust flow rates through the filter shall be of a higher accuracy.EN 7.7.2017 Official Journal of the European Union L 175/501
 
4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a frequency of 1 Hz or faster. 
Typically these would include:  
(a) Diluted exhaust temperature at the particulate sampling filter;  
(b) Sampling flow rate;  
(c) Secondary dilution air flow rate (if secondary dilution is used);  
(d) Secondary dilution air temperature (if secondary dilution is used).  
4.2.1.2.10. For double dilution systems, the accuracy of the diluted exhaust transferred from the dilution tunnel V  ep 
defined in paragraph 3.3.2. of Sub-Annex 7 in the equation is not measured directly but determined by 
differential flow measurement.  
The accuracy of the flow meters used for the measurement and control of the double diluted exhaust 
passing through the particulate sampling filters and for the measurement/control of secondary dilution 
air shall be sufficient so that the differential volume V  ep shall meet the accuracy and proportional 
sampling requirements specified for single dilution.  
The requirement that no condensation of the exhaust gas occur in the CVS dilution tunnel, diluted 
exhaust flow rate measurement system, CVS bag collection or analysis systems shall also apply in the 
case that double dilution systems are used.  
4.2.1.2.11. Each flow meter used in a particulate sampling and double dilution system shall be subjected to a 
linearity verification as required by the instrument manufacturer.  
Figure A5/12  
Particulate sampling system
EN L 175/502 Official Journal of the European Union 7.7.2017
 
Figure A5/13  
Double dilution particulate sampling system
  
4.2.1.3. Specific requirements  
4.2.1.3.1. Sample probe  
4.2.1.3.1.1. The sample probe shall deliver the particle size classification performance specified in paragraph 
4.2.1.3.1.4. of this Sub-Annex. It is recommended that this performance be achieved by the use of a 
sharp-edged, open-ended probe facing directly into the direction of flow plus a pre-classifier (cyclone 
impactor, etc.). An appropriate sample probe, such as that indicated in Figure A5/11, may alternatively 
be used provided it achieves the pre-classification performance specified in paragraph 4.2.1.3.1.4. of this 
Sub-Annex.  
4.2.1.3.1.2. The sample probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet to 
the tunnel and have an internal diameter of at least 8 mm.  
If more than one simultaneous sample is drawn from a single sample probe, the flow drawn from that 
probe shall be split into identical sub-flows to avoid sampling artefacts.  
If multiple probes are used, each probe shall be sharp-edged, open-ended and facing directly into the 
direction of flow. Probes shall be equally spaced around the central longitudinal axis of the dilution 
tunnel, with a spacing between probes of at least 5 cm.  
4.2.1.3.1.3. The distance from the sampling tip to the filter mount shall be at least five probe diameters, but shall 
not exceed 2 000 mm.  
4.2.1.3.1.4. The pre-classifier (e.g. cyclone, impactor, etc.) shall be located upstream of the filter holder assembly. The 
pre-classifier 50 per cent cut point particle diameter shall be between 2,5 μm and 10 μm at the 
volumetric flow rate selected for sampling PM. The pre-classifier shall allow at least 99 per cent of 
the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre- 
classifier at the volumetric flow rate selected for sampling PM.  
4.2.1.3.2. Particle transfer tube (PTT)  
4.2.1.3.2.1. Any bends in the PTT shall be smooth and have the largest possible radii.EN 7.7.2017 Official Journal of the European Union L 175/503
 
4.2.1.3.3. Secondary dilution  
4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM measurement may be diluted at 
a second stage, subject to the following requirements:  
4.2.1.3.3.1.1. Secondary dilution air shall be filtered through a medium capable of reducing particles in the most 
penetrating particle size of the filter material by ≥ 99,95 per cent, or through a HEPA filter of at least 
class H13 of EN 1822:2009. The dilution air may optionally be charcoal-scrubbed before being passed 
to the HEPA filter. It is recommended that an additional coarse particle filter be situated before the HEPA 
filter and after the charcoal scrubber, if used.  
4.2.1.3.3.1.2. The secondary dilution air should be injected into the PTT as close to the outlet of the diluted exhaust 
from the dilution tunnel as possible.  
4.2.1.3.3.1.3. The residence time from the point of secondary diluted air injection to the filter face shall be at least 
0.25 seconds, but no longer than 5 seconds.  
4.2.1.3.3.1.4. If the double diluted sample is returned to the CVS, the location of the sample return shall be selected so 
that it does not interfere with the extraction of other samples from the CVS.  
4.2.1.3.4. Sample pump and flow meter  
4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulators and flow measuring 
units.  
4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ± 3 °C except:  
(a) When the sampling flow meter has real time monitoring and flow control operating at a frequency 
of 1 Hz or faster;  
(b) During regeneration tests on vehicles equipped with periodically regenerating after-treatment devices.  
Should the volume of flow change unacceptably as a result of excessive filter loading, the test shall be 
invalidated. When it is repeated, the flow rate shall be decreased.  
4.2.1.3.5. Filter and filter holder  
4.2.1.3.5.1. A valve shall be located downstream of the filter in the direction of flow. The valve shall open and close 
within 1 second of the start and end of test.  
4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value within the range 20 cm/s to 
105 cm/s and shall be set at the start of the test so that 105 cm/s will not be exceeded when the 
dilution system is being operated with sampling flow proportional to CVS flow rate.  
4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall be used.  
All filter types shall have a 0,3 μm DOP (di-octylphthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 
or CS 68037-01-4 collection efficiency of at least 99 per cent at a gas filter face velocity of 5,33 cm/s 
measured according to one of the following standards:  
(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 102.8: DOP-Smoke 
Penetration of Aerosol-Filter Element;  
(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282 method 502.1.1: DOP-Smoke 
Penetration of Gas-Mask Canisters;  
(c) Institute of Environmental Sciences and Technology, IEST-RP-CC021: Testing HEPA and ULPA Filter 
Media.EN L 175/504 Official Journal of the European Union 7.7.2017
 
4.2.1.3.5.4. The filter holder assembly shall be of a design that provides an even flow distribution across the filter 
stain area. The filter shall be round and have a stain area of at least 1 075 mm  2 . 
4.2.2. Weighing chamber (or room) and analytical balance specifications  
4.2.2.1. Weighing chamber (or room) conditions  
(a) The temperature of the weighing chamber (or room) in which the particulate sampling filters are 
conditioned and weighed shall be maintained to within 22 °C ± 2 °C (22 °C ± 1 °C if possible) during 
all filter conditioning and weighing.  
(b) Humidity shall be maintained at a dew point of less than 10.5 °C and a relative humidity of 45 per 
cent ± 8 per cent.  
(c) Limited deviations from weighing chamber (or room) temperature and humidity specifications shall 
be permitted provided their total duration does not exceed 30 minutes in any one filter conditioning 
period.  
(d) The levels of ambient contaminants in the weighing chamber (or room) environment that would 
settle on the particulate sampling filters during their stabilisation shall be minimised.  
(e) During the weighing operation no deviations from the specified conditions are permitted.  
4.2.2.2. Linear response of an analytical balance  
The analytical balance used to determine the filter weight shall meet the linearity verification criteria of 
Table A5/1 applying a linear regression. This implies a precision of at least 2 μg and a resolution of at 
least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value 
shall be within ± 1 μg. 
Table A5/1  
Analytical balance verification criteria  
Measurement system  Intercept a0  Slope a1  Standard error SEE  Coefficient of 
determination r  2 
Particulate Balance  ≤ 1 μg 0,99 – 1,01  ≤ 1per cent 
max  ≥ 0,998  
4.2.2.3. Elimination of static electricity effects  
The effects of static electricity shall be nullified. This may be achieved by grounding the balance through 
placement upon an antistatic mat and neutralization of the particulate sampling filters prior to weighing 
using a polonium neutraliser or a device of similar effect. Alternatively, nullification of static effects may 
be achieved through equalization of the static charge.  
4.2.2.4. Buoyancy correction  
The sample and reference filter weights shall be corrected for their buoyancy in air. The buoyancy 
correction is a function of sampling filter density, air density and the density of the balance calibration 
weight, and does not account for the buoyancy of the particulate matter itself.  
If the density of the filter material is not known, the following densities shall be used:  
(a) PTFE coated glass fibre filter: 2 300 kg/m  3 ; 
(b) PTFE membrane filter: 2 144 kg/m  3 ; 
(c) PTFE membrane filter with polymethylpentene support ring: 920 kg/m  3 .EN 7.7.2017 Official Journal of the European Union L 175/505
 
For stainless steel calibration weights, a density of 8 000 kg/m  3 shall be used. If the material of the 
calibration weight is different, its density shall be known and be used. International Recommendation 
OIML R 111-1 Edition 2004(E) (or equivalent) from International Organization of Legal Metrology on 
calibration weights should be followed.  
The following equation shall be used:  
m f ¼ m  uncorr Ü A 
1 Ä ρ a 
ρ w 
1 Ä ρ a 
ρ f ! 
where:  
Pe f is the corrected particulate sample mass, mg;  
Pe uncorr  is the uncorrected particulate sample mass, mg;  
ρ a is the density of the air, kg/m  3 ; 
ρ w is the density of balance calibration weight, kg/m  3 ; 
ρ f is the density of the particulate sampling filter, kg/m  3 . 
The density of the air ρ a shall be calculated using the following equation:  
ρ a ¼ p b Ü M mix 
R Ü T a 
p b is the total atmospheric pressure, kPa;  
T a is the air temperature in the balance environment, Kelvin (K);  
M mix is the molar mass of air in a balanced environment, 28,836 g mol  –1 ; 
R is the molar gas constant, 8,3144 J mol  –1 K –1 . 
4.3. PN measurement equipment  
4.3.1. Specification  
4.3.1.1. System overview  
4.3.1.1.1. The particle sampling system shall consist of a probe or sampling point extracting a sample from a 
homogenously mixed flow in a dilution system, a volatile particle remover (VPR) upstream of a particle 
number counter (PNC) and suitable transfer tubing. See Figure A5/14.  
4.3.1.1.2. It is recommended that a particle size pre-classifier (PCF) (e.g. cyclone, impactor, etc.) be located prior to 
the inlet of the VPR. The PCF 50 per cent cut point particle diameter shall be between 2.5 μm and 10 
μm at the volumetric flow rate selected for particle sampling. The PCF shall allow at least 99 per cent of 
the mass concentration of 1 μm particles entering the PCF to pass through the exit of the PCF at the 
volumetric flow rate selected for particle sampling.EN L 175/506 Official Journal of the European Union 7.7.2017
 
A sample probe acting as an appropriate size-classification device, such as that shown in Figure A5/11, is 
an acceptable alternative to the use of a PCF.  
4.3.1.2. General requirements  
4.3.1.2.1. The particle sampling point shall be located within a dilution system. In the case that a double dilution 
system is used, the particle sampling point shall be located within the primary dilution system.  
4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT, together comprise the particle transfer system (PTS). The 
PTS conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet the 
following conditions:  
(a) The sampling probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas 
inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution 
tunnel;  
(b) The sampling probe shall be upstream of any conditioning device (e.g. heat exchanger);  
(c) The sampling probe shall be positioned within the dilution tunnel so that the sample is taken from a 
homogeneous diluent/exhaust mixture.  
4.3.1.2.1.2. Sample gas drawn through the PTS shall meet the following conditions:  
(a) In the case that a full flow exhaust dilution system, is used it shall have a flow Reynolds number, Re, 
lower than 1 700;  
(b) In the case that a double dilution system is used, it shall have a flow Reynolds number Re lower than 
1 700 in the PTT i.e. downstream of the sampling probe or point;  
(c) Shall have a residence time ≤ 3 seconds.  
4.3.1.2.1.3. Any other sampling configuration for the PTS for which equivalent particle penetration at 30 nm can be 
demonstrated shall be considered acceptable.  
4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet of the PNC, shall have the 
following properties:  
(a) An internal diameter ≥ 4 mm;  
(b) A sample gas flow residence time of ≤ 0,8 seconds.  
4.3.1.2.1.5. Any other sampling configuration for the OT for which equivalent particle penetration at 30 nm can be 
demonstrated shall be considered acceptable.  
4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle removal.  
4.3.1.2.3. All parts of the dilution system and the sampling system from the exhaust pipe up to the PNC, which 
are in contact with raw and diluted exhaust gas, shall be designed to minimize deposition of the 
particles. All parts shall be made of electrically conductive materials that do not react with exhaust 
gas components, and shall be electrically grounded to prevent electrostatic effects.  
4.3.1.2.4. The particle sampling system shall incorporate good aerosol sampling practice that includes the 
avoidance of sharp bends and abrupt changes in cross-section, the use of smooth internal surfaces 
and the minimization of the length of the sampling line. Gradual changes in the cross-section are 
permitted.EN 7.7.2017 Official Journal of the European Union L 175/507
 
4.3.1.3. Specific requirements  
4.3.1.3.1. The particle sample shall not pass through a pump before passing through the PNC.  
4.3.1.3.2. A sample pre-classifier is recommended.  
4.3.1.3.3. The sample preconditioning unit shall:  
(a) Be capable of diluting the sample in one or more stages to achieve a particle number concentration 
below the upper threshold of the single particle count mode of the PNC and a gas temperature 
below 35 °C at the inlet to the PNC;  
(b) Include an initial heated dilution stage that outputs a sample at a temperature of ≥ 150 °C and ≤ 
350 °C ± 10 °C, and dilutes by a factor of at least 10;  
(c) Control heated stages to constant nominal operating temperatures, within the range ≥ 150 °C and ≤ 
400 °C ± 10 °C;  
(d) Provide an indication of whether or not heated stages are at their correct operating temperatures;  
(e) Be designed to achieve a solid particle penetration efficiency of at least 70 per cent for particles of 
100 nm electrical mobility diameter;  
(f) Achieve a particle concentration reduction factor f  r (d i ) for particles of 30 nm and 50 nm electrical 
mobility diameters that is no more than 30 per cent and 20 per cent respectively higher, and no 
more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the 
VPR as a whole;  
The particle concentration reduction factor at each particle size f  r (d i ) shall be calculated using the 
following equation:  
f r ðd i Þ ¼ N in ðd i Þ 
N out ðd i Þ 
where:  
N in (d i ) is the upstream particle number concentration for particles of diameter d  i ; 
N out (d i ) is the downstream particle number concentration for particles of diameter d  i ; 
d i is the particle electrical mobility diameter (30, 50 or 100 nm).  
N in (d i ) and N  out (d i ) shall be corrected to the same conditions.  
The arithmetic average particle concentration reduction factor at a given dilution setting  f r shall be 
calculated using the following equation:  
f r ¼ f r ð30 nmÞ þ f r ð50 nmÞ þ f r ð100 nmÞ 
3 
It is recommended that the VPR is calibrated and validated as a complete unit;EN L 175/508 Official Journal of the European Union 7.7.2017
 
(g) Be designed according to good engineering practice to ensure particle concentration reduction factors 
are stable across a test;  
(h) Also achieve > 99,0 per cent vaporization of 30 nm tetracontane (CH  3 (CH  2 ) 38 CH  3 ) particles, with an 
inlet concentration of ≥ 10 000 per cm  3 , by means of heating and reduction of partial pressures of 
the tetracontane.  
4.3.1.3.4. The PNC shall:  
(a) Operate under full flow operating conditions;  
(b) Have a counting accuracy of ± 10 per cent across the range 1 per cm  3 to the upper threshold of the 
single particle count mode of the PNC against a suitable traceable standard. At concentrations below 
100 per cm  3 , measurements averaged over extended sampling periods may be required to demon ­
strate the accuracy of the PNC with a high degree of statistical confidence;  
(c) Have a resolution of at least 0.1 particles per cm  3 at concentrations below 100 per cm  3 ; 
(d) Have a linear response to particle number concentrations over the full measurement range in single 
particle count mode;  
(e) Have a data reporting frequency equal to or greater than a frequency of 0,5 Hz;  
(f) Have a t  90 response time over the measured concentration range of less than 5 seconds;  
(g) Incorporate a coincidence correction function up to a maximum 10 per cent correction, and may 
make use of an internal calibration factor as determined in paragraph 5.7.1.3.of this Sub-Annex but 
shall not make use of any other algorithm to correct for or define the counting efficiency;  
(h) Have counting efficiencies at the different particle sizes as specified in Table A5/2.  
Table A5/2  
PNC counting efficiency  
Particle size electrical mobility diameter (nm)  PNC counting efficiency (per cent)  
23 ± 1  50 ± 12  
41 ± 1  > 90  
4.3.1.3.5. If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by the 
instrument manufacturer.  
4.3.1.3.6. Where not held at a known constant level at the point at which PNC flow rate is controlled, the pressure 
and/or temperature at the PNC inlet shall be measured for the purposes of correcting particle number 
concentration measurements to standard conditions.  
4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t  90 response time of the PNC shall be 
no greater than 20 seconds.  
4.3.1.4. Recommended system description  
The following paragraph contains the recommended practice for measurement of PN. However, systems 
meeting the performance specifications in paragraphs 4.3.1.2. and 4.3.1.3. of this Sub-Annex are 
acceptable.EN 7.7.2017 Official Journal of the European Union L 175/509
 
Figure A5/14  
A recommended particle sampling system
  
4.3.1.4.1. Sampling system description  
4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle sampling point in the 
dilution system, a PTT, a PCF, and a VPR, upstream of the PNC unit.  
4.3.1.4.1.2. The VPR shall include devices for sample dilution (particle number diluters: PND  1 and PND  2 ) and particle 
evaporation (evaporation tube, ET).  
4.3.1.4.1.3. The sampling probe or sampling point for the test gas flow shall be arranged within the dilution tunnel 
so that a representative sample gas flow is taken from a homogeneous diluent/exhaust mixture.  
5. Calibration intervals and procedures  
5.1. Calibration intervals  
Table A5/3  
Instrument calibration intervals  
Instrument checks  Interval  Criterion  
Gas analyser linearization (cali ­
bration)  Every 6 months  ± 2 per cent of reading  
Mid span  Every 6 months  ± 2 per cent  
CO NDIR:CO  2 /H 2 O interference  Monthly  – 1 to 3 ppm  
NO  x converter check  Monthly  > 95 per cent  
CH  4 cutter check  Yearly  98 per cent of ethane  
FID CH  4 response  Yearly  See paragraph 5.4.3. of this Sub- 
Annex  
FID air/fuel flow  At major maintenance  According to instrument manu ­
facturer.  
Laser infrared spectrometers 
(modulated high resolution 
narrow band infrared analysers): 
interference check  Yearly or at major maintenance  According to instrument manu ­
facturer.EN L 175/510 Official Journal of the European Union 7.7.2017
 
Instrument checks  Interval  Criterion  
QCL  Yearly or at major maintenance  According to instrument manu ­
facturer.  
GC methods  See paragraph 7.2. of this Sub- 
Annex  See paragraph 7.2. of this Sub- 
Annex  
LC methods  Yearly or at major maintenance  According to instrument manu ­
facturer.  
Photoacoustics  Yearly or at major maintenance  According to instrument manu ­
facturer.  
Microgram balance linearity  Yearly or at major maintenance  See paragraph 4.2.2.2. of this 
Sub-Annex  
PNC (particle number counter)  See paragraph 5.7.1.1. of this 
Sub-Annex  See paragraph 5.7.1.3. of this 
Sub-Annex  
VPR (volatile particle remover)  See paragraph 5.7.2.1. of this 
Sub-Annex  See paragraph 5.7.2. of this Sub- 
Annex  
Table A5/4  
Constant volume sampler (CVS) calibration intervals  
CVS  Interval  Criterion  
CVS flow  After overhaul  ± 2 per cent  
Dilution flow  Yearly  ± 2 per cent  
Temperature sensor  Yearly  ± 1 °C  
Pressure sensor  Yearly  ± 0,4 kPa  
Injection check  Weekly  ± 2 per cent  
Table A5/5  
Environmental data calibration intervals  
Climate  Interval  Criterion  
Temperature  Yearly  ± 1 °C  
Moisture dew  Yearly  ± 5 per cent RH  
Ambient pressure  Yearly  ± 0,4 kPa  
Cooling fan  After overhaul  According to paragraph 1.1.1. of 
this Sub-Annex  
5.2. Analyser calibration procedures  
5.2.1. Each analyser shall be calibrated as specified by the instrument manufacturer or at least as often as 
specified in Table A5/3.  
5.2.2. Each normally used operating range shall be linearized by the following procedure:  
5.2.2.1. The analyser linearization curve shall be established by at least five calibration points spaced as uniformly 
as possible. The nominal concentration of the calibration gas of the highest concentration shall be not 
less than 80 per cent of the full scale.EN 7.7.2017 Official Journal of the European Union L 175/511
 
5.2.2.2. The calibration gas concentration required may be obtained by means of a gas divider, diluting with 
purified N  2 or with purified synthetic air.  
5.2.2.3. The linearization curve shall be calculated by the least squares method. If the resulting polynomial degree 
is greater than 3, the number of calibration points shall be at least equal to this polynomial degree 
plus 2.  
5.2.2.4. The linearization curve shall not differ by more than ± 2 per cent from the nominal value of each 
calibration gas.  
5.2.2.5. From the trace of the linearization curve and the linearization points it is possible to verify that the 
calibration has been carried out correctly. The different characteristic parameters of the analyser shall be 
indicated, particularly:  
(a) Analyser and gas component;  
(b) Range;  
(c) Date of linearisation.  
5.2.2.6. If the approval authority is satisfied that alternative technologies (e.g. computer, electronically controlled 
range switch, etc.) give equivalent accuracy, these alternatives may be used.  
5.3. Analyser zero and calibration verification procedure  
5.3.1. Each normally used operating range shall be checked prior to each analysis in accordance with para ­
graphs 5.3.1.1. and 5.3.1.2. of this Sub-Annex  
5.3.1.1. The calibration shall be checked by use of a zero gas and by use of a calibration gas according to 
paragraph 1.2.14.2.3. of Sub-Annex 6,  
5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-checking according to paragraph 
1.2.14.2.4. of Sub-Annex 6.  
5.4. FID hydrocarbon response check procedure  
5.4.1. Detector response optimization  
The FID shall be adjusted as specified by the instrument manufacturer. Propane in air shall be used on 
the most common operating range.  
5.4.2. Calibration of the HC analyser  
5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.  
5.4.2.2. A calibration curve as described in paragraph 5.2.2. of this Sub-Annex shall be established.  
5.4.3. Response factors of different hydrocarbons and recommended limits  
5.4.3.1. The response factor R  f for a particular hydrocarbon compound is the ratio of the FID C  1 reading to the 
gas cylinder concentration, expressed as ppm C  1 . 
The concentration of the test gas shall be at a level to give a response of approximately 80 per cent of 
full-scale deflection for the operating range. The concentration shall be known to an accuracy of ± 2 per 
cent in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder shall be 
preconditioned for 24 hours at a temperature between 20 and 30 °C.  
5.4.3.2. Response factors shall be determined when introducing an analyser into service and at major service 
intervals thereafter. The test gases to be used and the recommended response factors are:EN L 175/512 Official Journal of the European Union 7.7.2017
 
Propylene and purified air:  0,90 < R f< 1,10  
Toluene and purified air:  0,90 < R f< 1,10  
These are relative to an R  f of 1,00 for propane and purified air.  
5.5. NO  x converter efficiency test procedure  
5.5.1. Using the test set up as shown in Figure A5/15 and the procedure described below, the efficiency of 
converters for the conversion of NO  2 into NO shall be tested by means of an ozonator as follows:  
5.5.1.1. The analyser shall be calibrated in the most common operating range following the manufacturer's 
specifications using zero and calibration gas (the NO content of which shall amount to approximately 
80 per cent of the operating range and the NO  2 concentration of the gas mixture shall be less than 5 per 
cent of the NO concentration). The NO  x analyser shall be in the NO mode so that the calibration gas 
does not pass through the converter. The indicated concentration shall be included in all relevant test 
sheets.  
5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the calibration gas flow until the 
concentration indicated is approximately 10 per cent less than the indicated calibration concentration 
given in paragraph 5.5.1.1. of this Sub-Annex. The indicated concentration (c) shall be included in all 
relevant test sheets. The ozonator shall be kept deactivated throughout this process.  
5.5.1.3. The ozonator shall now be activated to generate enough ozone to bring the NO concentration down to 
20 per cent (minimum 10 per cent) of the calibration concentration given in paragraph 5.5.1.1. of this 
Sub-Annex. The indicated concentration (d) shall be included all relevant test sheets.  
5.5.1.4. The NO  x analyser shall be subsequently switched to the NO  x mode, whereby the gas mixture (consisting 
of NO, NO  2 , O  2 and N  2 ) now passes through the converter. The indicated concentration (a) shall be 
included in all relevant test sheets.  
5.5.1.5. The ozonator shall now be deactivated. The mixture of gases described in paragraph 5.5.1.2. of this Sub- 
Annex shall pass through the converter into the detector. The indicated concentration (b) shall be 
included in all relevant test sheets.EN 7.7.2017 Official Journal of the European Union L 175/513
 
Figure A5/15  
NO  x converter efficiency test configuration
  
5.5.1.6. With the ozonator deactivated, the flow of oxygen or synthetic air shall be shut off. The NO  2 reading of 
the analyser shall then be no more than 5 per cent above the figure given in paragraph 5.5.1.1. of this 
Sub-Annex.  
5.5.1.7. The per cent efficiency of the NO  x converter shall be calculated using the concentrations a, b, c and d 
determined in paragraphs 5.5.1.2. to 5.5.1.5. of this Sub-Annex inclusive using the following equation:  
Efficiency ¼ Í 
1 þ a Ä b 
c Ä d Î 
Ü 100  
5.5.1.7.1. The efficiency of the converter shall not be less than 95 per cent. The efficiency of the converter shall be 
tested in the frequency defined in Table A5/3.  
5.6. Calibration of the microgram balance  
5.6.1. The calibration of the microgram balance used for particulate sampling filter weighing shall be traceable 
to a national or international standard. The balance shall comply with the linearity requirements given in 
paragraph 4.2.2.2. of this Sub-Annex. The linearity verification shall be performed at least every 12 
months or whenever a system repair or change is made that could influence the calibration.  
5.7. Calibration and validation of the particle sampling system  
Examples of calibration/validation methods are available at:  
http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/pmpFCP.html  
5.7.1. Calibration of the PNC  
5.7.1.1. The approval authority shall ensure the existence of a calibration certificate for the PNC demonstrating 
compliance with a traceable standard within a 13-month period prior to the emissions test. Between 
calibrations either the counting efficiency of the PNC shall be monitored for deterioration or the PNC 
wick shall be routinely changed every 6 months. See Figures A5/16 and A5/17. PNC counting efficiency 
may be monitored against a reference PNC or against at least two other measurement PNCs. If the PNC 
reports particle number concentrations within ± 10 per cent of the arithmetic average of the concen ­
trations from the reference PNC, or a group of two or more PNCs, the PNC shall subsequently be 
considered stable, otherwise maintenance of the PNC is required. Where the PNC is monitored against 
two or more other measurement PNCs, it is permitted to use a reference vehicle running sequentially in 
different test cells each with its own PNC.EN L 175/514 Official Journal of the European Union 7.7.2017
 
Figure A5/16  
Nominal PNC annual sequence
  
Figure A5/17  
Extended PNC annual sequence (in the case that a full PNC calibration is delayed)
  
5.7.1.2. The PNC shall also be recalibrated and a new calibration certificate issued following any major main ­
tenance.  
5.7.1.3. Calibration shall be traceable to a national or international standard calibration method by comparing 
the response of the PNC under calibration with that of:  
(a) A calibrated aerosol electrometer when simultaneously sampling electrostatically classified calibration 
particles; or  
(b) A second PNC that has been directly calibrated by the method described above.  
5.7.1.3.1. In paragraph 5.7.1.3. (a) of this Sub-Annex, calibration shall be undertaken using at least six standard 
concentrations spaced as uniformly as possible across the PNC’s measurement range.  
5.7.1.3.2. In paragraph 5.7.1.3. (b) of this Sub-Annex, calibration shall be undertaken using at least six standard 
concentrations across the PNC’s measurement range. At least 3 points shall be at concentrations below 
1,000 per cm  3 , the remaining concentrations shall be linearly spaced between 1,000 per cm  3 and the 
maximum of the PNC’s range in single particle count mode.  
5.7.1.3.3. In paragraphs 5.7.1.3.(a) and 5.7.1.3.(b) of this Sub-Annex, the selected points shall include a nominal 
zero concentration point produced by attaching HEPA filters of at least class H13 of EN 1822:2008, or 
equivalent performance, to the inlet of each instrument. With no calibration factor applied to the PNC 
under calibration, measured concentrations shall be within ± 10 per cent of the standard concentration 
for each concentration, with the exception of the zero point, otherwise the PNC under calibration shall 
be rejected. The gradient from a linear least squares regression of the two data sets shall be calculated 
and recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC 
under calibration. Linearity of response is calculated as the square of the Pearson product moment 
correlation coefficient (r) of the two data sets and shall be equal to or greater than 0.97. In calculating 
both the gradient and r  2 , the linear regression shall be forced through the origin (zero concentration on 
both instruments).  
5.7.1.4. Calibration shall also include a check, according to the requirements of paragraph 4.3.1.3.4.(h) of this 
Sub-Annex, on the PNC’s detection efficiency with particles of 23 nm electrical mobility diameter. A 
check of the counting efficiency with 41 nm particles is not required.EN 7.7.2017 Official Journal of the European Union L 175/515
 
5.7.2. Calibration/validation of the VPR  
5.7.2.1. Calibration of the VPR’s particle concentration reduction factors across its full range of dilution settings, 
at the instrument’s fixed nominal operating temperatures, shall be required when the unit is new and 
following any major maintenance. The periodic validation requirement for the VPR’s particle concen ­
tration reduction factor is limited to a check at a single setting, typical of that used for measurement on 
particulate filter-equipped vehicles. The approval authority shall ensure the existence of a calibration or 
validation certificate for the VPR within a 6-month period prior to the emissions test. If the VPR 
incorporates temperature monitoring alarms, a 13 month validation interval is permitted.  
It is recommended that the VPR is calibrated and validated as a complete unit.  
The VPR shall be characterised for particle concentration reduction factor with solid particles of 30, 50 
and 100 nm electrical mobility diameter. Particle concentration reduction factors f  r (d) for particles of 30 
nm and 50 nm electrical mobility diameters shall be no more than 30 per cent and 20 per cent higher 
respectively, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility 
diameter. For the purposes of validation, the arithmetic average of the particle concentration reduction 
factor shall be within ± 10 per cent of the arithmetic average particle concentration reduction factor  f r 
determined during the primary calibration of the VPR.  
5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electrical mobility 
diameter and a minimum concentration of 5 000 particles per cm  3 at the VPR inlet. As an option, a 
polydisperse aerosol with an electrical mobility median diameter of 50 nm may be used for validation. 
The test aerosol shall be thermally stable at the VPR operating temperatures. Particle number concen ­
trations shall be measured upstream and downstream of the components.  
The particle concentration reduction factor for each monodisperse particle size, f  r (d i ), shall be calculated 
using the following equation:  
f r ðd i Þ ¼ N in ðd i Þ 
N out ðd i Þ 
where:  
N in (d i ) is the upstream particle number concentration for particles of diameter d  i ; 
N out (d i ) is the downstream particle number concentration for particles of diameter d  i ; 
d i is the particle electrical mobility diameter (30, 50 or 100 nm).  
N in (d i ) and N  out (d i ) shall be corrected to the same conditions.  
The arithmetic average particle concentration reduction factor  f r at a given dilution setting shall be 
calculated using the following equation:  
f r ¼ f r ð30nmÞ þ f r ð50nmÞ þ f r ð100nmÞ 
3 
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic average particle concentration 
reduction factor  f v at the dilution setting used for validation shall be calculated using the following 
equation:  
f v ¼ N in 
N outEN L 175/516 Official Journal of the European Union 7.7.2017
 
where:  
N in is the upstream particle number concentration;  
N out is the downstream particle number concentration.  
5.7.2.3. The VPR shall demonstrate greater than 99.0 per cent removal of tetracontane (CH  3 (CH  2 ) 38 CH  3 ) particles 
of at least 30 nm electrical mobility diameter with an inlet concentration ≥ 10 000 per cm  3 when 
operated at its minimum dilution setting and manufacturers recommended operating temperature.  
5.7.3. PN measurement system check procedures  
5.7.3.1. On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC 
nominal flow rate when checked with a calibrated flow meter.  
5.8. Accuracy of the mixing device  
In the case that a gas divider is used to perform the calibrations as defined in paragraph 5.2. of this Sub- 
Annex, the accuracy of the mixing device shall be such that the concentrations of the diluted calibration 
gases may be determined to within ± 2 per cent. A calibration curve shall be verified by a mid-span 
check as described in paragraph 5.3. of this Sub-Annex. A calibration gas with a concentration below 50 
per cent of the analyser range shall be within 2 per cent of its certified concentration.  
6. Reference gases  
6.1. Pure gases  
6.1.1. All values in ppm mean V-ppm (vpm)  
6.1.2. The following pure gases shall be available, if necessary, for calibration and operation:  
6.1.2.1. Nitrogen:  
Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO  2 , ≤ 0,1 ppm NO, < 0,1 ppm NO  2 , < 0,1 ppm N  2 O, < 
0,1 ppm NH  3 ; 
6.1.2.2. Synthetic air:  
Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO  2 , ≤ 0,1 ppm NO; oxygen content between 18 and 21 
per cent volume;  
6.1.2.3. Oxygen:  
Purity: > 99,5 per cent vol. O  2 ; 
6.1.2.4. Hydrogen (and mixture containing helium or nitrogen):  
Purity: ≤ 1 ppm C1, ≤ 400 ppm CO  2 ; hydrogen content between 39 and 41 per cent volume;  
6.1.2.5. Carbon monoxide:  
Minimum purity 99,5 per cent;  
6.1.2.6. Propane:  
Minimum purity 99,5 per cent.EN 7.7.2017 Official Journal of the European Union L 175/517
 
6.2. Calibration gases  
6.2.1. The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given 
below.  
Mixtures of gases having the following compositions shall be available with bulk gas specifications 
according to paragraphs 6.1.2.1. or 6.1.2.2. of this Sub-Annex:  
(a) C  3 H 8 in synthetic air (see paragraph 6.1.2.2. of this Sub-Annex);  
(b) CO in nitrogen;  
(c) CO  2 in nitrogen;  
(d) CH  4 in synthetic air;  
(e) NO in nitrogen (the amount of NO  2 contained in this calibration gas shall not exceed 5 per cent of 
the NO content);EN L 175/518 Official Journal of the European Union 7.7.2017
 
