II
(Non-legislative acts)
ACTS ADOPTED BY BODIES CREA TED BY 
INTERNA TIONAL AGREEMENTS
Only the original UN/ECE texts have legal effect under international public law. The status and date of entr y into force of 
this Regulation should be check ed in the lates t version of the UN/ECE status document TRANS/WP .29/343, available at: 
http://www .unece.org/trans/main/wp29/wp29wgs/wp29ge n/wp29fdocstts.html
UN Regulation No 154 – Unifor m provisions concer ning the appro val of light duty passenger and commercial 
vehicles with regards to criter ia emissions, emissions of carbon dioxide and fuel consumption and/or the 
measurement of electr ic energy consumption and electr ic range (WL TP) [2021/2039] 
Incor porating all valid text up to:
Supplement 1 to the original version of the Regulation — Date of entr y into force: 30 September 2021
This document is meant purely as documentation tool. The authentic and legally binding texts are:
ECE/TRANS/WP .29/2020/77
ECE/TRANS/WP .29/2020/92 and
ECE/TRANS/WP .29/2021/56
CONTENTS
1. Scope
2. Abbreviations
3. Defi nitions
4. Application for appro val
5. Approval
6. Specifi cations and tests
7. Modifi cation and extensi on of the type approval
8. Conf ormity of production (COP)
9. Penalties for non-conf ormity of production
10. Production definitively discontinued
11. Special Prov isions
12. Transitional Provisions
13. Names and addresses of Technical Services responsible for conducting appro val tests, and of Type Approval 
Auth oritiesEN Offi cial Jour nal of the European Union 26.11.2021 L 423/1  
APPENDIX
1. Type 1 test CoP verification for specifi c vehicle types
2. Verification of conf ormity of production for Type 1 test – statistical method
3. Run-in test procedure to determi ne run-in factors
4. Conf ormity of production for Type 4 test
5. Devices for monitoring on board the vehicle the consum ption of fuel and/or electr ic energy
6. Requirements for vehicles that use a reagent for the exhaust after-treatment system
ANNEXES
ANNEXES PART A
A1. Engine and vehicle character istics and information concer ning the conduct of tests
Appendix
1. WLTP Test Repor t
2. WLTP Road Load Test Repor t
3. WLTP Test Sheet
4. Evaporative Emissions Test Repor t
A2. Communication
A3. Arrang ements of the approval mark
ANNEXES PART B
B1. Worldwide light-duty test cycles (WL TC)
B2. Gear selection and shift point deter mination for vehicles equipped with manual transmissions
B3. Specifications of reference fuels
B4. Road load and dynamometer setting
B5. Test equipment and calibrations
B6. Type 1 test procedures and test conditions
Appendix
1. Emissions test procedure for all vehicles equipped with periodically regenerating syste ms
2. Test procedure for recharg eable electr ic energy stora ge system monitoring
3. Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane)
B6a. Ambient Temperature Correction Test for the determi nation of CO2 emissions under representative regional 
temperature conditions (Level 1A only)
B6b. Correction of CO2 results against the target speed and distance (Level 1A only)
B7. Calculations
B8. Pure electr ic, hybr id electr ic and compre ssed hydrogen fuel cell hybrid vehicles
Appendix
1. REESS state of charge profile
2. REESS energy chang e-based correction procedure
3. Determination of REESS current and REESS voltag e for NOVC-HEVs, OVC-HEVs, OVC-FC HVs, PEVs and NOVC- 
FCHV s
4. Preconditioning, soaking and REESS charging conditions of PEVs and OVC-HEVs and OVC-FC HVsEN Offi cial Jour nal of the European Union L 423/2 26.11.2021  
5. Utility factors (UF) for OVC-HEVs and OVC-FCHVs
6. Selection of driver-selectable modes
7. Fuel consump tion measurement of compre ssed hydrogen fuel cell hybrid vehicles
8. Calculation of additional values required for checking the Conf ormity of Production of electr ic energy 
consum ption of PEVs and OVC-HEVs
B9. Determination of method equivalency (Level 1A only)
ANNEXES PART C
C1. [Reser ved]
C2. [Reser ved]
C3. Type 4 test – Evaporative emissions
C4. Type 5 test – Durability
Appendix
1. Standard Benc h Cycle (SBC) (Level 1A only)
2. Standard Diesel Benc h Cycle (SDBC) (Level 1A only)
3. Standard Road Cycle (SRC)
3b. The kilometre accumulation cycles (Level 1B only)
4. Special requirements for Hybr id Vehicles
C5. On-Board Diagnostics (OBD) for motor vehicles
Appendix
1. Functional aspects of On-Board Diagnostic (OBD) systemsEN Offi cial Jour nal of the European Union 26.11.2021 L 423/3  
INTR ODUCTION
The intention of this Regulation is to establish unif orm provi sions concer ning the appro val of motor vehicles with regar d to 
the emissions of light-duty vehicles based on the new World harmonized Light vehicle Test Procedure (WL TP) included in 
UN GTR No 15 and the updated Evaporative Emissions test procedure (Type 4 test) whic h has been developed in UN GTR 
No 19. It will enable Contracting Parties (CPs) to issue and accept appro vals based on these new type approval tests.
The WLTP Type 1 test replaces both the current Type 1 test in UN Regulation No 83 and UN Regulation No 101, whilst the 
update d Evaporative Emissions test procedure (Type 4 test) replaces that currently in UN Regulation No 83.
In addition, this new Regulation includes an updat e to the Type 5 test for verifying the durability of pollution control 
devices and updat ed On-Board Diagnostic (OBD) requirements. These updat es are in order to reflect the change s from the 
previous NEDC based Type 1 test to the new WLTP Type 1 test.
The 00 series of this Regulation covers two sets of requirements – termed Level 1A and Level 1B. Level 1A is based on a 
four phase test cycle (Low , Medium, High and Extra-High), whilst Level 1B is based on a three phase test cycle (Low , 
Medium and High), with differ ent type 1 limits applying to these differ ent levels. The majority of the regulatory text is 
applicable to both Level 1A and Level 1B. Where the requirements are specif ic to either Level 1A or Level 1B the relevant 
sections are labelled according ly. This series of amendments covers regional requirements and does not require mutual 
recognition by other Contracting Parties.
