EN Official Journal of the European Union L 70/171

Corrigendum to 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

( Official Journal of the European Union L 375 of 27 December 2006 )

Regulation No 83 should read as follows:

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 Revision 3 Incorporating all valid text up to: Incorporating all valid text up to the 05 series of amendments — Date of entry into force: 29 March 2001 Supplement 1 to the 05 series of amendments — Date of entry into force: 12 September 2001 Supplement 2 to the 05 series of amendments — Date of entry into force: 21 February 2002 Corrigendum 1 to the 05 series of amendments subject of Depositary Notification C.N.111.2002.TREATIES-1 dated 8 February 2002 Corrigendum 2 to the 05 series of amendments subject of Depositary Notification C.N.883.2003.TREATIES-1 dated 2 September 2003 Supplement 3 to the 05 series of amendments — Date of entry into force: 27 February 2004 Supplement 4 to the 05 series of amendments — Date of entry into force: 12 August 2004 Corrigendum 3 to the 05 series of amendments subject of Depositary Notification C.N.1038.2004.TREATIES-1 dated 4 October 2004 Supplement 5 to the 05 series of amendments — Date of entry into force: 4 April 2005 1. SCOPE This Regulation applies to (1): 1.1.1. Exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic (OBD) systems of motor vehicles equipped with positive-ignition (P.I.) engines which have at least 4 wheels. 1.1.2. Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD) systems of vehicles of categories M1 and N1 equipped with compression-ignition (C.I.) engines which have at least 4 wheels and a maximum mass not exceeding 3 500 kg. 1.1.3. Exhaust emissions at normal and low ambient temperature, evaporative emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic (OBD) systems of hybrid electric vehicles (HEV) equipped with positive-ignition (P.I.) engines and having at least four wheels. 1.1.4. Exhaust emissions, the durability of anti-pollution devices and on-board diagnostic (OBD) systems of hybrid electric vehicles (HEV) of categories M1 and N1 equipped with compression-ignition (C.I.) engines, having at least four wheels and a maximum mass not exceeding 3 500 kg. 1.1.5. It does not apply to: — vehicles with a maximum mass of less than 400 kg and to vehicles having a maximum design speed of less than 50 km/h; — vehicles whose unladen mass is not more than 400 kg if they are intended for carrying passengers or 550 kg if they are intended for carrying goods and whose maximum engine power does not exceed 15 kW. 1.1.6. At the request of the manufacturer, type approval pursuant to this Regulation may be extended from M1 or N1 vehicles equipped with compression-ignition engines which have already been typed approved to M2 and N2 vehicles having a reference mass not exceeding 2 840 kg and meeting the conditions of paragraph 7 (extension of approval). 1.1.7. Vehicles of category N1 equipped with compression-ignition engines or equipped with positive-ignition engines fuelled with NG or LPG are not subject to this Regulation provided they have been type-approved pursuant to Regulation No 49 as amended by the last series of amendments. 1.2. This Regulation does not apply to vehicles equipped with positive-ignition engines fuelled with NG or LPG used for driving motor vehicles of M1 category having a maximum mass exceeding 3 500 kg, M2, M3, N2, N3 to which Regulation No 49 is applicable. 2. DEFINITIONS For the purposes of this Regulation: ‘Vehicle type’ means a category of power-driven vehicles that do not differ in such essential respects as: 2.1.1. the equivalent inertia determined in relation to the reference mass as prescribed in Annex 4, paragraph 5.1 and 2.1.2. the engine and vehicle characteristics as defined in Annex 1; ‘Reference mass’ means the ‘unladen mass’ of the vehicle increased by a uniform figure of 100 kg for test according to Annexes 4 and 8, 2.2.1. ‘Unladen mass’ means the mass of the vehicle in running order without driver, 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; 2.3. ‘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: — C1H1,85 for petrol, — C1H1,86 for diesel, — C1H2,525 for LPG, — C1H4 for NG. 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 4; 2.6. ‘Exhaust emissions’ means: — for positive-ignition (P.I.) engines, emissions of gaseous pollutants; — for compression-ignition (C.I.) engines, emissions of gaseous and particulate pollutants; ‘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 C1H2,20); 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.; ‘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 8.2.1 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; ‘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: — petrol, — LPG (liquefied petroleum gas), — NG (natural gas), — either petrol or LPG, — either petrol or NG, — diesel fuel; ‘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 (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); 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 (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. 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 consumable fuel, — an electrical energy/power storage device (e.g.: battery, capacitor, flywheel/generator etc.). 2.22. ‘Mono-fuel vehicle’ means a vehicle that is designed primarily for permanent running on LPG or NG, but may also have a petrol system for emergency purposes for starting only, where the petrol tank does not contain more than 15 litres of petrol; 2.23. ‘Bi-fuel vehicle’ means a vehicle that can run part-time on petrol and also part-time on either LPG or NG. 3. APPLICATION FOR APPROVAL 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 authorized representative. Should the application concern an on-board diagnostic (OBD) system, it shall be accompanied by the additional information required in paragraph 4.2.11.2.7 of Annex 1, together with: a declaration by the manufacturer of: 3.1.1.1.1. in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of a total number of firing events that would 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 paragraph 5.3.1 of Annex 4; 3.1.1.1.2. in the case of vehicles equipped with positive-ignition engines, the percentage of misfires out of a total number of firing events that could lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; 3.1.1.2. detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the vehicle's emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system; 3.1.1.3. a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle; copies of other type approvals with the relevant data to enable extensions of approvals; 3.1.1.4. if applicable, the particulars of the vehicle family as referred to in Annex 11, Appendix 2. 