Sub-Annex 6  
Type 1 test procedures and test conditions  
1. Test procedures and test conditions  
1.1 Description of tests  
1.1.1. The Type 1 test is used to verify the emissions of gaseous compounds, particulate matter, particle number, 
CO  2 mass emission, fuel consumption, electric energy consumption and electric ranges over the applicable 
WLTP test cycle.  
1.1.1.1. The tests shall be carried out according to the method described in paragraph 1.2. of this Sub-Annex or 
paragraph 3. of Sub-Annex 8 for pure electric, hybrid electric and compressed hydrogen fuel cell hybrid 
vehicles. Exhaust gases, particulate matter and particles shall be sampled and analysed by the prescribed 
methods.  
1.1.2. The number of tests shall be determined according to the flowchart in Figure A6/1. The limit value is the 
maximum allowed value for the respective criteria pollutant as specified in Annex I of Regulation (EC) 
No 715/2007.  
1.1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to 
single phases.  
1.1.2.2. The test results shall be the values after the REESS energy change-based, Ki and ATCT corrections are 
applied.  
1.1.2.3. Determination of total cycle values  
1.1.2.3.1. If during any of the tests a criteria emissions limit is exceeded, the vehicle shall be rejected.  
1.1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle value of the 
CO  2 mass emission, the electric energy consumption, fuel consumption for NOVC-FCHV as well as PER 
and AER according to Table A6/1.  
1.1.2.3.3. The declared value of the electric energy consumption for OVC-HEVs under charge-depleting operating 
condition shall not be determined according to Figure A6/1. It shall be taken as the type approval value if 
the declared CO  2 value is accepted as the approval value. If that is not the case, the measured value of 
electric energy consumption shall be taken as the type approval value.  
1.1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled, all values declared by the  
manufacturer shall be accepted as the type approval value. If any one of the criteria in row 1 of the 
applicable Table A6/2 is not fulfilled, a second test shall be performed with the same vehicle.  
1.1.2.3.5. After the second test, the arithmetic average results of the two tests shall be calculated. If all criteria in row 
2 of the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the 
manufacturer shall be accepted as the type approval value. If any one of the criteria in row 2 of the 
applicable Table A6/2 is not fulfilled, a third test shall be performed with the same vehicle.  
1.1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculated. For all parameters 
which fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be 
taken as the type approval value. For any parameter which does not fulfil the corresponding criterion in 
row 3 of the applicable Table A6/2, the arithmetic average result shall be taken as the type approval value.  
1.1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or 
second test, at the request of the manufacturer and with the approval of the approval authority, the values 
may be re-declared as higher values for emissions or consumption, or as lower values for electric ranges, in 
order to reduce the required number of tests for type approval.EN 7.7.2017 Official Journal of the European Union L 175/519
 
1.1.2.3.8. dCO2  1 , dCO2  2 and dCO2  3 determination.  
1.1.2.3.8.1. Without prejudice to the requirement of paragraph 1.1.2.3.8.2., the following values for dCO2  1 , dCO2  2 
and dCO2  3 shall be used in relation to the criteria for the number of tests in Table A6/2:  
dCO2  1 = 0,990  
dCO2  2 = 0,995  
dCO2  3 = 1,000  
1.1.2.3.8.2. If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and 
the dCO2x value is below 1,0, the dCO2x value shall be replaced by 1,0.  
1.1.2.3.9. In the case that a test result or an average of test results was taken and confirmed as the type approval 
value, this result shall be referred to as ‘declared value’ for further calculations.  
Table A6/1  
Applicable rules for a manufacturer’s declared values (total cycle values)  ( 1 ) 
Vehicle type  M CO2 ( 2 ) 
(g/km)  FC 
(kg/100 km)  Electric energy 
consumption (  3 ) 
(Wh/km)  All electric range / 
Pure Electric 
Range (  3 ) 
(km)  
Vehicles tested according to 
Sub-Annex 6 (ICE)  M CO2 
Paragraph 3. of 
Sub-Annex 7  — —  —  
NOVC-FCHV  —  FC CS 
Paragraph 
4.2.1.2.1. of 
Annex 8  — —  
NOVC-HEV  M CO2,CS  
Paragraph 4.1.1. 
of Sub-Annex 8  — —  —  
OVC-HEV  CD M CO2,CD  
Paragraph 4.1.2. 
of Sub-Annex 8  — EC AC,CD  
Paragraph 4.3.1. 
of Sub-Annex 8  AER 
Paragraph 
4.4.1.1. of Sub- 
Annex 8  
CS M CO2,CS  
Paragraph 4.1.1. 
of Sub-Annex 8  — —  —  
PEV  —  —  EC WLTC  
Paragraph 
4.3.4.2. of Sub- 
Annex 8  PER  WLTC  
Paragraph 4.4.2. 
of Sub-Annex 8  
( 1 ) The declared value shall be the value that the necessary corrections are applied (i.e. Ki correction and the other 
regional corrections) 
( 2 ) Rounding xxx.xx 
( 3 ) Rounding xxx.xEN L 175/520 Official Journal of the European Union 7.7.2017
 
Figure A6/1  
Flowchart for the number of Type 1 tests
EN 7.7.2017 Official Journal of the European Union L 175/521
 
Table A6/2  
Criteria for number of tests  
For ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sustaining Type 1 test.  
Test  Judgement parameter  Criteria emission  M  CO2 
Row 1  First test  First test results  ≤ Regulation limit × 0,9  ≤ Declared value × dCO2  1 
Row 2  Second test  Arithmetic average 
of the first and 
second test results  ≤ Regulation limit × 
1,0 (  1 ) ≤ Declared value × dCO2  2 
Row 3  Third test  Arithmetic average 
of three test results  ≤ Regulation limit × 
1,0 (  1 ) ≤ Declared value × dCO2  3 
( 1 ) Each test result also shall be fulfilled the regulation limit.  
For OVC-HEVs charge-depleting Type 1 test.  
Test  Judgement parameter  Criteria emissions  M  CO2,CD  AER  
Row 1  First test  First test results  ≤ Regulation limit 
× 0,9 (  1 ) ≤ Declared value 
× dCO2  1 ≥ Declared value × 
1,0 
Row 2  Second 
test Arithmetic 
average of the first 
and second test 
results  ≤ Regulation limit 
× 1,0 (  2 ) ≤ Declared value 
× dCO2  2 ≥ Declared value × 
1,0 
Row 3  Third 
test Arithmetic 
average of three 
test results  ≤ Regulation limit 
× 1,0 (  2 ) ≤ Declared value 
× dCO2  3 ≥ Declared value × 
1,0 
( 1 ) ‘0,9’ shall be replaced by ‘1,0’ for charge depleting Type 1 test for OVC-HEVs, only if the charge depleting test 
contains two or more applicable WLTC cycles. 
( 2 ) Each test result shall fulfil the regulation limit.  
For PEVs  
Test  Judgement parameter  Electric energy consumption  PER  
Row 1  First test  First test results  ≤ Declared value × 1,0  ≥ Declared value × 1,0  
Row 2  Second test  Arithmetic average 
of the first and 
second test results  ≤ Declared value × 1,0  ≥ Declared value × 1,0  
Row 3  Third test  Arithmetic average 
of three test results  ≤ Declared value × 1,0  ≥ Declared value × 1,0  
For NOVC-FCHVs  
Test  Judgement parameter  FC  CS 
Row 1  First test  First test results  ≤ Declared value × 1,0  
Row 2  Second test  Arithmetic average of the first and second test 
results  ≤ Declared value × 1,0  
Row 3  Third test  Arithmetic average of three test results  ≤ Declared value × 1,0EN L 175/522 Official Journal of the European Union 7.7.2017
 
1.1.2.4. Determination of phase-specific values  
1.1.2.4.1. Phase-specific value for CO  2 
1.1.2.4.1.1. After the total cycle declared value of the CO  2 mass emission is accepted, the arithmetic average of the 
phase-specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to 
compensate for the difference between the declared value and the test results. This corrected value shall be 
the type approval value for CO  2 . 
CO2  A F ¼ Declared value 
Phase combined value  
where: 
Phase combined value  ¼ CO2  ave  L Ü D L þ CO2  ave  M Ü D M þ CO2  ave  H Ü D H þ CO2  ave  exH Ü D exH 
D L þ D M þ D H þ D exH 
where:  
CO2  ave  L is the arithmetic average CO  2 mass emission result for the L phase test result(s), g/km;  
CO2  ave  M is the arithmetic average CO  2 mass emission result for the M phase test result(s), g/km;  
CO2  ave  H is the arithmetic average CO  2 mass emission result for the H phase test result(s), g/km;  
CO2  ave  exH is the arithmetic average CO  2 mass emission result for the exH phase test result(s), g/km;  
D L is theoretical distance of phase L, km;  
D M is theoretical distance of phase M, km;  
D H is theoretical distance of phase H, km;  
D exH is theoretical distance of phase exH, km.  
1.1.2.4.1.2. If the total cycle declared value of the CO  2 mass emission is not accepted, the type approval phase-specific 
CO  2 mass emission value shall be calculated by taking the arithmetic average of the all test results for the 
respective phase.  
1.1.2.4.2. Phase-specific values for fuel consumption  
1.1.2.4.2.1. The fuel consumption value shall be calculated by the phase-specific CO  2 mass emission using the 
equations in paragraph 1.1.2.4.1. of this Sub-Annex and the arithmetic average of the emissions.  
1.1.2.4.3. Phase-specific value for electric energy consumption, PER and AER.  
1.1.2.4.3.1. The phase-specific electric energy consumption and the phase-specific electric ranges are calculated by 
taking the arithmetic average of the phase specific values of the test result(s), without an adjustment factor.  
1.2. Type 1 test conditions  
1.2.1. Overview  
1.2.1.1. The Type 1 test shall consist of prescribed sequences of dynamometer preparation, fuelling, soaking, and 
operating conditions.  
1.2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for 
the interpolation family. A proportional part of the diluted exhaust emissions shall be collected 
continuously for subsequent analysis using a constant volume sampler.  
1.2.1.3. Background concentrations shall be measured for all compounds for which dilute mass emissions 
measurements are conducted. For exhaust emissions testing, this requires sampling and analysis of the 
dilution air.EN 7.7.2017 Official Journal of the European Union L 175/523
 
1.2.1.3.1. Background particulate measurement  
1.2.1.3.1.1. Where the manufacturer requests subtraction of either dilution air or dilution tunnel background 
particulate mass from emissions measurements, these background levels shall be determined according 
to the procedures listed in paragraphs 1.2.1.3.1.1.1. to 1.2.1.3.1.1.3. inclusive of this Sub-Annex.  
1.2.1.3.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at 
the flow rate of the test.  
1.2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted.  
1.2.1.3.1.1.3. Where subtraction of the background contribution gives a negative result, the background level shall be 
considered to be zero.  
1.2.1.3.1.2. Dilution air background particulate mass level shall be determined by passing filtered dilution air through 
the particulate background filter. This shall be drawn from a point immediately downstream of the 
dilution air filters. Background levels in g/m  3 shall be determined as a rolling arithmetic average of at 
least 14 measurements with at least one measurement per week.  
1.2.1.3.1.3. Dilution tunnel background particulate mass level shall be determined by passing filtered dilution air 
through the particulate background filter. This shall be drawn from the same point as the particulate 
matter sample. Where secondary dilution is used for the test, the secondary dilution system shall be active 
for the purposes of background measurement. One measurement may be performed on the day of test, 
either prior to or after the test.  
1.2.1.3.2. Background particle number determination  
1.2.1.3.2.1. Where a manufacturer requests a background correction, these background levels shall be determined as 
follows:  
1.2.1.3.2.1.1. The background value may be either calculated or measured. The maximum permissible background 
correction shall be related to the maximum allowable leak rate of the particle number measurement 
system (0,5 particles per cm  3 ) scaled from the particle concentration reduction factor, PCRF, and the 
CVS flow rate used in the actual test;  
1.2.1.3.2.1.2. Either the approval authority or the manufacturer may request that actual background measurements are 
used instead of calculated ones.  
1.2.1.3.2.1.3. Where subtraction of the background contribution gives a negative result, the PN result shall be considered 
to be zero.  
1.2.1.3.2.2. Dilution air background particle number level shall be determined by sampling filtered dilution air. This 
shall be drawn from a point immediately downstream of the dilution air filters into the PN measurement 
system. Background levels in particles per cm  3 shall be determined as a rolling arithmetic average of least 
14 measurements with at least one measurement per week.  
1.2.1.3.2.3. Dilution tunnel background particle number level shall be determined by sampling filtered dilution air. 
This shall be drawn from the same point as the PN sample. Where secondary dilution is used for the test 
the secondary dilution system shall be active for the purposes of background measurement. One 
measurement may be performed on the day of test, either prior to or after the test using the actual 
PCRF and the CVS flow rate utilised during the test.EN L 175/524 Official Journal of the European Union 7.7.2017
 
1.2.2. General test cell equipment  
1.2.2.1. Parameters to be measured  
1.2.2.1.1. The following temperatures shall be measured with an accuracy of ± 1,5 °C:  
(a) Test cell ambient air;  
(b) Dilution and sampling system temperatures as required for emissions measurement systems defined in 
Sub-Annex 5.  
1.2.2.1.2. Atmospheric pressure shall be measurable with a resolution of ± 0,1 kPa.  
1.2.2.1.3. Specific humidity H shall be measurable with a resolution of ± 1 g H  2 O/kg dry air.  
1.2.2.2. Test cell and soak area  
1.2.2.2.1. Test cell  
1.2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within 
± 5 °C. The air temperature and humidity shall be measured at the test cell’s cooling fan outlet at a 
minimum frequency of 1 Hz. For the temperature at the start of the test, see paragraph 1.2.8.1. in 
Sub-Annex 6.  
1.2.2.2.1.2. The specific humidity H of either the air in the test cell or the intake air of the engine shall be such that:  
5,5 Ï H Ï 12,2 ðg H  2 O=kg dry airÞ 
1.2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 1 Hz.  
1.2.2.2.2. Soak area  
The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be 
within ± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from 
the set point. The temperature shall be measured continuously at a minimum frequency of 1 Hz.  
1.2.3. Test vehicle  
1.2.3.1. General  
The test vehicle shall conform in all its components with the production series, or, if the vehicle is 
different from the production series, a full description shall be included in all relevant test reports. In 
selecting the test vehicle, the manufacturer and approval authority shall agree which vehicle model is 
representative for the interpolation family.  
For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the 
case of a road load matrix family, for the measurement of emissions, the road load as calculated for vehicle 
H M according to paragraph 5.1. of Sub-Annex 4 shall be applied.  
If at the request of the manufacturer the interpolation method is used (see paragraph 3.2.3.2. of Sub- 
Annex 7), an additional measurement of emissions shall be performed with the road load as determined 
with test vehicle L. Tests on vehicles H and L should be performed with the same test vehicle and shall be 
tested with the shortest final transmission ratio within the interpolation family. In the case of a road load 
matrix family, an additional measurement of emissions shall be performed with the road load as calculated 
for vehicle L  M according to paragraph 5.1. of Sub-Annex 4.  
1.2.3.2. CO  2 interpolation range  
The interpolation method shall only be used if the difference in CO  2 between test vehicles L and H is 
between a minimum of 5 and a maximum of 30 g/km or 20 per cent of the CO  2 emissions from vehicle 
H, whichever value is the lower.EN 7.7.2017 Official Journal of the European Union L 175/525
 
At the request of the manufacturer and with approval of the approval authority, the interpolation line may 
be extrapolated to a maximum of 3 g/km above the CO  2 emission of vehicle H and/or below the CO  2 
emission of vehicle L. This extension is valid only within the absolute boundaries of the interpolation 
range specified above.  
This paragraph is not applicable for the difference in CO  2 between vehicles H  M and L  M of a road load 
matrix family.  
1.2.3.3. Run-in  
The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 
3 000 and 15 000 km before the test. The engine, transmission and vehicle shall be run-in in accordance 
with the manufacturer’s recommendations.  
1.2.4. Settings  
1.2.4.1. Dynamometer settings and verification shall be performed according to Sub-Annex 4.  
1.2.4.2. Dynamometer operation  
1.2.4.2.1. Auxiliary devices shall be switched off or deactivated during dynamometer operation unless their operation 
is required.  
1.2.4.2.2. The vehicle’s dynamometer operation mode, if any, shall be activated by using the manufacturer's 
instruction (e.g. using vehicle steering wheel buttons in a special sequence, using the manufacturer’s 
workshop tester, removing a fuse).  
The manufacturer shall provide the approval authority a list of the deactivated devices and justification for 
the deactivation. The dynamometer operation mode shall be approved by the approval authority and the 
use of a dynamometer operation mode shall be included in all relevant test reports.  
1.2.4.2.3. The dynamometer operation mode shall not activate, modulate, delay or deactivate the operation of any 
part that affects the emissions and fuel consumption under the test conditions. Any device that affects the 
operation on a chassis dynamometer shall be set to ensure a proper operation.  
1.2.4.2.4. If the test vehicle is tested in a two-wheel drive (2WD) mode, the test vehicle shall be tested on a single- 
axis chassis dynamometer which fulfils the requirements according to paragraph 2. of Sub-Annex 5. At the 
request of the manufacturer and with the approval of the approval authority, the vehicle may be tested on 
a dual-axis chassis dynamometer.  
1.2.4.2.5. If the test vehicle is tested in a mode which under WLTP conditions would enter into partially or 
permanent four-wheel drive (4WD) operation over the applicable cycle, the test vehicle shall be tested 
on a dual-axis chassis dynamometer which fulfils the requirements according to paragraph 2.3. of Sub- 
Annex 5.  
At the request of the manufacturer and with the approval of the approval authority, the vehicle may be 
tested on a single-axis chassis dynamometer if the following conditions are met:  
(a) the test vehicle is converted to permanent 2WD operation in all test modes;  
(b) the manufacturer provides evidence to the approval authority that the CO  2 , fuel consumption and/or 
electrical energy consumption of the converted vehicle is the same or higher as for the non-converted 
vehicle being tested on a dual-axis chassis dynamometer.  
1.2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected.  
1.2.4.4. The settings of the powertrain and vehicle controls shall be those prescribed by the manufacturer for series 
production.EN L 175/526 Official Journal of the European Union 7.7.2017
 
1.2.4.5. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be 
increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Sub-Annex 4. The 
same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The 
tyre pressure used shall be included in all relevant test reports.  
1.2.4.6. Reference fuel  
1.2.4.6.1. The appropriate reference fuel as defined in Annex IX shall be used for testing.  
1.2.4.7. Test vehicle preparation  
1.2.4.7.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of 
the fuel.  
1.2.4.7.2. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a 
fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust 
sample collection.  
1.2.4.7.3. For PM sampling during a test when the regenerating device is in a stabilized loading condition (i.e. the 
vehicle is not undergoing a regeneration), it is recommended that the vehicle has completed > 1/3 of the 
mileage between scheduled regenerations or that the periodically regenerating device has undergone 
equivalent loading off the vehicle.  
1.2.5. Preliminary testing cycles  
1.2.5.1. Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace 
within the prescribed limits.  
1.2.6. Test vehicle preconditioning  
1.2.6.1. The fuel tank (or fuel tanks) shall be filled with the specified test fuel. If the existing fuel in the fuel tank 
(or fuel tanks) does not meet the specifications contained in paragraph 1.2.4.6. of this Sub-Annex, the 
existing fuel shall be drained prior to the fuel fill. The evaporative emission control system shall neither be 
abnormally purged nor abnormally loaded.  
1.2.6.2. REESSs charging  
Before the preconditioning test cycle, the REESSs shall be fully charged. At the request of the manufacturer, 
charging may be omitted before preconditioning. The REESSs shall not be charged again before official 
testing.  
1.2.6.3. The test vehicle shall be moved to the test cell and the operations listed in paragraphs 1.2.6.3.1. to 
1.2.6.3.9. inclusive shall be performed.  
1.2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated 
through the applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamometer 
load.  
1.2.6.3.2. The dynamometer load shall be set according to paragraphs 7. and 8. of Sub-Annex 4.  
1.2.6.3.3. During preconditioning, the test cell temperature shall be the same as defined for the Type 1 test 
(paragraph 1.2.2.2.1. of this Sub-Annex).  
1.2.6.3.4. The drive-wheel tyre pressure shall be set in accordance with paragraph 1.2.4.5. of this Sub-Annex.  
1.2.6.3.5. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for vehicles 
with positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled 
with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on 
the second reference fuel.EN 7.7.2017 Official Journal of the European Union L 175/527
 
1.2.6.3.6. For preconditioning, the applicable WLTC shall be driven. Starting the engine and driving shall be 
performed according to paragraph 1.2.6.4. of this Sub-Annex.  
The dynamometer shall be set according to Sub-Annex 4.  
1.2.6.3.7. At the request of the manufacturer or approval authority, additional WLTCs may be performed in order to 
bring the vehicle and its control systems to a stabilized condition.  
1.2.6.3.8. The extent of such additional preconditioning shall be included in all relevant test reports.  
1.2.6.3.9. In a test facility in which there may be possible contamination of a low particulate emitting vehicle test 
with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the 
purpose of sampling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 
minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running 
is permissible for sampling equipment preconditioning if required. Dilution tunnel background 
measurements shall be taken after the tunnel preconditioning, and prior to any subsequent vehicle testing.  
1.2.6.4. The powertrain start procedure shall be initiated by means of the devices provided for this purpose 
according to the manufacturer's instructions.  
A non-vehicle initiated switching of mode of operation during the test shall not be permitted unless 
otherwise specified.  
1.2.6.4.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as 
anticipated or the vehicle displays a start error, the test is void, preconditioning tests shall be repeated 
and a new test shall be driven.  
1.2.6.4.2. The cycle starts on initiation of the powertrain start procedure.  
1.2.6.4.3. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on 
petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time that 
cannot be changed by the driver.  
1.2.6.4.4. During stationary/idling vehicle phases, the brakes shall be applied with appropriate force to prevent the 
drive wheels from turning.  
1.2.6.4.5. During the test, speed shall be measured against time or collected by the data acquisition system at a 
frequency of not less than 1 Hz so that the actual driven speed can be assessed.  
1.2.6.4.6. The distance actually driven by the vehicle shall be included in all relevant test sheets for each WLTC 
phase.  
1.2.6.5. Use of the transmission  
1.2.6.5.1. Manual shift transmission  
The gear shift prescriptions specified in Sub-Annex 2 shall be followed. Vehicles tested according to Sub- 
Annex 8 shall be driven according to paragraph 1.5. of that Sub-Annex.  
Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC 
shall be operated with the accelerator control fully activated until they once again reach the required speed 
trace. Speed trace violations under these circumstances shall not void a test. Deviations from the driving 
cycle shall be included in all relevant test sheets.  
1.2.6.5.1.1. The tolerances given in paragraph 1.2.6.6. of this Sub-Annex shall apply.  
1.2.6.5.1.2. The gear change shall be started and completed within ± 1,0 second of the prescribed gear shift point.EN L 175/528 Official Journal of the European Union 7.7.2017
 
1.2.6.5.1.3. The clutch shall be depressed within ± 1,0 second of the prescribed clutch operating point.  
1.2.6.5.2. Automatic shift transmission  
1.2.6.5.2.1. Vehicles equipped with automatic shift transmissions shall be tested in the predominant mode. The 
accelerator control shall be used in such a way as to accurately follow the speed trace.  
1.2.6.5.2.2. Vehicles equipped with automatic shift transmissions with driver-selectable modes shall fulfill the limits of 
criteria emissions in all automatic shift modes used for forward driving. The manufacturer shall give 
appropriate evidence to the approval authority. On the basis of technical evidence provided by the 
manufacturer and with the agreement of the approval authority, the dedicated driver-selectable modes 
for very special limited purposes shall not be considered (e.g. maintenance mode, crawler mode).  
1.2.6.5.2.3. The manufacturer shall give evidence to the approval authority of the existence of a mode that fulfils the 
requirements of paragraph 3.5.9. of this Annex. With the agreement of the approval authority, the 
predominant mode may be used as the only mode for the determination of criteria emissions, CO  2 
emissions, and fuel consumption. Notwithstanding the existence of a predominant mode, the criteria 
emission limits shall be fulfilled in all considered automatic shift modes used for forward driving as 
described in paragraph 1.2.6.5.2.2. of this Sub-Annex.  
1.2.6.5.2.4. If the vehicle has no predominant mode or the requested predominant mode is not agreed by the approval 
authority as a predominant mode, the vehicle shall be tested in the best case mode and worst case mode 
for criteria emissions, CO  2 emissions, and fuel consumption. Best and worst case modes shall be identified 
by the evidence provided on the CO  2 emissions and fuel consumption in all modes. CO  2 emissions and 
fuel consumption shall be the arithmetic average of the test results in both modes. Test results for both 
modes shall be included in all relevant test reports. Notwithstanding the usage of the best and worst case 
modes for testing, the criteria emission limits shall be fulfilled in all automatic shift modes in consideration 
used for forward driving as described in paragraph 1.2.6.5.2.2. of this Sub-Annex.  
1.2.6.5.2.5. The tolerances given in paragraph 1.2.6.6. of this Sub-Annex shall apply.  
After initial engagement, the selector shall not be operated at any time during the test. Initial engagement 
shall be done 1 second before beginning the first acceleration.  
1.2.6.5.2.6. Vehicles with an automatic transmission with a manual mode shall be tested according paragraph 
1.2.6.5.2. of this Sub-Annex.  
1.2.6.6. Speed trace tolerances  
The following tolerances shall be permitted between the actual vehicle speed and the prescribed speed of 
the applicable test cycles. The tolerances shall not be shown to the driver:  
(a) Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point 
in time;  
(b) Lower limit: 2,0 km/h lower than the lowest point of the trace within ± 1,0 second of the given time.  
See Figure A6/2.  
Speed tolerances greater than those prescribed shall be accepted provided the tolerances are never exceeded 
for more than 1 second on any one occasion.  
There shall be no more than ten such deviations per test.EN 7.7.2017 Official Journal of the European Union L 175/529
 
Figure A6/2  
Speed trace tolerances
  
1.2.6.7. Accelerations  
1.2.6.7.1. The vehicle shall be operated with the appropriate accelerator control movement necessary to accurately 
follow the speed trace.  
1.2.6.7.2. The vehicle shall be operated smoothly, following representative shift points, speeds and procedures.  
1.2.6.7.3. For manual transmissions, the accelerator controller shall be released during each shift and the shift shall 
be accomplished in minimum time.  
1.2.6.7.4. If the vehicle cannot follow the speed trace, it shall be operated at maximum available power until the 
vehicle speed reaches the respective target speed again.  
1.2.6.8. Decelerations  
1.2.6.8.1. During decelerations of the cycle, the driver shall deactivate the accelerator control but shall not manually 
disengage the clutch until the point specified in paragraph 4.(c) of Sub-Annex 2.  
1.2.6.8.1.1. If the vehicle decelerates faster than prescribed by the speed trace, the accelerator control shall be operated 
such that the vehicle accurately follows the speed trace.  
1.2.6.8.1.2. If the vehicle decelerates too slowly to follow the intended deceleration, the brakes shall be applied such 
that it is possible to accurately follow the speed trace.  
1.2.6.9. Unexpected engine stop  
1.2.6.9.1. If the engine stops unexpectedly, the preconditioning or Type 1 test shall be declared void.  
1.2.6.10. After completion of the cycle, the engine shall be switched off. The vehicle shall not be restarted until the 
beginning of the test for which the vehicle has been preconditioned.  
1.2.7. Soaking  
1.2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions 
as specified in paragraph 1.2.2.2.2. of this Sub-Annex.EN L 175/530 Official Journal of the European Union 7.7.2017
 
1.2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine 
compartment cover opened or closed. If not excluded by specific provisions for a particular vehicle, 
cooling may be accomplished by forced cooling down to the set point temperature. If cooling is accel ­
erated by fans, the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust 
after-treatment system is achieved in a homogeneous manner.  
1.2.8. Emission and fuel consumption test (Type 1 test)  
1.2.8.1. The test cell temperature at the start of the test shall be 23 °C ± 3 °C measured at minimum frequency of 
1 Hz. The engine oil temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of 
23 °C.  
1.2.8.2. The test vehicle shall be pushed onto a dynamometer.  
1.2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine.  
1.2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 1.2.4.5. of this 
Sub-Annex.  
1.2.8.2.3. The engine compartment cover shall be closed.  
1.2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the 
engine.  
1.2.8.3. Starting of the powertrain and driving  
1.2.8.3.1. The powertrain start procedure shall be initiated by means of the devices provided for this purpose 
according to the manufacturer's instructions.  
1.2.8.3.2. The vehicle shall be driven as described in paragraphs 1.2.6.4. to 1.2.6.10. inclusive of this Sub-Annex 
over the applicable WLTC, as described in Sub-Annex 1.  
1.2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this Sub-Annex.  
1.2.8.5. Actual vehicle speed shall be sampled with a measurement frequency of 10 Hz and the drive trace indices 
described in paragraph 7. of Sub-Annex 7 shall be calculated and documented.  
1.2.9. Gaseous sampling  
Gaseous samples shall be collected in bags and the compounds analysed at the end of the test or a test 
phase, or the compounds may be analysed continuously and integrated over the cycle.  
1.2.9.1. The following steps shall be taken prior to each test.  
1.2.9.1.1. The purged, evacuated sample bags shall be connected to the dilute exhaust and dilution air sample 
collection systems.  
1.2.9.1.2. Measuring instruments shall be started according to the instrument manufacturers’ instructions.  
1.2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test 
temperature tolerance as specified in paragraph 3.3.5.1. of Sub-Annex 5.  
1.2.9.1.4. Components such as sample lines, filters, chillers and pumps shall be heated or cooled as required until 
stabilised operating temperatures are reached.  
1.2.9.1.5. CVS flow rates shall be set according to paragraph 3.3.4. of Sub-Annex 5, and sample flow rates shall be 
set to the appropriate levels.EN 7.7.2017 Official Journal of the European Union L 175/531
 
1.2.9.1.6. Any electronic integrating device shall be zeroed and may be re-zeroed before the start of any cycle phase.  
1.2.9.1.7. For all continuous gas analysers, the appropriate ranges shall be selected. These may be switched during a 
test only if switching is performed by changing the calibration over which the digital resolution of the 
instrument is applied. The gains of an analyser’s analogue operational amplifiers may not be switched 
during a test.  
1.2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of 
paragraph 6. of Sub-Annex 5.  
1.2.10. Sampling for PM determination  
1.2.10.1. The steps described in paragraphs 1.2.10.1.1. to 1.2.10.1.2.3. inclusive of this Sub-Annex shall be taken 
prior to each test.  
1.2.10.1.1. Filter selection  
1.2.10.1.1.1. A single particulate sample filter without back-up shall be employed for the complete applicable WLTC. In 
order to accommodate regional cycle variations, a single filter may be employed for the first three phases 
and a separate filter for the fourth phase.  
1.2.10.1.2. Filter preparation  
1.2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petri dish protecting against dust contami ­
nation and allowing air exchange, and placed in a weighing chamber (or room) for stabilization.  
At the end of the stabilization period, the filter shall be weighed and its weight shall be included in all 
relevant test sheets. The filter shall subsequently be stored in a closed petri dish or sealed filter holder until 
needed for testing. The filter shall be used within 8 hours of its removal from the weighing chamber (or 
room).  
The filter shall be returned to the stabilization room within 1 hour after the test and shall be conditioned 
for at least 1 hour before weighing.  
1.2.10.1.2.2. The particulate sample filter shall be carefully installed into the filter holder. The filter shall be handled 
only with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. 
The filter holder assembly shall be placed in a sample line through which there is no flow.  
1.2.10.1.2.3. It is recommended that the microbalance be checked at the start of each weighing session, within 24 hours 
of the sample weighing, by weighing one reference item of approximately 100 mg. This item shall be 
weighed three times and the arithmetic average result included in all relevant test sheets. If the arithmetic 
average result of the weighings is ± 5 μg of the result from the previous weighing session, the weighing 
session and balance are considered valid.  
1.2.11. PN sampling  
1.2.11.1. The steps described in paragraphs 1.2.11.1.1. to 1.2.11.1.2. inclusive of this Sub-Annex shall be taken 
prior to each test:  
1.2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for 
sampling;  
1.2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be confirmed 
according to the procedures listed in paragraphs 1.2.11.1.2.1. to 1.2.11.1.2.4. inclusive of this Sub-Annex.  
1.2.11.1.2.1. A leak check, using a filter of appropriate performance attached to the inlet of the entire PN measurement 
system, VPR and PNC, shall report a measured concentration of less than 0.5 particles per cm  3 .EN L 175/532 Official Journal of the European Union 7.7.2017
 
1.2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropriate performance at the PNC inlet, shall report 
a concentration of ≤ 0,2 particles per cm  3 . Upon removal of the filter, the PNC shall show an increase in 
measured concentration to at least 100 particles per cm  3 when sampling ambient air and a return to ≤ 0.2 
particles per cm  3 on replacement of the filter.  
1.2.11.1.2.3. It shall be confirmed that the measurement system indicates that the evaporation tube, where featured in 
the system, has reached its correct operating temperature.  
1.2.11.1.2.4. It shall be confirmed that the measurement system indicates that the diluter PND  1 has reached its correct 
operating temperature.  
1.2.12. Sampling during the test  
1.2.12.1. The dilution system, sample pumps and data collection system shall be started.  
1.2.12.2. The PM and PN sampling systems shall be started.  
1.2.12.3. Particle number shall be measured continuously. The arithmetic average concentration shall be determined 
by integrating the analyser signals over each phase.  
1.2.12.4. Sampling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of 
the cycle.  
1.2.12.5. Sample switching  
1.2.12.5.1. Gaseous emissions  
1.2.12.5.1.1. Sampling from the diluted exhaust and dilution air shall be switched from one pair of sample bags to 
subsequent bag pairs, if necessary, at the end of each phase of the applicable WLTC to be driven.  
1.2.12.5.2. Particulate  
1.2.12.5.2.1. The requirements of paragraph 1.2.10.1.1.1. of this Sub-Annex shall apply.  
1.2.12.6. Dynamometer distance shall be included in all relevant test sheets for each phase.  
1.2.13. Ending the test  
1.2.13.1. The engine shall be turned off immediately after the end of the last part of the test.  
1.2.13.2. The constant volume sampler, CVS, or other suction device shall be turned off, or the exhaust tube from 
the tailpipe or tailpipes of the vehicle shall be disconnected.  
1.2.13.3. The vehicle may be removed from the dynamometer.  
1.2.14. Post-test procedures  
1.2.14.1. Gas analyser check  
1.2.14.1.1. Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be 
checked. The test shall be considered acceptable if the difference between the pre-test and post-test 
results is less than 2 per cent of the calibration gas value.  
1.2.14.2. Bag analysis  
1.2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases 
shall, in any event, be analysed not later than 30 minutes after the end of the cycle phase.  
The gas reactivity time for compounds in the bag shall be taken into consideration.EN 7.7.2017 Official Journal of the European Union L 175/533
 
1.2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to 
zero with the appropriate zero gas.  
1.2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations 
of 70 to 100 per cent of the range.  
1.2.14.2.4. The zero settings of the analysers shall be subsequently rechecked: if any reading differs by more than 2 
per cent of the range from that set in paragraph 1.2.14.2.2. of this Sub-Annex, the procedure shall be 
repeated for that analyser.  
1.2.14.2.5. The samples shall be subsequently analysed.  
1.2.14.2.6. After the analysis, zero and calibration points shall be rechecked using the same gases. The test shall be 
considered acceptable if the difference is less than 2 per cent of the calibration gas value.  
1.2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during 
calibration of the analysers.  
1.2.14.2.8. The content of each of the compounds measured shall be included in all relevant test sheets after 
stabilization of the measuring device.  
1.2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated according to Sub-Annex 7.  
1.2.14.2.10. Calibrations and checks shall be performed either:  
(a) Before and after each bag pair analysis; or  
(b) Before and after the complete test.  
In case (b), calibrations and checks shall be performed on all analysers for all ranges used during the test.  
In both cases, (a) and (b), the same analyser range shall be used for the corresponding ambient air and 
exhaust bags.  
1.2.14.3. Particulate sample filter weighing  
1.2.14.3.1. The particulate sample filter shall be returned to the weighing chamber (or room) no later than 1 hour 
after completion of the test. It shall be conditioned in a petri dish, which is protected against dust 
contamination and allows air exchange, for at least 1 hour, and weighed. The gross weight of the filter 
shall be included in all relevant test sheets.  
1.2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but preferably at the same time as, 
the sample filter weighings. Reference filters shall be of the same size and material as the sample filter.  
1.2.14.3.3. If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, 
the sample filter and reference filters shall be reconditioned in the weighing chamber (or room) and 
reweighed.  
1.2.14.3.4. The comparison of reference filter weighings shall be made between the specific weights and the rolling 
arithmetic average of that reference filter's specific weights. The rolling arithmetic average shall be 
calculated from the specific weights collected in the period after the reference filters were placed in the 
weighing chamber (or room). The averaging period shall be at least one day but not more than 15 days.EN L 175/534 Official Journal of the European Union 7.7.2017
 
