EN Official Journal of the European Union L 42/1

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

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

Incorporating all valid text up to:

Supplement 1 to the 06 series of amendments — Date of entry into force: 23 June 2011

CONTENTS

REGULATION

1. Scope

2. Definitions

3. Application for approval

4. Approval

5. Specifications and tests

6. Modifications of the vehicle type

7. Extensions to type approvals

8. Conformity of production (COP)

9. In-service conformity

10. Penalties for non-conformity of production

11. Production definitely discontinued

12. Transitional provisions

13. Names and addresses of Technical Services responsible for conducting approval tests, and of administrative departments

APPENDIX

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

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

3 — In-service conformity check

4 — Statistical procedure for in-service conformity testing

5 — Responsibilities for in-service conformity

6 — Requirements for vehicles that use a reagent for the exhaust after-treatment system

ANNEXES

1 — Engine and vehicle characteristics and information concerning the conduct of tests

Appendix — Information on test conditions

2 — Communication

Appendix 1 — OBD-related information

Appendix 2 — Manufacturer’s certificate of compliance with the OBD in-use performance requirements

3 — Arrangements of the approval mark

4a — Type I Test (Verifying exhaust emissions after a cold start)

Appendix 1 — Chassis dynamometer system

Appendix 2 — Exhaust dilution system

Appendix 3 — Gaseous emissions measurement equipment

Appendix 4 — Particulate mass emissions measurement equipment

Appendix 5 — Particle number emissions measurement equipment

Appendix 6 — Verification of simulated inertia

Appendix 7 — Measurement of vehicle road load

5 — Type II Test (Carbon monoxide emission test at idling speed)

6 — Type III Test (Verifying emissions of crankcase gases)

7 — Type IV Test (Determination of evaporative emissions from vehicles with positive-ignition engines

Appendix 1 — Calibration of equipment for evaporative emission testing

Appendix 2

8 — Type VI Test (Verifying the average exhaust emissions of carbon monoxide and hydrocarbons after a cold start at low ambient temperature)

9 — Type V Test (Description of the endurance test for verifying the durability of pollution control devices)

Appendix 1 — Standard Bench Cycle (SBC)

Appendix 2 — Standard Diesel Bench Cycle (SDBC)

Appendix 3 — Standard Road Cycle (SRC)

10 — Specifications of reference fuels

10a — Specifications of gaseous reference fuels

11 — On-board diagnostics (OBD) for motor vehicles

Appendix 1 — Functional aspects of on-board diagnostic (OBD) systems

Appendix 2 — Essential characteristics of the vehicle family

12 — Granting of an ECE type approval for a vehicle fuelled by LPG or NG/biomethane

13 — Emissions test procedure for a vehicle equipped with a periodically regenerating system

14 — Emissions test procedure for hybrid electric vehicles (HEV)

Appendix — Electrical energy/power storage device State Of Charge (SOC) profile for OVC HEV Type I Test

1. SCOPE

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

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

1.1. This Regulation shall apply to vehicles of categories M1, M2, N1 and N2 with a reference mass not exceeding 2 610 kg (1). At the manufacturer’s request, type approval granted under this Regulation may be extended from vehicles mentioned above to M1, M2, N1 and N2 vehicles with a reference mass not exceeding 2 840 kg and which meet the conditions laid down in this Regulation.

2. DEFINITIONS

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

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

2.1.1. The equivalent inertia determined in relation to the reference mass as prescribed in Annex 4a, Table 3; and

2.1.2. The engine and vehicle characteristics as defined in Annex 1;

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

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

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

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

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

(a) C1H2,525 for liquefied petroleum gas (LPG);

(b) C1H4 for natural gas (NG) and biomethane;

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

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

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

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

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

2.6. ‘Exhaust emissions’ means:

— For positive-ignition (P.I.) engines, emissions of gaseous and particulate pollutants,

— For compression-ignition (C.I.) engines, emissions of gaseous pollutants, particulate pollutants and particle numbers;

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

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

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

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

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

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

2.11. ‘Engine capacity’ means:

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

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

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

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

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

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

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

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

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

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

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

2.18. ‘Fuel requirement by the engine’ means the type of fuel normally used by the engine:

(a) Petrol (E5);

(b) LPG (liquefied petroleum gas);

(c) NG/biomethane (natural gas);

(d) Either petrol (E5) or LPG;

(e) Either petrol (E5) or NG/biomethane;

(f) Diesel fuel (B5);

(g) Mixture of ethanol (E85) and petrol (E5) (Flex fuel);

(h) Mixture of biodiesel and diesel (B5) (Flex fuel);

(i) Hydrogen;

(j) Either petrol (E5) or Hydrogen (Bi-fuel);

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

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

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

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

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

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

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

2.21. Hybrid vehicles (HV)

2.21.1. General definition of hybrid vehicles (HV): ‘Hybrid vehicle (HV)’ means a vehicle with at least two different energy converters and two different energy storage systems (on vehicle) for the purpose of vehicle propulsion;

2.21.2. Definition of hybrid electric vehicles (HEV): ‘Hybrid electric vehicle (HEV)’ means a vehicle that, for the purpose of mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy/power: (a) a consumable fuel; (b) an electrical energy/power storage device (e.g. battery, capacitor, flywheel/generator, etc.);

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

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

2.23. ‘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;

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

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

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

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

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

2.26. ‘Vehicles designed to fulfil specific social needs’ means diesel vehicles of category M1 which are either:

(a) special purpose vehicles with reference mass exceeding 2 000 kg (3);

(b) vehicles with a reference mass exceeding 2 000 kg and designed to carry seven or more occupants including the driver with the exclusion, as from 1 September 2012, of vehicles of category M1G3;

(c) vehicles with a reference mass exceeding 1 760 kg which are built specifically for commercial purposes to accommodate wheelchair use inside the vehicle.

3. APPLICATION FOR APPROVAL

3.1. The application for approval of a vehicle type with regard to exhaust emissions, crankcase emissions, evaporative emissions and durability of pollution control devices, as well as to its on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by his authorised representative to the Approval Authority.

3.1.1. In addition, the manufacturer shall submit the following information: (a) in the case of vehicles equipped with positive-ignition engines, a declaration by the manufacturer of the minimum percentage of misfires out of a total number of firing events that would either result in emissions exceeding the limits given in paragraph 3.3.2 of Annex 11, if that percentage of misfire had been present from the start of a Type I test as described in Annex 4a to this Regulation, or that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; (b) detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the emission control system of the vehicle that are monitored by the OBD system; (c) a description of the malfunction indicator used by the OBD system to signal the presence of a fault to a driver of the vehicle; (d) a declaration by the manufacturer that the OBD system complies with the provisions of paragraph 7 of Appendix 1 to Annex 11 relating to in-use performance under all reasonably foreseeable driving conditions; (e) a plan describing the detailed technical criteria and justification for incrementing the numerator and denominator of each monitor that shall fulfil the requirements of paragraphs 7.2 and 7.3 of Appendix 1 to Annex 11, 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; (f) a description of the provisions taken to prevent tampering with and modification of the emission control computer; (g) if applicable, the particulars of the vehicle family as referred to in Appendix 2 to Annex 11; (h) where appropriate, copies of other type approvals with the relevant data to enable extension of approvals and establishment of deterioration factors.

3.1.2. For the tests described in paragraph 3 of Annex 11, a vehicle representative of the vehicle type or vehicle family fitted with the OBD system to be approved shall be submitted to the Technical Service responsible for the type approval test. If the Technical Service determines that the submitted vehicle does not fully represent the vehicle type or vehicle family described in Annex 11, Appendix 2, an alternative and if necessary an additional vehicle shall be submitted for test in accordance with paragraph 3 of Annex 11.

3.2. A model of the information document relating to exhaust emissions, evaporative emissions, durability and the on-board diagnostic (OBD) system is given in Annex 1. The information mentioned under paragraph 3.2.12.2.7.6 of Annex 1 is to be included in Appendix 1 ‘OBD-related information’ to the type-approval communication given in Annex 2.