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. 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 4.2.11.2.7.6 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. 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. 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. 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 (3); 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. However, the approval mark shall contain an additional character after the letter ‘R’, the purpose of which is to distinguish the emission limit values for which the approval has been granted. For those approvals issued to indicate compliance with the limits for the Type I test detailed in Row A of the table in paragraph 5.3.1.4.1 of this Regulation, the letter ‘R’ will be followed by the roman number ‘I’. For those approvals issued to indicate compliance with the limits for the Type I test detailed in Row B in the table to paragraph 5.3.1.4.1 of this Regulation, the letter ‘R’ will be followed by the roman number ‘II’. 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. 5. SPECIFICATIONS AND TESTS Note: As an alternative to the requirements of this paragraph, vehicle manufacturers whose world-wide annual production is less than 10 000 units may obtain approval on the basis of the corresponding technical requirements specified in: the California Code of Regulations, Title 13, Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996 and later model-year vehicles, 1968.1, 1976 and 1975, applicable to 1995 and later model year light-duty vehicles (California Code of Regulations is published by Barclays Publishing). 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. 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 tank shall be so designed as to prevent the tank from being filled from a petrol pump delivery nozzle which has an external diameter of 23,6 mm or greater. 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. 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 J2 186 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 1 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 (mono or bi-fuel) shall be subjected to the following tests (according to Table 1): — 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, where applicable. 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) — and, where applicable, OBD test. Table 1 Different routes for type approval and extensions Type-approval test Positive-ignition engined vehicles of categories M and N Compression-ignition engined vehicles of categories M1 and N1 petrol fuelled vehicle bi-fuel vehicle mono-fuel vehicle Type I Yes (maximum mass ≤ 3,5 t) Yes (test with both fuel types) (maximum mass ≤ 3,5 t) Yes (maximum mass ≤ 3,5 t) Yes (maximum mass ≤ 3,5 t) Type II Yes Yes (test with both fuel types) Yes — Type III Yes Yes (test only with petrol) Yes — Type IV Yes (maximum mass ≤ 3,5 t) Yes (test only with petrol) (maximum mass ≤ 3,5 t) — — Type V Yes (maximum mass ≤ 3,5 t) Yes (test only with petrol) (maximum mass ≤ 3,5 t) Yes (maximum mass ≤ 3,5 t) Yes (maximum mass ≤ 3,5 t) Type VI Yes (maximum mass ≤ 3,5 t) Yes (maximum mass ≤ 3,5 t) (test only with petrol) — — Extension Paragraph 7 Paragraph 7 Paragraph 7 Paragraph 7; M2 and N2 with a reference mass ≤ 2 840 kg On-board diagnostics Yes, in accordance with paragraph 11.1.5.1.1 or 11.1.5.3 Yes, in accordance with paragraph 11.1.5.1.2 or 11.1.5.3 Yes, in accordance with paragraph 11.1.5.1.2 or 11.1.5.3 Yes, in accordance with paragraph 11.1.5.2.1 or 11.1.5.2.2 or 11.1.5.2.3 or 11.1.5.3 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, having a maximum mass not exceeding 3,5 tonnes. The vehicle is placed on a chassis dynamometer equipped with a means of load and inertia simulation. 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 shall be tested in the Type I test for variation in the composition of LPG or NG, as set out in Annex 12. Vehicles that can be fuelled either with petrol or LPG or NG shall be tested on both the fuels, tests on LPG or NG being performed for variation in the composition of LPG or NG, 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 described in Annex 4. The methods used to collect and analyse the gases and to remove and weigh the particulates shall be as prescribed. 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 below: Limit Values Reference mass (RW) (kg) Mass of carbon monoxide (CO) Mass of hydrocarbons (HC) Mass of oxides of nitrogen (NOx) Combined mass of hydrocarbons and oxides of nitrogen (HC + NOx) Mass of particulates (4) (PM) L1 (g/km) L2 (g/km) L3 (g/km) L2 + L3 (g/km) L4 (g/km) Category Class Petrol Diesel Petrol Diesel Petrol Diesel Petrol Diesel Diesel A(2000) M (5) — All 2,3 0,64 0,20 — 0,15 0,50 — 0,56 0,05 N1 (6) I RW ≤ 1 305 2,3 0,64 0,20 — 0,15 0,50 — 0,56 0,05 II 1 305 < RW ≤ 1 760 4,17 0,80 0,25 — 0,18 0,65 — 0,72 0,07 III 1 760 < RW 5,22 0,95 0,29 — 0,21 0,78 — 0,86 0,10 B(2005) M (5) — All 1,0 0,50 0,10 — 0,08 0,25 — 0,30 0,025 N1 (6) I RW ≤ 1 305 1,0 0,50 0,10 — 0,08 0,25 — 0,30 0,025 II 1 305 < RW ≤ 1 760 1,81 0,63 0,13 — 0,10 0,33 — 0,39 0,04 III 1 760 < RW 2,27 0,74 0,16 — 0,11 0,39 — 0,46 0,06 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. 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 5.3.2. Type II test (Carbon monoxide emission test at idling speed) This test is carried out on all vehicles powered by positive-ignition engines having maximum mass exceeding 3,5 tonnes. 5.3.2.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG shall be tested in the test Type II on both fuels. Figure 1 Flow chart for Type I type approval (see paragraph 5.3.1) 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. When tested in accordance with Annex 5, the carbon monoxide content by volume of the exhaust gases emitted with the engine idling shall not exceed 3,5 per cent at the setting specified by the manufacturer and shall not exceed 4,5 per cent within the range of adjustments specified in that annex. 