1.2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 
80 hours has elapsed following the measurement of gases from the emissions test. If, prior to or at the 80 
hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter 
weighing may be considered valid. If, at the 80 hour point, two reference filters are employed and one 
filter fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that 
the sum of the absolute differences between specific and rolling means from the two reference filters shall 
be less than or equal to 10 μg. 
1.2.14.3.6. In the case that less than half of the reference filters meet the ± 5 μg criterion, the sample filter shall be 
discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 48 
hours. In all other cases, reference filters shall be replaced at least every 30 days and in such a manner that 
no sample filter is weighed without comparison to a reference filter that has been present in the weighing 
chamber (or room) for at least one day.  
1.2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Sub-Annex 5 are not 
met, but the reference filter weighings meet the above criteria, the vehicle manufacturer has the option of 
accepting the sample filter weights or voiding the tests, repairing the weighing chamber (or room) control 
system and re-running the test.EN 7.7.2017 Official Journal of the European Union L 175/535
 
Sub-Annex 6  
Appendix 1  
Emissions test procedure for all vehicles equipped with periodically regenerating systems  
1. General  
1.1. This Appendix defines the specific provisions regarding testing a vehicle equipped with periodically regenerating 
systems as defined in paragraph 3.8.1. of this Annex.  
Upon request of the manufacturer and with approval of the approval authority, a manufacturer may develop an 
alternative procedure to demonstrate its equivalency, including filter temperature, loading quantity and distance 
driven. This may be done on an engine bench or on a chassis dynamometer.  
Alternatively to carrying out the test procedures defined in this Appendix, a fixed K  i value of 1,05 may be used 
for CO  2 and fuel consumption.  
1.2. During cycles where regeneration occurs, emission standards need not apply. If a periodic regeneration occurs at 
least once per Type 1 test and has already occurred at least once during vehicle preparation, it does not require a 
special test procedure. In this case, this Appendix does not apply.  
1.3. The provisions of this Appendix shall apply for the purposes of PM measurements only and not PN measure ­
ments.  
1.4. At the request of the manufacturer, and with approval of the approval authority, the test procedure specific to 
periodically regenerating systems will not apply to a regenerative device if the manufacturer provides data 
demonstrating that, during cycles where regeneration occurs, emissions remain below the emissions limits for 
the relevant vehicle category.  
1.5. At the request of the manufacturer and with the agreement of the approval authority the Extra High phase may 
be excluded for determining the regenerative factor K_i for Class 2 and Class 3 vehicles.  
2. Test Procedure  
The test vehicle shall be capable of inhibiting or permitting the regeneration process provided that this operation 
has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the 
regeneration system and during the preconditioning cycles. It is not permitted during the measurement of 
emissions during the regeneration phase. The emission test shall be carried out with the unchanged, original 
equipment manufacturer's (OEM) control unit. At the request of the manufacturer and with approval of the 
approval authority, an ‘engineering control unit’ which has no effect on original engine calibrations may be used 
during K  i determination.  
2.1. Exhaust emissions measurement between two WLTCs with regeneration events  
2.1.1. The arithmetic average emissions between regeneration events and during loading of the regenerative device 
shall be determined from the arithmetic mean of several approximately equidistant (if more than two) Type 1 
tests. As an alternative, the manufacturer may provide data to show that the emissions remain constant (± 15 
per cent) on WLTCs between regeneration events. In this case, the emissions measured during the Type 1 test 
may be used. In any other case, emissions measurements for at least two Type 1 cycles shall be completed: one 
immediately after regeneration (before new loading) and one as close as possible prior to a regeneration phase. 
All emissions measurements shall be carried out according to this Sub-Annex and all calculations shall be carried 
out according to paragraph 3. of this Appendix.  
2.1.2. The loading process and determination shall be made during the Type 1 driving cycle on a chassis dynamometer 
or on an engine test bench using an equivalent test cycle. These cycles may be run continuously (i.e. without the 
need to switch the engine off between cycles). After any number of completed cycles, the vehicle may be 
removed from the chassis dynamometer and the test continued at a later time.EN L 175/536 Official Journal of the European Union 7.7.2017
 
2.1.3. The number of cycles D between two WLTCs where regeneration events occur, the number of cycles over which 
emission measurements are made n and mass emissions measurement M ′ sij for each compound i over each cycle 
j shall be included in all relevant test sheets.  
2.2. Measurement of emissions during regeneration events  
2.2.1. Preparation of the vehicle, if required, for the emissions test during a regeneration phase, may be completed 
using the preconditioning cycles in paragraph 1.2.6. of this Sub-Annex or equivalent engine test bench cycles, 
depending on the loading procedure chosen in paragraph 2.1.2. of this Sub-Annex.  
2.2.2. The test and vehicle conditions for the Type 1 test described in this Annex apply before the first valid emission 
test is carried out.  
2.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following 
methods:  
2.2.3.1. A ‘dummy’ regenerating system or partial system may be fitted for the preconditioning cycles.  
2.2.3.2. Any other method agreed between the manufacturer and the approval authority.  
2.2.4. A cold start exhaust emissions test including a regeneration process shall be performed according to the 
applicable WLTC.  
2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall be completed. Use of a single 
particulate sample filter for multiple cycles required to complete regeneration is permissible.  
2.2.5.1. If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately, without switching the 
engine off, until complete regeneration has been achieved. In the case that the number of gaseous emission bags 
required for the multiple cycles would exceed the number of bags available, the time necessary to set up a new 
test shall be as short as possible. The engine shall not be switched off during this period.  
2.2.6. The emission values during regeneration M  ri for each compound i shall be calculated according to paragraph 3. 
in this Appendix. The number of applicable test cycles d measured for complete regeneration shall be included 
in all relevant test sheets.  
3. Calculations  
3.1. Calculation of the exhaust and CO  2 emissions, and fuel consumption of a single regenerative system 
M si ¼ P  n 
j¼1 M ′ sij 
n for n ã 1 
M ri ¼ P  d 
j¼1 M ′ rij 
d for d ã 1 
M pi ¼ M si Ü D þ M ri Ü d 
D þ d 
where for each compound i considered:  
M ′ sij are the mass emissions of compound i over test cycle j without regeneration, g/km;  
M ′ rij are the mass emissions of compound i over test cycle j during regeneration, g/km (if , the first WLTC test 
shall be run cold and subsequent cycles hot);EN 7.7.2017 Official Journal of the European Union L 175/537
 
M si are the mean mass emissions of compound i without regeneration, g/km;  
M ri are the mean mass emissions of compound i during regeneration, g/km;  
M pi are the mean mass emissions of compound i, g/km;  
n is the number of test cycles, between cycles where regenerative events occur, during which emissions 
measurements on Type 1 WLTCs are made, ≥ 1; 
d is the number of complete applicable test cycles required for regeneration;  
D is the number of complete applicable test cycles between two cycles where regeneration events occur.  
The calculation of M  pi is shown graphically in Figure A6. App1/1.  
Figure A6.App1/1  
Parameters measured during emissions test during and between cycles where regeneration occurs 
(schematic example, the emissions during D may increase or decrease)
  
3.1.1. Calculation of the regeneration factor K  i for each compound i considered.  
The manufacturer may elect to determine for each compound independently either additive offsets or multi ­
plicative factors.  
K i factor:  K i ¼ M pi 
M si 
K i offset:  K i ¼ M  pi Ä M si 
M si , M  pi and K  i results, and the manufacturer’s choice of type of factor shall be recorded. The K  i result shall be 
included in all relevant test reports. M  si , M  pi and K  i results shall be included in all relevant test sheets.  
K i may be determined following the completion of a single regeneration sequence comprising measurements 
before, during and after regeneration events as shown in Figure A6. App1/1.EN L 175/538 Official Journal of the European Union 7.7.2017
 
3.2. Calculation of exhaust and CO  2 emissions, and fuel consumption of multiple periodic regenerating systems  
The following shall be calculated for (a) one Type 1 operation cycle for criteria emissions and (b) for each 
individual phase for CO  2 emissions and fuel consumption. 
M sik ¼ P  n k 
j¼1 M ′ sik;j 
n k for n  j ã 1 
M rik ¼ P  d k 
j¼1 M ′ rik;j 
d k for d ã 1 
M si ¼ P  x 
k¼1 M sik Ü D k P  x 
k¼1 D k 
M ri ¼ P  x 
k¼1 M rik Ü d k P  x 
k¼1 d k 
M pi ¼ M si Ü P  x 
k¼1 D k þ M ri Ü P  x 
k¼1 d k P  x 
k¼1 ðD k þ d k Þ 
M pi ¼ P  x 
k¼1 ðM sik Ü D k þ M rik Ü d k Þ P  x 
k¼1 ðD k þ d k Þ 
K i factor:  K i ¼ M pi 
M si 
K i offset:  K i ¼ M  pi Ä M si 
where:  
M si are the mean mass emissions of all events k of compound i without regeneration, g/km;  
M ri are the mean mass emissions of all events k of compound i during regeneration, g/km;  
M pi are the mean mass emission of all events k of compound i, g/km;  
M sik are the mean mass emissions of event k of compound i without regeneration, g/km;  
M rik are the mean mass emissions of event k of compound i during regeneration, g/km;  
M ′ sik,j are the mass emissions of event k of compound i in g/km without regeneration measured at point j 
where 1 ≤ j ≤ n k , g/km;  
M ′ rik,j are the mass emissions of event k of compound i during regeneration (when j > 1, the first Type 1 test is 
run cold, and subsequent cycles are hot) measured at test cycle j where 1 ≤ j ≤ d k , g/km;  
n k are the number of complete test cycles of event k, between two cycles where regenerative phases occur, 
during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made, 
≥ 2; 
d k is the number of complete applicable test cycles of event k required for complete regeneration;  
D k is the number of complete applicable test cycles of event k between two cycles where regenerative 
phases occur;  
x is the number of complete regeneration events.  
The calculation of M  pi is shown graphically in Figure A6.App1/2.EN 7.7.2017 Official Journal of the European Union L 175/539
 
Figure A6.App1/2  
Parameters measured during emissions test during and between cycles where regeneration occurs 
(schematic example)
  
The calculation of K  i for multiple periodic regenerating systems is only possible after a certain number of regeneration 
events for each system.  
After performing the complete procedure (A to B, see Figure A6.App1/2), the original starting condition A should be 
reached again.EN L 175/540 Official Journal of the European Union 7.7.2017
 
Sub-Annex 6  
Appendix 2  
Test procedure for electric power supply system monitoring  
1. General  
In the case that NOVC-HEVs and OVC-HEVs are tested, Appendices 2 and 3 of Sub-Annex 8 shall apply.  
This Appendix defines the specific provisions regarding the correction of test results for CO  2 mass emission as a 
function of the energy balance ΔE REESS  for all REESSs.  
The corrected values for CO  2 mass emission shall correspond to a zero energy balance ( ΔE REESS  = 0), and shall be 
calculated using a correction coefficient determined as defined below.  
2. Measurement equipment and instrumentation  
2.1. Current measurement  
REESS depletion shall be defined as negative current.  
2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The 
current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be 
capable of handling the peak currents at engine starts and temperature conditions at the point of measurement.  
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and 
shall include the total REESS current.  
In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority.  
In order to easily measure REESS current using external measuring equipment, manufacturers should preferably 
integrate appropriate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer 
shall support the approval authority by providing the means to connect a current transducer to the REESS cables 
in the manner described above.  
2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value 
of Q, expressed in ampere-hours Ah. The measured current shall be integrated over time, yielding the measured 
value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system.  
2.2. Vehicle on-board data  
2.2.1. Alternatively, the REESS current shall be determined using vehicle-based data. In order to use this measurement 
method, the following information shall be accessible from the test vehicle:  
(a) Integrated charging balance value since last ignition run in Ah;  
(b) Integrated on-board data charging balance value calculated at a minimum sample frequency of 5 Hz;  
(c) The charging balance value via an OBD connector as described in SAE J1962.  
2.2.2. The accuracy of the vehicle on-board REESS charging and discharging data shall be demonstrated by the manu ­
facturer to the approval authority.  
The manufacturer may create a REESS monitoring vehicle family to prove that the vehicle on-board REESS 
charging and discharging data are correct. The accuracy of the data shall be demonstrated on a representative 
vehicle.EN 7.7.2017 Official Journal of the European Union L 175/541
 
The following family criteria shall be valid:  
(a) Identical combustion processes (i.e. positive ignition, compression →ignition, two-stroke, four-stroke);  
(b) Identical charge and/or recuperation strategy (software REESS data module);  
(c) On-board data availability;  
(d) Identical charging balance measured by REESS data module;  
(e) Identical on-board charging balance simulation.  
3. REESS energy change-based correction procedure  
3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the 
vehicle has driven the complete driving cycle.  
3.2. The electricity balance Q measured in the electric power supply system, shall be used as a measure of the 
difference in the REESS energy content at the end of the cycle compared to the beginning of the cycle. The 
electricity balance shall be determined for the total WLTC for the applicable vehicle class.  
3.3. Separate values of Q  phase  shall be logged over the cycle phases required to be driven for the applicable vehicle class.  
3.4. Correction of CO  2 mass emission over the whole cycle as a function of the correction criterion c.  
3.4.1. Calculation of the correction criterion c  
The correction criterion c is the ratio between the absolute value of the electric energy change ΔE REESS,j  and the 
fuel energy and shall be calculated using the following equations: 
c ¼ j ΔE REESS ;j 
E fuel j 
where:  
c is the correction criterion;  
ΔE REESS,j  is the electric energy change of all REESSs over period j determined according to paragraph 4.1. of 
this Appendix, Wh;  
j is, in this paragraph, the whole applicable WLTP test cycle;  
E fuel is the fuel energy according to the following equation: 
E fuel ¼ 10 Ü HV Ü FC  nb Ü d 
where:  
E fuel is the energy content of the consumed fuel over the applicable WLTP test cycle, Wh;  
HV is the heating value according to Table A6.App2/1, kWh/l;  
FC nb is the non-balanced fuel consumption of the Type 1 test, not corrected for the energy balance, determined 
according to paragraph 6. of Sub-Annex 7, l/100 km;  
d is the distance driven over the corresponding applicable WLTP test cycle, km;  
10 conversion factor to Wh.EN L 175/542 Official Journal of the European Union 7.7.2017
 
3.4.2. The correction shall be applied if ΔE REESS  is negative (corresponding to REESS discharging) and the correction 
criterion c calculated according to paragraph 3.4.1. of this Sub-Annex is greater than the applicable tolerance 
according to Table A6.App2/2.  
3.4.3. The correction shall be omitted and uncorrected values shall be used if the correction criterion c calculated 
according to paragraph 3.4.1. of this Sub-Annex is less than the applicable tolerance according to Table 
A6.App2/2.  
3.4.4. The correction may be omitted and uncorrected values may be used if:  
(a) ΔE REESS  is positive (corresponding to REESS charging) and the correction criterion c calculated according to 
paragraph 3.4.1. of this Sub-Annex is greater than the applicable tolerance according to Table A6.App2/2;  
(b) the manufacturer can prove to the approval authority by measurement that there is no relation between 
ΔE REESS  and CO  2 mass emission and ΔE REESS  and fuel consumption respectively.  
Table A6.App2/1  
Energy content of fuel  
Fuel  Petrol  Diesel  
Content Ethanol/Biodiesel, per cent  E10  E85  B7  
Heat value(kWh/l)  8,64  6,41  9,79  
Table A6.App2/2  
RCB correction criteria  
Cycle  low + medium  low + medium + high  low + medium + high + extra 
high  
Correction criterion c  0,015  0,01  0,005  
4. Applying the correction function  
4.1. To apply the correction function, the electric energy change ΔE REESS,j  of a period j of all REESSs shall be calculated 
from the measured current and the nominal voltage:  
ΔE REESS ;j ¼ X  n 
i¼1 ΔE REESS ;j;i 
where:  
ΔE REESS,j,i  is the electric energy change of REESS i during the considered period j, Wh;  
and:  
ΔE REESS ;j;i ¼ 1 
3 600 Ü U REESS Ü Z t end 
t 0 IðtÞ j;i dt 
where:  
U REESS  is the nominal REESS voltage determined according to DIN EN 60050-482, V;  
I(t) j,i is the electric current of REESS i during the considered period j determined according to paragraph 2. of 
this Appendix, A;  
t 0 is the time at the beginning of the considered period j, s;  
t end is the time at the end of the considered period j, s.EN 7.7.2017 Official Journal of the European Union L 175/543
 
i is the index number of the considered REESS;  
n is the total amount of REESS;  
j is the index number for the considered period, where a period shall be any applicable cycle phase, 
combination of cycle phases and the applicable total cycle;  
1 
3 600  is the conversion factor from Ws to Wh.  
4.2. For correction of CO  2 mass emission, g/km, combustion process-specific Willans factors from Table A6.App2/3 
shall be used.  
4.3. The correction shall be performed and applied for the total cycle and for each of its cycle phases separately, and 
shall be included in all relevant test reports.  
4.4. For this specific calculation, a fixed electric power supply system alternator efficiency shall be used:  
η alternator ¼ 0,67 for electric power supply system REESS alternators  
4.5. The resulting CO  2 mass emission difference for the considered period j due to load behaviour of the alternator for 
charging a REESS shall be calculated using the following equation:  
ΔM CO2;j ¼ 0,0036 Ü ΔE REESS ;j Ü 1 
η alternator Ü Willans  factor Ü 1 
d j 
where:  
ΔM CO2,j  is the resulting CO  2 mass emission difference of period j, g/km;  
ΔE REESS,j  is the REESS energy change of the considered period j calculated according to paragraph 4.1. of 
this Appendix, Wh;  
d j is the driven distance of the considered period j, km;  
j is the index number for the considered period, where a period shall be any applicable cycle phase, 
combination of cycle phases and the applicable total cycle;  
0,0036 is the conversion factor from Wh to MJ;  
η alternator  is the efficiency of the alternator according to paragraph 4.4. of this Appendix;  
Willans  factor  is the combustion process specific Willans factor as defined in Table A6.App2/3, gCO  2 /MJ;  
4.5.1. The CO  2 values of each phase and the total cycle shall be corrected as follows:  
M CO2;p;3 ¼ M  CO2;p;1 Ä ΔM CO2;j 
M CO2;c;3 ¼ M  CO2;c;2 Ä ΔM CO2;j 
where:  
ΔM CO2,j  is the result from paragraph 4.5. of this Sub-Annex for a period j, g/km.EN L 175/544 Official Journal of the European Union 7.7.2017
 
4.6. For the correction of CO  2 emission, g/km, the Willans factors in Table A6.App2/2 shall be used.  
Table A6.App2/3  
Willans factors  
Naturally aspirated  Pressure-charged  
Positive ignition  Petrol (E10)  l/MJ  0,0756  0,0803  
gCO  2 /MJ 174  184  
CNG (G20)  m  3 /MJ 0,0719  0,0764  
gCO  2 /MJ 129  137  
LPG  l/MJ  0,0950  0,101  
gCO  2 /MJ 155  164  
E85  l/MJ  0,102  0,108  
gCO  2 /MJ 169  179  
Compression ignition  Diesel (B7)  l/MJ  0,0611  0,0611  
gCO  2 /MJ 161  161EN 7.7.2017 Official Journal of the European Union L 175/545
 
Sub-Annex 6a  
Ambient Temperature Correction Test for the determination of CO  2 emissions under representative regional 
temperature conditions  
1. Introduction  
This Sub-Annex describes the supplemental Ambient Temperature Correction Test (ATCT) procedure to 
determine the CO  2 emissions under representative regional temperature conditions.  
1.1. The CO  2 emissions of ICE vehicles, NOVC-HEVs and the charge sustaining value of OVC-HEVs shall be corrected 
according to the requirements of this Sub14-Annex. No correction is required for the CO  2 value of the charge 
depleting test. No correction is required for an Electric Range.  
2. Ambient Temperature Correction Test (ATCT) Family  
2.1. Only vehicles which are identical with respect to all the following characteristics are permitted to be part of the 
same ATCT Family:  
(a) Powertrain architecture (i.e. internal combustion, hybrid, fuel cell, or electric);  
(b) Combustion process (i.e. two stroke or four stroke);  
(c) Number and arrangement of cylinders;  
(d) Method of engine combustion (i.e. indirect or direct injection);  
(e) Type of cooling system (i.e. air, water, or oil);  
(f) Method of aspiration (i.e. naturally aspirated, or charged);  
(g) Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.);  
(h) Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s));  
(i) Whether or not a particulate trap is installed; and  
(j) Exhaust gas recirculation (with or without, cooled or non-cooled).  
In addition the vehicles shall be similar with respect to the following characteristics:  
(k) The vehicles shall have a variation in engine cylinder capacity of no more than 30 % of the vehicle with the 
lowest capacity; and  
(l) Engine compartment insulation shall be of a similar type regarding material, amount and location of the 
insulation. Manufacturers shall provide evidence (e.g. by CAD drawings) to the approval authority that the 
volume and weight of the installed insulation material is within a tolerance of 10 % to the ATCT measured 
reference vehicle.  
2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered 
to be part of the same ATCT Family:  
(i) the heat capacity, defined by the enthalpy stored in the system, is within a range of 0 to 10 % above the 
enthalpy of the test vehicle; and  
(ii) the OEM can provide evidence to the technical service that the time for heat release at engine start within a 
family is within a range of 0 to 10 % below the time for the heat release of the test vehicle.EN L 175/546 Official Journal of the European Union 7.7.2017
 
2.1.2. Only vehicles that meet the criteria according to paragraph 3.9.4. of this Sub-Annex shall be considered to be 
part of the same ATCT Family.  
3. ATCT Procedure  
The Type 1 test specified in Sub-Annex 6 shall be carried out with the exception of the requirements specified in 
paragraphs 3.1. to 3.9. inclusive of this ATCT Sub-Annex 6a.  
3.1. Ambient conditions for ATCT  
3.1.1. The temperature (T  reg ) at which the vehicle should be soaked and tested for the ATCT shall be 14 °C.  
3.1.2. The minimum soaking time (t  soak_ATCT  ) for the ATCT shall be 9 hours.  
3.2. Test cell and soak area  
3.2.1. Test cell  
3.2.1.1. The test cell shall have a temperature set point equal to T  reg . The actual temperature value shall be within ± 3 °C 
at the start of the test and within ± 5 °C during the test. The air temperature and humidity shall be measured at 
the cooling fan outlet at a minimum frequency of 1 Hz.  
3.2.1.2. The specific humidity (H) of either the air in the test cell or the intake air of the engine shall be such that:  
3,0 Ï H Ï 8,1 ðg H  2 O=kg dry airÞ 
3.2.1.3. The air temperature and humidity shall be measured at the outlet of the vehicle cooling fan at a rate of 1 Hz.  
3.2.2. Soak area  
3.2.2.1. The soak area shall have a temperature set point equal to T  reg and the actual temperature value shall be within 
± 3 °C on a 5 minute running arithmetic average and shall not show a systematic deviation from the set point. 
The temperature shall be measured continuously at a minimum frequency of 1 Hz.  
3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient 
temperature around the vehicle and shall be checked by the technical service.  
The sensor shall be at least 10 cm away from the wall of the soak area and shall be shielded against direct air 
flow.  
The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convection 
flow representative for the dimension of the room (no forced convection).  
3.3. Test vehicle  
3.3.1. The vehicle to be tested shall be representative for the family for which the ATCT data are determined (as 
described in paragraph 2.3. of this Sub-Annex).  
3.3.2. From the ATCT Family, the Interpolation Family with the lowest engine capacity shall be selected (see paragraph 
2 of this Sub-Annex), and the test vehicle shall be in the ‘vehicle H’ configuration of this family.  
3.3.3. Where applicable, the vehicle with the lowest enthalpy of the active heat storage device and the slowest heat 
release for the active heat storage device from the ATCT Family shall be selected.  
3.3.4. The test vehicle shall meet the requirements detailed in paragraph 1.2.3. of Sub-Annex 6.  
3.4. Settings  
3.4.1. Road load and dynamometer settings shall be as specified in Sub-Annex 4.EN 7.7.2017 Official Journal of the European Union L 175/547
 
To take account of the difference in air density at 14 °C when compared to the air density at 20 °C, the chassis 
dynamometer shall be set as specified in paragraphs 7. and 8. of Sub-Annex 4 with the exception that f  2_TReg  
from the following equation shall be used as the target coefficient C  t . 
f 2_TReg ¼ f 2 Ü ðT ref þ 273Þ=ðT reg þ 273Þ 
where:  
f 2 is the second order road load coefficient, at reference conditions, N/(km/h)  2 ; 
T ref is the road load reference temperature as specified in paragraph 3.2.10. of this Annex, C;  
T reg is the regional temperature, as defined in paragraph 3.1.1., C.  
In the case that a valid chassis dynamometer setting of the 23 °C test is available, the second order chassis 
dynamometer coefficient of, C  d , shall be adapted according to the following equation:  
C d_Treg ¼ C d þ ðf 2_TReg Ä f 2 Þ 
3.5. Preconditioning  
3.5.1. The vehicle shall be preconditioned as described in paragraph 1.2.6. of Sub-Annex 6. At the request of the 
manufacturer preconditioning may be undertaken at T  reg . 
3.6. Soak procedure  
3.6.1. After preconditioning and before testing, vehicles shall be kept in a soak area with the ambient conditions 
described in paragraph 3.2.2. of this Sub-Annex.  
3.6.2. The transfer from the preconditioning to the soak area shall be undertaken as quickly as possible, within a 
maximum of 10 minutes.  
3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the 
beginning of the ATCT test is equal to t  soak_ATCT  with a tolerance of an additional 15 minutes. At the request of 
the manufacturer, and upon approval of the approval authority, t  soak_ATCT  can be extended by up to 120 
minutes. In this case, the extended time shall be used for the cool down specified in paragraph 3.9. of this 
Sub-Annex.  
3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under 
normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall 
be recorded.  
3.6.5. The transfer from the soak area to the test cell shall be undertaken as quickly as possible. The vehicle shall not 
be exposed to a temperature different from T  reg for longer than 10 minutes.  
3.6.6. In the case that this test vehicle serves as the reference vehicle for an ATCT Family, an additional soak at 23 °C, 
as specified in paragraph 3.9., shall be undertaken.  
3.7. ATCT Test  
3.7.1. The test cycle shall be the applicable WLTC specified in Sub-Annex 1 for that class of vehicle.  
3.7.2. The procedures for undertaking the emissions test as specified in Sub-Annex 6 shall be followed, with the 
exception that the ambient conditions for the test cell shall be those as described in paragraph 3.2.1. of this Sub- 
Annex.EN L 175/548 Official Journal of the European Union 7.7.2017
 
3.8. Calculation and Documentation  
3.8.1. The family correction factor,  FCF , shall be calculated as follows:  
FCF ¼ M  CO2;Treg=M CO2,23°  
where  
M CO2,23°  are the CO  2 mass emission over the complete WLTC cycle of the Type 1 test at 23 °C of vehicle H, 
after Step 3 of Table A7/1 of Sub-Annex 7, but without any further corrections, g/km;  
M CO2,Treg  are the CO  2 mass emission over the complete WLTC cycle of the test at regional temperature after 
Step 3 of Table A7/1 of Sub-Annex 7, but without any further corrections, g/km.  
The FCF  shall be included in all relevant test reports.  
3.8.2. The CO  2 values for each vehicle within the ATCT Family (as defined in paragraph 3 of this Sub-Annex) shall be 
calculated using the following equations:  
M CO2;c;5 ¼ M  CO2;c;4 Ü FCF  
M CO2;p;5 ¼ M  CO2;p;4 Ü FCF  
where:  
M CO2,c,4  and M  CO2,p,4  are the CO  2 mass emissions over the complete WLTC, c, and the cycle phases, p, 
resulting from the previous calculation step, g/km;  
M CO2,c,5  and M  CO2,p,5  are the CO  2 mass emissions over the complete WLTC, c, and the cycle phases, p, 
including the ATCT correction, and shall be used for any further corrections or any 
further calculations, g/km;  
3.9. Provision for cool down  
3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Family and all vehicles H of the interpolation 
families within the ATCT Family, the end temperature of the engine coolant shall be measured after driving the 
respective Type 1 test at 23 °C and after soaking at 23 °C for the duration of t  soak_ATCT  , with a tolerance of an 
additional 15 minutes.  
3.9.1.1. In the case that t  soak_ATCT  was extended in the respective ATCT test, the same soaking time shall be used, with a 
tolerance of an additional 15 minutes.  
3.9.2. The cool down procedure shall be undertaken as soon as possible after the end of the Type 1 test, with a 
maximum delay of 10 minutes. The measured soaking time is the time between the measurement of the end 
temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets.  
3.9.3. The average soak area temperature of the last 3 hours of the soak process has to be subtracted from the 
measured end temperature of the engine coolant at the end of the soaking time specified in paragraph 3.9.1. This 
is referred to as Δ T_ATCT  . 
3.9.4. Unless the resulting Δ T_ATCT  is within the range of – 2 °C to + 4 °C from the reference vehicle, this Interpolation 
Family shall not be considered to be a member of the same ATCT Family.  
3.9.5. For all vehicles within an ATCT Family the coolant shall be measured at the same location in the cooling system. 
That location shall be as close as possible to the engine so that the coolant temperature is as representative as 
possible to the engine temperature.  
3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this Sub- 
Annex.EN 7.7.2017 Official Journal of the European Union L 175/549
 
Sub-Annex 7  
Calculations  
1. General requirements  
1.1. Calculations related specifically to hybrid, pure electric and compressed hydrogen fuel cell vehicles are 
described in Sub-Annex 8.  
A stepwise prescription of result calculations is described in paragraph 4. of Sub-Annex 8.  
1.2. The calculations described in this Sub-Annex shall be used for vehicles using combustion engines.  
1.3. Rounding of test results  
1.3.1. Intermediate steps in the calculations shall not be rounded.  
1.3.2. The final criteria emission results shall be rounded in one step to the number of places to the right of the 
decimal point indicated by the applicable emission standard plus one additional significant figure.  
1.3.3. The NO  x correction factor, KH, shall be rounded to two decimal places.  
1.3.4. The dilution factor, DF, shall be rounded to two decimal places.  
1.3.5. For information not related to standards, good engineering judgement shall be used.  
1.3.6. Rounding of CO  2 and fuel consumption results is described in paragraph 1.4. of this Sub-Annex.  
1.4. Stepwise prescription for calculating the final test results for vehicles using combustion engines  
The results shall be calculated in the order described in Table A7/1. All applicable results in the column 
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or 
contains additional calculations.  
For the purpose of this table, the following nomenclature within the equations and results is used:  
c complete applicable cycle;  
p every applicable cycle phase;  
i every applicable criteria emission component, without CO  2 ; 
CO  2 CO  2 emission.  
Table A7/1  
Procedure for calculating final test results  
Source  Input  Process  Output  Step 
no. 
Annex 6  Raw test results  Mass emissions 
Sub-Annex 7, paragraphs 3. to 3.2.2. 
inclusive  M i,p,1 , g/km; 
M CO2,p,1  , g/km.  1EN L 175/550 Official Journal of the European Union 7.7.2017
 
Source  Input  Process  Output  Step 
no. 
Output 
step 1  M i,p,1 , g/km; 
M CO2,p,1  , g/km.  Calculation of combined cycle values: 
M i;c;2 ¼ P  
p M i;p;1 Ü d p P  
p d p 
M CO2;c;2 ¼ P  
p M CO2;p;1 Ü d p P  
p d p 
where: 
M i/CO2,c,2  are the emission results 
over the total cycle; 
d p are the driven distances of the 
cycle phases, p.  M i,c,2 , g/km; 
M CO2,c,2  , g/km.  2 
Output step 
1 and 2  M CO2,p,1  , g/km; 
M CO2,c,2  , g/km.  RCB correction 
Sub-Annex 6, Appendix 2  M CO2,p,3  , g/km; 
M CO2,c,3  , g/km.  3 
Output step 
2 and 3  M i,c,2 , g/km; 
M CO2,c,3  , g/km.  Emissions test procedure for all 
vehicles equipped with periodically 
regenerating systems, K  i . 
Sub-Annex 6, Appendix 1.  
M i;c;4 ¼ K i Ü M i;c;2 
or 
M i;c;4 ¼ K i Ü M i;c;2 
and 
M CO2;c;4 ¼ K CO2 Ü M CO2;c;3 
or 
M CO2;c;4 ¼ K CO2 Ü M CO2;c;3 
Additive offset or multiplicative 
factor to be used according to Ki 
determination. 
If K  i is not applicable:  
M i;c;4 ¼ M  i;c;2 
M CO2;c;4 ¼ M  CO2;c;3 M i,c,4 , g/km; 
M CO2,c,4  , g/km.  4a 
Output step 
3 and 4a  M CO2,p,3  , g/km; 
M CO2,c,3  , g/km; 
M CO2,c,4  , g/km.  If K  i is applicable, align CO  2 phase 
values to the combined cycle value: 
M CO2;p;4 ¼ M  CO2;p;3 Ü AF  Ki 
for every cycle phase p; 
where: 
AF  Ki ¼ M CO2;c;4 
M CO2;c;3 
If K  i is not applicable:  
M CO2;p;4 ¼ M  CO2;p;3 M CO2,p,4  , g/km.  4bEN 7.7.2017 Official Journal of the European Union L 175/551
 