3.2.1. Where appropriate, copies of other type approvals with the relevant data to enable extensions of approvals and establishment of deterioration factors shall be submitted.

3.3. For the tests described in paragraph 5 of this Regulation a vehicle representative of the vehicle type to be approved shall be submitted to the Technical Service responsible for the approval tests.

3.4.1. The application referred to in paragraph 3.1 shall be drawn up in accordance with the model of the information document set out in Annex 1.

3.4.2. For the purposes of paragraph 3.1.1(d), the manufacturer shall use the model of a manufacturer’s certificate of compliance with the OBD in-use performance requirements set out in Appendix 2 to Annex 2.

3.4.3. For the purposes of paragraph 3.1.1(e), the Approval Authority that grants the approval shall make the information referred to in that point available to the approval authorities upon request.

3.4.4. For the purposes of points (d) and (e) of paragraph 3.1.1, approval authorities shall not approve a vehicle if the information submitted by the manufacturer is inappropriate for fulfilling the requirements of paragraph 7 of Appendix 1 to Annex 11. Paragraphs 7.2, 7.3 and 7.7 of Appendix 1 to Annex 11 shall apply under all reasonably foreseeable driving conditions. For the assessment of the implementation of the requirements set out in the first and second subparagraphs, the approval authorities shall take into account the state of technology.

3.4.5. For the purposes of paragraph 3.1.1(f), the provisions taken to prevent tampering with and modification of the emission control computer shall include the facility for updating using a manufacturer-approved programme or calibration.

3.4.6. For the tests specified in Table A, the manufacturer shall submit to the Technical Service responsible for the type approval tests a vehicle representative of the type to be approved.

3.4.7. The application for type approval of flex-fuel vehicles shall comply with the additional requirements laid down in paragraphs 4.9.1 and 4.9.2.

3.4.8. Changes to the make of a system, component or separate technical unit that occur after a type approval shall not automatically invalidate a type approval, unless its original characteristics or technical parameters are changed in such a way that the functionality of the engine or pollution control system is affected.

4. APPROVAL

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

4.2. An approval number shall be assigned to each type approved.

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

4.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 2 to this Regulation.

4.3.1. In the event of amendment to the present text, for example, if new limit values are prescribed, the Parties to the Agreement shall be informed which vehicle types already approved comply with the new provisions.

4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

4.4.1. A circle surrounding the letter ‘E’ followed by the distinguishing number of the country that has granted approval (4).

4.4.2. The number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle described in paragraph 4.4.1.

4.4.3. The approval mark shall contain an additional character after the type approval number, the purpose of which is to distinguish vehicle category and class for which the approval has been granted. This letter should be chosen according to the Table 1 in Annex 3 to this Regulation.

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

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

4.7. The approval mark shall be placed close to or on the vehicle data plate.

4.8. Annex 3 to this Regulation gives examples of arrangements of the approval mark.

4.9. Additional requirements for approval of flex fuel vehicles

4.9.1. For the type approval of a flex fuel ethanol or biodiesel vehicle, the vehicle manufacturer shall describe the capability of the vehicle to adapt to any mixture of petrol and ethanol fuel (up to an 85 per cent ethanol blend) or diesel and biodiesel that may occur across the market.

4.9.2. For flex fuel vehicles, the transition from one reference fuel to another between the tests shall take place without manual adjustment of the engine settings.

4.10. Requirements for approval regarding the OBD system

4.10.1. The manufacturer shall ensure that all vehicles are equipped with an OBD system.

4.10.2. The OBD system shall be designed, constructed and installed on a vehicle so as to enable it to identify types of deterioration or malfunction over the entire life of the vehicle.

4.10.3. The OBD system shall comply with the requirements of this Regulation during conditions of normal use.

4.10.4. When tested with a defective component in accordance with Appendix 1 to Annex 11, the OBD system malfunction indicator shall be activated. The OBD system malfunction indicator may also activate during this test at levels of emissions below the OBD threshold limits specified in Annex 11.

4.10.5. The manufacturer shall ensure that the OBD system complies with the requirements for in-use performance set out in paragraph 7 of Appendix 1 to Annex 11 of this Regulation under all reasonably foreseeable driving conditions.

4.10.6. In-use performance related data to be stored and reported by a vehicle’s OBD system according to the provisions of item 7.6 of Appendix 1 to Annex 11 shall be made readily available by the manufacturer to national authorities and independent operators without any encryption.

5. SPECIFICATIONS AND TESTS

Small volume manufacturers

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

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

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

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

5.1. General

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

5.1.2. The technical measures taken by the manufacturer shall be such as to ensure that in conformity with the provisions of this Regulation, exhaust gas and evaporative emissions are effectively limited throughout the normal life of the vehicle and under normal conditions of use. This will include the security of those hoses and their joints and connections, used within the emission control systems, which shall be so constructed as to conform with the original design intent. For exhaust emissions, these provisions are deemed to be met if the provisions of paragraphs 5.3.1.4 and 8.2.3.1 respectively are complied with. For evaporative emissions, these conditions are deemed to be met if the provisions of paragraphs 5.3.1.4 and 8.2.3.1 respectively are complied with.

5.1.2.1. The use of a defeat device is prohibited.

5.1.3. Inlet orifices of petrol tanks

5.1.3.1. Subject to paragraph 5.1.3.2, the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent the tank from being filled from a fuel pump delivery nozzle which has an external diameter of 23,6 mm or greater.

5.1.3.2. Paragraph 5.1.3.1 shall not apply to a vehicle in respect of which both of the following conditions are satisfied, i.e.: 5.1.3.2.1. the vehicle is so designed and constructed that no device designed to control the emission of gaseous pollutants shall be adversely affected by leaded petrol; and 5.1.3.2.2. the vehicle is conspicuously, legibly and indelibly marked with the symbol for unleaded petrol, specified in ISO 2575:1982, in a position immediately visible to a person filling the petrol tank. Additional markings are permitted.

5.1.4. Provision shall be made to prevent excess evaporative emissions and fuel spillage caused by a missing fuel filler cap.

This may be achieved by using one of the following:

5.1.4.1. An automatically opening and closing, non-removable fuel filler cap;

5.1.4.2. Design features which avoid excess evaporative emissions in the case of a missing fuel filler cap;

5.1.4.3. Any other provision which has the same effect. Examples may include, but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle’s ignition. In this case, the key shall be removable from the filler cap only in the locked condition.

5.1.5. Provisions for electronic system security

5.1.5.1. Any vehicle with an emission control computer shall include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant to tampering and afford a level of protection at least as good as the provisions in ISO DIS 15031-7, dated October 1998 (SAE J2186 dated October 1996), provided that the security exchange is conducted using the protocols and diagnostic connector as prescribed in paragraph 6.5 of Annex II, Appendix 1. Any removable calibration memory chips shall be potted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures.

5.1.5.2. Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures).

5.1.5.3. In the case of mechanical fuel-injection pumps fitted to compression-ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service.

5.1.5.4. Manufacturers may apply to the Approval Authority for an exemption to one of these requirements for those vehicles which are unlikely to require protection. The criteria that the Approval Authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle.

5.1.5.5. Manufacturers using programmable computer code systems (e.g. Electrical Erasable Programmable Read-Only Memory, EEPROM) shall deter unauthorised reprogramming. Manufacturers shall include enhanced tamper protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Methods giving an adequate level of tamper protection will be approved by the authority.

5.1.6. It shall be possible to inspect the vehicle for roadworthiness test in order to determine its performance in relation to the data collected in accordance with paragraph 5.3.7 of this Regulation. If this inspection requires a special procedure, this shall be detailed in the service manual (or equivalent media). This special procedure shall not require the use of special equipment other than that provided with the vehicle.