5.3.3. Type III test (verifying emissions of crankcase gases) 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) 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 and those vehicles with a maximum mass greater than 3 500 kg. 5.3.4.1.1. Vehicles that can be fuelled either with petrol or with LPG or with NG 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) This test shall be carried out on all M1 and N1 Class I vehicles equipped with a positive-ignition engine, except vehicles designed to carry more than six occupants and vehicles whose maximum mass exceeds 2 500 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 Annex 4, Appendix 1 and illustrated in figures 1/1, 1/2 and 1/3 of the Appendix. 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 hydrocarbons. 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: Test temperature Carbon monoxide L1 (g/km) Hydrocarbons L2 (g/km) 266 K (–7 °C) 15 1,8 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. 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) 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 80 000 kilometres 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 Deterioration factors Pollutant CO HC NOx HC + NOx (7) Particulates Positive-ignition Engine 1,2 1,2 1,2 — — Compression-ignition engine 1,1 — 1 1 1,2 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 (8) 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 17 to 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. 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 Every modification of the vehicle type shall be notified to the administrative department 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 competent authority issuing the extension of approval shall assign a series number to the extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation. 7. EXTENSION OF APPROVAL In the case of modifications of the type approval pursuant to this Regulation, the following special provisions shall apply, if applicable. 7.1. Exhaust emission related extensions (Type I, Type II and Type VI tests) 7.1.1. Vehicle types of different reference masses 7.1.1.1. Approval granted to a vehicle type may be extended only to vehicle types of a reference mass requiring the use of the next two higher equivalent inertia categories or any lower equivalent inertia category. 7.1.1.2. In the case of vehicles of category N1 and vehicles of category M referred to in note 2 of paragraph 5.3.1.4, if the reference mass of the vehicle type for which extension of the approval is requested requires the use of equivalent inertia lower than that used for the vehicle type already approved, extension of the approval is granted if the masses of the pollutants obtained from the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested. 7.1.2. Vehicle types with different overall gear ratios Approval granted to a vehicle type may under the following conditions be extended to vehicle types which differ from the type approved only in respect of their transmission ratios: 7.1.2.1. For each of the transmission ratios used in the Type I and Type VI test, it is necessary to determine the proportion, where, at an engine speed of 1 000 min–1, V1 is the speed of the vehicle type approved and V2 is the speed of the vehicle type for which extension of the approval is requested. 7.1.2.2. If, for each gear ratio, E ≤ 8 per cent, the extension is granted without repeating the Type I and Type VI tests. 7.1.2.3. If, for at least one gear ratio, E > 8 per cent and if for each gear ratio E ± 13 per cent the Type I and Type VI test shall be repeated, but 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. Vehicle types of different reference masses and different overall transmission ratios Approval granted to a vehicle type may be extended to vehicle types differing from the approved type only in respect of their reference mass and their overall transmission ratios, provided that all the conditions prescribed in paragraphs 7.1.1 and 7.1.2 are fulfilled. Note: When a vehicle type has been approved in accordance with paragraphs 7.1.1 to 7.1.3, such approval may not be extended to other vehicle types. 7.2. Evaporative emissions (Type IV test) Approval granted to a vehicle type equipped with a control system for evaporative emissions may be extended under the following conditions: 7.2.1.1. The basic principle of fuel/air metering (e.g. single point injection, carburetor) shall be the same. 7.2.1.2. The shape of the fuel tank and the material of the fuel tank and liquid fuel hoses shall be identical. The worst-case family 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. The fuel tank volume shall be within a range of ± 10 per cent. The setting of the tank relief valve shall be identical. 7.2.1.3. The method of storage of the fuel vapour shall be identical, i.e. trap form and volume, storage medium, air cleaner (if used for evaporative emission control), etc. 7.2.1.4. The carburetor bowl fuel volume shall be within a ± 10 millilitre range. 7.2.1.5. The method of purging of the stored vapour shall be identical (e.g. air flow, start point or purge volume over driving cycle). 7.2.1.6. The method of sealing and venting of the fuel metering system shall be identical. 7.2.2. Further notes: (i) different engine sizes are allowed; (ii) different engine powers are allowed; (iii) automatic and manual gearboxes, two and four wheel transmissions are allowed; (iv) different body styles are allowed: (v) different wheel and tyre sizes are allowed. 7.3. Durability of anti-pollution devices (Type V test) Approval granted to a vehicle type may be extended to different vehicle types, provided that the engine/pollution control system combination is identical to that of the vehicle already approved. To this end, those vehicle types whose parameters described below are identical or remain within the limit values prescribed are considered to belong to the same engine/pollution control system combination. — Engine: — number of cylinders, — engine capacity (± 15 per cent), — configuration of the cylinder block, — number of valves, — fuel system, — type of cooling system, — combustion process, — cylinder bore centre to centre dimensions. 