Source  Input  Process  Output  Step 
no. 
Output 
step 4  M i,c,4 , g/km; 
M CO2,c,4  , g/km; 
M CO2,p,4  , g/km.  ATCT correction according to 
paragraph 3.8.2. of Sub-Annex 6a. 
Deterioration factors calculated 
according to Annex VII and applied 
to the criteria emissions values.  M i,c,5 , g/km; 
M CO2,c,5  , g/km; 
M CO2,p,5  , g/km.  5 
‘result 
of a 
single 
test’  
Output 
step 5  For every test: 
M i,c,5 , g/km; 
M CO2,c,5  , g/km; 
M CO2,p,5  , g/km.  Averaging of tests and declared 
value. 
Sub-Annex 6, paragraphs 1.1.2. to 
1.1.2.3. inclusive  M i,c,6 , g/km; 
M CO2,c,6  , g/km; 
M CO2,p,6  , g/km. 
M CO2,c,declared  , g/km.  6 
Output 
step 6  M CO2,c,6  , g/km; 
M CO2,p,6  , g/km. 
M CO2,c,declared  , g/km.  Alignment of phase values. 
Sub-Annex 6, paragraph 1.1.2.4. 
and:  
M CO2;c;7 ¼ M  CO2;c;declared  M CO2,c,7  , g/km; 
M CO2,p,7  , g/km.  7 
Output steps 
6 and 7  M i,c,6 , g/km; 
M CO2,c,7  , g/km; 
M CO2,p,7  , g/km.  Calculation of fuel consumption. 
Sub-Annex 7, paragraph 6. 
The calculation of fuel consumption 
shall be performed for the applicable 
cycle and its phases separately. For 
that purpose: 
(a) the applicable phase or cycle 
CO  2 values shall be used; 
(b) the criteria emission over the 
complete cycle shall be used. 
and:  
M i;c;8 ¼ M  i;c;6 
M CO2;c;8 ¼ M  CO2;c;7 
M CO2;p;8 ¼ M  CO2;p;7 FC c,8 , l/100 km; 
FC p,8 , l/100 km; 
M i,c,8 , g/km; 
M CO2,c,8  , g/km; 
M CO2,p,8  , g/km.  8 
‘result 
of a 
Type 1 
test for 
a test 
vehicle’  
Step 8  For each of the test 
vehicles H and L: 
M i,c,8 , g/km; 
M CO2,c,8  , g/km; 
M CO2,p,8  , g/km; 
FC c,8 , l/100 km; 
FC p,8 , l/100 km.  If a test vehicle L was tested in 
addition to a test vehicle H, the 
resulting criteria emission value 
shall be the highest of the two 
values and referred to as M  i,c . 
In the case of the combined 
THC+NOx emissions, the highest 
value of the sum referring to either 
the VH or VL is to be used. 
Otherwise, if no vehicle L was tested,  
M i;c ¼ M  i;c;8 
For CO  2 and FC, the values derived 
in step 8 shall be used, and CO  2 
values shall be rounded to two 
decimal places, and FC values shall 
be rounded to three decimal places.  M i,c , g/km; 
M CO2,c,H  , g/km; 
M CO2,p,H  , g/km; 
FC c,H , l/100 km; 
FC p,H , l/100 km; 
and if a vehicle L 
was tested: 
M CO2,c,L  , g/km; 
M CO2,p,L  , g/km; 
FC c,L , l/100 km; 
FC p,L , l/100 km.  9 
‘inter ­
polati ­
on 
family 
result’ 
Final 
criteria 
emissi ­
on 
resultEN L 175/552 Official Journal of the European Union 7.7.2017
 
Source  Input  Process  Output  Step 
no. 
Step 9  M  CO2,c,H  , g/km; 
M CO2,p,H  , g/km; 
FC c,H , 1/100 km; 
FC p,H , 1/100 km; 
and if a vehicle L 
was tested: 
M CO2,c,L  , g/km; 
M CO2,p,L  , g/km; 
FC c,L , 1/100 km; 
FC p,L , 1/100 km.  Fuel consumption and CO  2 calcu ­
lations for individual vehicles in an 
CO  2 interpolation family. 
Sub-Annex 7, paragraph 3.2.3. 
CO  2 emissions must be expressed in 
grams per kilometre (g/km) rounded 
to the nearest whole number; 
FC values shall be rounded to one 
decimal place, expressed in 
(1/100 km).  M CO2,c,ind  g/km; 
M CO2,p,ind  , g/km; 
FC c,ind 1/100 km; 
FC p,ind , 1/100 km.  10 
‘result 
of an 
indi ­
vidual 
vehicle’ 
Final 
CO  2 
and FC 
result  
2. Determination of diluted exhaust gas volume  
2.1. Volume calculation for a variable dilution device capable of operating at a constant or variable flow rate  
2.1.1. The volumetric flow shall be measured continuously. The total volume shall be measured for the duration 
of the test.  
2.2. Volume calculation for a variable dilution device using a positive displacement pump  
2.2.1. The volume shall be calculated using the following equation: 
V ¼ V 0 Ü N 
where:  
V is the volume of the diluted gas, in litres per test (prior to correction);  
V 0 is the volume of gas delivered by the positive displacement pump in testing conditions, litres per 
pump revolution;  
N is the number of revolutions per test.  
2.2.1.1. Correcting the volume to standard conditions  
The diluted exhaust gas volume, V, shall be corrected to standard conditions according to the following 
equation: 
V mix ¼ V Ü K 1 Ü Í P B Ä P 1 
T p Î 
where:  
K 1 ¼ 273,15ðKÞ 
101,325ðkPaÞ ¼ 2,6961  
P B is the test room barometric pressure, kPa;  
P 1 is the vacuum at the inlet of the positive displacement pump relative to the ambient barometric 
pressure, kPa;  
T p is the arithmetic average temperature of the diluted exhaust gas entering the positive displacement 
pump during the test, Kelvin (K).EN 7.7.2017 Official Journal of the European Union L 175/553
 
3. Mass emissions  
3.1. General requirements  
3.1.1. Assuming no compressibility effects, all gases involved in the engine's intake, combustion and exhaust 
processes may be considered to be ideal according to Avogadro’s hypothesis.  
3.1.2. The mass, M of gaseous compounds emitted by the vehicle during the test shall be determined by the 
product of the volumetric concentration of the gas in question and the volume of the diluted exhaust gas 
with due regard for the following densities under the reference conditions of 273,15 K (0 °C) and 101,325 
kPa:  
Carbon monoxide (CO)  ρ ¼ 1,25g =l 
Carbon dioxide (CO  2 ) ρ ¼ 1,964g =l 
Hydrocarbons:  
for petrol (E10) (C  1 H 1,93 O 0,033  ) ρ ¼ 0,646g =l 
for diesel (B7) (C  1 H 1,86 O 0,007  ) ρ ¼ 0,625g =l 
for LPG (C  1 H 2,525  ) ρ ¼ 0,649g =l 
for NG/biomethane (CH  4 ) ρ ¼ 0,716g =l 
for ethanol (E85) (C  1 H 2,74 O 0,385  ) ρ ¼ 0,934g =l 
Nitrogen oxides (NO  x ) ρ ¼ 2,05g =l 
The density for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K (0 °C) 
and 101,325 kPa, and is fuel-dependent. The density for propane mass calculations (see paragraph 3.5. in 
Sub-Annex 5) is 1,967 g/l at standard conditions.  
If a fuel type is not listed in this paragraph, the density of that fuel shall be calculated using the equation 
given in paragraph 3.1.3. of this Sub-Annex.  
3.1.3. The general equation for the calculation of total hydrocarbon density for each reference fuel with an mean 
composition of C  X H Y O Z is as follows:  
ρ THC ¼ MW  C þ H 
C Ü MW  H þ O 
C Ü MW  O 
V M 
where:  
ρ THC is the density of total hydrocarbons and non-methane hydrocarbons, g/l;  
MW  C is the molar mass of carbon (12,011 g/mol);  
MW  H is the molar mass of hydrogen (1,008 g/mol);  
MW  O is the molar mass of oxygen (15,999 g/mol);  
V M is the molar volume of an ideal gas at 273,15 K (0°C) and 101,325 kPa (22,413 l/mol);  
H/C is the hydrogen to carbon ratio for a specific fuel C  X H Y O Z ; 
O/C is the oxygen to carbon ratio for a specific fuel C  X H Y O Z .EN L 175/554 Official Journal of the European Union 7.7.2017
 
3.2. Mass emissions calculation  
3.2.1. Mass emissions of gaseous compounds per cycle phase shall be calculated using the following equations: 
M i;phase ¼ V mix;phase Ü ρ i Ü KH  phase Ü C i;phase Ü 10 Ä6 
d phase  
where:  
M i is the mass emission of compound i per test or phase, g/km;  
V mix is the volume of the diluted exhaust gas per test or phase expressed in litres per test/phase and 
corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa);  
ρ i is the density of compound i in grams per litre at standard temperature and pressure (273,15 K 
(0 °C) and 101,325 kPa);  
KH is a humidity correction factor applicable only to the mass emissions of oxides of nitrogen, NO  2 
and NO  x , per test or phase;  
C i is the concentration of compound i per test or phase in the diluted exhaust gas expressed in ppm 
and corrected by the amount of compound i contained in the dilution air;  
d is the distance driven over the applicable WLTC, km;  
n is the number of phases of the applicable WLTC.  
3.2.1.1. The concentration of a gaseous compound in the diluted exhaust gas shall be corrected by the amount of 
the gaseous compound in the dilution air using the following equation: 
C i ¼ C e Ä C d Ü Í 
1 Ä 1 
DF Î 
where:  
C i is the concentration of gaseous compound i in the diluted exhaust gas corrected by the amount of 
gaseous compound i contained in the dilution air, ppm;  
C e is the measured concentration of gaseous compound i in the diluted exhaust gas, ppm;  
C d is the concentration of gaseous compound i in the dilution air, ppm;  
DF is the dilution factor.  
3.2.1.1.1. The dilution factor DF shall be calculated using the equation for the concerned fuel:  
DF ¼ 13:4 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for petrol (E10)  
DF ¼ 13:5 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for diesel (B7)  
DF ¼ 11:9 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for LPG  
DF ¼ 9:5 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for NG/biomethane  
DF ¼ 12:5 
C CO2 þðC HC þC CO ÞÜ10 Ä4 for ethanol (E85)  
DF ¼ 35:03 
C H2O ÄC H2OÄDA þC H2 Ü10 Ä4 for hydrogenEN 7.7.2017 Official Journal of the European Union L 175/555
 
With respect to the equation for hydrogen:  
C H2O is the concentration of H  2 O in the diluted exhaust gas contained in the sample bag, per cent 
volume;  
C H2O-DA  is the concentration of H  2 O in the dilution air, per cent volume;  
C H2 is the concentration of H  2 in the diluted exhaust gas contained in the sample bag, ppm.  
If a fuel type is not listed in this paragraph, the DF for that fuel shall be calculated using the equations in 
paragraph 3.2.1.1.2. of this Sub-Annex.  
If the manufacturer uses a DF that covers several phases, it shall calculate a DF using the mean concen ­
tration of gaseous compounds for the phases concerned.  
The mean concentration of a gaseous compound shall be calculated using the following equation:  
C i ¼ P  n 
phase¼1 ðC i;phase Ü V mix;phase Þ P  n 
phase¼1 V mix;phase  
where:  
C i is mean concentration of a gaseous compound;  
C i,phase  is the concentration of each phase;  
V mix,phase  is the V  mix of the corresponding phase;  
3.2.1.1.2. The general equation for calculating the dilution factor DF for each reference fuel with an arithmetic 
average composition of C  x H y O z is as follows: 
DF ¼ X 
C CO2 þ ðC HC þ C CO Þ Ü 10 Ä4 
where: 
X ¼ 100 Ü x 
x þ y 
2 þ 3,76ðx þ y 
4 Ä z 
2 Þ 
C CO2 is the concentration of CO  2 in the diluted exhaust gas contained in the sample bag, per cent 
volume;  
C HC is the concentration of HC in the diluted exhaust gas contained in the sample bag, ppm carbon 
equivalent;  
C CO is the concentration of CO in the diluted exhaust gas contained in the sample bag, ppm.  
3.2.1.1.3. Methane measurement  
3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be calculated using the following equation: 
C NMHC ¼ C THC Ä ðRf CH4 Ü C CH4 Þ 
where:  
C NMHC  is the corrected concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent;EN L 175/556 Official Journal of the European Union 7.7.2017
 
C THC is the concentration of THC in the diluted exhaust gas, ppm carbon equivalent and corrected by 
the amount of THC contained in the dilution air;  
C CH4 is the concentration of C  CH4 in the diluted exhaust gas, ppm carbon equivalent and corrected by 
the amount of CH  4 contained in the dilution air;  
Rf CH4 is the FID response factor to methane as defined in paragraph 5.4.3.2. of Sub-Annex 5.  
3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration 
gas/method used for the zero/calibration adjustment.  
The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal 
manner.  
For the calibration of the FID in series with an NMC, the following methods are permitted:  
(a) The calibration gas consisting of propane/air bypasses the NMC;  
(b) The calibration gas consisting of methane/air passes through the NMC.  
It is highly recommended to calibrate the methane FID with methane/air through the NMC.  
In case (a), the concentration of CH  4 and NMHC shall be calculated using the following equations: 
C CH4 ¼ C HCðw=NMCÞ Ä C HCðw=oNMCÞ Ü ð1 Ä E E Þ 
r h Ü ðE E Ä E M Þ 
C NMHC ¼ C HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä C HCðw=NMCÞ 
E E Ä E M 
If r  h < 1,05, it may be omitted from the equation above for C  CH4 . 
In case (b), the concentration of CH  4 and NMHC shall be calculated using the following equations: 
C CH4 ¼ C HCðw=NMCÞ Ü r h Ü ð1 Ä E M Þ Ä C HCðw=oNMCÞ Ü ð1 Ä E E Þ 
r h Ü ðE E Ä E M Þ 
C NMHC ¼ C HCðw=oNMCÞ Ü ð1 Ä E M Þ Ä C HCðw=NMCÞ Ü r h Ü ð1 Ä E M Þ 
E E Ä E M 
where:  
C HC(w/NMC)  is the HC concentration with sample gas flowing through the NMC, ppm C;  
C HC(w/oNMC)  is the HC concentration with sample gas bypassing the NMC, ppm C;  
r h is the methane response factor as determined per paragraph 5.4.3.2. of Sub-Annex 5;  
E M is the methane efficiency as determined per paragraph 3.2.1.1.3.3.1. of this Sub-Annex;  
E E is the ethane efficiency as determined per paragraph 3.2.1.1.3.3.2. of this Sub-Annex.  
If r  h < 1,05, it may be omitted in the equations for case (b) above for C  CH4 and C  NMHC  .EN 7.7.2017 Official Journal of the European Union L 175/557
 
3.2.1.1.3.3. Conversion efficiencies of the non-methane cutter, NMC  
The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by oxidizing all 
hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent, and for the other 
hydrocarbons represented by ethane is 100 per cent. For the accurate measurement of NMHC, the two 
efficiencies shall be determined and used for the calculation of the NMHC emission.  
3.2.1.1.3.3.1. Methane conversion efficiency, E  M 
The methane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and 
the two concentrations recorded. The efficiency shall be determined using the following equation: 
E M ¼ 1 Ä C HCðw=NMCÞ 
C HCðw=oNMCÞ 
where:  
C HC(w/NMC)  is the HC concentration with CH  4 flowing through the NMC, ppm C;  
C HC(w/oNMC)  is the HC concentration with CH  4 bypassing the NMC, ppm C.  
3.2.1.1.3.3.2. Ethane conversion efficiency, E  E 
The ethane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and the 
two concentrations recorded. The efficiency shall be determined using the following equation: 
E E ¼ 1 Ä C HCðw=NMCÞ 
C HCðw=oNMCÞ 
where:  
C HC(w/NMC)  is the HC concentration with C  2 H 6 flowing through the NMC, ppm C;  
C HC(w/oNMC)  is the HC concentration with C  2 H 6 bypassing the NMC, ppm C.  
If the ethane conversion efficiency of the NMC is 0,98 or above, E  E shall be set to 1 for any subsequent 
calculation.  
3.2.1.1.3.4. If the methane FID is calibrated through the cutter, E  M shall be 0.  
The equation to calculate C  H4 in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes: 
C CH4 ¼ C HCðw=NMCÞ 
The equation to calculate C  NMHC  in paragraph 3.2.1.1.3.2. (case (b)) in this Sub-Annex becomes: 
C NMHC ¼ C HCðw=oNMCÞ Ä C HCðw=NMCÞ Ü r h 
The density used for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K 
(0 °C) and 101,325 kPa and is fuel-dependent.  
3.2.1.1.4. Flow-weighted arithmetic average concentration calculation  
The following calculation method shall only be applied for CVS systems that are not equipped with a heat 
exchanger or for CVS systems with a heat exchanger that do not comply with paragraph 3.3.5.1. of Sub- 
Annex 5.EN L 175/558 Official Journal of the European Union 7.7.2017
 
When the CVS flow rate, qvcvs, over the test varies by more than ± 3 per cent of the arithmetic average 
flow rate, a flow-weighted arithmetic average shall be used for all continuous diluted measurements 
including PN: 
C e ¼ P  n 
i¼1 qvcvsðiÞ Ü Δt Ü CðiÞ 
V 
where:  
C e is the flow-weighted arithmetic average concentration;  
qvcvs(i) is the CVS flow rate at time  t ¼ i Ü Δt, m  3 /min;  
C(i) is the concentration at time  t ¼ i Ü Δt, ppm;  
Δt sampling interval, s;  
V total CVS volume, m  3 . 
3.2.1.2. Calculation of the NO  x humidity correction factor  
In order to correct the influence of humidity on the results of oxides of nitrogen, the following calculations 
apply: 
KH ¼ 1 
1 Ä 0,0329 Ü ðH Ä 10,71Þ 
where: 
H ¼ 6,211 Ü R a Ü P d 
P B Ä P d Ü R a Ü 10 Ä2 
and:  
H is the specific humidity, grams of water vapour per kilogram dry air;  
R a is the relative humidity of the ambient air, per cent;  
P d is the saturation vapour pressure at ambient temperature, kPa;  
P B is the atmospheric pressure in the room, kPa.  
The KH factor shall be calculated for each phase of the test cycle.  
The ambient temperature and relative humidity shall be defined as the arithmetic average of the 
continuously measured values during each phase.  
3.2.2. Determination of the HC mass emissions from compression-ignition engines  
3.2.2.1. To calculate HC mass emission for compression-ignition engines, the arithmetic average HC concentration 
shall be calculated using the following equation:  
C e ¼ R t 2 
t 1 C HC dt 
t 2 Ä t 1EN 7.7.2017 Official Journal of the European Union L 175/559
 
where: 
R t 2 
t 1 C HC dt is the integral of the recording of the heated FID over the test (t  1 to t  2 ); 
C e is the concentration of HC measured in the diluted exhaust in ppm of C  i and is substituted for 
C HC in all relevant equations.  
3.2.2.1.1. Dilution air concentration of HC shall be determined from the dilution air bags. Correction shall be carried 
out according to paragraph 3.2.1.1. of this Sub-Annex.  
3.2.3. Fuel consumption and CO  2 calculations for individual vehicles in an interpolation family  
3.2.3.1. Fuel consumption and CO  2 emissions without using the interpolation method  
The CO  2 value, as calculated in paragraph 3.2.1. of this Sub-Annex and fuel consumption, as calculated 
according to paragraph 6. of this Sub-Annex, shall be attributed to all individual vehicles in the inter ­
polation family and the interpolation method shall not be applicable.  
3.2.3.2. Fuel consumption and CO  2 emissions using the interpolation method  
The CO  2 emissions and the fuel consumption for each individual vehicle in the interpolation family may be 
calculated according to the interpolation method outlined in paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of 
this Sub-Annex.  
3.2.3.2.1. Fuel consumption and CO  2 emissions of test vehicles L and H  
The mass of CO  2 emissions,  M  CO  2 ÄL , and  M  CO  2 ÄH and its phases p,  M  CO  2 ÄL;p and M  CO2ÄH;p , of test 
vehicles L and H, used for the following calculations, shall be taken from step 9 of Table A7/1.  
Fuel consumption values are also taken from step 9 of Table A7/1 and are referred to as FC  L,p and FC  H,p . 
3.2.3.2.2. Road load calculation for an individual vehicle  
3.2.3.2.2.1. Mass of an individual vehicle  
The test masses of vehicles H and L shall be used as input for the interpolation method.  
TM  ind , in kg, shall be the individual test mass of the vehicle according to paragraph 3.2.25. of this Annex.  
If the same test mass is used for test vehicles L and H, the value of TM  ind shall be set to the mass of test 
vehicle H for the interpolation method.  
3.2.3.2.2.2. Rolling resistance of an individual vehicle  
The actual rolling resistance values for the selected tyres on test vehicle L, RR  L , and test vehicle H, RR  H , 
shall be used as input for the interpolation method. See paragraph 4.2.2.1. of Sub-Annex 4.  
If the tyres on the front and rear axles of vehicle L or H have different rolling resistance values, the 
weighted mean of the rolling resistances shall be calculated using the following equation: 
RR  x ¼ RR  x;FA Ü mp  x;FA þ RR  x;RA Ü ð1 Ä mp  x;FA Þ 
where:  
RR  x,FA is the rolling resistance of the front axle tyres, kg/tonne;  
RR  x,RA is the rolling resistance of the rear axle tyres, kg/tonne;  
mp  x,FA is the proportion of the vehicle mass on the front axle of vehicle H;  
x represents vehicle L, H or an individual vehicle.EN L 175/560 Official Journal of the European Union 7.7.2017
 
For the tyres fitted to an individual vehicle, the value of the rolling resistance RR  ind shall be set to the class 
value of the applicable tyre rolling resistance class, according to Table A4/1 of Sub-Annex 4.  
If the tyres have different rolling resistance class values on the front and the rear axle, the weighted mean 
shall be used, calculated with the equation in this paragraph.  
If the same tyres were fitted to test vehicles L and H, the value of RR  ind for the interpolation method shall 
be set to RR  H . 
3.2.3.2.2.3. Aerodynamic drag of an individual vehicle  
The aerodynamic drag shall be measured for each of the drag-influencing items of optional equipment and 
body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Sub-Annex 4 verified by the 
approval authority.  
At the request of the manufacturer and with approval of the approval authority, an alternative method (e.g. 
simulation, wind tunnel not fulfilling the criterion in Sub-Annex 4) may be used to determine Δ(C D ×A  f ) if 
the following criteria are fulfilled:  
(a) The alternative determination method shall fulfil an accuracy for Δ(C D ×A  f ) of ± 0,015 m  2 and 
additionally, in the case that simulation is used, the Computational Fluid Dynamics method should 
be validated in detail, so that the actual air flow patterns around the body, including magnitudes of 
flow velocities, forces, or pressures, are shown to match the validation test results;  
(b) The alternative method shall be used only for those aerodynamic-influencing parts (e.g. wheels, body 
shapes, cooling system) for which equivalency was demonstrated;  
(c) Evidence of equivalency shall be shown in advance to the approval authority for each road load family 
in the case that a mathematical method is used or every four years in the case that a measurement 
method is used, and in any case shall be based on wind tunnel measurements fulfilling the criteria of 
this Annex;  
(d) If the Δ(C D × A  f ) of an option is more than double than that with the option for which the evidence 
was given, aerodynamic drag shall not be determined with the alternative method; and  
(e) In the case that a simulation model is changed, a revalidation shall be necessary. Δ(C D ×A  f ) LH is the 
difference in the product of the aerodynamic drag coefficient times frontal area of test vehicle H 
compared to test vehicle L and shall be included in all relevant test reports, m  2 . 
Δ(C D ×A  f ) ind is the difference in the product of the aerodynamic drag coefficient times frontal area 
between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that 
differ from those of test vehicle L, m  2 ; 
These differences in aerodynamic drag, Δ(C D ×A  f ), shall be determined with an accuracy of 0,015 m  2 . 
Δ(C D ×A  f ) ind may be calculated according to the following equation maintaining the accuracy of 0,015 m  2 
also for the sum of items of optional equipment and body shapes: 
ΔðC D Ü A f Þ ind ¼ X  n 
i¼1 ΔðC D Ü A f Þ i 
where:  
C D is the aerodynamic drag coefficient;  
A f is the frontal area of the vehicle, m  2 ;EN 7.7.2017 Official Journal of the European Union L 175/561
 
n is the number of items of optional equipment on the vehicle that are different between an 
individual vehicle and test vehicle L.  
ΔðC D Ü A f Þ i is the difference in the product of the aerodynamic drag coefficient times frontal area due to 
an individual feature, i, on the vehicle and is positive for an item of optional equipment that 
adds aerodynamic drag with respect to test vehicle L and vice versa, m  2 ; 
The sum of all  ΔðC D Ü A f Þ i differences between test vehicles L and H shall correspond to the total 
difference between test vehicles L and H, and shall be referred to as Δ(C D ×A  f ) LH . 
The increase or decrease of the product of the aerodynamic drag coefficient times frontal area expressed as 
Δ(C D ×A  f ) for all of the items of optional equipment and body shapes in the interpolation family that:  
(a) has an influence on the aerodynamic drag of the vehicle; and  
(b) is to be included in the interpolation,  
shall be included in all relevant test reports.  
The aerodynamic drag of vehicle H shall be applied to the whole interpolation family and Δ(C D ×A  f ) LH shall 
be set to zero, if:  
(a) the wind tunnel facility is not able to accurately determine Δ(C D ×A  f ); or  
(b) there are no drag influencing items of optional equipment between the test vehicles H and L that are to 
be included in the interpolation method.  
3.2.3.2.2.4. Calculation of road load for individual vehicles in the interpolation family  
The road load coefficients f  0 , f 1 and f  2 (as defined in Sub-Annex 4) for test vehicles H and L are referred to 
as f  0,H , f 1,H and f  2,H , and f  0,L , f 1,H and f  2,H respectively. An adjusted road load curve for the test vehicle L is 
defined as follows: 
F L ðvÞ ¼ f ä 
0;L þ f 1;L Ü v þ f ä 
2;L Ü v 2 
Applying the least squares regression method in the range of the reference speed points, adjusted road load 
coefficients  f ä 
0;L and f ä 
2;L shall be determined for  F L ðvÞ with the linear coefficient  f ä 
1;L set to f  1,H . The road 
load coefficients f  0,ind  , f 1,ind  and f  2,ind  for an individual vehicle in the interpolation family shall be calculated 
using the following equations: 
f 0;ind ¼ f 0;H Ä Δf 0 Ü ðTM  H Ü RR  H Ä TM  ind Ü RR  ind Þ 
ðTM  H Ü RR  H Ä TM  L Ü RR  L Þ 
or, if ðTM  H Ü RR  H Ä TM  L Ü RR  L Þ ¼ 0, the equation for  f 0;ind below shall apply: 
f 0;ind ¼ f 0;H Ä Δf 0 
f 1;ind ¼ f 1;H 
f 2;ind ¼ f 2;H Ä Δf 2 ðΔ½C d Ü A f â LH Ä Δ½C d Ü A f â ind Þ 
ðΔ½C d Ü A f â LH ÞEN L 175/562 Official Journal of the European Union 7.7.2017
 
or, if  ΔðC d Ü A f ÞLH ¼ 0, the equation for  F 2;ind below shall apply: 
f 2;ind ¼ f 2;H Ä Δf 2 
where: 
Δf 0 ¼ f 0;H Ä f ä 
0;L 
Δf 2 ¼ f 2;H Ä f ä 
2;L 
In the case of a road load matrix family, the road load coefficients f  0 , f 1 and f  2 for an individual vehicle 
shall be calculated according to the equations in paragraph 5.1.1. of Sub-Annex 4.  
3.2.3.2.3. Calculation of cycle energy demand  
The cycle energy demand of the applicable WLTC, E  k , and the energy demand for all applicable cycle 
phases E  k,p , shall be calculated according to the procedure in paragraph 5. of this Sub-Annex, for the 
following sets, k, of road load coefficients and masses:  
k=1:  f  0 ¼ f ä 
0;L; f 1 ¼ f 1;H; f 2 ¼ f ä 
2;L; m ¼ TM  L 
(test vehicle L)  
k=2:  f  0 ¼ f 0;H; f 1 ¼ f 1;H; f 2 ¼ f 2;H; m ¼ TM  H 
(test vehicle H)  
k=3:  f  0 ¼ f 0;ind; f 1 ¼ f 1;H; f 2 ¼ f 2;ind; m ¼ TM  ind 
(an individual vehicle in the interpolation family)  
3.2.3.2.4. Calculation of the CO  2 value for an individual vehicle within an interpolation family using the interpolation 
method  
For each cycle phase p of the applicable cycle the mass of CO  2 emissions g/km, for an individual vehicle 
shall be calculated using the following equation: 
M CO  2 Äind;p ¼ M  CO  2 ÄL;p þ Í E 3;p Ä E 1;p 
E 2;p Ä E 1;p Î 
Ü ðM CO  2 ÄH;p Ä M CO  2 ÄL;p Þ 
The mass of CO  2 emissions, g/km, over the complete cycle for an individual vehicle shall be calculated 
using the following equation: 
M CO  2 Äind ¼ M  CO  2 ÄL þ Í E 3 Ä E 1 
E 2 Ä E 1 Î 
Ü ðM CO  2 ÄH Ä M CO  2 ÄL Þ 
The terms E  1,p , E 2,p and E  3,p and E  1 , E 2 and E  3 respectively are defined in paragraph 3.2.3.2.3. of this Sub- 
Annex.EN 7.7.2017 Official Journal of the European Union L 175/563
 
3.2.3.2.5. Calculation of the fuel consumption FC value for an individual vehicle within an interpolation family using 
the interpolation method  
For each cycle phase p of the applicable cycle, the fuel consumption, l/100 km, for an individual vehicle 
shall be calculated using the following equation:  
FC ind;p ¼ FC  L;p þ Í E 3;p Ä E 1;p 
E 2;p Ä E 1;p Î 
Ü ðFC H;p Ä FC  L;p Þ 
The fuel consumption, 1/100 km, of the complete cycle for an individual vehicle shall be calculated using 
the following equation: 
FC ind ¼ FC  L þ Í E 3 Ä E 1 
E 2 Ä E 1 Î 
Ü ðFC H Ä FC  L Þ 
The terms E  1,p , E 2,p and E  3,p , and E  1 , E 2 and E  3 respectively are defined in paragraph 3.2.3.2.3. of this Sub- 
Annex.  
3.2.4. Fuel consumption and CO  2 calculations for individual vehicles in a road load matrix family  
The CO  2 emissions and the fuel consumption for each individual vehicle in the road load matrix family 
shall be calculated according to the interpolation method outlined in paragraphs 3.2.3.2.3. to 3.2.3.2.5. 
inclusive of this Sub-Annex. Where applicable, references to vehicle L and/or H shall be replaced by 
references to vehicle L  M and/or H  M respectively.  
3.2.4.1. Determination of fuel consumption and CO  2 emissions of vehicles L  M and H  M 
The mass of CO  2 emissions M  CO2 of vehicles L  M and H  M shall be determined according to the calculations 
in paragraph 3.2.1. of this Sub-Annex for the individual cycle phases p of the applicable WLTC and are 
referred to as  M  CO  2 –LM;p and M  CO  2 –HM ;p respectively. Fuel consumption for individual cycle phases of the 
applicable WLTC shall be determined according to paragraph 6. of this Sub-Annex and are referred to as 
FC LM,p and FC  HM,p  respectively.  
3.2.4.1.1. Road load calculation for an individual vehicle  
The road load force shall be calculated according to the procedure described in paragraph 5.1. of Sub- 
Annex 4.  
3.2.4.1.1.1. Mass of an individual vehicle  
The test masses of vehicles H  M and L  M selected according to paragraph 4.2.1.4. of Sub-Annex 4 shall be 
used as input.  
TM  ind , in kg, shall be the test mass of the individual vehicle according to the definition of test mass in 
paragraph 3.2.25. of this Annex.  
If the same test mass is used for vehicles L  M and H  M , the value of TM  ind shall be set to the mass of vehicle 
H M for the road load matrix family method.  
3.2.4.1.1.2. Rolling resistance of an individual vehicle  
The rolling resistance values for vehicle L  M , RR  LM , and vehicle H  M , RR  HM , selected under paragraph 4.2.1.4. 
of Sub-Annex 4 shall be used as input.  
If the tyres on the front and rear axles of vehicle L  M or H  M have different rolling resistance values, the 
weighted mean of the rolling resistances shall be calculated using the following equation: 
RR  x ¼ RR  x;FA Ü mp  x;FA þ RR  x;RA Ü ð1 Ä mp  x;FA ÞEN L 175/564 Official Journal of the European Union 7.7.2017
 
where:  
RR  x,FA is the rolling resistance of the front axle tyres, kg/tonne;  
RR  x,RA is the rolling resistance of the rear axle tyres, kg/tonne;  
mp  x,FA is the proportion of the vehicle mass on the front axle;  
x represents vehicle L, H or an individual vehicle.  
For the tyres fitted to an individual vehicle, the value of the rolling resistance RR  ind shall be set to the class 
value of the applicable tyre rolling resistance class according to Table A4/1of Sub-Annex 4.  
If the tyres on the front and the rear axles have different rolling resistance class values, the weighted mean 
shall be used, calculated with the equation in this paragraph.  
If the same rolling resistance is used for vehicles L  M and H  M , the value of RR  ind shall be set to RR  HM for the 
road load matrix family method.  
3.2.4.1.1.3. Frontal area of an individual vehicle  
The frontal area for vehicle L  M , A  fLM , and vehicle H  M , A  fHM , selected under paragraph 4.2.1.4. of Sub- 
Annex 4 shall be used as input.  
A f,ind , m  2 , shall be the frontal area of the individual vehicle.  
If the same frontal area is used for vehicles L  M and H  M , the value of A  f,ind shall be set to the frontal area of 
vehicle H  M for the road load matrix family method.  
3.3. PM  
3.3.1. Calculation  
PM shall be calculated using the following two equations: 
PM ¼ ðV mix þ V ep Þ Ü P e 
V ep Ü d 
where exhaust gases are vented outside tunnel;  
and: 
PM ¼ V mix Ü P e 
V ep Ü d 
where exhaust gases are returned to the tunnel;  
where:  
V mix is the volume of diluted exhaust gases (see paragraph 2. of this Sub-Annex), under standard 
conditions;  
V ep is the volume of diluted exhaust gas flowing through the particulate sampling filter under standard 
conditions;EN 7.7.2017 Official Journal of the European Union L 175/565
 
P e is the mass of particulate matter collected by one or more sample filters, mg;  
d is the distance driven corresponding to the test cycle, km.  
3.3.1.1. Where correction for the background particulate mass from the dilution system has been used, this shall be 
determined in accordance with paragraph 1.2.1.3.1. of Sub-Annex 6. In this case, particulate mass (mg/km) 
shall be calculated using the following equations:  
PM ¼ ( 
P e 
V ep Ä Ï P a 
V ap Ü Ê 
1 Ä 1 
DF Ì B ) 
Ü ðV mix þ V ep Þ 
d 
in the case that the exhaust gases are vented outside the tunnel;  
and:  
PM ¼ ( 
P e 
V ep Ä Ï P a 
V ap Ü Í 
1 Ä 1 
DF ÎB ) 
Ü ðV mix Þ 
d 
in the case that the exhaust gases are returned to the tunnel;  
where:  
V ap is the volume of tunnel air flowing through the background particulate filter under standard 
conditions;  
P a is the particulate mass from the dilution air, or the dilution tunnel background air, as determined by 
the one of the methods described in paragraph 1.2.1.3.1. of Sub-Annex 6;  
DF is the dilution factor determined in paragraph 3.2.1.1.1. of this Sub-Annex.  
Where application of a background correction results in a negative result, it shall be considered to be zero 
mg/km.  
3.3.2. Calculation of PM using the double dilution method 
V ep ¼ V set Ä V ssd 
where:  
V ep is the volume of diluted exhaust gas flowing through the particulate sample filter under standard 
conditions;  
V set is the volume of the double diluted exhaust gas passing through the particulate sampling filters 
under standard conditions;  
V ssd is the volume of the secondary dilution air under standard conditions.EN L 175/566 Official Journal of the European Union 7.7.2017
 