5.2. Test procedure

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

5.2.1. Positive ignition engine-powered vehicles and hybrid electric vehicles equipped with a positive-ignition engine shall be subject to the following tests:

Type I (verifying the average exhaust emissions after a cold start);

Type II (carbon monoxide emission at idling speed);

Type III (emission of crankcase gases);

Type IV (evaporation emissions);

Type V (durability of anti-pollution devices);

Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start;

OBD test.

5.2.2. Positive ignition engine-powered vehicle and hybrid electric vehicles equipped with positive-ignition engine fuelled with LPG or NG/biomethane (mono or bi-fuel) shall be subjected to the following tests (according to Table A):

Type I (verifying the average exhaust emissions after a cold start);

Type II (carbon monoxide emissions at idling speed);

Type III (emission of crankcase gases);

Type IV (evaporative emissions), where applicable;

Type V (durability of anti-pollution devices);

Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start), where applicable;

OBD test.

5.2.3. Compression ignition engine-powered vehicles and hybrid electric vehicles equipped with a compression ignition engine shall be subject to the following tests:

Type I (verifying the average exhaust emissions after a cold start);

Type V (durability of anti-pollution control devices);

OBD test.

Table A

Requirements

Application of test requirements for type approval and extensions

Vehicles with positive ignition engines including hybrids Vehicles with C.I. engines including hybrids Mono fuel Bi-fuel (5) Flex fuel (5) Flex fuel Mono fuel Reference fuel Petrol (E5) LPG NG/Biomethane Hydrogen Petrol (E5) Petrol (E5) Petrol (E5) Petrol (E5) Diesel (B5) Diesel (B5) LPG NG/Biomethane Hydrogen Ethanol (E85) Biodiesel Gaseous pollutants (Type I test) Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (petrol only) (6) Yes (both fuels) Yes (B5 only) (6) Yes Particulates (Type I test) Yes (direct injection) — — Yes (direct injection) (petrol only) Yes (direct injection) (petrol only) Yes (direct injection) (petrol only) (6) Yes (direct injection) (both fuels) Yes (B5 only) (6) Yes Idle emissions (Type II test) Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (petrol only) (6) Yes (both fuels) — — Crankcase emissions (Type III test) Yes Yes Yes Yes (petrol only) Yes (petrol only) Yes (petrol only) (6) Yes (petrol) — — Evaporative emissions (Type IV test) Yes — — Yes (petrol only) Yes (petrol only) Yes (petrol only) (6) Yes (petrol) — — Durability (Type V test) Yes Yes Yes Yes (petrol only) Yes (petrol only) Yes (petrol only) (6) Yes (petrol) Yes (B5 only) (6) Yes Low temperature emissions (Type VI test) Yes — — Yes (petrol only) Yes (petrol only) Yes (petrol only) (6) Yes (both fuels) (7) — — In-service conformity Yes Yes Yes Yes (both fuels) Yes (both fuels) Yes (petrol only) (6) Yes (both fuels) Yes (B5 only) (6) Yes On-board diagnostics Yes Yes Yes Yes Yes Yes Yes Yes (B5 only) Yes

5.3. Description of tests

5.3.1. Type I test (Simulating the average exhaust emissions after a cold start).

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

5.3.1.2. The vehicle is placed on a chassis dynamometer equipped with a means of load and inertia simulation.

5.3.1.2.1. A test lasting a total of 19 minutes and 40 seconds, made up of two parts, One and Two, is performed without interruption. An unsampled period of not more than 20 seconds may, with the agreement of the manufacturer, be introduced between the end of Part One and the beginning of Part Two in order to facilitate adjustment of the test equipment.

5.3.1.2.1.1. Vehicles that are fuelled with LPG or NG/biomethane shall be tested in the Type I test for variation in the composition of LPG or NG/biomethane, as set out in Annex 12. Vehicles that can be fuelled either with petrol or LPG or NG/biomethane shall be tested on both the fuels, tests on LPG or NG/biomethane being performed for variation in the composition of LPG or NG/biomethane, as set out in Annex 12.

5.3.1.2.1.2. Notwithstanding the requirement of paragraph 5.3.1.2.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the test Type I as vehicles that can only run on a gaseous fuel.

5.3.1.2.2. Part One of the test is made up of four elementary urban cycles. Each elementary urban cycle comprises fifteen phases (idling, acceleration, steady speed, deceleration, etc.).

5.3.1.2.3. Part Two of the test is made up of one extra-urban cycle. The extra-urban cycle comprises 13 phases (idling, acceleration, steady speed, deceleration, etc.).

5.3.1.2.4. During the test, the exhaust gases are diluted and a proportional sample collected in one or more bags. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure described below, and the total volume of the diluted exhaust is measured. Not only the carbon monoxide, hydrocarbon and nitrogen oxide emissions but also the particulate pollutant emissions from vehicles equipped with compression-ignition engines are recorded.

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

5.3.1.4. Subject to the requirements of paragraph 5.3.1.5 the test shall be repeated three times. The results are multiplied by the appropriate deterioration factors obtained from paragraph 5.3.6 and, in the case of periodically regenerating systems as defined in paragraph 2.20, also must be multiplied by the factors Ki obtained from Annex 13. The resulting masses of gaseous emissions and, in the case of vehicles equipped with compression-ignition engines, the mass of particulates obtained in each test shall be less than the limits shown in the Table 1 below: Table 1 Emissions limit Limit values Reference mass (RM) (kg) Mass of carbon monoxide (CO) Mass of total hydrocarbons (THC) Mass of non- methane hydrocarbons (NMHC) Mass of oxides of nitrogen (NOx) Combined mass of hydrocarbons and oxides of nitrogen (THC + NOx) Mass of particulate matter (PM) Number of particles (P) L1 (mg/km) L2 (mg/km) L3 (mg/km) L4 (mg/km) L2 + L3 (mg/km) L5 (mg/km) L6 (number/km) Category Class PI CI PI CI PI CI PI CI PI CI PI (8) CI PI CI M — All 1 000 500 100 — 68 — 60 180 — 230 4,5 4,5 — 6,0 × 1011 N1 I RM ≤ 1 305 1 000 500 100 — 68 — 60 180 — 230 4,5 4,5 — 6,0 × 1011 II 1 305 < RM ≤ 1 760 1 810 630 130 — 90 — 75 235 — 295 4,5 4,5 — 6,0 × 1011 III 1 760 < RM 2 270 740 160 — 108 — 82 280 — 350 4,5 4,5 — 6,0 × 1011 N2 — All 2 270 740 160 — 108 — 82 280 — 350 4,5 4,5 — 6,0 × 1011 Key: PI = Positive Ignition, CI = Compression Ignition

5.3.1.4.1. Notwithstanding the requirements of paragraph 5.3.1.4, for each pollutant or combination of pollutants, one of the three resulting masses obtained may exceed, by not more than 10 per cent, the limit prescribed, provided the arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests.

5.3.1.4.2. When the tests are performed with gaseous fuels, the resulting mass of gaseous emissions shall be less than the limits for petrol-engined vehicles in the above table.

5.3.1.5. The number of tests prescribed in paragraph 5.3.1.4 is reduced in the conditions hereinafter defined, where V1 is the result of the first test and V2 the result of the second test for each pollutant or for the combined emission of two pollutants subject to limitation.

5.3.1.5.1. Only one test is performed if the result obtained for each pollutant or for the combined emission of two pollutants subject to limitation, is less than or equal to 0,70 L (i.e. V1 ≤ 0,70 L).

5.3.1.5.2. If the requirement of paragraph 5.3.1.5.1 is not satisfied, only two tests are performed if, for each pollutant or for the combined emission of two pollutants subject to limitation, the following requirements are met: V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L.

Figure 1

Flow chart for Type I type approval

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

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

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

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

5.3.3.1. This test shall be carried out on all vehicles referred to in paragraph 1 except those having compression-ignition engines.

5.3.3.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type III test on petrol only.