7.3.1.2. Pollution control system: Catalytic converters: — number of catalytic converters and elements, — size and shape of catalytic converters (volume of monolith ± 10 per cent), — type of catalytic activity (oxidising, three-way, …), — precious metal load (identical or higher), — precious metal ratio (± 15 per cent), — substrate (structure and material), — cell density, — type of casing for the catalytic converter(s), — location of catalytic converters (position and dimension in the exhaust system, that does not produce a temperature variation of more than 50 K at the inlet of the catalytic converter). This temperature variation shall be checked under stabilised conditions at a speed of 120 km/h and the load setting of Type I test. Air injection: with or without type (pulsair, air pumps, …). Exhaust gas recirculation (EGR): with or without. 7.3.1.3. Inertia category: the two inertia categories immediately above and any inertia category below. 7.3.1.4. The durability test may be achieved by using a vehicle, the body style, gear box (automatic or manual) and size of the wheels or tyres of which are different from those of the vehicle type for which the type approval is sought. 7.4. On-board diagnostics 7.4.1. Approval granted to a vehicle type with respect to the OBD system may be extended to different vehicle types belonging to the same vehicle-OBD family as described in Annex 11, Appendix 2. The engine emission control system shall be identical to that of the vehicle already approved and comply with the description of the OBD engine family given in Annex 11, Appendix 2, regardless of the following vehicle characteristics: — engine accessories, — tyres, — equivalent inertia, — cooling system, — overall gear ratio, — transmission type, — 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. As a general rule, conformity of production with regard to limitation of emissions from the vehicle (test Types I, II, III and IV) is checked based on the description given in the communication form and its annexes. Conformity of in-service vehicles With reference to type approvals granted for emissions, these measures shall also be appropriate for confirming the functionality of the emission control devices during the normal useful life of the vehicles under normal conditions of use (conformity of in-service vehicles properly maintained and used). For the purpose of this Regulation these measures shall be checked for a period of up to 5 years of age or 80 000 km, whichever is the sooner, and from 1 January 2005, for a period of up to five years of age or 100 000 km, whichever is the sooner. Audit of in-service conformity by the administrative department is conducted on the basis of any relevant information that the manufacturer has, under procedures similar to those defined in Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2). Figures 4/1 and 4/2, in Appendix 4, illustrate the procedure for in-service conformity checking. 8.2.1.1. Parameters defining the in-service family The in-service family may be defined by basic design parameters which must be common to vehicles within the family. Accordingly, those vehicle types which have in common, or within the stated tolerances, at least the parameters described below, can be considered as belonging to the same in-service family: — combustion process (2-stroke, 4-stroke, rotary); — number of cylinders; — configuration of the cylinder block (in-line, V, radial, horizontally opposed, other). The inclination or orientation of the cylinders is not a criteria; — method of engine fuelling (e.g. indirect or direct injection); — type of cooling system (air, water, oil); — method of aspiration (naturally aspirated, pressure charged); — fuel for which the engine is designed (petrol, diesel, NG, LPG, etc). Bi-fuelled vehicles may be grouped with dedicated fuel vehicles providing one of the fuels is common; — type of catalytic converter (three-way catalyst or other(s)); — type of particulate trap (with or without); — exhaust gas recirculation (with or without); — engine cylinder capacity of the largest engine within the family minus 30 per cent. An audit of in-service conformity will be conducted by the administrative department on the basis of information supplied by the manufacturer. Such information must include, but is not limited to, the following: 8.2.1.2.1. The name and address of the manufacturer. 8.2.1.2.2. The name, address, telephone and fax numbers and e-mail address of his authorised representative within the areas covered by the manufacturer's information. 8.2.1.2.3. The model name(s) of the vehicles included in the manufacturer's information. 8.2.1.2.4. Where appropriate, the list of vehicle types covered within the manufacturer's information, i.e. the in-service family group in accordance with paragraph 8.2.1.1. 8.2.1.2.5. The vehicle identification number (VIN) codes applicable to these vehicle types within the in-service family (VIN prefix). 8.2.1.2.6. 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). 8.2.1.2.7. Details of extensions, field fixes/recalls to those type approvals for the vehicles covered within the manufacturer's information (if requested by the administrative department). 8.2.1.2.8. The period of time over which the manufacturer's information was collected. 8.2.1.2.9. The vehicle build period covered within the manufacturer's information (e.g. ’vehicles manufactured during the 2001 calendar year’). The manufacturer's in-service conformity checking procedure, including: 8.2.1.2.10.1. Vehicle location method; 8.2.1.2.10.2. Vehicle selection and rejection criteria; 8.2.1.2.10.3. Test types and procedures used for the programme; 8.2.1.2.10.4. The manufacturer's acceptance/rejection criteria for the in-service family group; 8.2.1.2.10.5. Geographical area(s) within which the manufacturer has collected information; 8.2.1.2.10.6. Sample size and sampling plan used. The results from the manufacturer's in-service conformity procedure, including: 8.2.1.2.11.1. Identification of the vehicles included in the programme (whether tested or not). The identification will include: — model name; — vehicle identification number (VIN); — vehicle registration number; — date of manufacture; — region of use (where known); — tyres fitted. 