Where the secondary diluted sample gas for PM measurement is not returned to the tunnel, the CVS 
volume shall be calculated as in single dilution, i.e.: 
V mix ¼ V mix indicated þ V ep 
where:  
V mix indicated  is the measured volume of diluted exhaust gas in the dilution system following extraction of 
the particulate sample under standard conditions.  
4. Determination of PN  
4.1. PN shall be calculated using the following equation:  
PN ¼ V Ü k Ü ðC s Ü f r Ä C b Ü f rb Þ Ü 10  3 
d 
where:  
PN is the particle number emission, particles per kilometre;  
V is the volume of the diluted exhaust gas in litres per test (after primary dilution only in the case of 
double dilution) and corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa);  
k is a calibration factor to correct the PNC measurements to the level of the reference instrument where 
this is not applied internally within the PNC. Where the calibration factor is applied internally within 
the PNC, the calibration factor shall be 1;  
C s is the corrected particle number concentration from the diluted exhaust gas expressed as the 
arithmetic average number of particles per cubic centimetre from the emissions test including the 
full duration of the drive cycle. If the volumetric mean concentration results  C from the PNC are not 
measured at standard conditions (273,15 K (0 °C) and 101,325 kPa), the concentrations shall be 
corrected to those conditions  C s ; 
C b is either the dilution air or the dilution tunnel background particle number concentration, as 
permitted by the approval authority, in particles per cubic centimetre, corrected for coincidence 
and to standard conditions (273,15 K (0 °C) and 101,325 kPa);  
f r is the mean particle concentration reduction factor of the VPR at the dilution setting used for the test;  
f rb is the mean particle concentration reduction factor of the VPR at the dilution setting used for the 
background measurement;  
d is the distance driven corresponding to the applicable test cycle, km.  
C shall be calculated from the following equation:  
C ¼ P  n 
i¼1 C i 
n 
where:  
C i is a discrete measurement of particle number concentration in the diluted gas exhaust from the PNC; 
particles per cm  3 and corrected for coincidence;EN 7.7.2017 Official Journal of the European Union L 175/567
 
n is the total number of discrete particle number concentration measurements made during the 
applicable test cycle and shall be calculated using the following equation:  
n ¼ t Ü f 
where:  
t is the time duration of the applicable test cycle, s;  
f is the data logging frequency of the particle counter, Hz.  
5. Calculation of cycle energy demand  
Unless otherwise specified, the calculation shall be based on the target speed trace given in discrete time 
sample points.  
For the calculation, each time sample point shall be interpreted as a time period. Unless otherwise specified, 
the duration Δt of these periods shall be 1 second.  
The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing E  i 
over the corresponding cycle time between t  start and t  end according to the following equation: 
E ¼ X  t end 
t start E i 
where:  
E i ¼ F i Ü d i if F  i> 0 
E i ¼ 0 if F  i Ï 0 
and:  
t start is the time at which the applicable test cycle or phase starts, s;  
t end is the time at which the applicable test cycle or phase ends, s;  
E i is the energy demand during time period (i-1) to (i), Ws;  
F i is the driving force during time period (i-1) to (i), N;  
d i is the distance travelled during time period (i-1) to (i), m. 
F i ¼ f 0 þ f 1 Ü Í v i þ v iÄ1 
2 Î 
þ f 2 Ü ðv i þ v iÄ1 Þ 2 
4 þ ð1:03 Ü TMÞ Ü a i 
where:  
F i is the driving force during time period (i-1) to (i), N;  
v i is the target speed at time t  i , km/h;EN L 175/568 Official Journal of the European Union 7.7.2017
 
TM is the test mass, kg;  
a i is the acceleration during time period (i-1) to (i), m/s  2 ; 
f 0 , f 1 , f 2 are the road load coefficients for the test vehicle under consideration (TM  L , TM  H or TM  ind ) in N, 
N/km/h and in N/(km/h)  2 respectively. 
d i ¼ ðv i þ v iÄ1 Þ 
2 Ü 3,6 Ü ðt i Ä t iÄ1 Þ 
where:  
d i is the distance travelled in time period (i-1) to (i), m;  
v i is the target speed at time t  i , km/h;  
t i is time, s. 
a i ¼ v i Ä v iÄ1 
3,6 Ü ðt i Ä t iÄ1 Þ 
where:  
a i is the acceleration during time period (i-1) to (i), m/s  2 ; 
v i is the target speed at time t  i , km/h;  
t i is time, s.  
6. Calculation of fuel consumption  
6.1. The fuel characteristics required for the calculation of fuel consumption values shall be taken from 
Annex IX.  
6.2. The fuel consumption values shall be calculated from the emissions of hydrocarbons, carbon monoxide, 
and carbon dioxide using the results of step 6 for criteria emissions and step 7 for CO  2 of Table A7/1.  
6.2.1. The general equation in paragraph 6.12. using H/C and O/C ratios shall be used for the calculation of fuel 
consumption.  
6.2.2. For all equations in paragraph 6. of this Sub-Annex:  
FC is the fuel consumption of a specific fuel, 1/100 km (or m  3 per 100 km in the case of natural gas 
or kg/100 km in the case of hydrogen);  
H/C is the hydrogen to carbon ratio of a specific fuel C  X H Y O Z ; 
O/C is the oxygen to carbon ratio of a specific fuel C  X H Y O Z ; 
MW  C is the molar mass of carbon (12,011 g/mol);  
MW  H is the molar mass of hydrogen (1,008 g/mol);  
MW  O is the molar mass of oxygen (15,999 g/mol);EN 7.7.2017 Official Journal of the European Union L 175/569
 
ρ fuel is the test fuel density, kg/l. For gaseous fuels, fuel density at 15 °C;  
HC are the emissions of hydrocarbon, g/km;  
CO are the emissions of carbon monoxide, g/km;  
CO  2 are the emissions of carbon dioxide, g/km;  
H 2 O are the emissions of water, g/km;  
H 2 are the emissions of hydrogen, g/km;  
p 1 is the gas pressure in the fuel tank before the applicable test cycle, Pa;  
p 2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;  
T 1 is the gas temperature in the fuel tank before the applicable test cycle, K;  
T 2 is the gas temperature in the fuel tank after the applicable test cycle, K;  
Z 1 is the compressibility factor of the gaseous fuel at p  1 and T  1 ; 
Z 2 is the compressibility factor of the gaseous fuel at p  2 and T  2 ; 
V is the interior volume of the gaseous fuel tank, m  3 ; 
d is the theoretical length of the applicable phase or cycle, km.  
6.3. Reserved  
6.4. Reserved  
6.5. For a vehicle with a positive ignition engine fuelled with petrol (E10) 
FC ¼ Í 0,1206 
ρ fuel Î 
Ü ½ð0,829 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.6. For a vehicle with a positive ignition engine fuelled with LPG 
FC norm ¼ Í 0,1212 
0,538 Î 
Ü ½ð0,825 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.6.1. If the composition of the fuel used for the test differs from the composition that is assumed for the 
calculation of the normalised consumption, on the manufacturer's request a correction factor cf may be 
applied, using the following equation: 
FC norm ¼ Í 0,1212 
0,538 Î 
Ü cf Ü ½ð0,825 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 ÞâEN L 175/570 Official Journal of the European Union 7.7.2017
 
The correction factor, cf, which may be applied, is determined using the following equation: 
cf ¼ 0,825 þ 0,0693 Ü n actual  
where:  
n actual  is the actual H/C ratio of the fuel used.  
6.7. For a vehicle with a positive ignition engine fuelled with NG/biomethane 
FC norm ¼ Í 0,1336 
0,654 Î 
Ü ½ð0,749 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.8. Reserved  
6.9. Reserved  
6.10. For a vehicle with a compression engine fuelled with diesel (B7) 
FC ¼ Í 0,1165 
ρ fuel Î 
Ü ½ð0,858 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.11. For a vehicle with a positive ignition engine fuelled with ethanol (E85) 
FC ¼ Í 0,1743 
ρ fuel Î 
Ü ½ð0,574 Ü HCÞ þ ð0,429 Ü COÞ þ ð0,273 Ü CO  2 Þâ 
6.12. Fuel consumption for any test fuel may be calculated using the following equation: 
FC ¼ MW  C þ H 
C Ü MW  H þ O 
C Ü MW  O 
MW  C Ü ρ fuel Ü 10 Ü 
A 
MW  C 
MW  C þ H 
C Ü MW  H þ O 
C Ü MW  O Ü HC þ MW  C 
MW  CO Ü CO þ MW  C 
MW  CO2 Ü CO  2 ! 
6.13. Fuel consumption for a vehicle with a positive ignition engine fuelled by hydrogen: 
FC ¼ 0,024 Ü V 
d Ü Í 1 
Z 1 Ü p 1 
T 1 Ä 1 
Z 2 Ü p 2 
T 2 Î 
With approval of the approval authority and for vehicles fuelled either with gaseous or liquid hydrogen, the 
manufacturer may choose to calculate fuel consumption using either the equation for FC below or a 
method using a standard protocol such as SAE J2572. 
FC ¼ 0,1 Ü ð0,1119 Ü H 2 O þ H 2 Þ 
The compressibility factor, Z, shall be obtained from the following table:  
Table A7/2  
Compressibility factor Z  
T (K)  
5 100  200  300  400  500  600  700  800  900  
p (bar)  33  0,859  1,051  1,885  2,648  3,365  4,051  4,712  5,352  5,973  6,576  
53 0,965  0,922  1,416  1,891  2,338  2,765  3,174  3,57  3,954  4,329  
73 0,989  0,991  1,278  1,604  1,923  2,229  2,525  2,810  3,088  3,358  
93 0,997  1,042  1,233  1,470  1,711  1,947  2,177  2,400  2,617  2,829EN 7.7.2017 Official Journal of the European Union L 175/571
 
T (K)  
5 100  200  300  400  500  600  700  800  900  
113  1,000  1,066  1,213  1,395  1,586  1,776  1,963  2,146  2,324  2,498  
133  1,002  1,076  1,199  1,347  1,504  1,662  1,819  1,973  2,124  2,271  
153  1,003  1,079  1,187  1,312  1,445  1,580  1,715  1,848  1,979  2,107  
173  1,003  1,079  1,176  1,285  1,401  1,518  1,636  1,753  1,868  1,981  
193  1,003  1,077  1,165  1,263  1,365  1,469  1,574  1,678  1,781  1,882  
213  1,003  1,071  1,147  1,228  1,311  1,396  1,482  1,567  1,652  1,735  
233  1,004  1,071  1,148  1,228  1,312  1,397  1,482  1,568  1,652  1,736  
248  1,003  1,069  1,141  1,217  1,296  1,375  1,455  1,535  1,614  1,693  
263  1,003  1,066  1,136  1,207  1,281  1,356  1,431  1,506  1,581  1,655  
278  1,003  1,064  1,130  1,198  1,268  1,339  1,409  1,480  1,551  1,621  
293  1,003  1,062  1,125  1,190  1,256  1,323  1,390  1,457  1,524  1,590  
308  1,003  1,060  1,120  1,182  1,245  1,308  1,372  1,436  1,499  1,562  
323  1,003  1,057  1,116  1,175  1,235  1,295  1,356  1,417  1,477  1,537  
338  1,003  1,055  1,111  1,168  1,225  1,283  1,341  1,399  1,457  1,514  
353  1,003  1,054  1,107  1,162  1,217  1,272  1,327  1,383  1,438  1,493  
In the case that the required input values for p and T are not indicated in the table, the compressibility 
factor shall be obtained by linear interpolation between the compressibility factors indicated in the table, 
choosing the ones that are the closest to the sought value.  
7. Calculation of drive trace indices  
7.1. General requirement  
The prescribed speed between time points in Tables A1/1 to A1/12 shall be determined by a linear 
interpolation method at a frequency of 10 Hz.  
In the case that the accelerator control is fully activated, the prescribed speed shall be used instead of the 
actual vehicle speed for drive trace index calculations during such periods of operation.  
7.2. Calculation of drive trace indices  
The following indices shall be calculated according to SAE J2951(Revised JAN2014):  
(a) ER: Energy Rating  
(b) DR: Distance Rating  
(c) EER: Energy Economy Rating  
(d) ASCR: Absolute Speed Change Rating  
(e) IWR: Inertial Work Rating  
(f) RMSSE: Root Mean Squared Speed ErrorEN L 175/572 Official Journal of the European Union 7.7.2017
 
Sub-Annex 8  
Pure electric, hybrid electric and compressed hydrogen fuel cell hybrid vehicles  
1. General requirements  
In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FCHVs, Appendix 2 and Appendix 3 to this Sub- 
Annex shall replace Appendix 2 to Sub-Annex6.  
Unless stated otherwise, all requirements in this Sub-Annex shall apply to vehicles with and without driver- 
selectable modes. Unless explicitly stated otherwise in this Sub-Annex, all of the requirements and 
procedures specified in Sub-Annex 6 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-FCHVs 
and PEVs.  
1.1. Units, accuracy and resolution of electric parameters  
Parameters, units and accuracy of measurements shall be as shown in Table A8/1.  
Table A8/1  
Parameters, units and accuracy of measurements  
Parameter  Units  Accuracy  Resolution  
Electrical energy (  1 ) Wh  ± 1 per cent  0,001 kWh (  2 ) 
Electrical current  A  ± 0,3 per cent FSD or 
± 1 per cent of reading (  3 ) ( 4 ) 0,1 A  
Electric voltage  V  ± 0,3 per cent FSD or 
± 1 per cent of reading (  3 ) 0,1 V  
( 1 ) Equipment: static meter for active energy. 
( 2 ) AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent. 
( 3 ) Whichever is greater. 
( 4 ) Current integration frequency 20 Hz or more.  
1.2. Emission and fuel consumption testing  
Parameters, units and accuracy of measurements shall be the same as those required for conventional 
combustion engine-powered vehicles.  
1.3. Units and precision of final test results  
Units and their precision for the communication of the final results shall follow the indications given in 
Table A8/2. For the purpose of calculation in paragraph 4. of this Sub-Annex, the unrounded values shall 
apply.  
Table A8/2  
Units and precision of final test results  
Parameter  Units  Communication of final test result  
PER  (p) ( 2 ), PER  city , AER  (p) ( 2 ), AER  city , EAER  (p) ( 2 ), 
EAER  city , R  CDA ( 1 ), R  CDC km Rounded to nearest whole number  
FC CS(,p)  ( 2 ), FC  CD , FC  weighted  for HEVs  l/100 km  Rounded to the first place of 
decimal  
FC CS(,p)  ( 2 ) for FCHVs  kg/100 km  Rounded to the second place of 
decimalEN 7.7.2017 Official Journal of the European Union L 175/573
 
Parameter  Units  Communication of final test result  
M CO2,CS(,p)  ( 2 ), M  CO2,CD  , M  CO2 ,weighted  g/km  Rounded to the nearest whole 
number  
EC (p) ( 2 ), EC  city , EC  AC,CD  , EC  AC,weighted  Wh/km  Rounded to the nearest whole 
number  
E AC kWh  Rounded to the first place of 
decimal  
( 1 ) no vehicle individual parameter 
( 2 ) (p) means the considered period which can be a phase, a combination of phases or the whole cycle  
1.4. Vehicle classification  
All OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs shall be classified as Class 3 vehicles. The applicable 
test cycle for the Type 1 test procedure shall be determined according to paragraph 1.4.2. of this Sub-Annex 
based on the corresponding reference test cycle as described in paragraph 1.4.1. of this Sub-Annex.  
1.4.1. Reference test cycle  
1.4.1.1. The reference test cycle for Class 3 vehicles is specified in paragraph 3.3. of Sub-Annex 1.  
1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3. of Sub-Annex 1, may be 
applied on the test cycles according to paragraph 3.3. of Sub-Annex 1 by replacing the rated power with 
peak power. In such a case, the downscaled cycle is the reference test cycle.  
1.4.2. Applicable test cycle  
1.4.2.1. Applicable WLTP test cycle  
The reference test cycle according to paragraph 1.4.1. of this Sub-Annex shall be the applicable WLTP test 
cycle (WLTC) for the Type 1 test procedure.  
In the case that paragraph 9. of Sub-Annex 1 is applied based on the reference test cycle as described in 
paragraph 1.4.1. of this Sub-Annex, this modified test cycle shall be the applicable WLTP test cycle (WLTC) 
for the Type 1 test procedure.  
1.4.2.2. Applicable WLTP city test cycle  
The WLTP city test cycle (WLTC  city ) for Class 3 vehicles is specified in paragraph 3.5. of Sub-Annex 1.  
1.5. OVC-HEVs, NOVC-HEVs and PEVs with manual transmissions  
The vehicles shall be driven according to the manufacturer’s instructions, as incorporated in the manu ­
facturer's handbook of production vehicles, and as indicated by a technical gear shift instrument.  
2. REESS and fuel cell system preparation  
2.1. For all OVC-HEVs, NOVC-HEVs, NOVC-FCHVs and PEVs, the following shall apply:  
(a) Without prejudice to the requirements of paragraph 1.2.3.3. of Sub-Annex 6, the vehicles tested 
according to this Sub-Annex shall have been run-in at least 300 km with those REESSs installed;  
(b) In the case that the REESSs are operated above the normal operating temperature range, the operator 
shall follow the procedure recommended by the vehicle manufacturer in order to keep the temperature 
of the REESS in its normal operating range. The manufacturer shall provide evidence that the thermal 
management system of the REESS is neither disabled nor reduced.  
2.2. For NOVC-FCHVs without prejudice to the requirements of paragraph 1.2.3.3. of Sub-Annex 6, the vehicles 
tested to this Sub-Annex shall have been run-in at least 300 km with their fuel cell system installed.EN L 175/574 Official Journal of the European Union 7.7.2017
 
3. Test procedure  
3.1. General requirements  
3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs and NOVC-FCHVs, the following shall apply where applicable:  
3.1.1.1. Vehicles shall be tested according to the applicable test cycles described in paragraph 1.4.2. of this Sub- 
Annex.  
3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace tolerances according to paragraph 
1.2.6.6. of Sub-Annex 6, the accelerator control shall, unless stated otherwise, be fully activated until the 
required speed trace is reached again.  
3.1.1.3. The powertrain start procedure shall be initiated by means of the devices provided for this purpose 
according to the manufacturer's instructions.  
3.1.1.4. For OVC-HEVs, NOVC-HEVs and PEVs, exhaust emissions sampling and measurement of electric energy 
consumption shall begin for each applicable test cycle before or at the initiation of the vehicle start 
procedure and end at the conclusion of each applicable test cycle.  
3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compounds, shall be analysed for each individual test 
phase It is permitted to omit the phase analysis for phases where no combustion engine operates.  
3.1.1.6. Particle number shall be analysed for each individual phase and particulate matter emission shall be analysed 
for each applicable test cycle.  
3.1.2. Forced cooling as described in paragraph 1.2.7.2. of Sub-Annex 6 shall apply only for the charge-sustaining 
Type 1 test for OVC-HEVs according to paragraph 3.2. of this Sub-Annex and for testing NOVC-HEVs 
according to paragraph 3.3. of this Sub-Annex.  
3.2. OVC-HEVs  
3.2.1. Vehicles shall be tested under charge-depleting operating condition (CD condition), and charge-sustaining 
operating condition (CS condition).  
3.2.2. Vehicles may be tested according to four possible test sequences:  
3.2.2.1. Option 1: charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test.  
3.2.2.2. Option 2: charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test.  
3.2.2.3. Option 3: charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test.  
3.2.2.4. Option 4: charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test.EN 7.7.2017 Official Journal of the European Union L 175/575
 
Figure A8/1  
Possible test sequences in the case of OVC-HEV testing
  
3.2.3. The driver-selectable mode shall be set as described in the following test sequences (Option 1 to Option 4).  
3.2.4. Charge-depleting Type 1 test with no subsequent charge-sustaining Type 1 test (Option 1)  
The test sequence according to Option 1, described in paragraphs 3.2.4.1. to 3.2.4.7. inclusive of this Sub- 
Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/1 in 
Appendix 1 to this Sub-Annex.  
3.2.4.1. Preconditioning  
The vehicle shall be prepared according to the procedures in paragraph 2.2. of Appendix 4 to this Sub- 
Annex.  
3.2.4.2. Test conditions  
3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the charging requirements as described 
in paragraph 2.2.3. of Appendix 4 to this Sub-Annex and with the vehicle operated in charge-depleting 
operating condition as defined in paragraph 3.3.5. of this Annex.  
3.2.4.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be 
selected according to paragraph 2. of Appendix 6 to this Sub-Annex.  
3.2.4.3. Charge-depleting Type 1 test procedure  
3.2.4.3.1. The charge-depleting Type 1 test procedure shall consist of a number of consecutive cycles, each followed by 
a soak period of no more than 30 minutes until charge-sustaining operating condition is achieved.EN L 175/576 Official Journal of the European Union 7.7.2017
 
3.2.4.3.2. During soaking between individual applicable test cycles, the powertrain shall be deactivated and the REESS 
shall not be recharged from an external electric energy source. The instrumentation for measuring the 
electric current of all REESSs and for determining the electric voltage of all REESSs according to 
Appendix 3 of this Sub-Annex shall not be turned off between test cycle phases. In the case of ampere- 
hour meter measurement, the integration shall remain active throughout the entire test until the test is 
concluded.  
Restarting after soak, the vehicle shall be operated in the driver-selectable mode according to paragraph 
3.2.4.2.2. of this Sub-Annex.  
3.2.4.3.3. In deviation from paragraph 5.3.1. of Sub-Annex 5 and without prejudice to paragraph 5.3.1.2. of Sub- 
Annex 5, analysers may be calibrated and zero- checked before and after the charge-depleting Type 1 test.  
3.2.4.4. End of the charge-depleting Type 1 test  
The end of the charge-depleting Type 1 test is considered to have been reached when the break-off criterion 
according to paragraph 3.2.4.5. of this Sub-Annex is reached for the first time. The number of applicable 
WLTP test cycles up to and including the one where the break-off criterion was reached for the first time is 
set to n+1.  
The applicable WLTP test cycle n is defined as the transition cycle.  
The applicable WLTP test cycle n+1 is defined to be the confirmation cycle.  
For vehicles without a charge-sustaining capability over the complete applicable WLTP test cycle, the end of 
the charge-depleting Type 1 test is reached by an indication on a standard on-board instrument panel to 
stop the vehicle, or when the vehicle deviates from the prescribed driving tolerance for 4 consecutive 
seconds or more. The accelerator control shall be deactivated and the vehicle shall be braked to standstill 
within 60 seconds.  
3.2.4.5. Break-off criterion  
3.2.4.5.1. Whether the break-off criterion has been reached for each driven applicable WLTP test cycle shall be 
evaluated.  
3.2.4.5.2. The break-off criterion for the charge-depleting Type 1 test is reached when the relative electric energy 
change REEC  i as calculated using the following equation, is less than 0.04.  
REEC  i ¼ jΔE REESS ;i j 
E cycle Ü 1 
3 600  
where:  
REEC  i is the relative electric energy change of the applicable test cycle considered i of the charge- 
depleting Type 1 test;  
ΔE REESS,i  is the change of electric energy of all REESSs for the considered charge-depleting Type 1 test cycle 
i calculated according to paragraph 4.3. of this Sub-Annex, Wh;  
E cycle is the cycle energy demand of the considered applicable WLTP test cycle calculated according to 
paragraph 5. of Sub-Annex 7, Ws;  
i is the index number for the considered applicable WLTP test cycle;  
1 
3 600  is a conversion factor to Wh for the cycle energy demand.EN 7.7.2017 Official Journal of the European Union L 175/577
 
3.2.4.6. REESS charging and measuring the recharged electric energy  
3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the applicable WLTP test cycle n+1 in 
which the break-off criterion for the charge-depleting Type 1 test is reached for the first time.  
The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 
to this Sub-Annex, is reached.  
3.2.4.6.2. The electric energy measurement equipment, placed between the vehicle charger and the mains, shall 
measure the recharged electric energy E  AC delivered from the mains, as well as its duration. Electric 
energy measurement may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. 
of Appendix 4 to this Sub-Annex, is reached.  
3.2.4.7. Each individual applicable WLTP test cycle within the charge-depleting Type 1 test shall fulfil the applicable 
criteria emission limits according to paragraph 1.1.2. of Sub-Annex 6.  
3.2.5. Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Option 2)  
The test sequence according to Option 2, as described in paragraphs 3.2.5.1. to 3.2.5.3.3. inclusive of this 
Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/2 in 
Appendix 1 to this Sub-Annex.  
3.2.5.1. Preconditioning and soaking  
The vehicle shall be prepared according to the procedures in paragraph 2.1. of Appendix 4 to this Sub- 
Annex.  
3.2.5.2. Test conditions  
3.2.5.2.1. Tests shall be carried out with the vehicle operated in charge-sustaining operating condition as defined in 
paragraph 3.3.6.of this Annex.  
3.2.5.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be 
selected according to paragraph 3. of Appendix 6 to this Sub-Annex.  
3.2.5.3. Type 1 test procedure  
3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures described in Sub-Annex 6.  
3.2.5.3.2. If required, CO  2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex.  
3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this Sub-Annex shall fulfil the applicable criteria emission 
limits according to paragraph 1.1.2. of Sub-Annex 6.  
3.2.6. Charge-depleting Type 1 test with a subsequent charge-sustaining Type 1 test (Option 3)  
The test sequence according to Option 3, as described in paragraphs 3.2.6.1. to 3.2.6.3. inclusive of this 
Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/3 in 
Appendix 1 to this Sub-Annex.  
3.2.6.1. For the charge-depleting Type 1 test, the procedure described in paragraphs 3.2.4.1. to 3.2.4.5. inclusive as 
well as paragraph 3.2.4.7. of this Sub-Annex shall be followed.  
3.2.6.2. Subsequently, the procedure for the charge-sustaining Type 1 test described in paragraphs 3.2.5.1. to 3.2.5.3. 
inclusive of this Sub-Annex shall be followed. Paragraphs 2.1.1. to 2.1.2. inclusive of Appendix 4to this Sub- 
Annex shall not apply.EN L 175/578 Official Journal of the European Union 7.7.2017
 
3.2.6.3. REESS charging and measuring the recharged electric energy  
3.2.6.3.1. The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge- 
sustaining Type 1 test.  
The REESS is fully charged when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 
to this Sub-Annex is reached.  
3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the 
recharged electric energy E  AC delivered from the mains, as well as its duration. Electric energy measurement 
may be stopped when the end-of-charge criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this 
Sub-Annex is reached.  
3.2.7. Charge-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4)  
The test sequence according to Option 4, described in paragraphs 3.2.7.1. to 3.2.7.2. inclusive of this Sub- 
Annex, as well as the corresponding REESS state of charge profile, are shown in Figure A8.App1/4 of 
Appendix 1 to this Sub-Annex.  
3.2.7.1. For the charge-sustaining Type 1 test, the procedure described in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of 
this Sub-Annex, as well as paragraph 3.2.6.3.1. of this Sub-Annex shall be followed.  
3.2.7.2. Subsequently, the procedure for the charge-depleting Type 1 test described in paragraphs 3.2.4.2. to 3.2.4.7. 
inclusive of this Sub-Annex shall be followed.  
3.3. NOVC-HEVs  
The test sequence described in paragraphs 3.3.1. to 3.3.3. inclusive of this Sub-Annex, as well as the 
corresponding REESS state of charge profile, are shown in Figure A8.App1/5 of Appendix 1 to this Sub- 
Annex.  
3.3.1. Preconditioning and soaking  
3.3.1.1. Vehicles shall be preconditioned according to paragraph 1.2.6. of Sub-Annex 6.  
In addition to the requirements of paragraph 1.2.6., the level of the state of charge of the traction REESS for 
the charge-sustaining test may be set according to the manufacturer’s recommendation before precon ­
ditioning in order to achieve a test under charge-sustaining operating condition.  
3.3.1.2. Vehicles shall be soaked according to paragraph 1.2.7. of Sub-Annex 6.  
3.3.2. Test conditions  
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6. of this 
Annex.  
3.3.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be 
selected according to paragraph 3. of Appendix 6 to this Sub-Annex.  
3.3.3. Type 1 test procedure  
3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6.  
3.3.3.2. If required, the CO  2 mass emission shall be corrected according to Appendix 2 to this Sub-Annex.EN 7.7.2017 Official Journal of the European Union L 175/579
 
3.3.3.3. The charge-sustaining Type 1 test shall fulfil the applicable exhaust emission limits according to paragraph 
1.1.2. of Sub-Annex 6.  
3.4. PEVs  
3.4.1. General requirements  
The test procedure to determine the pure electric range and electric energy consumption shall be selected 
according to the estimated pure electric range (PER) of the test vehicle from Table A8/3. In the case that the 
interpolation approach is applied, the applicable test procedure shall be selected according to the PER of 
vehicle H within the specific interpolation family.  
Table A8/3  
Procedures to determine pure electric range and electric energy consumption  
Applicable test cycle  The estimated PER is…  Applicable test procedure  
Test cycle according to 
paragraph 1.4.2.1. 
including the Extra High 
phase  …less than the length of 3 
applicable WLTP test cycles.  Consecutive cycle Type 1 test 
procedure (according to paragraph 
3.4.4.1. of this Sub-Annex)  
…is equal to or greater than the 
length of 3 applicable WLTP test 
cycles.  Shortened Type 1 test procedure 
(according to paragraph 3.4.4.2. of this 
Sub-Annex)  
Test cycle according to 
paragraph 1.4.2.1. 
excluding the Extra High 
phase  …is less than the length of 4 
applicable WLTP test cycles.  Consecutive cycle Type 1 test 
procedure (according to paragraph 
3.4.4.1. of this Sub-Annex)  
…is equal to or greater than the 
length of 4 applicable WLTP test 
cycles.  Shortened Type 1 test procedure 
(according to paragraph 3.4.4.2. of this 
Sub-Annex)  
City cycle according to 
paragraph 1.4.2.2.  …not available over the applicable 
WLTP test cycle.  Consecutive cycle Type 1 test 
procedure (according to paragraph 
3.4.4.1. of this Sub-Annex)  
The manufacturer shall give evidence to the approval authority concerning the estimated pure electric range 
(PER) prior to the test. In the case that the interpolation approach is applied, the applicable test procedure 
shall be determined based on the estimated PER of vehicle H of the interpolation family. The PER 
determined by the applied test procedure shall confirm that the correct test procedure was applied.  
The test sequence for the consecutive cycle Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. 
and 3.4.4.1. of this Sub-Annex, as well as the corresponding REESS state of charge profile, are shown in 
Figure A8.App1/6 of Appendix 1 to this Sub-Annex.  
The test sequence for the shortened Type 1 test procedure, as described in paragraphs 3.4.2., 3.4.3. and 
3.4.4.2., as well as the corresponding REESS state of charge profile are shown in Figure A8.App1/7 in 
Appendix 1 to this Sub-Annex.  
3.4.2. Preconditioning  
The vehicle shall be prepared according to the procedures in paragraph 3. of Appendix 4 to this Sub-Annex.  
3.4.3. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to 
paragraph 3. of Appendix 6 to this Sub-Annex.EN L 175/580 Official Journal of the European Union 7.7.2017
 
3.4.4. PEV Type 1 test procedures  
3.4.4.1. Consecutive cycle Type 1 test procedure  
3.4.4.1.1. Speed trace and breaks  
The test shall be performed by driving consecutive applicable test cycles until the break-off criterion 
according to paragraph 3.4.4.1.3. of this Sub-Annex is reached.  
Breaks for the driver and/or operator are permitted only between test cycles and with a maximum total 
break time defined in Table A8/4. During the break, the powertrain shall be switched off.  
3.4.4.1.2. REESS current and voltage measurement  
From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs shall 
be measured according to Appendix 3 to this Sub-Annex and the electric voltage shall be determined 
according to Appendix 3 to this Sub-Annex.  
3.4.4.1.3. Break-off criterion  
The break-off criterion is reached when the vehicle exceeds the prescribed speed trace tolerance as specified 
in paragraph 1.2.6.6. of Sub-Annex 6 for 4 consecutive seconds or more. The accelerator control shall be 
deactivated. The vehicle shall be braked to standstill within 60 seconds.  
3.4.4.2. Shortened Type 1 test procedure  
3.4.4.2.1. Speed trace  
The shortened Type 1 test procedure consists of two dynamic segments (DS  1 and DS  2 ) combined with two 
constant speed segments (CSS  M and CSS  E ) as shown in Figure A8/2.  
Figure A8/2  
Shortened Type 1 test procedure speed trace
  
The dynamic segments DS  1 and DS  2 are used to determine the energy consumption for the applicable WLTP 
test cycle.  
The constant speed segments CSS  M and CSS  E are intended to reduce test duration by depleting the REESS 
more rapidly than the consecutive cycle Type 1 test procedure.  
3.4.4.2.1.1. Dynamic segments  
Each dynamic segment DS  1 and DS  2 consists of an applicable WLTP test cycle according to paragraph 
1.4.2.1. followed by an applicable WLTP city test cycle according to paragraph 1.4.2.2.EN 7.7.2017 Official Journal of the European Union L 175/581
 
3.4.4.2.1.2. Constant speed segment  
The constant speeds during segments CSS  M and CSS  E shall be identical. If the interpolation approach is 
applied, the same constant speed shall be applied within the interpolation family.  
(a) Speed specification  
The minimum speed of the constant speed segments shall be 100 km/h. At the request of manufacturer 
and with approval of the approval authority, a higher constant speed in the constant speed segments 
may be selected.  
The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after 
completion of the dynamic segments and, in the case of a break according to Table A8/4, after initiating 
the powertrain start procedure.  
If the maximum speed of the vehicle is lower than the required minimum speed for the constant speed 
segments according to the speed specification of this paragraph, the required speed in the constant speed 
segments shall be equal to the maximum speed of the vehicle.  
(b) Distance determination of CSS  E and CSS  M 
The length of the constant speed segment CSS  E shall be determined based on the percentage of the 
usable REESS energy UBE  STP according to paragraph 4.4.2.1. of this Sub-Annex. The remaining energy in 
the traction REESS after dynamic speed segment DS  2 shall be equal to or less than 10 per cent of 
UBE  STP . The manufacturer shall provide evidence to the approval authority after the test that this 
requirement is fulfilled.  
The length of the constant speed segment CSS  M may be calculated using the following equation:  
d CSSM ¼ PER  est Ä d DS1 Ä d DS2 Ä d CSSE 
where:  
PER  est is the estimated pure electric range of the considered PEV, km;  
d DS1 is the length of dynamic speed segment 1, km;  
d DS2 is the length of dynamic speed segment 2, km;  
d CSSE  is the length of constant speed segment CSS  E , km.  
3.4.4.2.1.3. Breaks  
Breaks for the driver and/or operator are permitted only in the constant speed segments as prescribed in 
Table A8/4.  
Table A8/4  
Breaks for the driver and/or test operator  
Distance driven (km)  Maximum total break (min)  
Up to 100  10  
Up to 150  20  
Up to 200  30EN L 175/582 Official Journal of the European Union 7.7.2017
 
Distance driven (km)  Maximum total break (min)  
Up to 300  60  
More than 300  Shall be based on the manufacturer’s recommendation  
Note:  During a break, the powertrain shall be switched off.  
3.4.4.2.2. REESS current and voltage measurement  
From the beginning of the test until the break-off criterion is reached, the electric current of all REESSs and 
the electric voltage of all REESSs shall be determined according to Appendix 3 to this Sub-Annex.  
3.4.4.2.3. Break-off criterion  
The break-off criterion is reached when the vehicle exceeds the prescribed driving tolerance as specified in 
paragraph 1.2.6.6. of Sub-Annex 6 for 4 consecutive seconds or more in the second constant speed segment 
CSS  E . The accelerator control shall be deactivated. The vehicle shall be braked to a standstill within 60 
seconds.  
3.4.4.3. REESS charging and measuring the recharged electric energy  
3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this Sub-Annex for the consecutive cycle 
Type 1 test procedure and in paragraph 3.4.4.2.3. of this Sub-Annex for the shortened Type 1 test 
procedure, the vehicle shall be connected to the mains within 120 minutes.  
The REESS is fully charged when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 
to this Sub-Annex, is reached.  
3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the 
recharged electric energy E  AC delivered from the mains as well as its duration. Electric energy measurement 
may be stopped when the end-of-charge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this 
Sub-Annex, is reached.  
3.5. NOVC-FCHVs  
The test sequence, described in paragraphs 3.5.1. to 3.5.3. inclusive of this Sub-Annex, as well as the 
corresponding REESS state of charge profile, is shown in Figure A8.App1/5 in Appendix 1 to this Sub- 
Annex.  
3.5.1. Preconditioning and soaking  
Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.  
3.5.2. Test conditions  
3.5.2.1. Vehicles shall be tested under charge-sustaining operating conditions as defined in paragraph 3.3.6. of this 
Annex.  
3.5.2.2. Selection of a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be 
selected according to paragraph 3. of Appendix 6 to this Sub-Annex.  
3.5.3. Type 1 test procedure  
3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure described in Sub-Annex 6 and fuel 
consumption calculated according to Appendix 7 to this Sub-Annex.  
3.5.3.2. If required, fuel consumption shall be corrected according to Appendix 2 to this Sub-Annex.EN 7.7.2017 Official Journal of the European Union L 175/583
 