5.3.3.1.2. Notwithstanding the requirement of paragraph 5.3.3.1.1, vehicles that can be fuelled with either petrol or a gaseous fuel, but where the petrol system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for the test Type III as vehicles that can only run on a gaseous fuel.

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

5.3.4. Type IV test (Determination of evaporative emissions)

5.3.4.1. This test shall be carried out on all vehicles referred to in paragraph 1 except those vehicles having a compression-ignition engine, vehicles fuelled with LPG or NG/biomethane.

5.3.4.1.1. Vehicles that can be fuelled either with petrol or with LPG or with NG/biomethane should be tested in the Type IV test on petrol only.

5.3.4.2. When tested in accordance with Annex 7, evaporative emissions shall be less than 2 g/test.

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

5.3.5.1. This test shall be carried out on all vehicles of category M1 and N1 equipped with a positive-ignition engine except such vehicles that run only on a gaseous fuel (LPG or NG). Vehicles, that can be fuelled with both petrol and gaseous fuel but where the petrol system is fitted for emergency purposes or starting only and which petrol tank cannot contain more than 15 litre of petrol, will be regarded for Type VI test as vehicles that can only run on a gaseous fuel. Vehicles which can be fuelled with petrol and either LPG or NG shall be tested in test Type VI with petrol only. This paragraph is applicable to new types of vehicles of category N1 and M1 with a maximum mass not exceeding 3 500 kg.

5.3.5.1.1. The vehicle is placed on a chassis dynamometer equipped with a means of load an inertia simulation.

5.3.5.1.2. The test consists of the four elementary urban driving cycles of Part One of the Type I test. The Part One test is described in paragraph 6.1.1 of Annex 4a, and illustrated in figure 1 of the same Annex. The low ambient temperature test lasting a total of 780 seconds shall be carried out without interruption and start at engine cranking.

5.3.5.1.3. The low ambient temperature test shall be carried out at an ambient test temperature of 266 K (– 7 °C). Before the test is carried out, the test vehicles shall be conditioned in a uniform manner to ensure that the test results may be reproducible. The conditioning and other test procedures are carried out as described in Annex 8.

5.3.5.1.4. During the test, the exhaust gases are diluted and a proportional sample collected. The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure described in Annex 8, and the total volume of the diluted exhaust is measured. The diluted exhaust gases are analysed for carbon monoxide and total hydrocarbons.

5.3.5.2. Subject to the requirements in paragraphs 5.3.5.2.2 and 5.3.5.3 the test shall be performed three times. The resulting mass of carbon monoxide and hydrocarbon emission shall be less than the limits shown in the table below: Emission limit for the carbon monoxide and hydrocarbon tailpipe emissions after a cold start test. Test temperature 266 K (– 7 °C) Category Class Mass of carbon monoxide (CO) L1 (g/km) Mass of hydrocarbons (HC) L2 (g/km) M1 (9) — 15 1,8 N1 I 15 1,8 N1 (10) II 24 2,7 III 30 3,2

5.3.5.2.1. Notwithstanding the requirements of paragraph 5.3.5.2, for each pollutant, not more than one of the three results obtained may exceed the limit prescribed by not more than 10 per cent, provided the arithmetical mean value of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests.

5.3.5.2.2. The number of tests prescribed in paragraph 5.3.5.2 may, at the request of the manufacturer, be increased to 10 if the arithmetical mean of the first three results is lower than 110 per cent of the limit. In this case, the requirement after testing is only that the arithmetical mean of all 10 results shall be less than the limit value.

5.3.5.3. The number of tests prescribed in paragraph 5.3.5.2 may be reduced according to paragraphs 5.3.5.3.1 and 5.3.5.3.2.

5.3.5.3.1. Only one test is performed if the result obtained for each pollutant of the first test is less than or equal to 0,70 L.

5.3.5.3.2. If the requirement of paragraph 5.3.5.3.1 is not satisfied, only two tests are performed if for each pollutant the result of the first test is less than or equal to 0,85 L and the sum of the first two results is less than or equal to 1,70 L and the result of the second test is less than or equal to L. (V1 ≤ 0,85 L and V1 + V2 ≤ 1,70 L and V2 ≤ L).

5.3.6. Type V test (Durability of anti-pollution devices)

5.3.6.1. This test shall be carried out on all vehicles referred to in paragraph 1 to which the test specified in paragraph 5.3.1 applies. The test represents an ageing test of 160 000 km driven in accordance with the programme described in Annex 9 on a test track, on the road or on a chassis dynamometer.

5.3.6.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type V test on petrol only. In that case the deterioration factor found with unleaded petrol will also be taken for LPG or NG.

5.3.6.2. Notwithstanding the requirement of paragraph 5.3.6.1, a manufacturer may choose to have the deterioration factors from the following table used as an alternative to testing to paragraph 5.3.6.1. Engine Category Assigned deterioration factors CO THC NMHC NOx HC + NOx Particulate Matter (PM) Particles Positive-ignition 1,5 1,3 1,3 1,6 — 1,0 1,0 Compression-ignition 1,5 — — 1,1 1,1 1,0 1,0 At the request of the manufacturer, the Technical Service may carry out the Type I test before the Type V test has been completed using the deterioration factors in the table above. On completion of the Type V test, the Technical Service may then amend the type approval results recorded in Annex 2 by replacing the deterioration factors in the above table with those measured in the Type V Test.

5.3.6.3. Deterioration factors are determined using either procedure in paragraph 5.3.6.1 or using the values in the table in paragraph 5.3.6.2. The factors are used to establish compliance with the requirements of paragraphs 5.3.1.4 and 8.2.3.1.

5.3.7. Emission data required for roadworthiness testing

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

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

5.3.7.3. When tested at ‘high idle’ speed (i.e. > 2 000 min.-1) (a) the carbon monoxide content by volume of the exhaust gases emitted shall be recorded; (b) the Lambda value (11) shall be recorded; (c) the engine speed during the test shall be recorded, including any tolerances.

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

5.3.7.5. The table in item 2.2 of Annex 2 shall be completed.

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

5.3.8. On-board diagnostics OBD- test

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

6. MODIFICATIONS OF THE VEHICLE TYPE

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

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

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

7. EXTENSIONS TO TYPE APPROVALS

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

7.1.1. Vehicles with different reference masses

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

7.1.1.2. For category N vehicles, the approval shall be extended 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.

7.1.2. Vehicles with different overall transmission ratios

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

7.1.2.2. To determine whether type approval can be extended, for each of the transmission ratios used in the Type I and Type VI tests, the proportion,

E = |(V2 - V1)|/V1

shall be determined where, at an engine speed of 1 000 min-1, V1 is the speed of the type of vehicle approved and V2 is the speed of the vehicle type for which extension of the approval is requested.

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

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

7.1.3. Vehicles with different reference masses and transmission ratios

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

7.1.4. Vehicles with periodically regenerating systems

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

7.1.4.1. Identical parameters for extending approval are:

(a) engine;

(b) combustion process;

(c) periodically regenerating system (i.e. catalyst, particulate trap);

(d) construction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);

(e) type and working principle;

(f) dosage and additive system;

(g) volume ± 10 per cent;

(h) location (temperature ± 50 °C at 120 km/h or 5 per cent difference of max. temperature/pressure).

7.1.4.2. Use of Ki factors for vehicles with different reference masses

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

7.1.5. Application of extensions to other vehicles

When an extension has been granted in accordance with paragraphs 7.1.1 to 7.1.4, such a type approval shall not be further extended to other vehicles.

7.2. Extensions for evaporative emissions (Type IV test)

7.2.1. The type approval shall be extended to vehicles equipped with a control system for evaporative emissions which meet the following conditions:

7.2.1.1. The basic principle of fuel/air metering (e.g. single point injection) is the same.

7.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses is identical.

7.2.1.3. The worst-case vehicle with regard to the cross-paragraph and approximate hose length shall be tested. Whether non-identical vapour/liquid separators are acceptable is decided by the Technical Service responsible for the type approval tests.