8.2.1.2.11.2. The reason(s) for rejecting a vehicle from the sample. 8.2.1.2.11.3. Service history for each vehicle in the sample (including any re-works). 8.2.1.2.11.4. Repair history for each vehicle in the sample (where known). 8.2.1.2.11.5. Test data, including: — date of test; — location of test; — distance indicated on vehicle odometer; — test fuel specifications (e.g. test reference fuel or market fuel); — test conditions (temperature, humidity, dynamometer inertia weight); — dynamometer settings (e.g. power setting); — test results (from at least three different vehicles per family). 8.2.1.2.12. Records of indication from the OBD system. 8.2.2. The information gathered by the manufacturer must be sufficiently comprehensive to ensure that in-service performance can be assessed for normal conditions of use as defined in paragraph 8.2 and in a way representative of the manufacturer's geographic penetration. For the purpose of this Regulation, the manufacturer shall not be obliged to carry out an audit of in-service conformity for a vehicle type if he can demonstrate to the satisfaction of the type-approval authority that the annual worldwide sales of that vehicle type are less than 10 000 per annum. In the case of vehicles to be sold within the European Union, the manufacturer shall not be obliged to carry out an audit in-service conformity for a vehicle type if he can demonstrate to the satisfaction of the type-approval authority that the annual sales of that vehicle type is less than 5 000 per annum within the European Union. If a Type I test is to be carried out and a vehicle type approval has one or several extensions, the tests will 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. Checking the conformity of the vehicle for a Type I test. After selection by the authority, the manufacturer shall not undertake any adjustment to the vehicles selected. For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined in Annex 14: — For OVC vehicles, the measurements of emissions of pollutants shall be carried out with the vehicle conditioned according to condition B of the Type I test for OVC hybrid vehicles. — For NOVC vehicles, the measurements of emissions of pollutants shall be carried out under the same conditions as in the Type I test for NOVC vehicles. Three vehicles are selected at random in the series and are tested as described in paragraph 5.3.1. The deterioration factors are used in the same way. The limit values are given in paragraph 5.3.1.4. 8.2.3.1.1.1. In the case of periodically regenerating systems as defined in paragraph 2.20, the results shall be multiplied by the factors Ki obtained by the procedure specified in Annex 13 at the time when type approval was granted. At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed. 8.2.3.1.2. If the authority is satisfied with the production standard deviation given by the manufacturer in accordance with paragraph 8.2.1 above, the tests are carried out according to Appendix 1. If the authority is not satisfied with the production standard deviation given by the manufacturer in accordance with paragraph 8.2.1 above, the tests are carried out according to Appendix 2. 8.2.3.1.3. The production of a series is 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 will 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 is carried out on another vehicle (see Figure 2 below). Notwithstanding the requirements of paragraph 3.1.1 of Annex 4, the tests will be carried out on vehicles coming straight off the production line. However, at the request of the manufacturer, the tests may be carried out on vehicles which have completed: — a maximum of 3 000 km for vehicles equipped with a positive-ignition engine, — a maximum of 15 000 km for vehicles equipped with a compression-ignition engine. In both these cases, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to these vehicles. Figure 2 8.2.3.2.2. 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 will be as follows: (a) the pollutant emissions (Type I) will 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 will be calculated for each of the pollutants: Emissions ‘x’ km/Emissions zero km This may be less than 1, (c) the other vehicles will not be run-in, but their zero km emissions will be multiplied by the evolution coefficient. In this case, the values to be taken will 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. 8.2.3.2.3. All these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex 10 may be used. (i) If a Type III test is to be carried out, it shall be conducted on all vehicles selected for the Type I COP test. The conditions laid down in paragraph 5.3.3.2 shall be complied with. For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined in Annex 14, paragraph 5. (ii) If a Type IV test is to be carried out, it shall be conducted in accordance with paragraph 7 of Annex 7. 8.2.4. When tested in accordance with Annex 7, the average evaporative emissions for all production vehicles of the type approved shall be less than the limit value in paragraph 5.3.4.2. 8.2.5. For routine end-of-production-line testing, the holder of the approval may demonstrate compliance by sampling vehicles which meet the requirements in paragraph 7 of Annex 7. 8.2.6. On-board diagnostics (OBD) If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance with the following: 8.2.6.1. When the approval authority determines that the quality of production seems unsatisfactory a vehicle is randomly taken from the series and subjected to the tests described in Annex 11, Appendix 1. For hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined in Annex 14, paragraph 9. 8.2.6.2. The production is deemed to conform if this vehicle meets the requirements of the tests described in Annex 11, Appendix 1. 