4. Calculations for hybrid electric, pure electric and compressed hydrogen fuel cell vehicles  
4.1. Calculations of gaseous emission compounds, particulate matter emission and particle number emission  
4.1.1. Charge-sustaining mass emission of gaseous emission compounds, particulate matter emission and particle 
number emission for OVC-HEVs and NOVC-HEVs  
The charge-sustaining particulate matter emission PM  CS shall be calculated according to paragraph 3.3. of 
Sub-Annex 7.  
The charge-sustaining particle number emission PN  CS shall be calculated according to paragraph 4. of Sub- 
Annex 7.  
4.1.1.1. Stepwise prescription for calculating the final test results of the charge-sustaining Type 1 test for NOVC- 
HEVs and OVC-HEVs  
The results shall be calculated in the order described in Table A8/5. All applicable results in the column 
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or 
contains additional calculations.  
For the purpose of this table, the following nomenclature within the equations and results is used:  
c complete applicable test cycle;  
p every applicable cycle phase;  
i applicable criteria emission component (except CO  2 ); 
CS charge-sustaining  
CO  2 CO  2 mass emission.  
Table A8/5  
Calculation of final charge-sustaining gaseous emission values  
Source  Input  Process  Output  Step no.  
Sub-Annex 6  Raw test results  Charge-sustaining mass 
emissions 
Sub-Annex 7, paragraphs 3. to 
3.2.2. inclusive  M i,CS,p,1  , g/km; 
M CO2,CS,p,1  , g/km.  1 
Output from 
step no. 1 of 
this Table.  M i,CS,p,1  , g/km; 
M CO2,CS,p,1  , g/km.  Calculation of combined charge- 
sustaining cycle values: 
M i;CS;c;2 ¼ P  
p M i;CS;p;1 Ü d p P  
p d p 
M CO2;CS;c;2 ¼ P  
p M CO2;CS;p;1 P  
p d p 
where: 
M i,CS,c,2  is the charge-sustaining 
mass emission result over the 
total cycle;  M i,CS,c,2  , g/km; 
M CO2,CS,c,2  , g/km.  2EN L 175/584 Official Journal of the European Union 7.7.2017
 
Source  Input  Process  Output  Step no.  
M CO2,CS,c,2  is the charge- 
sustaining CO  2 mass emission 
result over the total cycle; 
d p are the driven distances of 
the cycle phases p.  
Output from 
step no. 1 and 
2 of this Table.  M CO2,CS,p,1  , g/km; 
M CO2,CS,c,2  , g/km.  REESS electric energy change 
correction 
Sub-Annex 8, paragraph 4.1.1.2. 
to 4.1.1.5. inclusive  M CO2,CS,p,3  , g/km; 
M CO2,CS,c,3  , g/km.  3 
Output from 
step no. 2 and 
3 of this Table.  M i,CS,c,2  , g/km 
M CO2,CS,c,3  , g/km.  Charge-sustaining mass emission 
correction for all vehicles 
equipped with periodically 
regenerating systems K  i 
according to Sub-Annex 6, 
Appendix 1. 
M i;CS;c;4 ¼ K i Ü M i;CS;c;2 
or 
M i;CS;c;4 ¼ K i þ M i;CS;c;2 
and 
M CO2;CS;c;4 ¼ K CO2;K i Ü M CO2;CS;c;3 
or 
M CO2;CS;c;4 ¼ K CO2;K i þ M CO2;CS;c;3 
Additive offset or multiplicative 
factor to be used according to K  i 
determination. 
If K  i is not applicable:  
M i;CS;c;4 ¼ M  i;CS;c;2 
M CO2;CS;c;4 ¼ M  CO2;CS;c;3 M i,CS,c,4  , g/km. 
M CO2,CS,c,4  , g/km.  4a 
Output from 
step no. 3 and 
4a of this 
Table.  M CO2,CS,p,3  , g/km; 
M CO2,CS,c,3  , g/km; 
M CO2,CS,c,4  , g/km.  If K  i is applicable, align CO  2 
phase values to combined cycle 
value: 
M CO2;CS;p;4 ¼ M  CO2;CS;p;3 Ü AF  Ki 
for every cycle phase p; 
where:  
AF  Ki ¼ M CO2;c;4 
M CO2;c;3 
If K  i is not applicable: 
M CO2;CS;p;4 ¼ M  CO2;CS;p;3 M CO2,CS,p,4  , g/km.  4bEN 7.7.2017 Official Journal of the European Union L 175/585
 
Source  Input  Process  Output  Step no.  
Output from 
step no. 4 of 
this Table.  M i,CS,c,4  , g/km; 
M CO2,CS,p,4  , g/km; 
M CO2,CS,c,4  , g/km;  ATCT correction according to 
paragraph 3.8.2. of 
Sub-Annex 6a. 
Deterioration factors calculated 
and applied according to 
Annex VII  M i,CS,c,5  , g/km; 
M CO2,CS,c,5  , g/km; 
M CO2,CS,p,5  , g/km.  5 
‘result of a 
single test’  
Output from 
step no. 5 of 
this Table.  For every test: 
M i,CS,c,5  , g/km; 
M CO2,CS,c,5  , g/km; 
M CO2,CS,p,5  , g/km  Averaging of tests and declared 
value according to paragraph 
1.1.2. to 1.1.2.3. inclusive of 
Sub-Annex 6.  M i,CS,c,6  , g/km; 
M CO2,CS,c,6  , g/km; 
M CO2,CS,p,6  , g/km; 
M CO2,CS,c,declared  , 
g/km.  6 
‘M iCS results 
of a Type 1 
test for a 
test vehicle’  
Output from 
step no. 6 of 
this Table.  M CO2,CS,c,6  , g/km; 
M CO2,CS,p,6  , g/km; 
M CO2,CS,c,declared  , 
g/km.  Alignment of phase values. 
Sub-Annex 6, paragraph 1.1.2.4. 
And: 
M CO2;CS;c;7 ¼ M  CO2;CS;c;declared  M CO2,CS,c,7  , g/km; 
M CO2,CS,p,7  , g/km;  7 
‘M CO2,CS  
results of a 
Type 1 test 
for a test 
vehicle’  
Output from 
step no. 6 and 
7 of this Table.  For each of the 
test vehicles H 
and L: 
M i,CS,c,6  , g/km; 
M CO2,CS,c,7  , g/km; 
M CO2,CS,p,7  , g/km;  If in addition to a test vehicle H 
a test vehicle L was also tested, 
the resulting criteria emission 
value shall be the highest of the 
two values and referred to as 
M i,CS,c  
In the case of the combined 
THC+NO  x emissions, the highest 
value of the sum referring to 
either the VH or VL is to be 
used. 
Otherwise, if no vehicle L was 
tested,  M  i;CS;c ¼ M  i;CS;c;6 
For CO  2 the values derived in 
step 7 of this Table shall be 
used. 
CO  2 values shall be rounded to 
two decimal places.  M i,CS,c  , g/km; 
M CO2,CS,c,H  , g/km; 
M CO2,CS,p,H  , g/km; 
and if a vehicle L 
was tested: 
M CO2,CS,c,L  , g/km; 
M CO2,CS,p,L  , g/km;  8 
‘inter- 
polation 
family result’ 
final criteria 
emission 
result  
Output from 
step no. 8 of 
this Table.  M CO2,CS,c,H  , g/km; 
M CO2,CS,p,H  , g/km; 
and if a vehicle L 
was tested: 
M CO2,CS,c,L  , g/km; 
M CO2,CS,p,L  , g/km;  CO  2 mass emission calculation 
according to paragraph 4.5.4.1. 
of this Sub-Annex for individual 
vehicles in an interpolation 
family. 
CO  2 values shall be rounded 
according to Table A8/2.  M CO2,CS,c,ind  , g/km; 
M CO2,CS,p,ind  , 
g/km;  9 
‘result of an 
individual 
vehicle’ 
final CO  2 
result  
4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not 
applied, the following charge-sustaining CO  2 mass emission shall be used:  
M CO2;CS ¼ M  CO2;CS;nbEN L 175/586 Official Journal of the European Union 7.7.2017
 
where:  
M CO2,CS  is the charge-sustaining CO  2 mass emission of the charge-sustaining Type 1 test according to 
Table A8/5, step no. 3, g/km;  
M CO2,CS,nb  is the non-balanced charge-sustaining CO  2 mass emission of the charge-sustaining Type 1 test, 
not corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km.  
4.1.1.3. If the correction of the charge-sustaining CO  2 mass emission is required according to paragraph 1.1.3. of 
Appendix 2 to this Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 
2 to this Sub-Annex was applied, the CO  2 mass emission correction coefficient shall be determined 
according to paragraph 2. of Appendix 2 to this Sub-Annex. The corrected charge-sustaining CO  2 mass 
emission shall be determined using the following equation:  
M CO2;CS ¼ M  CO2;CS;nb Ä K CO2 Ü EC  DC;CS 
where:  
M CO2,CS  is the charge-sustaining CO  2 mass emission of the charge-sustaining Type 1 test according to 
Table A8/5, step no. 2, g/km;  
M CO2,CS,nb  is the non-balanced CO  2 mass emission of the charge-sustaining Type 1 test, not corrected for 
the energy balance, determined according to Table A8/5, step no. 2, g/km;  
EC DC,CS  is the electric energy consumption of the charge-sustaining Type 1 test according to paragraph 
4.3. of this Sub-Annex, Wh/km;  
K CO2 is the CO  2 mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to 
this Sub-Annex, (g/km)/(Wh/km).  
4.1.1.4. In the case that phase-specific CO  2 mass emission correction coefficients have not been determined, the 
phase-specific CO  2 mass emission shall be calculated using the following equation:  
M CO2;CS;p ¼ M  CO2;CS;nb;p Ä K CO2 Ü EC  DC;CS;p 
where:  
M CO2,CS,p  is the charge-sustaining CO  2 mass emission of phase p of the charge-sustaining Type 1 test 
according to Table A8/5, step no. 2, g/km;  
M CO2,CS,nb,p  is the non-balanced CO  2 mass emission of phase p of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;  
EC DC,CS,p  is the electric energy consumption of phase p of the charge-sustaining Type 1 test according to 
paragraph 4.3. of this Sub-Annex, Wh/km;  
K CO2 is the CO  2 mass emission correction coefficient according to paragraph 2.3.2. of Appendix 2 to 
this Sub-Annex, (g/km)/(Wh/km).EN 7.7.2017 Official Journal of the European Union L 175/587
 
4.1.1.5. In the case that phase-specific CO  2 mass emission correction coefficients have been determined, the phase- 
specific CO  2 mass emission shall be calculated using the following equation:  
M CO2;CS;p ¼ M  CO2;CS;nb;p Ä K CO2;p Ü EC  DC;CS;p 
where:  
M CO2,CS,p  is the charge-sustaining CO  2 mass emission of phase p of the charge-sustaining Type 1 test 
according to Table A8/5, step no. 3, g/km;  
M CO2,CS,nb,p  is the non-balanced CO  2 mass emission of phase p of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined according to Table A8/5, step no. 2, g/km;  
EC DC,CS,p  is the electric energy consumption of phase p of the charge-sustaining Type 1 test, determined 
according to paragraph 4.3. of this Sub-Annex, Wh/km;  
K CO2,p  is the CO  2 mass emission correction coefficient according to paragraph 2.3.2.2. of Appendix 2 
to this Sub-Annex, (g/km)/(Wh/km);  
p is the index of the individual phase within the applicable WLTP test cycle.  
4.1.2. Utility factor-weighted charge-depleting CO  2 mass emission for OVC-HEVs  
The utility factor-weighted charge-depleting CO  2 mass emission M  CO2,CD  shall be calculated using the 
following equation: 
M CO2;CD ¼ P  k 
j¼1 ðUF  j Ü M CO2;CD;j Þ 
P  k 
j¼1 UF  j 
where:  
M CO2,CD  is the utility factor-weighted charge-depleting CO  2 mass emission, g/km;  
M CO2,CD,j  is the CO  2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j of 
the charge-depleting Type 1 test, g/km;  
UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the transition cycle according to paragraph 
3.2.4.4. of this Sub-Annex.  
In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end 
of the transition cycle of vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if applicable, an individual vehicle within the 
vehicle interpolation family,  n veh  ind , is lower than the transition cycle number driven by vehicle L,  n veh_L  , the 
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. 
The CO  2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy 
consumption of zero EC  DC,CD,j  = 0 by using the CO  2 correction coefficient according to Appendix 2 of this 
Sub-Annex.EN L 175/588 Official Journal of the European Union 7.7.2017
 
4.1.3. Utility factor-weighted mass emissions of gaseous compounds, particulate matter emission and particle 
number emission for OVC-HEVs.  
4.1.3.1. The utility factor-weighted mass emission of gaseous compounds shall be calculated using the following 
equation:  
M i;weighted ¼ X  k 
j¼1 ðUF  j Ü M i;CD;j Þ þ ð1 Ä X  k 
j¼1 UF  j Þ Ü M i;CS 
where:  
M i,weighted  is the utility factor-weighted mass emission compound i, g/km;  
i is the index of the considered gaseous emission compound;  
UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;  
M i,CD,j  is the mass emission of the gaseous emission compound i determined according to paragraph 
3.2.1. of Sub-Annex 7 of phase j of the charge-depleting Type 1 test, g/km;  
M i,CS is the charge-sustaining mass emission of gaseous emission compound i for the charge-sustaining 
Type 1 test according to Table A8/5, step no. 7, g/km;  
j is the index number of the phase considered;  
k is the number of phases driven until the end of the transition cycle according to paragraph 
3.2.4.4. of this Sub-Annex.  
In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end 
of the transition cycle of vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if applicable, an individual vehicle within the 
vehicle interpolation family,  n veh  ind , is lower than the transition cycle number driven by vehicle L, n  veh_L  , the 
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. 
The CO  2 mass emission of each phase of the confirmation cycle shall then be corrected to an electric energy 
consumption of zero  EC  DC;CD;j ¼ 0 by using the CO  2 correction coefficient according to Appendix 2 of this 
Sub-Annex.  
4.1.3.2. The utility factor-weighted particle number emission shall be calculated using the following equation:  
PN  weighted ¼ X  k 
j¼1 ðUF  j Ü PN  CD;j Þ þ ð1 Ä X  k 
j¼1 UF  j Þ Ü PN  CS 
where:  
PN  weighted  is the utility factor-weighted particle number emission, particles per kilometre;  
UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;EN 7.7.2017 Official Journal of the European Union L 175/589
 
PN  CD,j is the particle number emission during phase j determined according to paragraph 4. of Sub- 
Annex 7 for the charge-depleting Type 1 test, particles per kilometre;  
PN  CS is the particle number emission determined according to paragraph 4.1.1. of this Sub-Annex for 
the charge-sustaining Type 1 test, particles per kilometre;  
j is the index number of the phase considered;  
k is the number of phases driven until the end of transition cycle n according to paragraph 3.2.4.4. 
of this Sub-Annex.  
4.1.3.3. The utility factor-weighted particulate matter emission shall be calculated using the following equation:  
PM  weighted ¼ X  n c 
c¼1 ðUF  c Ü PM  CD;c Þ þ ð1 Ä X  n c 
c¼1 UF  c Þ Ü PM  CS 
where:  
PM  weighted  is the utility factor-weighted particulate matter emission, mg/km;  
UF c is the utility factor of cycle c according to Appendix 5 of this Sub-Annex;  
PM  CD,c is the charge-depleting particulate matter emission during cycle c determined according to 
paragraph 3.3. of Sub-Annex 7 for the charge-depleting Type 1 test, mg/km;  
PM  CS is the particulate matter emission of the charge-sustaining Type 1 test according to paragraph 
4.1.1. of this Sub-Annex, mg/km;  
c is the index number of the cycle considered;  
n c is the number of applicable WLTP test cycles driven until the end of the transition cycle n 
according to paragraph 3.2.4.4. of this Sub-Annex.  
4.2. Calculation of fuel consumption  
4.2.1. Charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs and NOVC-FCHVs  
4.2.1.1. The charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs shall be calculated stepwise 
according to Table A8/6.  
Table A8/6  
Calculation of final charge-sustaining fuel consumption for OVC-HEVs, NOVC-HEVs  
Source  Input  Process  Output  Step no.  
Output from step 
no. 6 and 7 of 
Table A8/5 of this 
Sub-Annex.  M i,CS,c,6  , g/km; 
M CO2,CS,c,7  , g/km; 
M CO2,CS,p,7  , g/km;  Calculation of fuel 
consumption 
according to 
paragraph 6. of 
Sub-Annex 7.  FC CS,c,1  , l/100 km; 
FC CS,p,1  , l/100 km;  1 
‘FC  CS results of a 
Type 1 test for a 
test vehicle’EN L 175/590 Official Journal of the European Union 7.7.2017
 
Source  Input  Process  Output  Step no.  
The calculation of 
fuel consumption 
shall be performed 
separately for the 
applicable cycle 
and its phases. 
For that purpose: 
(a) the applicable 
phase or cycle 
CO  2 values 
shall be used; 
(b) the criteria 
emission over 
the complete 
cycle shall be 
used.  
Step no. 1 of this 
Table.  For each of the test 
vehicles H and L: 
FC CS,c,1  , l/100 km; 
FC CS,p,1  , l/100 km;  For FC the values 
derived in step no. 
1 of this Table 
shall be used. 
FC values shall be 
rounded to three 
decimal places.  FC CS,c,H  , l/100 km; 
FC CS,p,H  , l/100 km; 
and if a vehicle L 
was tested: 
FC CS,c,L  , l/100 km; 
FC CS,p,L  , l/100 km;  2 
‘interpolation family 
result’ 
final criteria 
emission result  
Step no. 2 of this 
Table.  FC CS,c,H  , l/100 km; 
FC CS,p,H  , l/100 km; 
and if a vehicle L 
was tested: 
FC CS,c,L  , l/100 km; 
FC CS,p,L  , l/100 km;  Fuel consumption 
calculation 
according to 
paragraph 4.5.5.1. 
of this Sub-Annex 
for individual 
vehicles in an 
interpolation 
family. 
FC values shall be 
rounded according 
to Table A8/2.  FC CS,c,ind  , l/100 
km; 
FC CS,p,ind  , l/100 
km; 3 
‘result of an indi ­
vidual vehicle’ 
final FC result  
4.2.1.2. Charge-sustaining fuel consumption for NOVC-FCHVs  
4.2.1.2.1. Stepwise prescription for calculating the final test fuel consumption results of the charge-sustaining Type 1 
test for NOVC-FCHVs  
The results shall be calculated in the order described in the Tables A8/7. All applicable results in the column 
‘Output’ shall be recorded. The column ‘Process’ describes the paragraphs to be used for calculation or 
contains additional calculations.  
For the purpose of this table, the following nomenclature within the equations and results is used:  
c: complete applicable test cycle;  
p: every applicable cycle phase;  
CS: charge-sustainingEN 7.7.2017 Official Journal of the European Union L 175/591
 
Table A8/7  
Calculation of final charge-sustaining fuel consumption for NOVC-FCHVs  
Source  Input  Process  Output  Step no.  
Appendix 7 of this 
Sub-Annex.  Non-balanced 
charge-sustaining 
fuel consumption 
FC CS,nb  ,kg/100 km  Charge-sustaining 
fuel consumption 
according to 
paragraph 2.2.6. of 
Appendix 7. to 
this Sub-Annex  FC CS,c,1  , kg/100 
km; 1 
Output from step 
no. 1 of this Table.  FC CS,c,1  , kg/100 
km; REESS electric 
energy change 
correction 
Sub-Annex 8, 
paragraphs 
4.2.1.2.2. to 
4.2.1.2.3. inclusive 
of this Sub-Annex  FC CS,c,2  , kg/100 
km; 2 
Output from step 
no. 2 of this Table.  FC CS,c,2  , kg/100 
km; ATCT correction 
according to 
paragraph 3.8.2. of 
Sub-Annex 6a. 
Deterioration 
factors calculated 
according to 
Annex VII.  FC CS,c,3  , kg/100 
km; 3 
‘result of a single 
test’  
Output from step 
no. 3 of this Table.  For every test: 
FC CS,c,3  , kg/100 
km; Averaging of tests 
and declared value 
according to para ­
graphs 1.1.2. to 
1.1.2.3. inclusive 
of Sub-Annex 6.  FC CS,c,4  , kg/100 
km; 4 
Output from step 
no. 4 of this Table.  FC CS,c,4  , kg/100 
km; 
FC CS,c,declared  , 
kg/100 km  Alignment of 
phase values. 
Sub-Annex 6, 
paragraph 1.1.2.4. 
And:  
FC CS;c5 ¼ 
FC CS;c;declared  FC CS,c,5  , kg/100 
km; 5 
‘FC  CS results of a 
Type 1 test for a 
test vehicle’  
4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex was not 
applied, the following charge-sustaining fuel consumption shall be used: 
FC CS ¼ FC  CS;nb 
where:  
FC CS is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table 
A8/7, step no. 2, kg/100 km;  
FC CS,nb  is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not 
corrected for the energy balance, according to Table A8/7, step no. 1, kg/100 km.EN L 175/592 Official Journal of the European Union 7.7.2017
 
4.2.1.2.3. If the correction of the fuel consumption is required according to paragraph 1.1.3. of Appendix 2 to this 
Sub-Annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this Sub-Annex 
was applied, the fuel consumption correction coefficient shall be determined according to paragraph 2. of 
Appendix 2 to this Sub-Annex. The corrected charge-sustaining fuel consumption shall be determined using 
the following equation: 
FC CS ¼ FC  CS;nb Ä K fuel;FCHV Ü EC  DC;CS 
where:  
FC CS is the charge-sustaining fuel consumption of the charge-sustaining Type 1 test according to Table 
A8/7, step no. 2, kg/100 km;  
FC CS,nb  is the non-balanced fuel consumption of the charge-sustaining Type 1 test, not corrected for the 
energy balance, according to Table A8/7, step no. 1, kg/100 km;  
EC DC,CS  is the electric energy consumption of the charge-sustaining Type 1 test according to paragraph 
4.3. of this Sub-Annex, Wh/km;  
K fuel,FCHV  is the fuel consumption correction coefficient according to paragraph 2.3.1. of Appendix 2 to this 
Sub-Annex, (kg/100 km)/(Wh/km).  
4.2.2. Utility factor-weighted charge-depleting fuel consumption for OVC-HEVs  
The utility factor-weighted charge-depleting fuel consumption FC  CD shall be calculated using the following 
equation: 
FC CD ¼ P  k 
j¼1 ðUF  j Ü FC  CD;j Þ 
P  k 
j¼1 UF  j 
where:  
FC CD is the utility factor weighted charge-depleting fuel consumption, l/100 km;  
FC CD,j is the fuel consumption for phase j of the charge-depleting Type 1 test, determined according to 
paragraph 6. of Sub-Annex 7, l/100 km;  
UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the transition cycle according to paragraph 3.2.4.4 
of this Sub-Annex.  
In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end 
of the transition cycle of vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if applicable, an individual vehicle within the 
vehicle interpolation family,  n veh  ind , is lower than the transition cycle number driven by vehicle L n  veh_L  the 
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. 
The fuel consumption of each phase of the confirmation cycle shall then be corrected to an electric energy 
consumption of zero,  EC  DC;CD;j ¼ 0, by using the fuel consumption correction coefficient according to 
Appendix 2 of this Sub-Annex.EN 7.7.2017 Official Journal of the European Union L 175/593
 
4.2.3. Utility factor-weighted fuel consumption for OVC-HEVs  
The utility factor-weighted fuel consumption from the charge-depleting and charge-sustaining Type 1 test 
shall be calculated using the following equation: 
FC weighted ¼ X  k 
j¼1 ðUF  j Ü FC  CD;j Þ þ ð1 Ä X  k 
j¼1 UF  j Þ Ü FC  CS 
where:  
FC weighted  is the utility factor-weighted fuel consumption, l/100 km;  
UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;  
FC CD,j is the fuel consumption of phase j of the charge-depleting Type 1 test, determined according to 
paragraph 6. of Sub-Annex 7, l/100 km;  
FC CS is the fuel consumption determined according to Table A8/6, step no. 1, l/100 km;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the transition cycle according to paragraph 
3.2.4.4. of this Sub-Annex.  
In the case that the interpolation approach is applied, k shall be the number of phases driven up to the end 
of the transition cycle of vehicle L n  veh_L  . 
If the transition cycle number driven by vehicle H,  n veh  H , and, if applicable, an individual vehicle within the 
vehicle interpolation family,  n veh  ind , is lower than the transition cycle number driven by vehicle L, n  veh_L  , the 
confirmation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. 
The fuel consumption of each phase of the confirmation cycle shall then be corrected to an electric energy 
consumption of zero  EC  DC;CD;j ¼ 0 by using the fuel consumption correction coefficient according to 
Appendix 2 of this Sub-Annex.  
4.3. Calculation of electric energy consumption  
For the determination of the electric energy consumption based on the current and voltage determined 
according to Appendix 3 of this Sub-Annex, the following equations shall be used: 
EC  DC;j ¼ ΔE REESS ;j 
d j 
where:  
EC DC,j is the electric energy consumption over the considered period j based on the REESS depletion, 
Wh/km;  
ΔE REESS,j  is the electric energy change of all REESSs during the considered period j, Wh;  
d j is the distance driven in the considered period j, km;  
and 
ΔE REESS ;j ¼ X  n 
j¼1 ΔE REESS ;j;iEN L 175/594 Official Journal of the European Union 7.7.2017
 
where:  
ΔE REESS,j,i  : is the electric energy change of REESS i during the considered period j, Wh;  
and 
ΔE REESS ;j;i ¼ 1 
3600 Ü Z t end 
t 0 UðtÞ REESS ;j;i Ü IðtÞ j;i dt 
where:  
U(t)  REESS,j,i  is the voltage of REESS i during the considered period j determined according to Appendix 3 to 
this Sub-Annex, V;  
t 0 is the time at the beginning of the considered period j, s;  
t end is the time at the end of the considered period j, s;  
I(t) j,i is the electric current of REESS i during the considered period j determined according to 
Appendix 3 to this Sub-Annex, A;  
i is the index number of the considered REESS;  
n is the total number of REESS;  
j is the index for the considered period, where a period can be any combination of phases or 
cycles;  
1 
3600  is the conversion factor from Ws to Wh.  
4.3.1. Utility factor-weighted charge-depleting electric energy consumption based on the recharged electric energy 
from the mains for OVC-HEVs  
The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric 
energy from the mains shall be calculated using the following equation:  
EC  AC;CD ¼ P  k 
j¼1 ðUF  j Ü EC  AC;CD;j Þ 
P  k 
j¼1 UF  j 
where:  
EC AC,CD  is the utility factor-weighted charge-depleting electric energy consumption based on the recharged 
electric energy from the mains, Wh/km;  
UF j is the utility factor of phase j according to Appendix 5 to this Sub-Annex;EN 7.7.2017 Official Journal of the European Union L 175/595
 
EC AC,CD,j  is the electric energy consumption based on the recharged electric energy from the mains of phase 
j, Wh/km;  
and 
EC  AC;CD;j ¼ EC  CD;CD;j Ü E AC P  k 
j¼1 ΔE REESS ;j 
where:  
EC DC,CD,j  is the electric energy consumption based on the REESS depletion of phase j of the charge- 
depleting Test 1 according to paragraph 4.3. of this Sub-Annex, Wh/km;  
E AC is the recharged electric energy from the mains determined according to paragraph 3.2.4.6. of this 
Sub-Annex, Wh;  
ΔE REESS,j  is the electric energy change of all REESSs of phase j according to paragraph 4.3. of this Sub- 
Annex, Wh;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the transition cycle of vehicle L ,n  veh_L  , according 
to paragraph 3.2.4.4. of this Sub-Annex.  
4.3.2. Utility factor-weighted electric energy consumption based on the recharged electric energy from the mains 
for OVC-HEVs  
The utility factor-weighted electric energy consumption based on the recharged electric energy from the 
mains shall be calculated using the following equation: 
EC  AC;weighted ¼ X  k 
j¼1 ðUF  j Ü EC  AC;CD;j Þ 
where:  
EC AC,weighted  is the utility factor-weighted electric energy consumption based on the recharged electric 
energy from the mains, Wh/km;  
UF j is the utility factor of phase j according to Appendix 5 of this Sub-Annex;  
EC AC,CD,j  is the electric energy consumption based on the recharged electric energy from the mains of 
phase j according to paragraph 4.3.1. of this Sub-Annex, Wh/km;  
j is the index number of the phase considered;  
k is the number of phases driven up to the end of the transition cycle of vehicle L n  veh_L  
according to paragraph 3.2.4.4. of this Sub-Annex.EN L 175/596 Official Journal of the European Union 7.7.2017
 
4.3.3. Electric energy consumption for OVC-HEVs  
4.3.3.1. Determination of cycle-specific electric energy consumption  
The electric energy consumption based on the recharged electric energy from the mains and the equivalent 
all-electric range shall be calculated using the following equation: 
EC ¼ E AC 
EAER 
where:  
EC is the electric energy consumption of the applicable WLTP test cycle based on the recharged electric 
energy from the mains and the equivalent all-electric range, Wh/km;  
E AC is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex, 
Wh;  
EAER is the equivalent all-electric range according to paragraph 4.4.4.1. of this Sub-Annex, km.  
4.3.3.2. Determination of phase-specific electric energy consumption  
The phase-specific electric energy consumption based on the recharged electric energy from the mains and 
the phase-specific equivalent all-electric range shall be calculated using the following equation: 
EC  p ¼ E AC 
EAER  p 
where:  
EC P : is the phase-specific electric energy consumption based on the recharged electric energy from the 
mains and the equivalent all-electric range, Wh/km;  
E AC : is the recharged electric energy from the mains according to paragraph 3.2.4.6. of this Sub-Annex, 
Wh;  
EAER  P : is the phase-specific equivalent all-electric range according to paragraph 4.4.4.2. of this Sub-Annex, 
km. 
4.3.4. Electric energy consumption of PEVs  
4.3.4.1. The electric energy consumption determined in this paragraph shall be calculated only if the vehicle was able 
to follow the applicable test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of Sub- 
Annex 6 during the entire considered period.  
4.3.4.2. Electric energy consumption determination of the applicable WLTP test cycle  
The electric energy consumption of the applicable WLTP test cycle based on the recharged electric energy 
from the mains and the pure electric range shall be calculated using the following equation: 
EC  WLTC ¼ E AC 
PER  WLTCEN 7.7.2017 Official Journal of the European Union L 175/597
 
where:  
EC WLTC  is the electric energy consumption of the applicable WLTP test cycle based on the recharged 
electric energy from the mains and the pure electric range for the applicable WLTP test cycle, 
Wh/km;  
E AC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, 
Wh;  
PER  WLTC  is the pure electric range for the applicable WLTP test cycle as calculated according to paragraph 
4.4.2.1.1. or paragraph 4.4.2.2.1. of this Sub-Annex, depending on the PEV test procedure that 
must be used, km.  
4.3.4.3. Electric energy consumption determination of the applicable WLTP city test cycle  
The electric energy consumption of the applicable WLTP city test cycle based on the recharged electric 
energy from the mains and the pure electric range for the applicable WLTP city test cycle shall be calculated 
using the following equation: 
EC  city ¼ E AC 
PER  city 
where:  
EC city is the electric energy consumption of the applicable WLTP city test cycle based on the recharged 
electric energy from the mains and the pure electric range for the applicable WLTP city test cycle, 
Wh/km;  
E AC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, 
Wh;  
PER  city is the pure electric range for the applicable WLTP city test cycle as calculated according to paragraph 
4.4.2.1.2. or paragraph 4.4.2.2.2. of this Sub-Annex, depending on the PEV test procedure that must 
be used, km.  
4.3.4.4. Electric energy consumption determination of the phase-specific values  
The electric energy consumption of each individual phase based on the recharged electric energy from the 
mains and the phase-specific pure electric range shall be calculated using the following equation: 
EC  p ¼ E AC 
PER  p 
where:  
EC p is the electric energy consumption of each individual phase p based on the recharged electric energy 
from the mains and the phase-specific pure electric range, Wh/km  
E AC is the recharged electric energy from the mains according to paragraph 3.4.4.3. of this Sub-Annex, 
Wh;  
PER  p is the phase-specific pure electric range as calculated according to paragraph 4.4.2.1.3. or paragraph 
4.4.2.2.3. of this Sub-Annex, depending on the PEV test procedure used, km.EN L 175/598 Official Journal of the European Union 7.7.2017
 
4.4. Calculation of electric ranges  
4.4.1. All-electric ranges AER and AER  city for OVC-HEVs  
4.4.1.1. All-electric range AER  
The all-electric range AER for OVC-HEVs shall be determined from the charge-depleting Type 1 test 
described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced 
in paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable 
WLTP test cycle according to paragraph 1.4.2.1. of this Sub-Annex. The AER is defined as the distance 
driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion 
engine starts consuming fuel.  
4.4.1.2. All-electric range city AER  city 
4.4.1.2.1. The all-electric range city AER  city for OVC-HEVs shall be determined from the charge-depleting Type 1 test 
described in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in 
paragraph 3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence by driving the applicable WLTP 
city test cycle according to paragraph 1.4.2.2. of this Sub-Annex. The AER  city is defined as the distance 
driven from the beginning of the charge-depleting Type 1 test to the point in time where the combustion 
engine starts consuming fuel.  
4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this Sub-Annex, the all-electric range city AER  city may be 
determined from the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by 
driving the applicable WLTP test cycles according to paragraph 1.4.2.1. of this Sub-Annex. In that case, the 
charge-depleting Type 1 test by driving the applicable WLTP city test cycle shall be omitted and the all- 
electric range city AER  city shall be calculated using the following equation:  
AER  city ¼ UBE  city 
EC  DC;city 
where:  
UBE  city is the usable REESS energy determined from the beginning of the charge-depleting Type 1 test 
described in paragraph 3.2.4.3. of this Sub-Annex by driving applicable WLTP test cycles until the 
point in time where the combustion engine starts consuming fuel, Wh;  
EC DC,city  is the weighted electric energy consumption of the pure electrically driven applicable WLTP city 
test cycles of the charge-depleting Type 1 test described in paragraph 3.2.4.3. of this Sub-Annex by 
driving applicable WLTP test cycle(s), Wh/km;  
and 
UBE  city ¼ X  k 
j¼1 ΔE REESS ;j 
where:  
ΔE REESS,j  is the electric energy change of all REESSs during phase j, Wh;  
j is the index number of the phase considered;  
K is the number of the phases driven from the beginning of the test up to and excluding the phase 
where the combustion engine starts consuming fuel;EN 7.7.2017 Official Journal of the European Union L 175/599
 
and 
EC  DC;city ¼ X  n city;pe 
j¼1 EC  DC;city;j Ü K city;j 
where:  
EC DC,city,j  is the electric energy consumption for the jth pure electrically driven WLTP city test cycle of the 
charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving 
applicable WLTP test cycles, Wh/km;  
K city,j is the weighting factor for the jth pure electrically driven applicable WLTP city test cycle of the 
charge-depleting Type 1 test according to paragraph 3.2.4.3. of this Sub-Annex by driving 
applicable WLTP test cycles;  
j is the index number of the pure electrically driven applicable WLTP city test cycle considered;  
n city,pe  is the number of pure electrically driven applicable WLTP city test cycles;  
and 
K city;1 ¼ ΔE REESS ;city;1 
UBE  city 
where:  
ΔE REESS,city,1  is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the 
charge-depleting Type 1 test, Wh;  
and 
K city;j ¼ 1 Ä K city;1 
n city;pe Ä 1 for j ¼ 2 to n  city;pe · 
4.4.2. Pure electric range for PEVs  
The ranges determined in this paragraph shall only be calculated if the vehicle was able to follow the 
applicable WLTP test cycle within the speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6 
during the entire considered period.  
4.4.2.1. Determination of the pure electric ranges when the shortened Type 1 test procedure is applied  
4.4.2.1.1. The pure -electric range for the applicable WLTP test cycle PER  WLTC  for PEVs shall be calculated from the 
shortened Type 1 test as described in paragraph 3.4.4.2. of this Sub-Annex using the following equations:  
PER  WLTC ¼ UBE  STP 
EC  DC;WLTC  
where:  
UBE  STP is the usable REESS energy determined from the beginning of the shortened Type 1 test 
procedure until the break-off criterion as defined in paragraph 3.4.4.2.3. of this Sub-Annex is 
reached, Wh;EN L 175/600 Official Journal of the European Union 7.7.2017
 