The 01 series of this Regulation includes a harmonised procedure which contains the most stringent procedures/limits 
which shall be subject to full mutual recognition. A type approval to the 01 series shall theref ore be accept ed by all CPs 
having adopt ed this Regulation.
1. SCOPE
This Regulation provi des requirements for two levels of approval. One level requires testin g using a 4-phase 
WLTC (low , medium, high and extra-high as defined in Annex B1) – this is called Level 1A. The second level 
requires testing using a 3-phase WLTC cycle (low , medium and high as defined in Annex B1) – this is called 
Level 1B.
Where the requirements in this Regulation apply to either Level 1A or Level 1B only the Regulator y text uses 
"Level 1A only" or "Level 1B only" to denote the start of the level specific requirements.
1.1. Scope for Level 1A
This Regulation applies to the type approval of vehicles of catego ries M1, M2, N1 and N2 with a reference mass 
not exceed ing 2 610 kg with regard to the WLTP Type 1 test for emissions of gaseo us compo unds, particulat e 
matter , particle number and to emissions of carbon dioxide and fuel consump tion and/or the measurement of 
electr ic energy consum ption and electr ic range and to the Type 4 test on evaporative emissions.
In addition, this Regulation lays down rules for verifying the durability of pollution control devices and 
On-Board Diagnostic (OBD) systems.
At the manufacturer's request, type appro val grant ed under this Regulation may be extende d from vehicles 
mentioned above to M1, M2, N1 and N2 vehicles with a reference mass not exceed ing 2 840 kg and whic h meet 
the conditions laid down in this Regulation.
1.2. Scope for Level 1B
This Regulation applies to the type approval of vehicles of catego ries M2 and N1 with a technical permissible 
maximum laden mass not exceeding 3 500 kg and to all vehicles of categor y M1 with regard to the WLTP Type 
1 test for emissions of gaseous compo unds, particulat e matter and to emissions of carbon dioxide and fuel 
efficiency and/or the measurement of electr ic energy consum ption and electr ic rang e and to the Type 4 test on 
evaporative emissions.
In addition, this Regulation lays down rules for verifying the durability of pollution control devices and 
On-Board Diagnostic (OBD) systems.
OVC-FC HVs are out of the scope of Level 1B of this Regulation.EN Offi cial Jour nal of the European Union L 423/4 26.11.2021  
2. ABBREVIA TIONS
2.1. General abbreviations
AC Alte rnating current
APF Assigned permeability factor
BWC Butane working capacity
CFD Comp utational fluid dynamics
CFV Critical flow ventur i
CFO Critical flow orifice
CLA Chemiluminescent analyser
CVS Constant volume sampler
DC Direct current
EAF Sum of ethanol, acetaldehy de and formaldeh yde
ECD Electron captur e detector
ET Evaporation tube
Extra High 2 Class 2 WLTC extra high speed phase
Extra High 3 Class 3 WLTC extra high speed phase
FCH V Fuel cell hybr id vehicle
FID Flame ionization detector
FSD Full scale deflection
GC Gas chromat ograph
GFV Gas Fuelled Vehicle
HEP A High efficiency particulat e air (filter)
HFID Heated flame ionization detector
High 2 Class 2 WLTC high speed phase
High 3a Class 3a WLTC high speed phase
High 3b Class 3b WLTC high speed phase
ICE Internal combustion engine
LoD Limit of detection
LoQ Limit of quantifi cation
Low 1 Class 1 WLTC low speed phase
Low 2 Class 2 WLTC low speed phase
Low 3 Class 3 WLTC low speed phase
Medium 1 Class 1 WLTC medium speed phase
Medium 2 Class 2 WLTC medium speed phase
Medium 3a Class 3a WLTC medium speed phase
Medium 3b Class 3b WLTC medium speed phase
LC Liquid chromatograph y
LPG Liquefi ed petroleum gas
NDIR Non-dispersive infrared (analyser)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/5  
NDUV Non-dispersive ultraviolet
NG/biomethane Natural gas/biomethane
NMC Non-methane cutte r
NOVC-FCHV Not off-vehicle charging fuel cell hybr id vehicle
NOVC
NOVC-HEVNot off-vehicle charging
Not off-vehicle charging hybrid electr ic vehicle
OBD On-board Diagnostics
OBFCM On-board fuel and/or energy consum ption monitoring
OVC-FCHV Off-vehicle charging fuel cell hybr id vehicle
OVC-HEV Off-vehicle charging hybrid electr ic vehicle
Pa Particulate mass collect ed on the back ground filter
Pe Particulate mass collect ed on the sam ple filter
PAO Poly-alpha-olefin
PCF Particle pre-classif ier
PCRF Particle concentration reduction factor
PDP Positive displacement pump
PER Pure electr ic range
Per cent FS Per cent of full scale
PF Permeability factor
PM Particulate matte r emissions
PN Particle number emissions
PNC Particle number counter
PND1 First particle number dilution device
PND2 Second particle number dilution device
PTS Particle transfer system
PTT Particle transfer tube
QCL- IR Infrared quantum cascade laser
RCDA Charg e-depleting actual range
RCB REESS charge balance
REESS Rechar geable electr ic energy stora ge system
RRC Rolling resistance coeffi cient
SHED Sealed housing evaporative determi nation
SSV Subsonic ventur i
UBE Usable Batter y (REESS) Energy
USFM Ultrasonic flow meter
VH Vehicle High
VL Vehicle Low
VPR Volatile particle remover
WLTC Worldwide light-duty test cycleEN Offi cial Jour nal of the European Union L 423/6 26.11.2021  
2.2. Chemical symbols and abbreviations
C1 Carbon 1 equivalent hydrocarbon
CH 4 Methane
C2H6 Ethane
C2H5OH Ethanol
C3H8 Propane
CH 3CHO Acetaldehy de
CO Carbon mono xide
CO 2 Carbon dioxide
DOP Di-octylphthalate
H2O Water
HCHO Formaldeh yde
NH 3 Ammonia
NMHC Non-methane hydrocarbons
NO x Oxides of nitrogen
NO Nitr ic oxide
NO 2 Nitrogen dioxide
N2O Nitrous oxide
THC Total hydrocarbons
3. DEFINITIONS
For the purposes of this Regulation the following definitions shall apply:
3.0.1. "Vehicle type with regard to emissions" means a group of vehicles whic h:
(a) Do not differ with respect to the criteria constituting an "interpol ation family" as defined in 
paragraph 6.3.2.;
(b) Fall in a sing le "CO 2 interpolation range" within the meaning of paragraph 2.3.2. of Annex B6;
(c) Do not differ with respect to any character istics that have a non-neg ligible influence on tailpipe emissions, 
such as, but not limit ed to, the follo wing:
(i) Types and sequence of pollution control devices (e.g. three-wa y catalyst, oxidation catalyst, lean NOx 
trap, SCR, lean NOx catalyst, particulat e trap or combinations thereof in a sing le unit);
(ii) Exhaust gas recirculation (with or without, internal/exter nal, cooled/non-cooled, low/ high/combined 
pressure).