8.2.6.3. If the vehicle taken from the series does not satisfy the requirements of paragraph 8.2.6.1, a further random sample of four vehicles shall be taken from the series and subjected to the tests described in Annex 11, Appendix 1. The tests may be carried out on vehicles which have been run in for no more than 15 000 km. 8.2.6.4. The production is deemed to conform if at least 3 vehicles meet the requirements of the tests described in Annex 11, Appendix 1. On the basis of the audit referred to in paragraph 8.2.1, the administrative department must either: — decide that the in-service conformity of a vehicle type or a vehicle in-service family is satisfactory and not take any further action; — decide that the data provided by the manufacturer is insufficient to reach a decision and request additional information or test data from the manufacturer, or — decide that the in-service conformity of a vehicle type, or vehicle type(s) that is/are part of an in-service family, is unsatisfactory and proceed to have such vehicle type(s) tested in accordance with Appendix 3. In the case that the manufacturer has been permitted to not carry out an audit for a particular vehicle type in accordance with paragraph 8.2.2, the administrative department may proceed to have such vehicle types tested in accordance with Appendix 3. 8.2.7.1. 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 4. 8.2.7.2. The type approval authority, in co-operation 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 be allowed to attend the confirmatory checks of the vehicles. The manufacturer is authorised, under the supervision of the type 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 himself (e.g. use of leaded petrol before the test date). Where the results of the checks confirm such causes, those test results are excluded from the conformity check. 8.2.7.3.1. The test results shall also be excluded from the conformity check of vehicles within the sample: (i) that been issued an approval certificate indicating compliance with the emission limits of category A in paragraph 5.3.1.4 of the 05 series of amendments to Regulation provided that those vehicles have been regularly operated on fuel having a sulphur level exceeding 150 mg/kg (petrol fuel) or 350 mg/kg (diesel fuel), or (ii) that have been issued with an approval certificate indicating compliance with the emission limits of category B in paragraph 5.3.1.4 of the 05 series of amendments to Regulation provided that those vehicles have been regularly operated on petrol or diesel fuel having a sulphur level exceeding 50 mg/kg. 8.2.7.4. Where the type approval authority is not satisfied with the results of the tests in accordance with the criteria defined in Appendix 4, the remedial measures referred to in Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2) are extended to vehicles in service belonging to the same vehicle type which are likely to be affected with the same defects in accordance with paragraph 6. of Appendix 3. The plan of remedial measures presented by the manufacturer shall be approved by the type approval authority. The manufacturer is responsible for the execution of the remedial plan as approved. The type approval authority shall notify its decision to all Parties to the Agreement within 30 days. The Parties to the Agreement may require the same plan of remedial measures be applied to all vehicles of the same type registered in their territory. 8.2.7.5. If a Party to the Agreement has established that a vehicle type does not conform to the applicable requirements of Appendix 3, it shall notify without delay the Party to the Agreement which granted the original type approval in accordance with the requirements of the Agreement. Then, subject to the provision of the Agreement, the competent authority of the Party to the Agreement which granted the original type approval shall inform the manufacturer that a vehicle type fails to satisfy the requirements of these provisions and that certain measures are expected of the manufacturer. The manufacturer shall submit to the authority, within two months after this notification, a plan of measures to overcome the defects, the substance of which should correspond to the requirements of paragraphs 6.1 to 6.8 of Appendix 3. The competent authority which granted the original type approval shall, within two months, consult the manufacturer in order to secure agreement on a plan of measures and on carrying out the plan. If the competent authority which granted the original type approval establishes that no agreement can be reached, the relevant procedures to the Agreement shall be initiated. 9. PENALTIES FOR NON-CONFORMITY OF PRODUCTION 9.1. 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 8.2 above. 9.2. If a Party to the Agreement 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. 10. 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 authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other 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. 11. TRANSITIONAL PROVISIONS 11.1. General 11.1.1. As from the official date of entry into force of the 05 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 05 series of amendments. 11.1.2. New type approvals 11.1.2.1. Subject to the provisions of paragraphs 11.1.4, 11.1.5 and 11.1.6, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 05 series of amendments. For vehicles of category M or vehicles of category N1 these requirements shall apply from the date of entry into force of the 05 series of amendments. Vehicles shall satisfy the limits for the Type I test detailed in either Row A or Row B of the table in paragraph 5.3.1.4 of this Regulation. 11.1.2.2. Subject to the provisions of paragraphs 11.1.4, 11.1.5, 11.1.6 and 11.1.7, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 05 series of amendments. For vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) these requirements shall apply from 1 January 2005. For vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III) these requirements shall apply from 1 January 2006. Vehicles shall satisfy the limits for the Type I test detailed in Row B of the table in paragraph 5.3.1.4 of this Regulation. 11.1.3. Limit of validity of existing type approvals 11.1.3.1. Subject to the provisions of paragraphs 11.1.4, 11.1.5 and 11.1.6, approvals granted to this Regulation, as amended by the 04 series of amendments, shall cease to be valid from the date of entry into force of the 05 series of amendments for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) and on 1 January 2002 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III), unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.1 above. 