EC DC,WLTC  is the weighted electric energy consumption for the applicable WLTP test cycle of DS  1 and DS  2 
of the shortened Type 1 test procedure Type 1 test, Wh/km;  
and 
UBE  STP ¼ ΔE REESS ;DS  1 þ ΔE REESS ;DS  2 þ ΔE REESS ;CSS  M þ ΔE REESS ;CCS  E 
where:  
ΔE REESS ;DS  1 is the electric energy change of all REESSs during DS  1 of the shortened Type 1 test procedure, 
Wh;  
ΔE REESS ;DS  2 is the electric energy change of all REESSs during DS  2 of the shortened Type 1 test procedure, 
Wh;  
ΔE REESS ;CSS  M is the electric energy change of all REESSs during CSS  M of the shortened Type 1 test procedure, 
Wh;  
ΔE REESS ;CSS  E is the electric energy change of all REESSs during CSS  E of the shortened Type 1 test procedure, 
Wh;  
and 
EC  DC;WLTC ¼ X  2 
j¼1 EC  DC;WLTC ;j Ü K WLTC ;j 
where:  
EC DC,WLTC,j  is the electric energy consumption for the applicable WLTP test cycle DS  j of the shortened Type 
1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;  
k WLTC,j  is the weighting factor for the applicable WLTP test cycle of DS  j of the shortened Type 1 test 
procedure;  
and 
K WLTC ;1 ¼ ΔE REESS ;WLTC ;1 
UBE  STP and K  WLTC ;2 ¼ 1 Ä K WLTC ;1 
where:  
K WLTC,j  is the weighting factor for the applicable WLTP test cycle of DS  j of the shortened Type 1 test 
procedure;  
ΔE REESS,WLTC,1  is the electric energy change of all REESSs during the applicable WLTP test cycle from DS  1 of 
the shortened Type 1 test procedure, Wh;  
4.4.2.1.2. The pure electric range for the applicable WLTP city test cycle PER  city for PEVs shall be calculated from the 
shortened Type 1 test procedure as described in paragraph 3.4.4.2. of this Sub-Annex using the following 
equations:EN 7.7.2017 Official Journal of the European Union L 175/601
 
PER  city ¼ UBE  STP 
EC  DC;city 
where:  
UBE  STP is the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh;  
EC DC,city  is the weighted electric energy consumption for the applicable WLTP city test cycle of DS  1 and DS  2 
of the shortened Type 1 test procedure, Wh/km;  
and 
EC  DC;city ¼ X  4 
j¼1 EC  DC;city;j Ü K city;j 
where:  
EC DC,city,j  is the electric energy consumption for the applicable WLTP city test cycle where the first 
applicable WLTP city test cycle of DS  1 is indicated as j = 1, the second applicable WLTP city 
test cycle of DS  1 is indicated as j = 2, the first applicable WLTP city test cycle of DS  2 is indicated 
as j = 3 and the second applicable WLTP city test cycle of DS  2 is indicated as j = 4 of the 
shortened Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;  
K city,j is the weighting factor for the applicable WLTP city test cycle where the first applicable WLTP 
city test cycle of DS  1 is indicated as j = 1, the second applicable WLTP city test cycle of DS  1 is 
indicated as j = 2, the first applicable WLTP city test cycle of DS  2 is indicated as j = 3 and the 
second applicable WLTP city test cycle of DS  2 is indicated as j = 4,  
and 
K city;1 ¼ ΔE REESS ;city;1 
UBE  STP and K  city;j ¼ 1 Ä K city;1 
3 for j ¼ 2::: 4 
where:  
ΔE REESS,city,1  is the energy change of all REESSs during the first applicable WLTP city test cycle of DS  1 of the 
shortened Type 1 test procedure, Wh;  
4.4.2.1.3. The phase-specific pure electric-range PER  p for PEVs shall be calculated from the Type 1 test as described in 
paragraph 3.4.4.2. of this Sub-Annex by using the following equations:  
PER  p ¼ UBE  STP 
EC  DC;p 
where:  
UBE  UBE is the usable REESS energy according to paragraph 4.4.2.1.1. of this Sub-Annex, Wh;  
EC DC,p  is the weighted electric energy consumption for each individual phase of DS  1 and DS  2 of the 
shortened Type 1 test procedure, Wh/km;EN L 175/602 Official Journal of the European Union 7.7.2017
 
In the case that phase p = low and phase p = medium, the following equations shall be used:  
EC  DC;p ¼ X  4 
j¼1 EC  DC;p;j Ü K p;j 
where:  
EC DC,p,j  is the electric energy consumption for phase p where the first phase p of DS  1 is indicated as j = 1, 
the second phase p of DS  1 is indicated as j = 2, the first phase p of DS  2 is indicated as j = 3 and 
the second phase p of DS  2 is indicated as j = 4 of the shortened Type 1 test procedure according to 
paragraph 4.3. of this Sub-Annex, Wh/km;  
K p,j is the weighting factor for phase p where the first phase p of DS  1 is indicated as j = 1, the second 
phase p of DS  1 is indicated as j = 2, the first phase p of DS  2 is indicated as j = 3, and the second 
phase p of DS  2 is indicated as j = 4 of the shortened Type 1 test procedure;  
and 
K p;1 ¼ ΔE REESS ;p;1 
UBE  STP and K  p;j ¼ 1 Ä K p;1 
3 for j ¼ 2::: 4 
where:  
ΔE REESS,p,1  : is the energy change of all REESSs during the first phase p of DS  1 of the shortened Type 1 test 
procedure, Wh.  
In the case that phase p = high and phase p = extraHigh, the following equations shall be used:  
EC  DC;p ¼ X  2 
j¼1 EC  DC;p;j Ü K p;j 
where:  
EC DC,p,j  is the electric energy consumption for phase p of DS  j of the shortened Type 1 test procedure 
according to paragraph 4.3. of this Sub-Annex, Wh/km;  
k p,j is the weighting factor for phase p of DS  j of the shortened Type 1 test procedure  
and 
K p;1 ¼ ΔE REESS ;p;1 
UBE  STP and K  p;2 ¼ 1 Ä K p;1 
where:  
ΔE REESS,p,1  is the electric energy change of all REESSs during the first phase p of DS  1 of the shortened Type 
1 test procedure, Wh.EN 7.7.2017 Official Journal of the European Union L 175/603
 
4.4.2.2. Determination of the pure electric ranges when the consecutive cycle Type 1 test procedure is applied  
4.4.2.2.1. The pure electric range for the applicable WLTP test cycle PER  WLTP  for PEVs shall be calculated from the 
Type 1 test as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations:  
PER  WLTC ¼ UBE  CCP 
EC  DC;WLTC  
where:  
UBE  CCP is the usable REESS energy determined from the beginning of the consecutive cycle Type 1 test 
procedure until the break-off criterion according to paragraph 3.4.4.1.3. of this Sub-Annex is 
reached, Wh;  
EC DC,WLTC  is the electric energy consumption for the applicable WLTP test cycle determined from 
completely driven applicable WLTP test cycles of the consecutive cycle Type 1 test procedure, 
Wh/km;  
and 
UBE  CCP ¼ X  k 
j¼1 ΔE REESS ;j 
where:  
ΔE REESS,j  is the electric energy change of all REESSs during phase j of the consecutive cycle Type 1 test 
procedure, Wh;  
j is the index number of the phase considered;  
k is the number of phases driven from the beginning up to and including the phase where the 
break-off criterion is reached;  
and 
EC  DC;WLTC ¼ X  n WLTC  
j¼1 EC  DC;WLTC ;j Ü K WLTC ;j 
where:  
EC DC,WLTC,j  is the electric energy consumption for the applicable WLTP test cycle j of the consecutive cycle 
Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;  
K WLTC,j  is the weighting factor for the applicable WLTP test cycle j of the consecutive cycle Type 1 test 
procedure;  
j is the index number of the applicable WLTP test cycle;  
n WLTC  is the whole number of complete applicable WLTP test cycles driven;EN L 175/604 Official Journal of the European Union 7.7.2017
 
and 
K WLTC ;1 ¼ ΔE REESS ;WLTC ;1 
UBE  CCP and K  WLTC ;j ¼ 1 Ä K WLTC ;1 
n WLTC Ä 1 for j ¼ 2 … n  WLTC  
where:  
ΔE REESS,WLTC,1  is the electric energy change of all REESSs during the first applicable WLTP test cycle of the 
consecutive Type 1 test cycle procedure, Wh.  
4.4.2.2.2. The pure electric range for the WLTP city test cycle PER  city for PEVs shall be calculated from the Type 1 test 
as described in paragraph 3.4.4.1. of this Sub-Annex using the following equations:  
PER  city ¼ UBE  CCP 
EC  DC;city 
where:  
UBE  CCP is the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh;  
EC DC,city  is the electric energy consumption for the applicable WLTP city test cycle determined from 
completely driven applicable WLTP city test cycles of the consecutive cycle Type 1 test procedure, 
Wh/km;  
and 
EC  DC;city ¼ X  n city 
j¼1 EC  DC;city;jÜ K city;j 
where:  
EC DC,city,j  is the electric energy consumption for the applicable WLTP city test cycle j of the consecutive 
cycle Type 1 test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;  
K city,j is the weighting factor for the applicable WLTP city test cycle j of the consecutive cycle Type 1 
test procedure;  
j is the index number of the applicable WLTP city test cycle;  
n city is the whole number of complete applicable WLTP city test cycles driven;  
and 
K city;1 ¼ ΔE REESS ;city;1 
UBE  CCP and K  city;j ¼ 1 Ä K city;1 
n city Ä 1 for j ¼ 2 … n  city 
where:  
ΔE REESS,city,1  is the electric energy change of all REESSs during the first applicable WLTP city test cycle of the 
consecutive cycle Type 1 test procedure, Wh.EN 7.7.2017 Official Journal of the European Union L 175/605
 
4.4.2.2.3. The phase-specific pure electric-range PER  p for PEVs shall be calculated from the Type 1 test as described in 
paragraph 3.4.4.1. of this Sub-Annex using the following equations:  
PER  p ¼ UBE  CCP 
EC  DC;p 
where:  
UBE  CCP is the usable REESS energy according to paragraph 4.4.2.2.1. of this Sub-Annex, Wh;  
EC DC,p  is the electric energy consumption for the considered phase p determined from completely driven 
phases p of the consecutive cycle Type 1 test procedure, Wh/km;  
and 
EC  DC;p ¼ X  n p 
j¼1 EC  DC;p;j Ü K p;j 
where:  
EC DC,p,j  is the jth electric energy consumption for the considered phase p of the consecutive cycle Type 1 
test procedure according to paragraph 4.3. of this Sub-Annex, Wh/km;  
k p,j is the jth weighting factor for the considered phase p of the consecutive cycle Type 1 test 
procedure;  
j is the index number of the considered phase p;  
n p is the whole number of complete WLTC phases p driven;  
and 
K p;1 ¼ ΔE REESS ;p;1 
UBE  CCP and K  p;j ¼ 1 Ä K p;1 
n p Ä 1 for j ¼ 2 … n  p 
where:  
ΔE REESS,p,1  is the electric energy change of all REESSs during the first driven phase p during the consecutive 
cycle Type 1 test procedure, Wh.  
4.4.3. Charge-depleting cycle range for OVC-HEVs  
The charge-depleting cycle range R  CDC shall be determined from the charge-depleting Type 1 test described 
in paragraph 3.2.4.3. of this Sub-Annex as part of the Option 1 test sequence and is referenced in paragraph 
3.2.6.1. of this Sub-Annex as part of the Option 3 test sequence. The R  CDC is the distance driven from the 
beginning of the charge-depleting Type 1 test to the end of the transition cycle according to paragraph 
3.2.4.4 of this Sub-Annex.EN L 175/606 Official Journal of the European Union 7.7.2017
 
4.4.4. Equivalent all-electric range for OVC-HEVs  
4.4.4.1. Determination of cycle-specific equivalent all-electric range  
The cycle-specific equivalent all-electric range shall be calculated using the following equation:  
EAER ¼ Í M CO2;CS Ä M CO2;CD;avg 
M CO2;CS Î 
Ü R CDC 
where:  
EAER is the cycle-specific equivalent all-electric range, km;  
M CO2,CS  is the charge-sustaining CO  2 mass emission according to Table A8/5, step no. 7, g/km;  
M CO2,CD,avg  is the arithmetic average charge-depleting CO  2 mass emission according to the equation below, 
g/km;  
R CDC is the charge-depleting cycle range according to paragraph 4.4.2. of this Sub-Annex, km;  
and 
M CO2;CD;avg ¼ P  k 
j¼1 ðM CO2;CD;j Ü d j Þ 
P  k 
j¼1 d j 
where:  
M CO2,CD,avg  is the arithmetic average charge-depleting CO  2 mass emission, g/km;  
M CO2,CD,j  is the CO  2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase j 
of the charge-depleting Type 1 test, g/km;  
dj is the distance driven in phase j of the charge-depleting Type 1 test, km;  
j is the index number of the considered phase;  
k is the number of phases driven up to the end of the transition cycle n according to paragraph 
3.2.4.4 of this Sub-Annex.  
4.4.4.2. Determination of the phase-specific equivalent all-electric range  
The phase-specific equivalent all-electric range shall be calculated using the following equation:  
EAER  p ¼ Í M CO2;CSp Ä M CO2;CD;avg;p 
M CO2;CS;p Î 
Ü P  k 
j¼1 ΔE REESS ;j 
EC  DC;CD;p 
where:  
EAER  p is the phase-specific equivalent all-electric range for the considered phase p, km;EN 7.7.2017 Official Journal of the European Union L 175/607
 
M CO2,CS,p  is the phase-specific CO  2 mass emission from the charge-sustaining Type 1 test for the 
considered phase p according to Table A8/5, step no. 7, g/km;  
ΔE REESS,j  are the electric energy changes of all REESSs during the considered phase j, Wh;  
EC DC,CD,p  is the electric energy consumption over the considered phase p based on the REESS depletion, 
Wh/km;  
j is the index number of the considered phase;  
k is the number of phases driven up to the end of the transition cycle n according to paragraph 
3.2.4.4 of this Sub-Annex;  
and 
M CO2;CD;avg;p ¼ P  n c 
c¼1 ðM CO2;CD;p;c Ü d p;c Þ P  n c 
c¼1 d p;c 
where:  
M CO2,CD,avg,p  is the arithmetic average charge-depleting CO  2 mass emission for the considered phase p, 
g/km;  
M CO2,CD,p,c  is the CO  2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of phase 
p in cycle c of the charge-depleting Type 1 test, g/km;  
d p,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, 
km; 
c is the index number of the considered applicable WLTP test cycle;  
p is the index of the individual phase within the applicable WLTP test cycle;  
n c is the number of applicable WLTP test cycles driven up to the end of the transition cycle n 
according to paragraph 3.2.4.4. of this Sub-Annex;  
and 
E C  DC;CD;P ¼ P  nc 
c¼1 EC  DC;CD;P;C Ü d p;c P  nc 
c¼1 d p;c 
where:  
EC DC,CD,P  is the electric energy consumption of the considered phase p based on the REESS depletion of 
the charge-depleting Type 1 test, Wh/km;  
EC DC,CD,P,C  is the electric energy consumption of the considered phase p of cycle c based on the REESS 
depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this Sub-Annex, 
Wh/km;EN L 175/608 Official Journal of the European Union 7.7.2017
 
d p,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, 
km; 
c is the index number of the considered applicable WLTP test cycle;  
p is the index of the individual phase within the applicable WLTP test cycle;  
n c is the number of applicable WLTP test cycles driven up to the end of the transition cycle n 
according to paragraph 3.2.4.4. of this Sub-Annex.  
The considered phase values shall be the low-phase, mid-phase, high-phase, extra high-phase, and the city 
driving cycle.  
4.4.5. Actual charge-depleting range for OVC-HEVs  
The actual charge-depleting range shall be calculated using the following equation:  
R CDA ¼ X  nÄ1 
c¼1 d c þ Í M CO2;CS Ä M CO2;n;cycle 
M CO2;CS Ä M CO2;CD;avg;nÄ1 Î 
Ü d n 
where:  
R CDA is the actual charge-depleting range, km;  
M CO2,CS  is the charge-sustaining CO  2 mass emission according to Table A8/5, step no. 7, g/km;  
M CO2,n,cycle  is the CO  2 mass emission of the applicable WLTP test cycle n of the charge-depleting Type 
1 test, g/km;  
M CO2,CD,avg,n–1  is the arithmetic average CO  2 mass emission of the charge-depleting Type 1 test from the 
beginning up to and including the applicable WLTP test cycle (n-1), g/km;  
d c is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 
test, km;  
d n is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 
test, km;  
c is the index number of the considered applicable WLTP test cycle;  
n is the number of applicable WLTP test cycles driven including the transition cycle according 
to paragraph 3.2.4.4. of this Sub-Annex;  
and 
M CO2;CD;avg;nÄ1 ¼ P  nÄ1 
c¼1 ðM CO2;CD;c Ü d c Þ P  nÄ1 
c¼1 d cEN 7.7.2017 Official Journal of the European Union L 175/609
 
where:  
M CO2,CD,avg,n–1  is the arithmetic average CO  2 mass emission of the charge-depleting Type 1 test from the 
beginning up to and including the applicable WLTP test cycle (n-1), g/km;  
M CO2,CD,c  is the CO  2 mass emission determined according to paragraph 3.2.1. of Sub-Annex 7 of the 
applicable WLTP test cycle c of the charge-depleting Type 1 test, g/km;  
d c is the distance driven in the applicable WLTP test cycle c of the charge-depleting Type 1 
test, km;  
c is the index number of the considered applicable WLTP test cycle;  
n is the number of applicable WLTP test cycles driven including the transition cycle according 
to paragraph 3.2.4.4 of this Sub-Annex;  
4.5. Interpolation of individual vehicle values  
4.5.1. Interpolation range for NOVC-HEVs and OVC-HEVs  
The interpolation method shall only be used if the difference in charge-sustaining CO  2 mass emission, 
M CO2,CS  , according to Table A8/5, step no. 8 between test vehicles L and H is between a minimum of 
5 g/km and a maximum of 20 g/km or 20 per cent of the charge-sustaining CO  2 mass emission, M  CO2,CS  , 
according to Table A8/5, step no. 8 for vehicle H, whichever value is smaller.  
At the request of the manufacturer and with approval of the approval authority, the interpolation of 
individual vehicle values within a family may be extended if the maximum extrapolation is not more 
than 3 g/km above the charge-sustaining CO  2 mass emission of vehicle H and/or is not more than 
3 g/km below the charge-sustaining CO  2 mass emission of vehicle L. This extension is valid only within 
the absolute boundaries of the interpolation range specified in this paragraph.  
The maximum absolute boundary of 20 g/km charge-sustaining CO  2 mass emission difference between 
vehicle L and vehicle H or 20 per cent of the charge-sustaining CO  2 mass emission for vehicle H, whichever 
is smaller, may be extended by 10 g/km if a vehicle M is tested. Vehicle M is a vehicle within the inter ­
polation family with a cycle energy demand within ± 10 per cent of the arithmetic average of vehicles L 
and H.  
The linearity of charge-sustaining CO  2 mass emission for vehicle M shall be verified against the linear 
interpolated charge-sustaining CO  2 mass emission between vehicle L and H.  
The linearity criterion for vehicle M shall be considered fulfilled if the difference between the charge- 
sustaining CO  2 mass emission of vehicle M derived from the measurement and the interpolated charge- 
sustaining CO  2 mass emission between vehicle L and H is below 1 g/km. If this difference is greater, the 
linearity criterion shall be considered to be fulfilled if this difference is 3 g/km or 3 per cent of the 
interpolated charge-sustaining CO  2 mass emission for vehicle M, whichever is smaller.  
If the linearity criterion is fulfilled, the interpolation between vehicle L and H shall be applicable for all 
individual vehicles within the interpolation family.  
If the linearity criterion is not fulfilled, the interpolation family shall be split into two sub-families for 
vehicles with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand 
between vehicles M and H.EN L 175/610 Official Journal of the European Union 7.7.2017
 
For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H that 
is necessary for the interpolation of individual OVC-HEV and NOVC-HEV values, shall be substituted by the 
corresponding parameter of vehicle M.  
For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that 
is necessary for the interpolation of individual cycle values shall be substituted by the corresponding 
parameter of vehicle M.  
4.5.2. Calculation of energy demand per period  
The energy demand E  k,p and distance driven d  c,p per period p applicable for individual vehicles in the 
interpolation family shall be calculated according to the procedure in paragraph 5. of Sub-Annex 7, for the 
sets k of road load coefficients and masses according to paragraph 3.2.3.2.3. of Sub-Annex 7.  
4.5.3. Calculation of the interpolation coefficient for individual vehicles K  ind,p 
The interpolation coefficient K  ind,p per period shall be calculated for each considered period p using the 
following equation:  
K ind;p ¼ E 3;p Ä E 1;p 
E 2;p Ä E 1;p 
where:  
K ind,p is the interpolation coefficient for the considered individual vehicle for period p;  
E 1,p is the energy demand for the considered period for vehicle L according to paragraph 5. of Sub-Annex 
7, Ws;  
E 2,p is the energy demand for the considered period for vehicle H according to paragraph 5. of Sub-Annex 
7, Ws;  
3,p is the energy demand for the considered period for the individual vehicle according to paragraph 5. of 
Sub-Annex 7, Ws;  
p is the index of the individual period within the applicable test cycle.  
In the case that the considered period p is the applicable WLTP test cycle, K  ind,p is named K  ind . 
4.5.4. Interpolation of the CO  2 mass emission for individual vehicles  
4.5.4.1. Individual charge-sustaining CO  2 mass emission for OVC-HEVs and NOVC-HEVs  
The charge-sustaining CO  2 mass emission for an individual vehicle shall be calculated using the following 
equation:  
M CO2–ind ;CS;p ¼ M  CO2–L ;CS;p þ K ind;d Ü ðM CO2–H ;CS;p Ä M CO2–L ;CS;p Þ 
where:  
M CO2–ind,CS,p  is the charge-sustaining CO  2 mass emission for an individual vehicle of the considered period 
p according to Table A8/5, step no. 9, g/km;EN 7.7.2017 Official Journal of the European Union L 175/611
 
M CO2–L,CS,p  is the charge-sustaining CO  2 mass emission for vehicle L of the considered period p according 
to Table A8/5, step no. 8, g/km;  
M CO2–H,CS,p  is the charge-sustaining CO  2 mass emission for vehicle H of the considered period p according 
to Table A8/5, step no. 8, g/km;  
K ind,d is the interpolation coefficient for the considered individual vehicle for period p;  
p is the index of the individual period within the applicable WLTP test cycle.  
The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase and the applicable 
WLTP test cycle.  
4.5.4.2. Individual utility factor-weighted charge-depleting CO  2 mass emission for OVC-HEVs  
The utility factor-weighted charge-depleting CO  2 mass emission for an individual vehicle shall be calculated 
using the following equation:  
M CO2–ind ;CD ¼ M  CO2–L ;CD þ K ind Ü ðM CO2–H ;CD Ä M CO2–L ;CD Þ 
where:  
M CO2–ind,CD  is the utility factor-weighted charge-depleting CO  2 mass emission for an individual vehicle, 
g/km;  
M CO2–L,CD  is the utility factor-weighted charge-depleting CO  2 mass emission for vehicle L, g/km;  
M CO2–H,CD  is the utility factor-weighted charge-depleting CO  2 mass emission for vehicle H, g/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP 
test cycle.  
4.5.4.3. Individual utility factor-weighted CO  2 mass emission for OVC-HEVs  
The utility factor-weighted CO  2 mass emission for an individual vehicle shall be calculated using the 
following equation: 
M CO2–ind ;weighted ¼ M  CO2–L ;weighted þ K ind Ü ðM CO2–H ;weighted Ä M CO2–L ;weighted Þ 
where:  
M CO2–ind,weighted  is the utility factor-weighted CO  2 mass emission for an individual vehicle, g/km;  
M CO2–L,weighted  is the utility factor-weighted CO  2 mass emission for vehicle L, g/km;  
M CO2–H,weighted  is the utility factor-weighted CO  2 mass emission for vehicle H, g/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP 
test cycle.EN L 175/612 Official Journal of the European Union 7.7.2017
 
4.5.5. Interpolation of the fuel consumption for individual vehicles  
4.5.5.1. Individual charge-sustaining fuel consumption for OVC-HEVs and NOVC-HEVs  
The charge-sustaining fuel consumption for an individual vehicle shall be calculated using the following 
equation: 
FC ind;CS;p ¼ FC  L;CS;p þ K ind;p Ü ðFC H;CS;p Ä FC  L;CS;p Þ 
where:  
FC ind,CS,p  is the charge-sustaining fuel consumption for an individual vehicle of the considered period p 
according to Table A8/6, step no. 3, l/100 km;  
FC L,CS,p  is the charge-sustaining fuel consumption for vehicle L of the considered period p according to 
Table A8/6, step no. 2, l/100 km;  
FC H,CS,p  is the charge-sustaining fuel consumption for vehicle H of the considered period p according to 
Table A8/6, step no. 2, l/100 km;  
K ind,p is the interpolation coefficient for the considered individual vehicle for period p;  
p is the index of the individual period within the applicable WLTP test cycle.  
The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, and the applicable 
WLTP test cycle.  
4.5.5.2. Individual utility factor-weighted charge depleting fuel consumption for OVC-HEVs  
The utility factor-weighted charge-depleting fuel consumption for an individual vehicle shall be calculated 
using the following equation: 
FC ind;CD ¼ FC  L;CD þ K ind Ü ðFC H;CD Ä FC  L;CD Þ 
where:  
FC ind,CD  is the utility factor-weighted charge-depleting fuel consumption for an individual vehicle, l/100 
km; 
FC L,CD is the utility factor-weighted charge-depleting fuel consumption for vehicle L, l/100 km;  
FC H,CD  is the utility factor-weighted charge-depleting fuel consumption for vehicle H, l/100 km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test 
cycle.  
4.5.5.3. Individual utility factor-weighted fuel consumption for OVC-HEVs  
The utility factor-weighted fuel consumption for an individual vehicle shall be calculated using the following 
equation: 
FC ind;weighted ¼ FC  L;weighted þ K ind Ü ðFC H;weighted Ä FC  L;weighted Þ 
where:  
FC ind,weighted  is the utility factor-weighted fuel consumption for an individual vehicle, l/100 km;EN 7.7.2017 Official Journal of the European Union L 175/613
 
FC L,weighted  is the utility factor-weighted fuel consumption for vehicle L, l/100 km;  
FC H,weighted  is the utility factor-weighted fuel consumption for vehicle H, l/100 km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP 
test cycle.  
4.5.6 Interpolation of electric energy consumption for individual vehicles  
4.5.6.1. Individual utility factor-weighted charge-depleting electric energy consumption based on the recharged 
electric energy from the mains for OVC-HEVs  
The utility factor-weighted charge-depleting electric energy consumption based on the recharged electric 
energy from for an individual vehicle shall be calculated using the following equation: 
EC  AC–ind ;CD ¼ EC  AC–L ;CD þ K ind Ü ðEC  AC–H ;CD Ä EC  AC–L ;CD Þ 
where:  
EC AC–ind,CD  is the utility factor-weighted charge-depleting electric energy consumption based on the 
recharged electric energy from the mains for an individual vehicle, Wh/km;  
EC AC–L,CD  is the utility factor-weighted charge-depleting electric energy consumption based on the 
recharged electric energy from the mains for vehicle L, Wh/km;  
EC AC–H,CD  is the utility factor-weighted charge-depleting electric energy consumption based on the 
recharged electric energy from the mains for vehicle H, Wh/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test 
cycle  
4.5.6.2. Individual utility factor-weighted electric energy consumption based on the recharged electric energy from 
the mains for OVC-HEVs  
The utility factor-weighted electric energy consumption based on the recharged electric energy from the 
mains for an individual vehicle shall be calculated using the following equation:  
EC  AC–ind ;weighted ¼ EC  AC–L ;weighted þ K ind Ü ðEC  AC–H ;weighted Ä EC  AC–L ;weighted Þ 
where:  
EC AC–ind,weighted  is the utility factor weighted electric energy consumption based on the recharged electric 
energy from the mains for an individual vehicle, Wh/km;  
EC AC–L,weighted  is the utility factor weighted electric energy consumption based on the recharged electric 
energy from the mains for vehicle L, Wh/km;  
EC AC–H,weighted  is the utility factor weighted electric energy consumption based on the recharged electric 
energy from the mains for vehicle H, Wh/km;  
K ind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP 
test cycle.EN L 175/614 Official Journal of the European Union 7.7.2017
 
4.5.6.3. Individual electric energy consumption for OVC-HEVs and PEVs  
The electric energy consumption for an individual vehicle according to paragraph 4.3.3. of this Sub-Annex 
in the case of OVC-HEVs and according to paragraph 4.3.4. of this Sub-Annex in the case of PEVs shall be 
calculated using the following equation: 
EC  ind;p ¼ EC  L;p þ K ind;p Ü ðEC  H;p Ä EC  L;p Þ 
where:  
EC ind,p is the electric energy consumption for an individual vehicle for the considered period p, Wh/km;  
EC L,p is the electric energy consumption for vehicle L for the considered period p, Wh/km;  
EC H,p is the electric energy consumption for vehicle H for the considered period p, Wh/km;  
K ind,p is the interpolation coefficient for the considered individual vehicle for period p;  
p is the index of the individual period within the applicable test cycle.  
The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, the applicable WLTP 
city test cycle and the applicable WLTP test cycle.  
4.5.7 Interpolation of electric ranges for individual vehicles  
4.5.7.1. Individual all-electric range for OVC-HEVs  
If the following criterion  
j AER  L 
R CDA ;L Ä AER  H 
R CDA ;H j Ï 0; 1 
where:  
AER  L : is the all-electric range of vehicle L for the applicable WLTP test cycle, km;  
AER  H : is the all-electric range of vehicle H for the applicable WLTP test cycle, km;  
R CDA,L  : is the actual charge-depleting range of vehicle L, km;  
R CDA,H  : is the actual charge-depleting range of vehicle H, km;  
is fulfilled, the all-electric range for an individual vehicle shall be calculated using the following equation: 
AER  ind;p ¼ AER  L;p þ K ind;p Ü ðAER  H;p Ä AER  L;p Þ 
where:  
AER  ind,p is the all-electric range for an individual vehicle for the considered period p, km;  
AER  L,p is the all-electric range for vehicle L for the considered period p, km;  
AER  H,p is the all-electric range for vehicle H for the considered period p, kmEN 7.7.2017 Official Journal of the European Union L 175/615
 
K ind,p is the interpolation coefficient for the considered individual vehicle for period p;  
p is the index of the individual period within the applicable test cycle.  
The considered periods shall be the applicable WLTP city test cycle and the applicable WLTP test cycle.  
If the criterion defined in this paragraph is not fulfilled, the AER determined for vehicle H is applicable to all 
vehicles within the interpolation family.  
4.5.7.2. Individual pure electric range for PEVs  
The pure electric range for an individual vehicle shall be calculated using the following equation: 
PER  ind;p ¼ PER  L;p þ K ind;p Ü ðPER  H;p Ä PER  L;p Þ 
where:  
PER  ind,p is the pure electric range for an individual vehicle for the considered period p, km;  
PER  L,p is the pure electric range for vehicle L for the considered period p, km;  
PER  H,p is the pure electric range for vehicle H for the considered period p, km;  
K ind,p is the interpolation coefficient for the considered individual vehicle for period p;  
p is the index of the individual period within the applicable test cycle.  
The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP 
city test cycle and the applicable WLTP test cycle.  
4.5.7.3. Individual equivalent all-electric range for OVC-HEVs  
The equivalent all-electric range for an individual vehicle shall be calculated using the following equation: 
EAER  ind;p ¼ EAER  L;p þ K ind;p Ü ðEAER  H;p Ä EAER  L;p Þ 
where:  
EAER  ind,p is the equivalent all-electric range for an individual vehicle for the considered period p, km;  
EAER  L,p is the equivalent all-electric range for vehicle L for the considered period p, km;  
EAER  H,p is the equivalent all-electric range for vehicle H for the considered period p, km;  
K ind,p is the interpolation coefficient for the considered individual vehicle for period p;  
p is the index of the individual period within the applicable test cycle.  
The considered periods shall be the low-phase, mid-phase, high-phase, extra high-phase, applicable WLTP 
city test cycle and the applicable WLTP test cycle.EN L 175/616 Official Journal of the European Union 7.7.2017
 
Sub-Annex 8  
Appendix 1  
REESS state of charge profile  
1. Test sequences and REESS profiles: OVC-HEVs, charge-depleting and charge-sustaining test  
1.1. Test sequence OVC-HEVs according to option 1:  
Charge-depleting type 1 test with no subsequent charge-sustaining Type 1 test (A8.App1/1)  
Figure A8.App1/1  
OVC-HEVs, charge-depleting Type 1 test
  
1.2. Test sequence OVC-HEVs according to option 2:  
Charge-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (A8.App1/2)  
Figure A8.App1/2  
OVC-HEVs, charge-sustaining Type 1 test
EN 7.7.2017 Official Journal of the European Union L 175/617
 
1.3. Test sequence OVC-HEVs according to option 3:  
Charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test (A8.App1/3)  
Figure A8.App1/3  
OVC-HEVs, charge-depleting type 1 test with subsequent charge-sustaining Type 1 test
EN L 175/618 Official Journal of the European Union 7.7.2017
 
1.4. Test sequence OVC-HEVs according to option 4:  
Charge-sustaining Type 1 test with subsequent charge-depleting Type 1 test  
Figure A8.App1/4  
OVC-HEVs, charge-depleting Type 1 test with subsequent charge-sustaining Type 1 test
EN 7.7.2017 Official Journal of the European Union L 175/619
 