3.0.2. "Engine capacity" means:
For reciprocating piston engines, the nominal engine swept volume.
For rotar y piston engines (Wankel), twice the nominal swept volume of a combustion chamber per piston.
3.0.3. "Engine displacement" means:
For reciprocating piston engines, the nominal engine swept volume.
For rotar y piston engines (Wankel), the nominal swep t volume of a combustion chamber per piston.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/7  
3.0.4. "Approval of a vehicle" means the approval of a vehicle type with regar d to the scope of this Regulation.
3.1. Test equipment
3.1.1. "Accuracy" means the differ ence between a measured value and a reference value, traceable to a national 
standard and descr ibes the correctness of a result. See Figure 1.
3.1.2. "Calibr ation" means the process of setting a measurement system 's response so that its output agrees with a 
range of reference signals.
3.1.3. "Calibr ation gas" means a gas mixture used to calibrate gas analysers.
3.1.4. "Double dilution method" means the process of separating a part of the dilut ed exhaust flow and mixing it with an 
appropr iate amount of dilution air prior to the particulate sampli ng filter.
3.1.5. "Full flow exhaust dilution system" means the continuous dilution of the total vehicle exhaust with ambient air in a 
controlled manner using a Constant Volume Sam pler (CVS ).
3.1.6. "Linear ization" means the application of a rang e of concentrations or mat erials to establish a mathematical 
relationship between concentration and system response.
3.1.7. "Major maintenance" means the adjustment, repair or replacement of a compo nent or module that could affect 
the accuracy of a measurement.
3.1.8. "Non-Methane Hydr ocarbons" (NMHC) are the Total Hydrocarbons (THC) minus the methane (CH 4) contr ibution.
3.1.9. "Precision" means the degree to which repeated measurements under unchanged conditions show the same 
results (Figure 1) and, in this Regulation, alwa ys refers to one standard deviation.
3.1.10. "Reference value" means a value traceable to a national standard. See Figure 1.
3.1.11. "Set point" means the target value a control system aims to reach .
3.1.12. "Span" means to adjust an instr ument so that it gives a proper response to a calibration standard that represents 
between 75 per cent and 100 per cent of the maximum value in the instr ument range or expecte d range of use.
3.1.13. "Total hydro carbons" (THC) means all volatile compo unds measurable by a flame ionization detec tor (FID).
3.1.14. "Verification" means to evaluate whether or not a measurement syste m's outputs agrees with applied reference 
signals within one or more predeter mined thresholds for acceptance.
3.1.15. "Zero gas" means a gas containing no analyte which is used to set a zero response on an analyser .
3.1.16. "Res ponse time" means the differ ence in time between the change of the component to be measured at the 
reference point and a syste m response of 90 per cent of the final reading (t90) with the sampli ng probe being 
defined as the reference point, whereby the change of the measured compo nent is at least 60 per cent full scale 
(FS) and take s place in less than 0.1 second. The system response time consists of the dela y time to the system 
and of the rise time of the system.EN Offi cial Jour nal of the European Union L 423/8 26.11.2021  
3.1.17. "Delay time" means the difference in time between the chang e of the compo nent to be measured at the reference 
point and a system response of 10 per cent of the final reading (t10) with the sam pling probe being defined as 
the reference point. For gaseous compo nents, this is the transpor t time of the measured compo nent from the 
sampling probe to the detector .
3.1.18. "Rise time" means the differ ence in time between the 10 per cent and 90 per cent response of the final reading 
(t90 – t10).
Figure 1
Def inition of accuracy , precision and referenc e value
3.2. Road load and dynamometer setting
3.2.1. "Aerodynamic drag" means the force opposing a vehicle’s forward motion through air.
3.2.2. "Aerodynamic stagnation point" means the point on the surface of a vehicle where wind velocity is equal to zero.
3.2.3. "Anemometer block age" means the effect on the anemomet er measurement due to the presence of the vehicle 
where the apparent air speed is diffe rent than the vehicle speed combined with wind speed relative to the 
ground.
3.2.4. "Constr ained analysis" means the vehicle’ s frontal area and aerodynamic drag coeff icient have been independently 
deter mined and those values shall be used in the equation of motion.
3.2.5. "Mass in running order" means the mass of the vehicle, with its fuel tank(s) filled to at least 90 per cent of its or 
their capacity/capacities, including the mass of the driver, fuel and liquids, fitted with the standard equipment 
in accordance with the manuf acturer ’s specifications and, when they are fitted, the mass of the bodywork, the 
cabin, the coupling and the spare wheel(s) as well as the tools.
3.2.6. "Mass of the driver" means a mass rated at 75 kg locat ed at the driver’s seating reference point.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/9  
3.2.7. "Maximum vehic le load" means the technically permissible maximum laden mass minus the mass in running 
order , 25 kg and the mass of the optional equipment as defined in paragraph 3.2.8..