11.1.3.2. Subject to the provisions of paragraphs 11.1.4, 11.1.5, 11.1.6 and 11.1.7, approvals granted to this Regulation, as amended by the 05 series of amendments and to the limit values of Row A of the table in paragraph 5.3.1.4 of this Regulation, shall cease to be valid on 1 January 2006 for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I) and on 1 January 2007 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III), unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.2 above. 11.1.4. Special provisions 11.1.4.1. Until 1 January 2003, vehicles of category M1, fitted with compression-ignition engines and having a maximum mass greater than 2 000 kg, which: (i) are designed to carry more than six occupants (including the driver), or (ii) are off-road vehicles as defined in Annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3) (9) shall be considered, for the purposes of paragraphs 11.1.3.1 and 11.1.3.2 as vehicles in category N1. 11.1.4.2. In the case of vehicles equipped with direct-injection compression-ignition engines and designed to carry more than six occupants (including the driver), approvals granted in accordance with the provision of paragraph 5.3.1.4.1 of this Regulation, as amended by the 04 series of amendments, shall continue to be valid until 1 January 2002. 11.1.4.3. Type approval and conformity of production verification provisions, as specified in this Regulation as amended by the 04 series of amendments, remain applicable until the dates referred to in paragraphs 11.1.2.1 and 11.1.3.1. 11.1.4.4. As from 1 January 2002, the Type VI test defined in Annex 8 is applicable to new types of vehicle of category M1 and of category N1 Class 1 and which are equipped with a positive-ignition engine. This requirement shall not apply to such vehicles equipped to carry more than six occupants (including the driver) or to vehicles whose maximum mass exceeds 2 500 kg. 11.1.5. On-board diagnostic (OBD) system Vehicles equipped with positive ignition engines 11.1.5.1.1. Vehicles of category M1 and N1 fuelled with petrol shall be equipped with on-board diagnostic systems, as specified in paragraph 3.1 to Annex 11 of this Regulation, on the dates shown in paragraph 11.1.2. 11.1.5.1.2. Vehicles of category M1, other than vehicles whose maximum mass exceeds 2 500 kg, and N1 class I, running permanently or part-time on either LPG or NG fuel shall be equipped with on-board diagnostic system from 1 October 2004 for new types and from 1 July 2005 for all types. Vehicles of category M1 whose maximum mass exceeds 2 500 kg and N1 classes II and III, running permanently or part-time on either LPG or NG fuel shall be equipped with on-board diagnostic system from 1 January 2006 for new types and from 1 January 2007 for all types. Vehicles equipped with compression-ignition engines 11.1.5.2.1. Vehicles of category M1, other than vehicles designed to carry more than six occupants (including the driver) or vehicles whose maximum mass exceeds 2 500 kg, shall be equipped with on-board diagnostic system from 1 October 2004 for new types and from 1 July 2005 for all types. 11.1.5.2.2. Vehicles of category M1 not covered by paragraph 11.1.5.2.1, except vehicles whose maximum mass exceeds 2 500 kg, and vehicles of category N1 class I, shall be equipped with on-board diagnostic system from 1 January 2005 for new types and from 1 January 2006 for all types. 11.1.5.2.3. Vehicles of category N1, classes II and III, and vehicles of category M1 whose maximum mass exceeds 2 500 kg, shall be equipped with on-board diagnostic system from 1 January 2006 for new types and from 1 January 2007 for all vehicles. 11.1.5.2.4. Where compression-ignition engined vehicles entering into service prior to the dates given in the paragraphs above are fitted with on-board diagnostic systems the provisions of paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1, are applicable. Hybrid electric vehicles (HEV) shall comply with the requirements for on-board diagnostic systems as follows: 11.1.5.3.1. Hybrid electric vehicles (HEV) equipped with positive-ignition engines, hybrid electric vehicles (HEV) of category M1 equipped with compression-ignition engines and whose maximum mass does not exceed 2 500 kg, and hybrid electric vehicles (HEV) of category N1 (Class I) equipped with compression ignition engines, from 1 January 2005 for new types and from 1 January 2006 for all types. 11.1.5.3.2. Hybrid electric vehicles (HEV) of category N1 (Classes II and III), equipped with compression-ignition engines, and hybrid electric vehicles (HEV) of category M1 equipped with compression-ignition engines and whose maximum mass exceeds 2 500 kg, from 1 January 2006 for new types and from 1 January 2007 for all types. 11.1.5.4. Vehicles of other categories or vehicles of category M1 or N1 not cover by the above may be equipped with an on-board diagnostic system. In this case, they shall comply with the OBD provisions laid down in paragraphs 6.5.3 to 6.5.3.6 of Annex 11, Appendix 1. 11.1.6. Approvals to the Regulation as amended by the 04 series of amendments 11.1.6.1. By exception to the requirements of paragraphs 11.1.2 and 11.1.3 Contracting Parties may continue to approve vehicles and may continue to recognise the validity of existing approvals that indicate compliance with: (i) the requirements of paragraph 5.3.1.4.1 of the 04 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where the use of unleaded petrol is not widely available, and (ii) the requirements of paragraph 5.3.1.4.2 of the 04 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where unleaded petrol having a maximum sulphur level of 50 mg/kg or less is not widely available, and (iii) the requirements of paragraph 5.3.1.4.3 of the 04 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where diesel fuel having a maximum sulphur level of 350 mg/kg or less is not widely available. 11.1.6.2. By way of derogation to the obligations of Contracting Parties to this Regulation, approvals granted to this Regulation, as amended by the 04 series of amendments, shall cease to be valid in the European Community from: (i) 1 January 2001 for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I), and on (ii) 1 January 2002 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Classes II or III), unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.1 above. 