2. Test sequence NOVC-HEVs and NOVC-FCHVs  
Charge-sustaining Type 1 test  
Figure A8.App1/5  
NOVC-HEVs and NOVC-FCHVs, charge-sustaining Type 1 test
  
3. Test sequences PEV  
3.1. Consecutive cycles procedure  
Figure A8.App1/6  
Consecutive cycles test sequence PEV
EN L 175/620 Official Journal of the European Union 7.7.2017
 
3.2. Shortened Test Procedure  
Figure A8.App1/7  
Shortened test procedure test sequence for PEVs
EN 7.7.2017 Official Journal of the European Union L 175/621
 
Sub-Annex 8  
Appendix 2  
REESS energy change-based correction procedure  
This Appendix describes the procedure to correct the charge-sustaining Type 1 test CO  2 mass emission for NOVC-HEVs 
and OVC-HEVs, and the fuel consumption for NOVC-FCHVs as a function of the electric energy change of all REESSs.  
1. General requirements  
1.1. Applicability of this Appendix  
1.1.1. The phase-specific fuel consumption for NOVC-FCHVs, and the CO  2 mass emission for NOVC-HEVs and OVC- 
HEVs shall be corrected.  
1.1.2. In the case that a correction of fuel consumption for NOVC-FCHVs or a correction of CO  2 mass emission for 
NOVC-HEVs and OVC-HEVs measured over the whole cycle according to paragraph 1.1.3. or paragraph 1.1.4. 
of this Appendix is applied, paragraph 4.3. of this Sub-Annex shall be used to calculate the charge-sustaining 
REESS energy change ΔE REESS,CS  of the charge-sustaining Type 1 test. The considered period j used in 
paragraph 4.3. of this Sub-Annex is defined by the charge-sustaining Type 1 test.  
1.1.3. The correction shall be applied if ΔE REESS,CS  is negative which corresponds to REESS discharging and the 
correction criterion c calculated in paragraph 1.2. is greater than the applicable tolerance according to Table 
A8.App2/1.  
1.1.4. The correction may be omitted and uncorrected values may be used if:  
(a) ΔE REESS,CS  is positive which corresponds to REESS charging and the correction criterion c calculated in 
paragraph 1.2. is greater than the applicable tolerance according to Table A8.App2/1;  
(b) the correction criterion c calculated in paragraph 1.2. is smaller than the applicable tolerance according to 
Table A8.App2/1;  
(c) the manufacturer can prove to the approval authority by measurement that there is no relation between 
ΔE REESS,CS  and charge-sustaining CO  2 mass emission and ΔE REESS,CS  and fuel consumption respectively.  
1.2. The correction criterion c is the ratio between the absolute value of the REESS electric energy change ΔE REESS,CS  
and the fuel energy and shall be calculated as follows: 
c ¼ jΔE REESS ;CS j 
E fuel;CS 
where:  
ΔE REESS,CS  is the charge-sustaining REESS energy change according to paragraph 1.1.2. of this Appendix, 
Wh;  
E fuel,CS  is the charge-sustaining energy content of the consumed fuel according to paragraph 1.2.1. in 
the case of NOVC-HEVs and OVC-HEVs, according to paragraph 1.2.2. in the case of NOVC- 
FCHVs, Wh.  
1.2.1. Charge-sustaining fuel energy for NOVC-HEVs and OVC-HEVs  
The charge-sustaining energy content of the consumed fuel for NOVC-HEVs and OVC-HEVs shall be calculated 
using the following equation: 
E fuel;CS ¼ 10 Ü HV Ü FC  CS;nb Ü d CS 
where:  
E fuel,CS  is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of 
the charge-sustaining Type 1 test, Wh;EN L 175/622 Official Journal of the European Union 7.7.2017
 
HV is the heating value according to Table A6.App2/1, kWh/l;  
FC CS,nb  is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined according to paragraph 6. of Sub-Annex 7, using the 
gaseous emission compound values according to Table A8/5, step no. 2, l/100 km;  
d CS is the distance driven over the corresponding applicable WLTP test cycle, km;  
10 conversion factor to Wh.  
1.2.2. Charge-sustaining fuel energy for NOVC-FCHVs  
The charge-sustaining energy content of the consumed fuel for NOVC-FCHVs shall be calculated using the 
following equation: 
E fuel;CS ¼ 1 
0,36 Ü 121 Ü FC  CS;nb Ü d CS 
E fuel,CS  is the charge-sustaining energy content of the consumed fuel of the applicable WLTP test cycle of 
the charge-sustaining Type 1 test, Wh;  
121 is the lower heating value of hydrogen, MJ/kg;  
FC CS,nb  is the non-balanced charge-sustaining fuel consumption of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined according to Table A8/7, step no.1, kg/100 km;  
d CS is the distance driven over the corresponding applicable WLTP test cycle, km;  
1 
0,36  conversion factor to Wh.  
Table A8.App2/1  
Correction criteria  
Applicable Type 1 test cycle  Low + Medium  Low + Medium + High  Low + Medium + High + 
Extra High  
Correction criterion ratio c  0,015  0,01  0,005  
2. Calculation of correction coefficients  
2.1. The CO  2 mass emission correction coefficient K  CO2 , the fuel consumption correction coefficients K  fuel,FCHV  , as 
well as, if required by the manufacturer, the phase-specific correction coefficients K  CO2,p  and K  fuel,FCHV,p  shall be 
developed based on the applicable charge-sustaining Type 1 test cycles.  
In the case that vehicle H was tested for the development of the correction coefficient for CO  2 mass emission 
for NOVC-HEVs and OVC-HEVs, the coefficient may be applied within the interpolation family.  
2.2. The correction coefficients shall be determined from a set of charge-sustaining Type 1 tests according to 
paragraph 3. of this Appendix. The number of tests performed by the manufacturer shall be equal to or greater 
than five.  
The manufacturer may request to set the state of charge of the REESS prior to the test according to the 
manufacturer’s recommendation and as described in paragraph 3. of this Appendix. This practice shall only be 
used for the purpose of achieving a charge-sustaining Type 1 test with opposite sign of the ΔE REESS,CS  and with 
approval of the approval authority.  
The set of measurements shall fulfil the following criteria:  
(a) The set shall contain at least one test with ΔE REESS,CS  ≤ 0 and at least one test with ΔE REESS,CS  > 0. 
ΔE REESS,CS,n  is the sum of electric energy changes of all REESSs of test n calculated according to 
paragraph 4.3. of this Sub-Annex.EN 7.7.2017 Official Journal of the European Union L 175/623
 
(b) The difference in M  CO2,CS  between the test with the highest negative electric energy change and the test 
with the highest positive electric energy change shall be greater than or equal to 5 g/km. This criterion 
shall not be applied for the determination of K  fuel,FCHV  . 
In the case of the determination of K  CO2 , the required number of tests may be reduced to three tests if all 
of the following criteria are fulfilled in addition to (a) and (b):  
(c) the difference in M  CO2,CS  between any two adjacent measurements, related to the electric energy change 
during the test, shall be less than or equal to 10 g/km.  
(d) in addition to (b), the test with the highest negative electric energy change and the test with the highest 
positive electric energy change shall not be within the region that is defined by:  
Ä0,01 Ï ΔE REESS  
E fuel Ï þ0,01 , 
where:  
E fuel is the energy content of the consumed fuel calculated according to paragraph 1.2. of this Appendix, 
Wh.  
(e) the difference in M  CO2,CS  between the test with the highest negative electric energy change and the mid- 
point, and the difference in M  CO2,CS  between mid-point and the test with the highest positive electric 
energy change shall be similar and preferably be within the range defined by (d).  
The correction coefficients determined by the manufacturer shall be reviewed and approved by the 
approval authority prior to its application.  
If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manufacturer shall 
provide evidence to the approval authority as to why the vehicle is not capable of meeting either or both 
criteria. If the approval authority is not satisfied with the evidence, it may require additional tests to be 
performed. If the criteria after additional tests are still not fulfilled, the approval authority will determine a 
conservative correction coefficient, based on the measurements.  
2.3. Calculation of correction coefficients K  fuel,FCHV  and K  CO2 
2.3.1. Determination of the fuel consumption correction coefficient K  fuel,FCHV  
For NOVC-FCHVs, the fuel consumption correction coefficient K  fuel,FCHV  , determined by driving a set of charge- 
sustaining Type 1 tests, is defined using the following equation: 
K fuel;FCHV ¼ P  n CS 
n¼1 Ê 
ðEC  DC;CS;n Ä EC  DC;CS;avg Þ Ü ðFC CS;nb;n Ä FC  CS;nb;avg Þ Ì 
P  n CS 
n¼1 ðEC  DC;CS;n Ä EC  DC;CS;avg Þ 2 
where:  
K fuel,FCHV  is the fuel consumption correction coefficient, (kg/100 km)/(Wh/km);  
EC DC,CS,n  is the charge-sustaining electric energy consumption of test n based on the REESS depletion 
according to the equation below, Wh/km  
EC DC,CS,avg  is the mean charge-sustaining electric energy consumption of n  cs tests based on the REESS 
depletion according to the equation below, Wh/km;  
FC CS,nb,n  is the charge-sustaining fuel consumption of test n, not corrected for the energy balance, 
according to Table A8/7, step no. 1, kg/100 km;  
FC CS,nb,avg  is the arithmetic average of the charge-sustaining fuel consumption of n  cs tests based on the 
fuel consumption, not corrected for the energy balance, according to the equation below, 
kg/100 km;  
n is the index number of the considered test;EN L 175/624 Official Journal of the European Union 7.7.2017
 
n cs is the total number of tests;  
and: 
EC  DC;CS;avg ¼ 1 
n cs Ü X  n cs 
n¼1 EC  DC;CS;n 
and: 
FC CS;nb;avg ¼ 1 
n cs Ü X  n cs 
n¼1 FC CS;nb;n 
and: 
EC  DC;CS;n ¼ ΔE REESS ;CS;n 
d CS;n 
where:  
ΔE REESS,CS,n  is the charge-sustaining REESS electric energy change of test n according to paragraph 1.1.2. 
of this Appendix, Wh;  
d CS,n is the distance driven over the corresponding charge-sustaining Type 1 test n, km.  
The fuel consumption correction coefficient shall be rounded to four significant figures. The statistical 
significance of the fuel consumption correction coefficient shall be evaluated by the approval authority.  
2.3.1.1. It is permitted to apply the fuel consumption correction coefficient that was developed from tests over the 
whole applicable WLTP test cycle for the correction of each individual phase.  
2.3.1.2. Without prejudice to the requirements of paragraph 2.2. of this Appendix, at the manufacturer’s request and 
upon approval of the approval authority, separate fuel consumption correction coefficients K  fuel,FCHV,p  for each 
individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this 
Appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.1. of this 
Appendix shall be applied for each individual phase to determine each phase specific correction coefficient.  
2.3.2. Determination of CO  2 mass emission correction coefficient K  CO2 
For OVC-HEVs and NOVC-HEVs, the CO  2 mass emission correction coefficient K  CO2 , determined by driving a 
set of charge-sustaining Type 1 tests, is defined by the following equation: 
K CO2 ¼ P  n CS 
n¼1 Ê 
ðEC  DC;CS;n Ä EC  DC;CS;avg Þ Ü ðM CO2;CS;nb;n Ä M CO2;CS;nb;avg Þ Ì 
P  n CS 
n¼1 ðEC  DC;CS;n Ä EC  DC;CS;avg Þ 2 
where:  
K CO2 is the CO  2 mass emission correction coefficient, (g/km)/(Wh/km);  
EC DC,CS,n  is the charge-sustaining electric energy consumption of test n based on the REESS depletion 
according to paragraph 2.3.1. of this Appendix, Wh/km;  
EC DC,CS,avg  is the arithmetic average of the charge-sustaining electric energy consumption of n  cs tests 
based on the REESS depletion according to paragraph 2.3.1. of this Appendix, Wh/km;  
M CO2,CS,nb,n  is the charge-sustaining CO  2 mass emission of test n, not corrected for the energy balance, 
calculated according Table A8/5, step no. 2, g/km;  
M CO2,CS,nb,avg  is the arithmetic average of the charge-sustaining CO  2 mass emission of n  cs tests based on 
the CO  2 mass emission, not corrected for the energy balance, according to the equation 
below, g/km;  
n is the index number of the considered test;EN 7.7.2017 Official Journal of the European Union L 175/625
 
n cs is the total number of tests;  
and: 
M CO2;CS;nb;avg ¼ 1 
n cs Ü X  n cs 
n¼1 M CO2;CS;nb;n 
The CO  2 mass emission correction coefficient shall be rounded to four significant figures. The statistical 
significance of the CO  2 mass emission correction coefficient shall be evaluated by the approval authority.  
2.3.2.1. It is permitted to apply the CO  2 mass emission correction coefficient developed from tests over the whole 
applicable WLTP test cycle for the correction of each individual phase.  
2.3.2.2. Without prejudice to the requirements of paragraph 2.2. of this Appendix, at the request of the manufacturer 
upon approval of the approval authority, separate CO  2 mass emission correction coefficients K  CO2,p  for each 
individual phase may be developed. In this case, the same criteria as described in paragraph 2.2. of this 
Appendix shall be fulfilled in each individual phase and the procedure described in paragraph 2.3.2. of this 
Appendix shall be applied for each individual phase to determine phase-specific correction coefficients.  
3. Test procedure for the determination of the correction coefficients  
3.1. OVC-HEVs  
For OVC-HEVs, one of the following test sequences according to Figure A8.App2/1 shall be used to measure 
all values that are necessary for the determination of the correction coefficients according to paragraph 2. of 
this Appendix.  
Figure A8.App2/1  
OVC-HEV test sequences
  
3.1.1. Option 1 test sequence  
3.1.1.1. Preconditioning and soaking  
Preconditioning and soaking shall be conducted according to paragraph 2.1. of Appendix 4. to this Sub-Annex.EN L 175/626 Official Journal of the European Union 7.7.2017
 
3.1.1.2. REESS adjustment  
Prior to the test procedure according to paragraph 3.1.1.3. the manufacturer may adjust the REESS. The 
manufacturer shall provide evidence that the requirements for the beginning of the test according to 
paragraph 3.1.1.3. are fulfilled.  
3.1.1.3. Test procedure  
3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of 
Appendix 6 to this Sub-Annex.  
3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.  
3.1.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure 
described in Sub-Annex 6.  
3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination of the correction coefficients, the 
test may be followed by a number of consecutive sequences required according to paragraph 2.2 of this 
Appendix consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this Appendix.  
3.1.2. Option 2 test sequence  
3.1.2.1. Preconditioning  
The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph 2.1.2. of Appendix 4 to 
this Sub-Annex.  
3.1.2.2. REESS adjustment  
After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this Sub-Annex shall be 
omitted and a break, during which the REESS is permitted to be adjusted, shall be set to a maximum 
duration of 60 minutes. A similar break shall be applied in advance of each test. Immediately after the end 
of this break, the requirements of paragraph 3.1.2.3. of this Appendix shall be applied.  
Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the 
REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the 
manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied 
repeatedly within the test sequence.  
3.1.2.3. Test procedure  
3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of 
Appendix 6 to this Sub-Annex.  
3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.  
3.1.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure 
described in Sub-Annex 6.  
3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction 
coefficients, the test may be followed by a number of consecutive sequences required according to 
paragraph 2.2. of this Appendix consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this Appendix.  
3.2. NOVC-HEVs and NOVC-FCHVs  
For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences according to Figure A8.App2/2 shall 
be used to measure all values that are necessary for the determination of the correction coefficients according 
to paragraph 2. of this Appendix.EN 7.7.2017 Official Journal of the European Union L 175/627
 
Figure A8.App2/2  
NOVC-HEV and NOVC-FCHV test sequences
  
3.2.1. Option 1 test sequence  
3.2.1.1. Preconditioning and soaking  
The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1. of this Sub-Annex.  
3.2.1.2. REESS adjustment  
Prior to the test procedure, according to paragraph 3.2.1.3., the manufacturer may adjust the REESS. The 
manufacturer shall provide evidence that the requirements for the beginning of the test according to paragraph 
3.2.1.3. are fulfilled.  
3.2.1.3. Test procedure  
3.2.1.3.1. The driver-selectable mode shall be selected according to paragraph 3. of Appendix 6 to this Sub-Annex.  
3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.  
3.2.1.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the charge-sustaining Type 1 
test procedure described in Sub-Annex 6.  
3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction 
coefficients, the test can be followed by a number of consecutive sequences required according to 
paragraph 2.2. of this Appendix consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this 
Appendix.  
3.2.2. Option 2 test sequence  
3.2.2.1. Preconditioning  
The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this Sub-Annex.  
3.2.2.2. REESS adjustment  
After preconditioning, the soaking according to paragraph 3.3.1.2. of this Sub-Annex shall be omitted and a 
break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minutes. 
A similar break shall be applied in advance of each test. Immediately after the end of this break, the 
requirements of paragraph 3.2.2.3. of this Appendix shall be applied.EN L 175/628 Official Journal of the European Union 7.7.2017
 
Upon request of the manufacturer, an additional warm-up procedure may be conducted in advance of the 
REESS adjustment to ensure similar starting conditions for the correction coefficient determination. If the 
manufacturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied 
repeatedly within the test sequence.  
3.2.2.3. Test procedure  
3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be selected according to paragraph 3. of 
Appendix 6 to this Sub-Annex.  
3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this Sub-Annex shall be driven.  
3.2.2.3.3. Unless stated otherwise in this Appendix, the vehicle shall be tested according to the Type 1 test procedure 
described in Sub-Annex 6.  
3.2.2.3.4. To get a set of applicable WLTP test cycles that are required for the determination of the correction coef ­
ficients, the test can be followed by a number of consecutive sequences required according to paragraph 2.2. of 
this Appendix consisting of paragraphs 3.2.2.2. and 3.2.2.3. of this Appendix.EN 7.7.2017 Official Journal of the European Union L 175/629
 
Sub-Annex 8  
Appendix 3  
Determination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs  
1. Introduction  
1.1. This Appendix defines the method and required instrumentation to determine the REESS current and the REESS 
voltage of NOVC-HEVs, OVC-HEVs, PEVs and NOVC-FCHVs.  
1.2. Measurement of REESS current and REESS voltage shall start at the same time as the test starts and shall end 
immediately after the vehicle has finished the test.  
1.3. The REESS current and the REESS voltage of each phase shall be determined.  
1.4. A list of the instrumentation used by the manufacturer to measure REESS voltage and current (including 
instrument manufacturer, model number, serial number, last calibration dates (where applicable)) during:  
(a) the Type 1 test according to paragraph 3 of this Sub-Annex,  
(b) the procedure to determine the correction coefficients according to Appendix 2 of this Sub-Annex (where 
applicable),  
(c) the ATCT as specified in Sub-Annex 6a  
shall be provided to the approval authority.  
2. REESS current  
REESS depletion is considered as a negative current.  
2.1. External REESS current measurement  
2.1.1. The REESS current(s) shall be measured during the tests using a clamp-on or closed type current transducer. The 
current measurement system shall fulfil the requirements specified in Table A8/1 of this Sub-Annex. The current 
transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the 
point of measurement.  
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connected directly to the REESS and 
shall include the total REESS current.  
In case of shielded wires, appropriate methods shall be applied in accordance with the approval authority.  
In order to easily measure the REESS current using external measuring equipment, the manufacturer should 
provide appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer 
is obliged to support the approval authority in connecting a current transducer to one of the cables directly 
connected to the REESS in the manner described above in this paragraph.  
2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz. The measured current shall 
be integrated over time, yielding the measured value of Q, expressed in ampere-hours Ah. The integration may be 
done in the current measurement system.  
2.2. Vehicle on-board REESS current data  
As an alternative to paragraph 2.1. of this Appendix, the manufacturer may use the on-board current 
measurement data. The accuracy of these data shall be demonstrated to the approval authority.EN L 175/630 Official Journal of the European Union 7.7.2017
 
3. REESS voltage  
3.1. External REESS voltage measurement  
During the tests described in paragraph 3. of this Sub-Annex, the REESS voltage shall be measured with the 
equipment and accuracy requirements specified in paragraph 1.1. of this Sub-Annex. To measure the REESS 
voltage using external measuring equipment, the manufacturers shall support the approval authority by providing 
REESS voltage measurement points.  
3.2. Nominal REESS voltage  
For NOVC-HEVs, NOVC-FCHVs and OVC-HEVs, instead of using the measured REESS voltage according to 
paragraph 3.1. of this Appendix, the nominal voltage of the REESS determined according to DIN EN 60050- 
482 may be used.  
3.3. Vehicle on-board REESS voltage data  
As an alternative to paragraph 3.1. and 3.2. of this Appendix, the manufacturer may use the on-board voltage 
measurement data. The accuracy of these data shall be demonstrated to the approval authority.EN 7.7.2017 Official Journal of the European Union L 175/631
 
Sub-Annex 8  
Appendix 4  
Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs  
1. This Appendix describes the test procedure for REESS and combustion engine preconditioning in preparation 
for: 
(a) Electric range, charge-depleting and charge-sustaining measurements when testing OVC-HEVs; and  
(b) Electric range measurements as well as electric energy consumption measurements when testing PEVs.  
2. OVC-HEV preconditioning and soaking  
2.1. Preconditioning and soaking when the test procedure starts with a charge-sustaining test  
2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least one applicable WLTP test 
cycle. During each driven preconditioning cycle, the charging balance of the REESS shall be determined. The 
preconditioning shall be stopped at the end of the applicable WLTP test cycle during which the break-off 
criterion is fulfilled according to paragraph 3.2.4.5. of this Sub-Annex.  
2.1.2. As an alternative to paragraph 2.1.1. of this Appendix, at the request of the manufacturer and upon approval of 
the approval authority, the state of charge of the REESS for the charge-sustaining Type 1 test may be set 
according to the manufacturer’s recommendation in order to achieve a test under charge-sustaining operating 
condition.  
In such a case, a preconditioning procedure, such as that applicable to conventional vehicles as described in 
paragraph 1.2.6. of Sub-Annex 6, shall be applied.  
2.1.3. Soaking of the vehicle shall be performed according to paragraph 1.2.7. of Sub-Annex 6.  
2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting test  
2.2.1. OVC-HEVs shall be driven over at least one applicable WLTP test cycle. During each driven preconditioning 
cycle, the charging balance of the REESS shall be determined. The preconditioning shall be stopped at the end of 
the applicable WLTP test cycle during which the break-off criterion is fulfilled according to paragraph 3.2.4.5. of 
this Sub-Annex.  
2.2.2. Soaking of the vehicle shall be performed according to paragraph 1.2.7. of Sub-Annex 6. Forced cooling down 
shall not be applied to vehicles preconditioned for the Type 1 test. During soak, the REESS shall be charged 
using the normal charging procedure as defined in paragraph 2.2.3. of this Appendix.  
2.2.3. Application of a normal charge  
2.2.3.1. The REESS shall be charged at an ambient temperature as specified in paragraph 1.2.2.2.2. of Sub-Annex 6 
either with:  
(a) The on-board charger if fitted; or  
(b) An external charger recommended by the manufacturer using the charging pattern prescribed for normal 
charging.  
The procedures in this paragraph exclude all types of special charges that could be automatically or manually 
initiated, e.g. equalization charges or servicing charges. The manufacturer shall declare that, during the test, a 
special charge procedure has not occurred.EN L 175/632 Official Journal of the European Union 7.7.2017
 
2.2.3.2. End-of-charge criterion  
The end-of-charge criterion is reached when the on-board or external instruments indicate that the REESS is 
fully charged.  
3. PEV preconditioning  
3.1. Initial charging of the REESS  
Initial charging of the REESS consists of discharging the REESS and applying a normal charge.  
3.1.1. Discharging the REESS  
The discharge procedure shall be performed according to the manufacturer’s recommendation. The manufacturer 
shall guarantee that the REESS is as fully depleted as is possible by the discharge procedure.  
3.1.2. Application of a normal charge  
The REESS shall be charged according to paragraph 2.2.3.1. of this Appendix.EN 7.7.2017 Official Journal of the European Union L 175/633
 
Sub-Annex 8  
Appendix 5  
Utility factors (UF) for OVC-HEVs  
1. Utility Factors (UFs) are ratios based on driving statistics and the ranges achieved in charge-depleting mode and charge- 
sustaining modes for OVC-HEVs and are used for weighting emissions, CO  2 emissions and fuel consumptions.  
The database used to calculate the Utility Factors in paragraph 2. was predominantly based on the use characteristics 
(e.g. utilization, daily driven distance, shares of different vehicle classes) of conventional vehicles. It will be necessary t o 
re-evaluate UF and charging frequencies by a customer study once a significant number of OVC-HEV vehicles are in 
use in the European market.  
2. For the calculation of each phase specific utility factor (UF), the following equation shall be applied:  
UF  i ðd i Þ ¼ 1 Ä exp 8 
> > > : Ä 8 
> > > : X  k 
j¼1 C j Ü 8 
: d i 
d n 9 
; j 9 
> > ; 9 
> > ; Ä X  iÄ1 
l¼1 UF  l 
Where:  
UF  i Utility factor for phase i.  
d i Distance driven to the end of phase i in km.  
C j j th coefficient (see Table A8.App5/1).  
d n Normalized distance (see Table A8.App5/1).  
k Amount of terms and coefficients in the exponent (see Table A8.App5/1).  
i Number of considered phase.  
j Number of considered term/coefficient.  
X  iÄ1 
l¼1 UF  l Sum of calculated utility factors up to phase (i-1).  
The curve that is based on the following parameters in Table A8.App5/1 is valid from 0 km to the normalized 
distance  d n where the UF converges to 1.0 (as can be seen in Figure A8/App5/1).  
Table A8.App5/1  
Parameter to be used in Equation y  
C 1 26,25  
C 2 – 38,94  
C 3 – 631,05  
C 4 5 964,83  
C 5 – 25 094,60  
C 6 60 380,21EN L 175/634 Official Journal of the European Union 7.7.2017
 
C 7 – 87 517,16  
C 8 75 513,77  
C 9 – 35 748,77  
C 10 7 154,94  
d n [km]  800  
k 10  
The curve shown below in Figure A8/App5/1 is provided for illustrative purposes only. It does not form part of the 
regulatory text.  
Figure A8.App5/1  
Utility Factor curve based on equation parameter of Table A8.App5/1
EN 7.7.2017 Official Journal of the European Union L 175/635
 
Sub-Annex 8  
Appendix 6  
Selection of driver-selectable modes  
1. General requirement  
1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test procedure according to paragraph 2. to 
paragraph 4. inclusive of this Appendix which enables the vehicle to follow the considered test cycle within the 
speed trace tolerances according to paragraph 1.2.6.6. of Sub-Annex 6.  
1.2. The manufacturer shall provide evidence to the approval authority concerning:  
(a) the availability of a predominant mode under the considered conditions;  
(b) the maximum speed of the considered vehicle;  
and if required:  
(c) the best and worst case mode identified by the evidence on the fuel consumption and, if applicable, on the CO  2 
mass emission in all modes (see Sub-Annex 6, paragraph 1.2.6.5.2.4.);  
(d) the highest electric energy consuming mode;  
(e) the cycle energy demand (according to paragraph 5. of Sub-Annex 7, where the target speed is replaced by the 
actual speed).  
1.3. Dedicated driver-selectable modes, such as ‘mountain mode’ or ‘maintenance mode’ which are not intended for 
normal daily operation but only for special limited purposes, shall not be considered.  
2. OVC-HEV equipped with a driver-selectable mode under charge-depleting operating condition  
For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be selected 
according to the following conditions.  
The flow chart in Figure A8.App6/1 illustrates the mode selection according to paragraph 2. of this Appendix.  
2.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-depleting 
operating condition, this mode shall be selected.  
2.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to 
follow the reference test cycle under charge-depleting operating condition, the mode for the test shall be selected 
according to the following conditions:  
(a) If there is only one mode which allows the vehicle to follow the reference test cycle under charge-depleting 
operating conditions, this mode shall be selected;  
(b) If several modes are capable of following the reference test cycle under charge-depleting operating conditions, the 
most electric energy consuming mode of those shall be selected.  
2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this Appendix that enables the vehicle to 
follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9 of Sub-Annex 1:EN L 175/636 Official Journal of the European Union 7.7.2017
 
(a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge- 
depleting operating conditions, this mode shall be selected.  
(b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test 
cycle under charge-depleting operating condition, the mode with the highest electric energy consumption shall 
be selected.  
(c) If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-depleting 
operating condition, the mode or modes with the highest cycle energy demand shall be identified and the mode 
with the highest electric energy consumption shall be selected.  
Figure A8.App6/1  
Selection of driver-selectable mode for OVC-HEVs under charge-depleting operating condition
  
3. OVC-HEVs, NOVC-HEVs and NOVC-FCHVs equipped with a driver- selectable mode under charge-sustaining 
operating condition  
For vehicles equipped with a driver-selectable mode, the mode for the charge-sustaining Type 1 test shall be selected 
according to the following conditions.  
The flow chart in Figure A8.App6/2 illustrates the mode selection according to paragraph 3. of this Appendix.  
3.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-sustaining 
operating condition, this mode shall be selected.EN 7.7.2017 Official Journal of the European Union L 175/637
 
3.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to 
follow the reference test cycle under charge-sustaining operating condition, the mode for the test shall be selected 
according to the following conditions:  
(a) If there is only one mode which allows the vehicle to follow the reference test cycle under charge-sustaining 
operating conditions, this mode shall be selected;  
(b) If several modes are capable of following the reference test cycle under charge-sustaining operating conditions, it 
shall be at the option of the manufacturer either to select the worst case mode or to select both best case mode 
and worst case mode and average the test results arithmetically.  
3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this Appendix that enables the vehicle to 
follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Sub-Annex 1:  
(a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle under charge- 
sustaining operating condition, this mode shall be selected.  
(b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test 
cycle under charge-sustaining operating condition, the worst case mode of these modes shall be selected.  
(c) If there is no mode which allows the vehicle to follow the modified reference test cycle under charge-sustaining 
operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst 
case mode shall be selected.EN L 175/638 Official Journal of the European Union 7.7.2017
 
Figure A8.App6/2  
Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs and NOVC- FCHVs under charge-sustaining 
operating condition
  
4. PEVs equipped with a driver-selectable mode  
For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to the 
following conditions.  
The flow chart in Figure A8.App 6/3 illustrates the mode selection according to paragraph 3. of this Appendix.  
4.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle, this mode shall be selected.  
4.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to 
follow the reference test cycle, the mode for the test shall be selected according to the following conditions.  
(a) If there is only one mode which allows the vehicle to follow the reference test cycle, this mode shall be selected.  
(b) If several modes are capable of following the reference test cycle, the most electric energy consuming mode of 
those shall be selected.  
4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this Appendix that enables the vehicle to 
follow the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Sub-Annex 1. 
The resulting test cycle shall be named as the applicable WLTP test cycle:  
(a) If there is a predominant mode which allows the vehicle to follow the modified reference test cycle, this mode 
shall be selected;EN 7.7.2017 Official Journal of the European Union L 175/639
 
(b) If there is no predominant mode but other modes which allow the vehicle to follow the modified reference test 
cycle, the mode with the highest electric energy consumption shall be selected;  
(c) If there is no mode which allows the vehicle to follow the modified reference test cycle, the mode or modes with 
the highest cycle energy demand shall be identified and the mode with the highest electric energy consumption 
shall be selected.  
Figure A8.App6/3  
Selection of the driver-selectable mode for PEVs
EN L 175/640 Official Journal of the European Union 7.7.2017
 
Sub-Annex 8  
Appendix 7  
Fuel consumption measurement of compressed hydrogen fuel cell hybrid vehicles  
1. General requirements  
1.1. Fuel consumption shall be measured using the gravimetric method in accordance with paragraph 2. of this 
Appendix.  
At the request of the manufacturer and with approval of the approval authority, fuel consumption may be 
measured using either the pressure method or the flow method. In this case, the manufacturer shall provide 
technical evidence that the method yields equivalent results. The pressure and flow methods are described in 
ISO23828.  
2. Gravimetric method  
Fuel consumption shall be calculated by measuring the mass of the fuel tank before and after the test.  
2.1. Equipment and setting  
2.1.1. An example of the instrumentation is shown in Figure A8.App7/1. One or more off-vehicle tanks shall be used 
to measure the fuel consumption. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the 
original fuel tank and the fuel cell system.  
2.1.2. For preconditioning, the originally installed tank or an external source of hydrogen may be used.  
2.1.3. The refuelling pressure shall be adjusted to the manufacturer’s recommended value.  
2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switched.  
In the case that influence of pressure difference is expected, the manufacturer and approval authority shall agree 
whether correction is necessary or not.  
2.1.5. Precision balance  
2.1.5.1. The precision balance used for fuel consumption measurement shall meet the specification of Table A8.App7/1.  
Table A8.App7/1  
Analytical balance verification criteria  
Measurement  Resolution (readability)  Precision (repeatability)  
Precision balance  0,1 g maximum  0,02 maximum (  1 ) 
( 1 ) Fuel consumption (REESS charge balance = 0) during the test, in mass, standard deviation.  
2.1.5.2. The precision balance shall be calibrated in accordance with the specifications provided by the balance manu ­
facturer or at least as often as specified in Table A8.App7/2.  
Table A8.App7/2  
Instrument calibration intervals  
Instrument checks  Interval  
Precision (Repeatability)  Yearly and at major maintenance  
2.1.5.3. Appropriate means for reducing the effects of vibration and convection, such as a damping table or a wind 
barrier, shall be provided.EN 7.7.2017 Official Journal of the European Union L 175/641
 
Figure A8.App7/1  
Example of instrumentation
  
where:  
1 is the external fuel supply for preconditioning  
2 is the pressure regulator  
3 is the original tank  
4 is the fuel cell system  
5 is the precision balance  
6 is/are off-vehicle tank(s) for fuel consumption measurement  
2.2. Test procedure  
2.2.1. The mass of the off-vehicle tank shall be measured before the test.  
2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1.  
2.2.3. The test shall be conducted by fuelling from the off-vehicle tank.  
2.2.4. The off-vehicle tank shall be removed from the line.  
2.2.5. The mass of the tank after the test shall be measured.  
2.2.6. The non-balanced charge-sustaining fuel consumption FC  CS,nb  from the measured mass before and after the test 
shall be calculated using the following equation:  
FC CS;nb ¼ g 1 Ä g 2 
d Ü 100  
where:  
FC CS,nb  is the non-balanced charge-sustaining fuel consumption measured during the test, kg/100km;  
g 1 is the mass of the tank at the start of the test, kg;  
g 2 is the mass of the tank at the end of the test, kg;  
d is the distance driven during the test, km.  
FC CS,nb,pEN L 175/642 Official Journal of the European Union 7.7.2017
 
Sub-Annex 9  
Determination of method equivalency  
1. General Requirement  
Upon request of the manufacturer, other measurement methods may be approved by the approval authority if they 
yield equivalent results in accordance with paragraph 1.1. of this Sub-Annex. The equivalence of the candidate 
method shall be demonstrated to the approval authority.  
1.1. Decision on Equivalency  
A candidate method shall be considered equivalent if the accuracy and the precision is equal to or better than the 
reference method.  
1.2. Determination of Equivalency  
The determination of method equivalency shall be based on a correlation study between the candidate and the 
reference methods. The methods to be used for correlation testing shall be subject to approval by the approval 
authority.  
The basic principle for the determination of accuracy and precision of candidate and reference methods shall follow 
the guidelines in ISO 5725 Part 6 Annex 8 ‘Comparison of alternative Measurement Methods’.  
1.3. Implementation requirements  
ReservedEN 7.7.2017 Official Journal of the European Union L 175/643