7.2.1.4. The fuel tank volume is within a range of ± 10 per cent.

7.2.1.5. The setting of the fuel tank relief valve is identical.

7.2.1.6. The method of storage of the fuel vapour is identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc.

7.2.1.7. The method of purging the stored vapour is identical (e.g. air flow, start point or purge volume over the preconditioning cycle).

7.2.1.8. The method of sealing and venting the fuel metering system is identical.

7.2.2. The type approval shall be extended to vehicles with:

7.2.2.1. Different engine sizes;

7.2.2.2. Different engine powers;

7.2.2.3. Automatic and manual gearboxes;

7.2.2.4. Two and four wheel transmissions;

7.2.2.5. Different body styles; and

7.2.2.6. Different wheel and tyre sizes.

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

7.3.1. The type approval shall be extended to different vehicle types, provided that the vehicle, engine or pollution control system parameters specified below are identical or remain within the prescribed tolerances:

7.3.1.1. Vehicle:

Inertia category: the two inertia categories immediately above and any inertia category below.

Total road load at 80 km/h: + 5 per cent above and any value below.

7.3.1.2. Engine

(a) engine cylinder capacity (± 15 per cent);

(b) number and control of valves;

(c) fuel system;

(d) type of cooling system;

(e) combustion process.

7.3.1.3. Pollution control system parameters:

(a) catalytic converters and particulate filters: (i) number of catalytic converters, filters and elements; (ii) size of catalytic converters and filters (volume of monolith ± 10 per cent); (iii) type of catalytic activity (oxidising, three-way, lean NOx trap, SCR, lean NOx catalyst or other); (iv) precious metal load (identical or higher); (v) precious metal type and ratio (± 15 per cent); (vi) substrate (structure and material); (vii) cell density; (viii) temperature variation of no more than 50 K at the inlet of the catalytic converter or filter. This temperature variation shall be checked under stabilised conditions at a speed of 120 km/h and the load setting of the Type I test;

(b) air injection: (i) with or without; (ii) type (pulsair, air pumps, other(s)).

(c) EGR: (i) with or without; (ii) type (cooled or non-cooled, active or passive control, high pressure or low pressure).

7.3.1.4. The durability test may be carried out using a vehicle, which has a different body style, gear box (automatic or manual) and size of the wheels or tyres, from those of the vehicle type for which the type approval is sought.

7.4. Extensions for on-board diagnostics

7.4.1. The type approval shall be extended to different vehicles with identical engine and emission control systems as defined in Annex 11, 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.

8. CONFORMITY OF PRODUCTION (COP)

8.1. Every vehicle bearing an approval mark as prescribed under this Regulation shall conform, with regard to components affecting the emission of gaseous and particulate pollutants by the engine, emissions from the crankcase and evaporative emissions, to the vehicle type approved. The conformity of production procedures shall comply with those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements set out in the paragraphs below.

8.1.1. Where applicable the tests of Types I, II, III, IV and the test for OBD shall be performed, as described in Table A to this Regulation. The specific procedures for conformity of production are set out in the paragraphs 8.2 to 8.10.

8.2. Checking the conformity of the vehicle for a Type I test

8.2.1. The Type I test shall be carried out on a vehicle of the same specification as described in the type approval certificate. When a Type I test is to be carried out for a vehicle type approval that has one or several extensions, the Type I tests shall be carried out either on the vehicle described in the initial information package or on the vehicle described in the information package relating to the relevant extension.

8.2.2. After selection by the Approval Authority, the manufacturer shall not undertake any adjustment to the vehicles selected.

8.2.2.1. Three vehicles shall be selected at random in the series and tested as described in paragraph 5.3.1 of this Regulation. The deterioration factors shall be used in the same way. The limit values are set out in paragraph 5.3.1.4, Table 1.

8.2.2.2. If the Approval Authority is satisfied with the production standard deviation given by the manufacturer, the tests shall be carried out according to Appendix 1 of this Regulation. If the Approval Authority is not satisfied with the production standard deviation given by the manufacturer, the tests shall be carried out according to Appendix 2 of this Regulation.

8.2.2.3. The production of a series shall be deemed to conform or not to conform on the basis of a sampling test of the vehicles once a pass decision is reached for all the pollutants or a fail decision is reached for one pollutant, according to the test criteria applied in the appropriate appendix. When a pass decision has been reached for one pollutant, that decision shall not be changed by any additional tests carried out to reach a decision for the other pollutants. If no pass decision is reached for all the pollutants and no fail decision is reached for one pollutant, a test shall be carried out on another vehicle (see Figure 2). Figure 2

8.2.3. Notwithstanding the requirements of paragraph 5.3.1 of this Regulation, the tests shall be carried out on vehicles coming straight off the production line.

8.2.3.1. However, at the request of the manufacturer, the tests may be carried out on vehicles which have completed: (a) a maximum of 3 000 km for vehicles equipped with a positive ignition engine; (b) a maximum of 15 000 km for vehicles equipped with a compression ignition engine. The running-in procedure shall be conducted by the manufacturer, who shall undertake not to make any adjustments to these vehicles.

8.2.3.2. If the manufacturer wishes to run in the vehicles, (‘x’ km, where x ≤ 3 000 km for vehicles equipped with a positive ignition engine and x ≤ 15 000 km for vehicles equipped with a compression ignition engine), the procedure shall be the following: (a) the pollutant emissions (Type I) shall be measured at zero and at ‘x’ km on the first tested vehicle; (b) the evolution coefficient of the emissions between zero and ‘x’ km shall be calculated for each of the pollutant: Emissions ‘x’ km/Emissions zero km This may be less than 1; and (c) the other vehicles shall not be run in, but their zero km emissions shall be multiplied by the evolution coefficient. In this case, the values to be taken shall be: (i) the values at ‘x’ km for the first vehicle; (ii) the values at zero km multiplied by the evolution coefficient for the other vehicles.

8.2.3.3. All these tests shall be conducted with commercial fuel. However, at the manufacturer’s request, the reference fuels described in Annex 10 or Annex 10a may be used.

8.3. Checking the conformity of the vehicle for a Type III test

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

8.4. Checking the conformity of the vehicle for a Type IV test

8.4.1. If a Type IV test is to be carried out, it shall be conducted in accordance with Annex 7.

8.5. Checking the conformity of the vehicle for on-board diagnostics (OBD)

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

8.6. Checking the conformity of a vehicle fuelled by LPG or NG/biomethane

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

9. IN-SERVICE CONFORMITY

9.1. Introduction

This paragraph sets out the in-service conformity requirements for vehicles type approved to this Regulation.

9.2. Audit of in-service conformity

9.2.1. The audit of in-service conformity by the 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 Appendix 2 to Agreement E/ECE/324//E/ECE/TRANS/505/Rev.2. Information from Approval Authority and Contracting Party surveillance testing may complement the in-service monitoring reports supplied by the manufacturer.