3.2.8. "Mass of the optional equipment" means maximum mass of the combinations of optional equipment which may 
be fitted to the vehicle in addition to the standard equipment in accordance with the manufa cturer's 
specifi cations.
3.2.9. "Optional equipment" means all the features not included in the standard equipment whic h are fitted to a vehicle 
under the responsibility of the manufacturer , and that can be ordered by the custome r.
3.2.10. "Reference atmospher ic conditions (regarding road load measur ements)" means the atmospher ic conditions to which 
these measurement results are corrected:
(a) Atmospher ic pressure: p0 = 100 kPa;
(b) Atmospher ic temperature: T0 = 20 °C;
(c) Dry air density: ρ0 = 1 189 kg/m3;
(d) Wind speed: 0 m/s.
3.2.11. "Reference speed" means the vehicle speed at whic h road load is deter mined or chassis dynamomete r load is 
verified.
3.2.12. "Road load" means the force resisting the forward motion of a vehicle as measured with the coastdo wn method 
or methods that are equivalent regarding the inclusion of frictional losses of the drivetrain.
3.2.13. "Rolling resistance" means the forces of the tyres opposing the motion of a vehicle.
3.2.14. "Running resistance" means the torque resisting the forward motion of a vehicle measured by torq ue mete rs 
installed at the driven wheels of a vehicle.
3.2.15. "Simulated road load" means the road load exper ienced by the vehicle on the chassis dynamometer which is 
intended to reproduce the road load measured on the road, and consists of the force applied by the chassis 
dynamometer and the forces resisting the vehicle while driving on the chassis dynamomet er and is 
appro ximated by the three coeffi cients of a second order polynomial.
3.2.16. "Simulated running resistance" means the running resistance exper ienced by the vehicle on the chassis 
dynamometer whic h is intended to reproduce the running resistance measured on the road, and consists of the 
torque applied by the chassis dynamomete r and the torq ue resisting the vehicle while driving on the chassis 
dynamometer and is appro ximat ed by the three coeffi cients of a second order polynomial.
3.2.17. "Stationar y anemometr y" means measurement of wind speed and direction with an anemometer at a location and 
height above road level alongside the test road where the most representative wind conditions will be 
exper ienced.
3.2.18. "Standar d equipment" means the basic configuration of a vehicle which is equipped with all the features that are 
required under the regulatory acts of the Contracting Party including all features that are fitted without giving 
rise to any further specifi cations on conf iguration or equipment level.
3.2.19. "Target road load" means the road load to be reproduced on the chassis dynamometer .
3.2.20. "Target running resistanc e" means the running resistance to be reproduced.
3.2.21. "Vehicle coastdow n mode" means a system of operation enabling an accurate and repeatable determination of road 
load and an accurate dynamometer setting.EN Offi cial Jour nal of the European Union L 423/10 26.11.2021  
3.2.22. "Wind correction" means correction of the effect of wind on road load based on input of the stationar y or 
on-board anemometr y.
3.2.23. "Technically permissible maximum laden mass" means the maximum mass allocat ed to a vehicle on the basis of its 
constr uction features and its design performa nces.
3.2.24. "Actual mass of the vehic le" means the mass in running order plus the mass of the fitted optional equipment to an 
individual vehicle.
3.2.25. "Test mass of the vehicle" means the sum of the actual mass of the vehicle, 25 kg and the mass representative of 
the vehicle load.
3.2.26. "Mass representative of the vehicle load" means x per cent of the maximum vehicle load where x is 15 per cent for 
categor y M vehicles and 28 per cent for categor y N vehicles.
3.2.27. "Technically permissible maximum laden mass of the combination" (MC) means the maximum mass allocat ed to the 
combination of a motor vehicle and one or more trailers on the basis of its constr uction features and its design 
performa nces or the maximum mass allocat ed to the combination of a tract or unit and a semi-trailer .
3.2.28. "n/v ratio" means the engine rotational speed divided by vehicle speed.
3.2.29. "Single roller dynamometer" means a dynamometer where each wheel on a vehicle's axle is in contact with one 
roller .
3.2.30. "Twin-r oller dynamometer" means a dynamomet er where each wheel on a vehicle's axle is in contact with two 
rollers.
3.2.31. "Power ed axle" means an axle of a vehicle whic h is able to deliver propulsion energy and/or recuperate energy , 
independent of whether that is only temporar ily or permanently possible and/or selectable by the driver.
3.2.32. "2WD dynamometer" means a dynamomete r where only the wheels on one vehicle axle are in contact with the 
roller(s).
3.2.33. "4WD dynamometer" means a dynamometer where all wheels on both vehicle axles are in contact with the 
rollers.
3.2.34. "Dynamometer in 2WD operation" means a 2WD dynamomet er, or a 4WD dynamomet er which only simulat es 
iner tia and road load on the powered axle of the test vehicle and where the rotating wheels on the non- 
powered axle shall have no influence on the measurement results compar ed to a situation where the wheels on 
the non-powered axle are not rotating.
3.2.35. "Dynamometer in 4WD operation" means a 4WD dynamometer which simulat es iner tia and road load on both 
axles of the test vehicle.
3.2.36. "Coasting" means a functionality of either an automatic transmission or a clutc h which decouples the engine 
from the drivetrain automatical ly when no propulsion or a slow reduction of speed is needed and during 
which the engine may be idling or switch ed off.
3.3. Pure electr ic, pure ICE, hybrid electr ic, fuel cell and alternatively-fu elled vehicles
3.3.1. "All-Electr ic Range" (AER) means the total distance travelled by an OVC-HEV from the beginning of the charg e- 
depleting test to the point in time during the test when the combustion engine starts to consume fuel.
3.3.2. "Pure Electr ic Range" (PER) means the total distance travelled by a PEV from the beginning of the charge- 
depleting test until the break -off criterion is reached.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/11  
3.3.3. "Charge-Depleting Actual Range " (RCDA) means the distance travelled in a series of WLTCs in charge-depleting 
operating condition until the Rechar geable Electr ic Energy Storag e System (REESS) is deplet ed.