11.1.7. Approvals to Regulation as amended by 05 series of amendments 11.1.7.1. By exception to the requirements of paragraphs 11.1.2.2 and 11.1.3.2 Contracting Parties may continue to approve vehicles and may continue to recognize the validity of approvals granted to vehicles to the requirements of paragraph 5.3.1.4 (concerning category A emissions) of the 05 series of amendments to this Regulation provided that the vehicles are intended for export to, or for first use in, countries where unleaded petrol or diesel fuels having maximum sulphur levels of 50 mg/kg or less are not widely available. 11.1.7.2. By way of derogation to the obligations of Contracting Parties to this Regulation, approvals granted indicating compliance with the emission limits of category A in paragraph 5.3.1.4 of the 05 series of amendments to this Regulation, shall cease to be valid in the European Community from: (i) 1 January 2006 for vehicles of category M having a maximum mass less than or equal to 2 500 kg or vehicles of category N1 (Class I), and on (ii) 1 January 2007 for vehicles of category M having a maximum mass greater than 2 500 kg or vehicles of category N1 (Class II or III), unless the Contracting Party which has granted the approval notifies other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by paragraph 11.1.2.2 above. 12. 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 the administrative departments which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

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 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: 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, 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 0,1 (consumer's risk = 10 per cent). 3. The measurements of the pollutants given in 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 m0 ≤ 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: 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 80 000 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. 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 a 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 4 to this Regulation are performed on pre-conditioned vehicles selected in accordance with the requirements of paragraphs 2 and 3 of this Appendix. 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, — meets the conditions of paragraph 3.2.3 of Appendix 4 and where both the administrative department and the manufacturer agree that the excess emission is due to the same cause, or — meets the conditions of paragraph 3.2.4 of Appendix 4 where the administrative department has determined that the excess emission is due to the same cause, the administrative department 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. 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 (10) 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. A vehicle is said to be an outlying emitter when the conditions given in either paragraph 3.2.1 or paragraph 3.2.2 are met. 3.2.1. In the case of a vehicle that has been type-approved according to the limit values given in row A of the table 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 1,2. 3.2.2. In the case of a vehicle that has been type-approved according to the limit values given in row B of the table 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. In the specific case of a vehicle with a measured emission for any regulated pollutant within the ‘intermediate zone’ (11). 3.2.3.1. 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. 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. 3.2.3.2.1. 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. 3.2.3.2.2. 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. 3.2.3.3. 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 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. 3.2.3.4. 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. 3.2.3.6. Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of this Appendix is applied to the increased sample. In the specific case of a vehicle with a measured emission for any regulated pollutant within the ‘failure zone’ (12). 3.2.4.1. 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. 3.2.4.2. 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. 3.2.4.3. 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. 3.2.4.4. 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. 3.2.4.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the initial sample and that vehicle is taken. 3.2.4.6. Whenever another vehicle is taken from the sample, the statistical procedure of paragraph 4 of this Appendix is applied to the increased sample. 3.2.5. Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at random from the sample. 4. PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF OUTLYING EMITTERS IN THE SAMPLE 4.1. With a minimum sample size of three the sampling procedure is set so that the probability of a batch 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 batch being accepted with 75 per cent of the production defective is 0,15 (consumer's risk = 15 per cent). 4.2. For each of the pollutants given in the table of paragraph 5.3.1.4 of this Regulation, the following procedure is used (see Figure 4/2 below). where: — = L = the limit value for the pollutant, — = xi = the value of the measurement for the i-th vehicle of the sample, — = n = the current sample number. 4.3. The test statistic quantifying the number of non-conforming vehicles, i.e. xi > L, is computed for the sample. Then: (i) If the test statistic does not exceed the pass decision number for the sample size given in the following table, a pass decision is reached for the pollutant, (ii) If the test statistic equals or exceeds the fail decision number for the sample size given in the following table, a fail decision is reached for the pollutant, (iii) Otherwise, an additional vehicle is tested and the procedure is applied to the sample with one extra unit. In the following table the pass and fail decision numbers are computed in accordance with the International Standard ISO 8422:1991. A sample is regarded as having passed the test when it has passed both the requiremen