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

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

9.2.4. Parameters defining the in-service family

The in-service family may be defined by basic design parameters which shall be common to vehicles within the family. Accordingly, vehicle types may be considered as belonging to the same in-service family if they have in common, or within the stated tolerances, the following parameters:

9.2.4.1. Combustion process (two stroke, four stroke, rotary);

9.2.4.2. Number of cylinders;

9.2.4.3. Configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The inclination or orientation of the cylinders is not a criterion);

9.2.4.4. Method of engine fuelling (e.g. indirect or direct injection);

9.2.4.5. Type of cooling system (air, water, oil);

9.2.4.6. Method of aspiration (naturally aspirated, pressure charged);

9.2.4.7. Fuel for which the engine is designed (petrol, diesel, NG/biomethane, LPG, etc.). Bi-fuelled vehicles may be grouped with dedicated fuel vehicles providing one of the fuels is common;

9.2.4.8. Type of catalytic converter (three-way catalyst, lean NOX trap, SCR, lean NOX catalyst or other(s));

9.2.4.9. Type of particulate trap (with or without);

9.2.4.10. Exhaust gas recirculation (with or without, cooled or non-cooled); and

9.2.4.11. Engine cylinder capacity of the largest engine within the family minus 30 per cent.

9.2.5. Information requirements

An audit of in-service conformity will be conducted by the Approval Authority on the basis of information supplied by the manufacturer. Such information shall include in particular, the following:

9.2.5.1. The name and address of the manufacturer;

9.2.5.2. The name, address, telephone and fax numbers and e-mail address of the authorised representative within the areas covered by the manufacturer’s information;

9.2.5.3. The model name(s) of the vehicles included in the manufacturer’s information;

9.2.5.4. Where appropriate, the list of vehicle types covered within the manufacturer’s information, i.e. the in-service family group in accordance with paragraph 9.2.1;

9.2.5.5. The vehicle identification number (VIN) codes applicable to these vehicle types within the in-service family (VIN prefix);

9.2.5.6. The numbers of the type approvals applicable to these vehicle types within the in-service family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works);

9.2.5.7. Details of extensions, field fixes/recalls to those type approvals for the vehicles covered within the manufacturer’s information (if requested by the Approval Authority);

9.2.5.8. The period of time over which the manufacturer’s information was collected;

9.2.5.9. The vehicle build period covered within the manufacturer’s information (e.g. vehicles manufactured during the 2007 calendar year);

9.2.5.10. The manufacturer’s in-service conformity checking procedure, including: (a) vehicle location method; (b) vehicle selection and rejection criteria; (c) test types and procedures used for the programme; (d) the manufacturer’s acceptance/rejection criteria for the in-service family group; (e) geographical area(s) within which the manufacturer has collected information; (f) sample size and sampling plan used;

9.2.5.11. The results from the manufacturer’s in-service conformity procedure, including: (a) Identification of the vehicles included in the programme (whether tested or not). The identification shall include the following: (i) model name; (ii) vehicle identification number (VIN); (iii) vehicle registration number; (iv) date of manufacture; (v) region of use (where known); (vi) tyres fitted. (b) The reason(s) for rejecting a vehicle from the sample. (c) Service history for each vehicle in the sample (including any re-works). (d) Repair history for each vehicle in the sample (where known). (e) Test data, including the following: (i) date of test; (ii) location of test; (iii) distance indicated on vehicle odometer; (iv) test fuel specifications (e.g. test reference fuel or market fuel); (v) test conditions (temperature, humidity, dynamometer inertia weight); (vi) dynamometer settings (e.g. power setting); (vii) test results (from at least three different vehicles per family).

9.2.5.12. Records of indication from the OBD system.

9.3. Selection of vehicles for in-service conformity

9.3.1. The information gathered by the manufacturer shall be sufficiently comprehensive to ensure that in-service performance can be assessed for normal conditions of use as defined in paragraph 9.2. The manufacturer’s sampling shall be drawn from at least two Contracting Parties with substantially different vehicle operating conditions. Factors such as differences in fuels, ambient conditions, average road speeds, and urban/highway driving split shall be taken into consideration in the selection of the Contracting Parties.

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

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

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

9.3.5. When applying the statistical procedure defined in Appendix 4, the number of sample lots shall depend on the annual sales volume of an in-service family in the territories of a regional organisation (e.g. European Community), as defined in the following table:

Registrations per calendar year Number of sample lots Up to 100 000 1 100 001 to 200 000 2 Above 200 000 3

9.4. On the basis of the audit referred to in paragraph 9.2, the Approval Authority shall adopt one of the following decisions and actions:

(a) decide that the in-service conformity of a vehicle type or a vehicle in-service family is satisfactory and not take any further action;

(b) decide that the data provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer;

(c) decide that based on data from the Approval Authority or Contracting Party surveillance testing programmes, that information provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer;

(d) decide that the in-service conformity of a vehicle type, that is part of an in-service family, is unsatisfactory and proceed to have such vehicle type tested in accordance with Appendix 3.

9.4.1. Where Type I tests are considered necessary to check the conformity of emission control devices with the requirements for their performance while in service, such tests shall be carried out using a test procedure meeting the statistical criteria defined in Appendix 2.

9.4.2. The Approval Authority, in cooperation with the manufacturer, shall select a sample of vehicles with sufficient mileage whose use under normal conditions can be reasonably assured. The manufacturer shall be consulted on the choice of the vehicles in the sample and allowed to attend the confirmatory checks of the vehicles.

9.4.3. The manufacturer shall be authorised, under the supervision of the Approval Authority, to carry out checks, even of a destructive nature, on those vehicles with emission levels in excess of the limit values with a view to establishing possible causes of deterioration which cannot be attributed to the manufacturer (e.g. use of leaded petrol before the test date). Where the results of the checks confirm such causes, those test results shall be excluded from the conformity check.

10. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

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

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

11. PRODUCTION DEFINITELY DISCONTINUED

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

12. TRANSITIONAL PROVISIONS

12.1. General provisions

12.1.1. As from the official date of entry into force of the 06 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 06 series of amendments.

12.2. Special provisions

12.2.1. Contracting Parties applying this Regulation may continue to grant approvals to those vehicles which comply with previous levels of this Regulation, provided that the vehicles are intended for export to countries to apply the relating requirements in their national legislations.

13. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS

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

(1) As defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), (document TRANS/WP.29/78/Rev.1/Amend.2 as last amended by Amend.4).

(2) Approval A cancelled. The 05 series of amendments to this Regulation prohibit the use of leaded petrol.

(3) As defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), (document TRANS/WP.29/78/Rev.1/Amend.2 as last amended by Amend.4).

(4) 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, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (Kazakhstan), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant), 56 for Montenegro, 57 (vacant) and 58 for Tunisia. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

(5) When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable.

(6) This provision is temporary, further requirements for biodiesel and hydrogen shall be proposed later on.

(7) For this test, fuel applicable to low ambient temperatures should be used. In the absence of a winter grade reference fuel specification, the applicable winter grade fuel for this test should be agreed between the Approval Authority and the manufacturer according to the existing market specifications. Development of a reference fuel for this application is underway.

(8) Positive ignition particulate mass standard shall apply only to vehicles with direct injection engines.

(9) Except for vehicles designed to carry more than six occupants and vehicles which maximum mass exceeds 2 500 kg.

(10) And category M1 vehicles specified in note (1).

(11) The Lambda value shall be calculated using the simplified Brettschneider equation as follows:

Where:

[] = concentration in per cent volume, K1 = conversion factor for NDIR measurement to FID measurement (provided by manufacturer of measuring equipment), Hcv = Atomic ratio of hydrogen to carbon, (a) for petrol (E5) 1,89 (b) for LPG 2,53 (c) for NG/biomethane 4,0 (d) for ethanol (E85) 2,74 Ocv = Atomic ratio of oxygen to carbon (a) for petrol (E5) 0,016 (b) for LPG 0,0 (c) for NG/biomethane 0,0 (d) for ethanol (E85) 0,39