3.3.4. "Charge-Depleting Cycle Range" (RCDC) means the distance from the beginning of the charg e-depleting test to the 
end of the last cycle prior to the cycle or cycles satisfying the break -off criterion, including the transition cycle 
where the vehicle may have operated in both depleting and sustaining conditions.
3.3.5. "Charge-depl eting operating condition" means an operating condition in whic h the energy stored in the REESS may 
fluctuate but decreases on average while the vehicle is driven until transition to charge-sus taining operation.
3.3.6. "Charge-sustaining operating condition" means an operating condition in which the energy store d in the REESS 
may fluctuate but, on average, is maintained at a neutral charging balance level while the vehicle is driven.
3.3.7. "Utility Factors" are ratios based on driving statistics depending on the rang e achi eved in charge-depleting 
condition and are used to weigh the charg e-depleting and charg e-sustaining exhaust emission compo unds, 
CO 2 emissions and fuel consum ption for OVC-HEVs.
3.3.8. "Electr ic machine" (EM) means an energy conver ter transf orming between electr ical and mecha nical energy .
3.3.9. "Energy converter " means a system where the form of energy output is diffe rent from the form of energy input .
3.3.9.1. "Propulsion energy conv erter" means an energy conver ter of the powertrain which is not a peripheral device whose 
output energy is used directly or indirectly for the purpose of vehicle propulsion.
3.3.9.2. "Categor y of propulsion energy converter " means (i) an intern al combustion engine, or (ii) an electr ic machi ne, or 
(iii) a fuel cell.
3.3.10. "Energy storage system" means a system whic h stores energy and releases it in the same form as was input.
3.3.10.1. "Propulsion energy storage system" means an energy storag e system of the power train which is not a peripheral 
device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.
3.3.10.2. "Categor y of propulsion energy storage system" means (i) a fuel storage system, or (ii) a recharg eable electr ic energy 
storag e system , or (iii) a recha rgeable mech anical energy storage system.
3.3.10.3 "For m of energy" means (i) electr ical energy , or (ii) mechani cal energy , or (iii) chemical energy (including fuels).
3.3.10.4. "Fuel storage system" means a propulsion energy storage system that stores chemical energy as liquid or gaseous 
fuel.
3.3.11. "Equivalent all-electr ic range" (EAER) means that portion of the total charge-depleting actual range (RCDA) 
attributable to the use of electr icity from the REESS over the charge-d epleting rang e test.
3.3.12. "Hybr id electr ic vehic le" (HEV) means a hybrid vehicle where one of the propulsion energy conver ters is an electr ic 
machine.EN Offi cial Jour nal of the European Union L 423/12 26.11.2021  
3.3.13. "Hybr id vehicle" (HV) means a vehicle equipped with a powertrain containing at least two different categor ies of 
propulsion energy conver ters and at least two different categor ies of propulsion energy storage systems.
3.3.14. "Net energy change " means the ratio of the REESS energy change divided by the cycle energy demand of the test 
vehicle.
3.3.15. "Not off-vehicle charging hybr id electr ic vehicle" (NO VC-HEV) means a hybrid electr ic vehicle that cannot be charg ed 
from an external source.
3.3.16. "Off- vehic le charging hybr id electr ic vehic le" (OVC-HEV) means a hybr id electr ic vehicle that can be charg ed from an 
external source.
3.3.17. "Pure electr ic vehic le" (PEV) means a vehicle equipped with a powertrain containing exclusively electr ic machi nes 
as propulsion energy converters and exclusively recharg eable electr ic energy storag e systems as propulsion 
energy storag e system s.
3.3.18. "Fuel cell" means an energy converter transf orming chemical energy (input) into electr ical energy (output) or 
vice versa.
3.3.19. "Fuel cell vehic le" (FCV) means a vehicle equipped with a power train containing excl usively fuel cell(s) and electr ic 
machine(s) as propulsion energy converter(s).
3.3.20. "Fuel cell hybr id vehicle" (FCH V) means a fuel cell vehicle equipped with a powertrain containing at least one fuel 
storag e system and at least one rechargeable electr ic energy storag e system as propulsion energy storage 
systems.
3.3.20.1. "Not off-vehicle charging fuel cell hybr id electr ic vehic le" (NO VC-FCHV) means a fuel cell hybrid electr ic vehicle that 
cannot be charged from an extern al source.
3.3.20.2. "Off- vehic le charging fuel cell hybr id electr ic vehicle" (OVC-FCHV) means a fuel cell hybr id electr ic vehicle that can be 
charg ed from an external source.
3.3.21. "Bi-fuel vehicle" means a vehicle with two separate fuel storag e syste ms that is designed to run primar ily on only 
one fuel at a time; however , the simultaneous use of both fuels is permitted in limited amount and duration.
3.3.22. "Bi-fuel gas vehic le" means a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, 
NG/biomethane, or hydrogen.
3.3.23. "Pure ICE vehicle" means a vehicle where all of the propulsion energy conver ters are intern al combustion 
engines.
3.3.24. "On-boar d charger" means the electr ic power conver ter between the traction REESS and the vehicle's recharging 
socket.
3.3.25. "Flex fuel vehic le" means a vehicle with one fuel storag e system that can run on diffe rent mixtures of two or more 
fuels.
3.3.26. "Flex fuel ethanol vehic le" means a flex fuel vehicle that can run on petrol or a mixture of petrol and ethanol up to 
an 85 per cent ethanol blend (E85).
3.3.27. "Mono-fuel vehicle" means a vehicle that is designed to run primar ily on one type of fuel.
3.3.28. "Mono-fuel gas vehic le" means a mono-fuel vehicle that is designed primar ily for permanent running on LPG or 
NG/biomethane or hydrog en, but may also have a petrol system for emergency purposes or starting only , 
where the nominal capacity of the petrol tank does not exce ed 15 litres.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/13  
3.4. Powertrain
3.4.1. "Power train" means the tota l combination in a vehicle of propulsion energy stora ge system (s), propulsion energy 
conver ter(s) and the drivetrain(s) providin g the mecha nical energy at the wheels for the purpose of vehicle 
propulsion, plus peripheral devices.