Appendix 1 Procedure for verifying the conformity of production requirements if the production standard deviation given by the manufacturer is satisfactory 1. This Appendix describes the procedure to be used to verify the production conformity for the Type I Test when the manufacturer’s production standard deviation is satisfactory. 2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0,95 (producer’s risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0,1 (consumer’s risk = 10 per cent). 3. For each of the pollutants given in Table 1 of paragraph 5.3.1.4 of this Regulation, the following procedure is used (see Figure 2 of this Regulation). Taking: L = the natural logarithm of the limit value for the pollutant, xi = the natural logarithm of the measurement for the i-th vehicle of the sample, s = an estimate of the production standard deviation (after taking the natural logarithm of the measurements), n = the current sample number. 4. Compute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined as: 5. Then: 5.1. If the test statistic is greater than the pass decision number for the sample size given in Table 1/1 below, the pollutant is passed; 5.2. If the test statistic is less than the fail decision number for the sample size given in Table 1/1 below, the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one unit greater. Table 1/1 Cumulative number of tested vehicles (current sample size) Pass decision threshold Fail decision threshold 3 3,327 –4,724 4 3,261 –4,79 5 3,195 –4,856 6 3,129 –4,922 7 3,063 –4,988 8 2,997 –5,054 9 2,931 –5,12 10 2,865 –5,185 11 2,799 –5,251 12 2,733 –5,317 13 2,667 –5,383 14 2,601 –5,449 15 2,535 –5,515 16 2,469 –5,581 17 2,403 –5,647 18 2,337 –5,713 19 2,271 –5,779 20 2,205 –5,845 21 2,139 –5,911 22 2,073 –5,977 23 2,007 –6,043 24 1,941 –6,109 25 1,875 –6,175 26 1,809 –6,241 27 1,743 –6,307 28 1,677 –6,373 29 1,611 –6,439 30 1,545 –6,505 31 1,479 –6,571 32 –2,112 –2,112

Appendix 2 Procedure for verifying the conformity of production requirements if the production standard deviation given by the manufacturer is either not satisfactory or not available 1. This Appendix describes the procedure to be used to verify the production conformity requirements for the Type I test when the manufacturer’s evidence of production standard deviation is either not satisfactory or not available. 2. With a minimum sample size of 3, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the production defective is 0,95 (producer’s risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0,l (consumer’s risk = 10 per cent). 3. The measurements of the pollutants given in Table 1 of paragraph 5.3.1.4 of this Regulation are considered to be log normally distributed and shall first be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample sizes respectively (m0 = 3 and m = 32) and let n denote the current sample number. 4. If the natural logarithms of the measurements in the series are x1, x2, xi and L is the natural logarithm of the limit value for the pollutant, then define: d1 = x1 – L and 5. Table 1/2 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio and shall be used to determine whether the series has passed or failed as follows: For mo ≤ n ≤ m (i) Pass the series if (ii) Fail the series if (iii) Take another measurement if 6. Remarks The following recursive formulae are useful for computing successive values of the test statistic: (n = 2, 3, …; ; V1 = 0) Table 1/2 Minimum sample size = 3 Sample size (n) Pass decision threshold (An) Fail decision threshold (Bn) 3 –0,80381 16,64743 4 –0,76339 7,68627 5 –0,72982 4,67136 6 –0,69962 3,25573 7 –0,67129 2,45431 8 –0,64406 1,94369 9 –0,61750 1,59105 10 –0,59135 1,33295 11 –0,56542 1,13566 12 –0,53960 0,97970 13 –0,51379 0,85307 14 –0,48791 0,74801 15 –0,46191 0,65928 16 –0,43573 0,58321 17 –0,40933 0,51718 18 –0,38266 0,45922 19 –0,35570 0,40788 20 –0,32840 0,36203 21 –0,30072 0,32078 22 –0,27263 0,28343 23 –0,24410 0,24943 24 –0,21509 0,21831 25 –0,18557 0,18970 26 –0,15550 0,16328 27 –0,12483 0,13880 28 –0,09354 0,11603 29 –0,06159 0,09480 30 –0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876

Appendix 3 In-service conformity check 1. INTRODUCTION This Appendix sets out the criteria referred to in paragraph 8.2.7 of this Regulation regarding the selection of vehicles for testing and the procedures for the in-service conformity control. 2. SELECTION CRITERIA The criteria for acceptance of a selected vehicle are defined in paragraphs 2.1 to 2.8 of this Appendix. Information is collected by vehicle examination and an interview with the owner/driver. 2.1. The vehicle shall belong to a vehicle type that is type approved under this Regulation and covered by a certificate of conformity in accordance with the 1958 Agreement. It shall be registered and used in a country of the Contracting Parties. 2.2. The vehicle shall have been in service for at least 15 000 km or 6 months, whichever is the later, and for no more than 100 000 km or 5 years, whichever is the sooner. 2.3. There shall be a maintenance record to show that the vehicle has been properly maintained, e.g. has been serviced in accordance with the manufacturer’s recommendations. 2.4. The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling, or other misuse), or other factors (e.g. tampering) that could affect emission performance. In the case of vehicles fitted with an OBD system, the fault code and mileage information stored in the computer is taken into account. A vehicle shall not be selected for testing if the information stored in the computer shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was not carried out. 2.5. There shall have been no unauthorised major repair to the engine or major repair of the vehicle. 2.6. The lead content and sulphur content of a fuel sample from the vehicle tank shall meet applicable standards and there shall be no evidence of misfuelling. Checks may be done in the exhaust, etc. 2.7. There shall be no indication of any problem that might jeopardise the safety of laboratory personnel. 2.8. All anti-pollution system components on the vehicle shall be in conformity with the applicable type approval. 3. DIAGNOSIS AND MAINTENANCE Diagnosis and any normal maintenance necessary shall be performed on vehicles accepted for testing, prior to measuring exhaust emissions, in accordance with the procedure laid down in paragraphs 3.1 to 3.7 below. 3.1. The following checks shall be carried out: checks on air filter, all drive belts, all fluid levels, radiator cap, all vacuum hoses and electrical wiring related to the anti-pollution system for integrity; checks on ignition, fuel metering and anti-pollution device components for maladjustments and/or tampering. All discrepancies shall be recorded. 3.2. The OBD system shall be checked for proper functioning. Any malfunction indications in the OBD memory shall be recorded and the requisite repairs shall be carried out. If the OBD malfunction indicator registers a malfunction during a preconditioning cycle, the fault may be identified and repaired. The test may be re-run and the results of that repaired vehicle used. 3.3. The ignition system shall be checked and defective components replaced, for example spark plugs, cables, etc. 3.4. The compression shall be checked. If the result is unsatisfactory the vehicle is rejected. 3.5. The engine parameters shall be checked to the manufacturer’s specifications and adjusted if necessary. 3.6. If the vehicle is within 800 km of a scheduled maintenance service, that service shall be performed according to the manufacturer’s instructions. Regardless of odometer reading, the oil and air filter may be changed at the request of the manufacturer. 3.7. Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test reference fuel, unless the manufacturer accepts the use of market fuel. 3.8. In the case of vehicles equipped with periodically regenerating systems as defined in paragraph 2.20, it shall be established that the vehicle is not approaching a regeneration period (the manufacturer must be given the opportunity to confirm this). 3.8.1. If this is the case, the vehicle must be driven until the end of the regeneration. If regeneration occurs during emissions measurement, then a further test must be carried out to ensure that regeneration has been completed. A complete new test shall then be performed, and the first and second test results not taken into account. 3.8.2. As an alternative to paragraph 3.8.1, if the vehicle is approaching a regeneration the manufacturer may request that a specific conditioning cycle is used to ensure that regeneration (e.g. this may involve high speed, high load driving). The manufacturer may request that testing may be carried out immediately after regeneration or after the conditioning cycle specified by the manufacturer and normal test preconditioning. 4. IN-SERVICE TESTING 4.1. When a check on vehicles is deemed necessary, emission tests in accordance with Annex 4a to this Regulation are performed on pre-conditioned vehicles selected in accordance with the requirements of paragraphs 2 and 3 of this Appendix. Pre-conditioning cycles additional to those specified in paragraph 6.3 of Annex 4a to this Regulation will only be allowed if they are representative of normal driving. 4.2. Vehicles equipped with an OBD system may be checked for proper in-service functionality of the malfunction indication, etc., in relation to levels of emissions (e.g. the malfunction indication limits defined in Annex 11 to this Regulation) for the type approved specifications. 4.3. The OBD system may be checked, for example, for levels of emissions above the applicable limit values with no malfunction indication, systematic erroneous activation of the malfunction indication and identified faulty or deteriorated components in the OBD system. 4.4. If a component or system operates in a manner not covered by the particulars in the type approval certificate and/or information package for such vehicle types and such deviation has not been authorised under the 1958 Agreement, with no malfunction indication by the OBD, the component or system shall not be replaced prior to emission testing, unless it is determined that the component or system has been tampered with or abused in such a manner that the OBD does not detect the resulting malfunction. 5. EVALUATION OF RESULTS 5.1. The test results are submitted to the evaluation procedure in accordance with Appendix 4. 5.2. Test results shall not be multiplied by deterioration factors. 5.3. In the case of periodically regenerating systems as defined in paragraph 2.20, the results shall be multiplied by the factors Ki obtained at the time when type approval was granted. 6. PLAN OF REMEDIAL MEASURES 6.1. When more than one vehicle is found to be an outlying emitter that either, (a) meets the conditions of paragraph 3.2.3 of Appendix 4 and where both the Approval Authority and the manufacturer agree that the excess emission is due to the same cause; or (b) meets the conditions of paragraph 3.2.4 of Appendix 4 where the Approval Authority has determined that the excess emission is due to the same cause. The Approval Authority must request the manufacturer to submit a plan of remedial measures to remedy the non-compliance. 6.2. The plan of remedial measures shall be filed with the type Approval Authority not later than 60 working days from the date of the notification referred to in paragraph 6.1 above. The type Approval Authority shall within 30 working days declare its approval or disapproval of the plan of remedial measures. However, where the manufacturer can demonstrate, to the satisfaction of the competent type Approval Authority, that further time is required to investigate the non-compliance in order to submit a plan of remedial measures, an extension is granted. 6.3. The remedial measures shall apply to all vehicles likely to be affected by the same defect. The need to amend the type approval documents shall be assessed. 6.4. The manufacturer shall provide a copy of all communications related to the plan of remedial measures, and shall also maintain a record of the recall campaign, and supply regular status reports to the type Approval Authority. 6.5. The plan of remedial measures shall include the requirements specified in paragraphs 6.5.1 to 6.5.11. The manufacturer shall assign a unique identifying name or number to the plan of remedial measures. 6.5.1. A description of each vehicle type included in the plan of remedial measures. 6.5.2. A description of the specific modifications, alterations, repairs, corrections, adjustments, or other changes to be made to bring the vehicles into conformity including a brief summary of the data and technical studies which support the manufacturer’s decision as to the particular measures to be taken to correct the non-conformity. 6.5.3. A description of the method by which the manufacturer informs the vehicle owners. 6.5.4. A description of the proper maintenance or use, if any, which the manufacturer stipulates as a condition of eligibility for repair under the plan of remedial measures, and an explanation of the manufacturer’s reasons for imposing any such condition. No maintenance or use conditions may be imposed unless it is demonstrably related to the non-conformity and the remedial measures. 6.5.5. A description of the procedure to be followed by vehicle owners to obtain correction of the non-conformity. This shall include a date after which the remedial measures may be taken, the estimated time for the workshop to perform the repairs and where they can be done. The repair shall be done expediently, within a reasonable time after delivery of the vehicle. 6.5.6. A copy of the information transmitted to the vehicle owner. 6.5.7. A brief description of the system which the manufacturer uses to assure an adequate supply of component or systems for fulfilling the remedial action. It shall be indicated when there will be an adequate supply of components or systems to initiate the campaign. 6.5.8. A copy of all instructions to be sent to those persons who are to perform the repair. 6.5.9. A description of the impact of the proposed remedial measures on the emissions, fuel consumption, derivability, and safety of each vehicle type, covered by the plan of remedial measures with data, technical studies, etc. which support these conclusions. 6.5.10. Any other information, reports or data the type Approval Authority may reasonably determine is necessary to evaluate the plan of remedial measures. 6.5.11. Where the plan of remedial measures includes a recall, a description of the method for recording the repair shall be submitted to the type Approval Authority. If a label is used, an example of it shall be submitted. 6.6. The manufacturer may be required to conduct reasonably designed and necessary tests on components and vehicles incorporating a proposed change, repair, or modification to demonstrate the effectiveness of the change, repair, or modification. 6.7. The manufacturer is responsible for keeping a record of every vehicle recalled and repaired and the workshop which performed the repair. The type Approval Authority shall have access to the record on request for a period of 5 years from the implementation of the plan of remedial measures. 6.8. The repair and/or modification or addition of new equipment shall be recorded in a certificate supplied by the manufacturer to the vehicle owner.

Appendix 4 Statistical procedure for in-service conformity testing 1. This Appendix describes the procedure to be used to verify the in-service conformity requirements for the Type I test. 2. Two different procedures are to be followed: (i) one dealing with vehicles identified in the sample, due to an emission-related defect, causing outliers in the results (paragraph 3 below); (ii) the other deals with the total sample (paragraph 4 below). 3. Procedure to be followed with outlying emitters in the sample 3.1. With a minimum sample size of three and a maximum sample size as determined by the procedure of paragraph 4, a vehicle is taken at random from the sample and the emissions of the regulated pollutants are measured to determine if it is an outlying emitter. 3.2. A vehicle is said to be an outlying emitter when the conditions given in paragraph 3.2.1 are met. 3.2.1. In the case of a vehicle that has been type-approved according to the limit values given in Table 1 in paragraph 5.3.1.4, an outlying emitter is a vehicle where the applicable limit value for any regulated pollutant is exceeded by a factor of 1,5. 3.2.2. In the specific case of a vehicle with a measured emission for any regulated pollutant within the ‘intermediate zone’ (1). 3.2.2.1. If the vehicle meets the conditions of this paragraph, the cause of the excess emission must be determined and another vehicle is then taken at random from the sample. 3.2.2.2. Where more than one vehicle meets the condition of this paragraph, the administrative department and the manufacturer must determine if the excess emission from both vehicles is due to the same cause or not. 3.2.2.2.1. If the administrative department and the manufacturer both agree that the excess emission is due to the same cause, the sample is regarded as having failed and the plan of remedial measures outlined in paragraph 6 of Appendix 3 applies. 3.2.2.2.2. If the administrative department and the manufacturer can not agree on either the cause of the excess emission from an individual vehicle or whether the causes for more than one vehicle are the same, another vehicle is taken at random from the sample, unless the maximum sample size has already been reached. 3.2.2.3. When only one vehicle meeting the conditions of this paragraph has been found, or when more than one vehicle has been found and the administrative department and the manufacturer agree it is due to different causes, another vehicle is taken at random from the sample, unless the maximum sample size has already been reached. 3.2.2.4. If the maximum sample size is reached and not more than one vehicle meeting the requirements of this paragraph has been found where the excess emission is due to the same cause, the sample is regarded as having passed with regard to the requirements of paragraph 3 of this Appendix. 3.2.2.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample and that vehicle is taken. 3.2.2.6. Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of this Appendix is applied to the increased sample. 3.2.3. In the specific case of a vehicle with a measured emission for any regulated pollutant within the ‘failure zone’ (2). 3.2.3.1. If the vehicle meets the conditions of this paragraph, the administrative department shall determine the cause of the excess emission and another vehicle is then taken at random from the sample. 3.2.3.2. Where more than one vehicle meets the condition of this paragraph, and the administrative department determines that the excess emission is due to the same cause, the manufacturer shall be informed that the sample is regarded as having failed, together with the reasons for that decision, and the plan of remedial measures outlined in paragraph 6 of Appendix 3 applies. 3.2.3.3. When only one vehicle meeting the conditions of this paragraph has been found, or when more than one vehicle has been found and the administrative department has determined that it is due to different causes, another vehicle is taken at random from the sample, unless the maximum sample size has already been reached. 3.2.3.4. If the maximum sample size is reached and not more than one vehicle meeting the requirements of this paragraph has been found where the excess emission is due to the same cause, the sample is regarded as having passed with regard to the requirements of paragraph 3 of this Appendix. 3.2.3.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample and that vehicle is taken. 3.2.3