3.4.2. "Auxiliar y devices" means energy consuming, conver ting, storing or supplying non-per ipheral devices or syste ms 
which are installed in the vehicle for purposes other than the propulsion of the vehicle and are theref ore not 
considered to be part of the powertrain.
3.4.3. "Peripher al devices" means any energy consuming, conver ting, storing or supplying devices, where the energy is 
not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of 
the power train and are theref ore considered to be part of the powertrain.
3.4.4. "Drivetrain" means the connected elements of the power train for transmission of the mec hanical energy 
between the propulsion energy conver ter(s) and the wheels.
3.4.5. "Manual transmission" means a transmission where gears can only be shifted by action of the driver.
3.5. General
3.5.1. "Criteria emissions" means those emission compo unds for whic h limits are set in this Regulation.
3.5.2. Reser ved
3.5.3. Reser ved
3.5.4. Reser ved
3.5.5. Reser ved
3.5.6. "Cycle energy demand" means the calculat ed positive energy required by the vehicle to drive the prescr ibed cycle.
3.5.7. "Defeat device" means any element of design which senses temperature, vehicle speed, engine speed (RPM), 
transmission gear , manif old vacuum or any other parameter for the purpose of activating, modulating, 
dela ying or deactivating the operation of any part of the emission control system, that reduces the 
effectiveness of the emission control syste m under conditions whic h may reasonably be expected to be 
encountered in normal vehicle operation and use.
3.5.8. "Driver-selectable mode" means a distinct driver-selectable condition whic h could affect emissions, or fuel and/or 
energy consum ption.
3.5.9. "Predom inant mode" for the purpose of this Regulation means a sing le driver-selectable mode that is alwa ys 
selected when the vehicle is switc hed on, regar dless of the driver-selectable mode in operation when the 
vehicle was previously shut down , and which cannot be redefin ed to another mode. After the vehicle is 
switch ed on, the predominant mode can only be switc hed to another driver-selectable mode by an intenti onal 
action of the driver.
3.5.10. "Reference conditions (with regards to calculating mass emissions)" means the conditions upon which gas densities are 
based, namely 101,325 kPa and 273,15 K (0 °C).
3.5.11. "Exhaust emissions" means the emission of gaseous, solid and liquid compounds from the tailpipe.EN Offi cial Jour nal of the European Union L 423/14 26.11.2021  
3.5.12. 'Confi gurable start mode' for the purpose of this Regulation means a driver-selectable mode that can be set by the 
driver as a mode which is automatically selected when the vehicle is switc hed on. After the vehicle is switch ed 
on, the conf igurable start mode can only be switched to another mode by an intenti onal action of the driver.
3.6. PM/PN
The term "par ticle" is conven tionally used for the matt er being charact erised (measured) in the airbor ne phase 
(suspended matt er), and the term "par ticulate" for the deposite d matt er.
3.6.1. "Particle number emissions" (PN) means the total number of solid particles emitted from the vehicle exhaust 
quantifi ed according to the dilution, sam pling and measurement methods as specifi ed in this Regulation.
3.6.2. "Particulate matter emissions" (PM) means the mass of any particulate mater ial from the vehicle exhaust quantifi ed 
according to the dilution, sampli ng and measurement methods as specifi ed in this Regulation.
3.7. WLTC
3.7.1. "Rated engine power" (Prated) means maximum net power of the engine or motor in kW as per the requirements of 
UN Regulation No 85.
3.7.2. "Maximum speed" (vmax) means the maximum speed of a vehicle as declared by the manufacturer . In the absence 
of a declaration, the maximum speed shall be determined according to UN Regulation No 68.
3.8. Procedure
3.8.1. "Periodically regenerating system" means an exhaust emissions control device (e.g. catalytic conver ter, particulate 
trap) that requires a periodical regeneration.
3.9. Evaporative emissions
3.9.1. "Fuel tank system" means the devices whic h allow storing the fuel, compris ing the fuel tank , the fuel filler, the 
filler cap and the fuel pump when it is fitted in or on the fuel tank .
3.9.2. "Fuel system" means the compo nents which store or transpor t fuel on board the vehicle and compris e the fuel 
tank syste m, all fuel and vapour lines, any non-tank mount ed fuel pumps and the activat ed carbon canister .
3.9.3. "Butane working capacity" (BWC) means the mass of butane which a carbon canister can adsorb.
3.9.4. "BWC300" means the butane working capacity after 300 cycles of fuel ageing cycles exper ienced.
3.9.5. "Permeability Factor" (PF) means the factor determi ned from hydrocarbo n losses over a period of time and used 
to determi ne the final evaporative emissions.
3.9.6. "Monolayer non-metal tank" means a fuel tank constr ucted with a sing le layer of non-metal mat erial including 
fluor inated/sulf onated mate rials.
3.9.7. "Multilayer tank" means a fuel tank constr ucted with at least two differ ent layered mate rials, one of whic h is a 
hydrocarbon barrier mat erial.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/15  
3.9.8. "Sealed fuel tank system" means a fuel tank system where the fuel vapours do not vent during parking over the 
24-hour diur nal cycle defined in paragraph 6.5.9. of Annex C3 when performe d with the applicable reference 
fuel defined in paragraph 7 of Annex B3.
3.9.9. "Evapor ative emissions" means in the cont ext of this Regulation the hydrocarbon vapours lost from the fuel 
system of a motor vehicle during parking and immediat ely before refuelling of a sealed fuel tank.
3.9.10. "Depressurisati on puff loss" means hydrocarbons venting from a sealed fuel tank system pressure relief excl usively 
through the carbon canister allowed by the system.
3.9.11. "Depressurisati on puff loss overflow" are the depressur isation puff loss hydrocarbons that pass through the carbon 
canister during depressur isation.
3.9.12. "Fuel tank relief pressure" is the minimum pressure value at whic h the sealed fuel tank system starts venting in 
response only to pressure inside the tank.
3.9.13. "2 gram breakthr ough" shall be considered accomplished when the cumulative quantity of hydrocarbons emitte d 
from the activat ed carbon caniste r equals 2 grams.
3.10. On-Board Diagnostics (OBD)
3.10.1. "On-Boar d Diagnostic (OBD) system" means in context of this Regulation, a system on-board the vehicle which 
has the capability of detecting malfunctions of the monitore d emission control systems, identifying the likely 
area of a malfunction by means of fault codes stored in comput er memor y, and illumination of the 
Malfunction Indicator (MI) to notify the operator of the vehicle.
3.10.2. "OBD family" means a manufacturer's grouping of vehicles which , through their design, are expecte d to have 
similar exhaust emission and OBD system charact eristics. Each vehicle of this family shall have compl ied with 
the requirements of this Regulation as defined in paragraph 6.8.1.
3.10.3. "Emission control system" means in the cont ext of OBD the electronic engine manag ement controller and any 
emission-related compo nent in the exhaust or evaporative system which supplies an input to or receives an 
output from this controller .
3.10.4. "Malfunction indicator (MI)" means a visible or audible indicator that clearly informs the driver of the vehicle in 
the event of a malfunction of any emission-relat ed compo nent connect ed to the OBD system , or the OBD 
system itself.
3.10.5. "Malfunction" means the failure of an emission-related compo nent or system that would result in emissions 
exceeding the OBD thresholds in paragraph 6.8.2. or if the OBD system is unable to fulfil the basic monit oring 
requirements of Annex C5.
3.10.6. "Secondar y air" refers to air introduced into the exhaust system by means of a pump or aspirator valve or other 
means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream.
3.10.7. "Engine misfire" means lack of combustion in the cylinder of a positive ignition engine due to absence of spark, 
poor fuel metering, poor compression or any other cause. In term s of OBD monitoring it is that percentag e of 
misfi res out of a total number of firing events (as declared by the manuf acturer) that would result in emissions 
exceeding the OBD thresholds given in paragraph 6.8.2. or that percentage that could lead to an exhaust 
catalyst, or catalysts, overheating causing irreversible damage.
3.10.8. An "OBD driving cycle" consists of key-on, a driving mode where a malfunction would be detected if present, and 
key-off.EN Offi cial Jour nal of the European Union L 423/16 26.11.2021  
3.10.9. A "warm-up cycle" means sufficient vehicle operation such that the coolant temperature has risen by at least 22 K 
from engine starting and reac hes a minimum temperature of 343 K (70 °C).
3.10.10. A "Fuel trim" refers to feedback adjustments to the base fuel sche dule. Shor t-term fuel trim refers to dynamic or 
instantaneous adjustments. Long-ter m fuel trim refers to much more gradual adjustments to the fuel calibration 
schedule than shor t-term trim adjustments. These long-term adjustments compensat e for vehicle differ ences 
and gradual changes that occur over time.
3.10.11. A "Calculated load value" refers to an indication of the current airflow divided by peak airflow, where peak 
airflow is corrected for altitude, if available. This definition provid es a dimensionless number that is not engine 
specifi c and provid es the service technician with an indication of the propor tion of engine capacity that is being 
used (with wide open throttle as 100 per cent);
3.10.12. "Permanent emission default mode" refers to a case where the engine manage ment controller permanently switch es 
to a setting that does not require an input from a failed compo nent or system where such a failed component or 
system would result in an increase in emissions from the vehicle to a level abov e the OBD thresholds given in 
paragraph 6.8.2.
3.10.12.1. Perman ent in this context means that the default mode is not recoverable, i.e. the diagnostic or control strategy 
that caused the emission default mode cannot run in the next driving cycle and cannot conf irm that the 
conditions that caused the emission default mode is not present anymore. All other emission default modes 
are considered not to be permanent.
3.10.13. "Power take-of f unit" means an engine-dr iven output provision for the purposes of powering auxiliar y, vehicle 
mounted, equipment.
3.10.14. "Access" means the availability of all emission-related OBD data including all fault codes required for the 
inspection, diagnosis, servicing or repair of emissions-related parts of the vehicle, via the serial interface for the 
standard diagnostic connection (pursuant to paragraph 6.5.3.5. of Appendix 1 to Annex C5).
3.10.15. "Unrestr icted" means:
3.10.15.1. Access not dependent on an access code obtainable only from the manuf acturer , or a similar device; or
3.10.15.2. Access allowing evaluation of the data produced without the need for any unique decoding information, unless 
that information itself is standardised.
3.10.16. "Standar dised" means that all data stream information, including all fault codes used, shall be produced only in 
accordance with industr y standards whic h, by virtue of the fact that their format and their permitted options 
are clearly defined, provi de for a maximum level of harmonisation in the motor vehicle industr y, and whose 
use is expressly permitted in this Regulation.
3.10.17. Reser ved
3.10.18. "Defici ency" means, in respect of vehicle OBD systems, that components or systems that are monitor ed contain 
temporar y or permanent operating charact eristics that impair the other wise effic ient OBD monitori ng of 
those compo nents or syste ms or do not meet all of the other detailed requirements for OBD.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/17  
3.10.19 "Limp-home routines" means any default mode other than emission default mode.
3.10.20. "Pending fault code" is a diagnostic trouble code stored upon the initial detection of a malfunction prior to 
illumination of the malfunction indicator .
3.10.21. "Read iness" means a status indicating whether a monitor or a group of monitor s have run since the last erasing 
by an extern al request or command (for example through an OBD scan-tool).
3.11. Ambient Temperature Correction Test (Annex B6a)
3.11.1 "Active heat storage device" means a technology that stores heat within any device of a vehicle and releases the 
heat to a power train compo nent over a defined time period at engine start. It is charact erised by the stored 
enthalp y in the system and the time for heat release to the power train compo nents.
3.11.2. “Insulation mate rials” means any mate rial in the engine compar tment attach ed to the engine and/or the chassis 
with a ther mal insulation effect and character ised by a maximum heat conductivity of 0.1 W/(mK).
4. APPLICA TION FOR APPR OVAL
4.1. The application for approval of a vehicle type with regard to the requirements of this Regulation shall be 
submitted by the vehicle manufacturer or by their author ized representative to the Type Approval Author ity.
4.1.1. The application referred to in paragraph 4.1. shall be drawn up in accordance with the model of the 
information document set out in Annex A1 to this Regulation.
4.1.2. In addition, the manuf acturer shall submit the followi ng information:
(a) In the case of vehicles equipped with positive ignition engines, a declaration by the manufacturer of the 
minimum percentage of misfires out of a total number of firing events that would either result in 
emissions excee ding the OBD thresholds given in paragraph 6.8.2., if that percentage of misfi re had been 
present from the start of a Type 1 test as descr ibed in Annex es Part B to this Regulation, or that could lead 
to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage;
(b) Detailed written information fully descr ibing the functional operation charact eristics of the OBD syste m, 
including a listing of all relevant parts of the emission control system of the vehicle that are monitor ed by 
the OBD system;
(c) A descr iption of the malfunction indicator used by the OBD system to signal the presence of a fault to a 
driver of the vehicle;
(d) This paragraph is applicable to Level 1A only:
A declaration by the manufacturer that the OBD system compl ies with the provisions of paragraph 7. of 
Appendix 1 to Annex C5 to this Regulation relating to in-use performa nce under all reasonably 
foreseeable driving conditions;
(e) This paragraph is applicable to Level 1A only:
A plan descr ibing the detailed technical criteria and justification for incrementing the numerat or and 
denominator of each monitor that shall fulfil the requirements of paragraphs 7.2. and 7.3. of Appendix 1 
to Annex C5 to this Regulation, as well as for disabling numerator s, denominator s and the general 
denominator under the conditions outlined in paragraph 7.7. of Appendix 1 to Annex C5 to this 
Regulation;
(f) A descr iption of the provisions taken to prevent tam pering with and modifi cation of the emission control 
comput er;EN Offi cial Jour nal of the European Union L 423/18 26.11.2021  
(g) If applicable, the particulars of the OBD family as refer red to in paragraph 6.8.1.;
(h) Where appropr iate, copies of other type appro vals with the relevant data to enable extension of approvals 
and establishment of deterior ation factors.
4.1.3. For the tests descr ibed in paragraph 3. of Annex C5 to this Regulation, a vehicle representative of the vehicle 
type or vehicle family fitted with the OBD syste m to be approved shall be submitt ed to the Techn ical Service 
responsible for the type appro val test. If the Techn ical Service deter mines that the submitted vehicle does not 
fully represent the OBD family descr ibed in paragraph 6.8.1., an alternative and, if necessar y, an additional 
vehicle shall be submitted for test in accordance with paragraph 3. of Annex C5 to this Regulation.
4.2. A model of the information document relating to exhaust emissions, emissions of carbon dioxide and fuel 
consump tion and/or the measurement of electr ic energy consump tion and electr ic rang e, evaporative 
emissions, durability and OBD, is given in Annex A1 to this Regulation. The information mentioned under 
item 3.2.12.2.7.6. of Annex A1 to this Regulation is to be included in Appendix 1 "OBD – Related 
information" to the type approval communication given in Annex A2 to this Regulation.
4.2.1. Where appropr iate, copies of other type approvals with the relevant data to enable extensions of appro vals and 
establishment of deter ioration factors shall be submitte d.
4.3. For the tests specifi ed in Table A in paragraph 6. a vehicle representative of the vehicle type to be approved shall 
be submitted to the Techn ical Service responsible for the approval tests.
4.3.1. For the purposes of paragraph 4.1.2.(e), the Type Approv al Authority that grants the approval shall make the 
information refer red to in that point available to other Type Approv al Author ities upon request.
4.3.2. For the purposes of subparagraphs 4.1.2. (d) and (e), Type Approval Author ities shall not approve a vehicle if 
the information submitted by the manufacturer is inappropr iate for fulfilling the requirements of paragraph 7. 
of Appendix 1 to Annex C5 to this Regulation. Paragraphs 7.2., 7.3. and 7.7. of Appendix 1 to Annex C5 to 
this Regulation shall apply under all reasonably foreseeable driving conditions. For the assessment of the 
implementation of the requirements set out in the paragraphs 7.2. and 7.3. of Appendix 1 to Annex C5, the 
Type Approv al Authority shall take into account the state of technology .
4.3.3. For the purposes of paragraph 4.1.2. (f), the provisions take n to prevent tamper ing with and modification of 
the emission control comput er shall include the facility for updating using a manufacturer -approved 
programme or calibration.
4.3.4. The application for type approval of flex-fuel, mono fuel, and bi-fuel vehicles shall compl y with the additional 
requirements laid down in paragraphs 5.8. and 5.9.
4.3.5. Changes to the mak e of a system , compo nent or separate technical unit that occur after a type approval shall 
not automatical ly invalidate a type approval, unless its original characteri stics or technical paramete rs are 
chang ed in such a way that the functionality of the engine or pollution control system is affect ed.
4.4. The Type Approval Authority shall verify the existence of satisf actor y provisions to ensure an effective check of 
conf ormity of production before appro val of the vehicle type is granted.
5. APPR OVAL
5.1. If the vehicle type submitte d for appro val meets all the relevant requirements of paragraph 6., approval of that 
vehicle type shall be granted.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/19  
5.2. An appro val number shall be assigned to each type appro ved.
5.2.1. The type approval number shall consist of four sections. Each section shall be separated by the '*' charact er.
Section 1: The capital letter 'E' follo wed by the distinguishing number of the Contracting Party whic h has 
grant ed the type approval (1).
Section 2: The number [of this Regulation,] followed by the letter 'R', successively followe d by:
(a) Two digits (with leading zeros as applicable) indicating the series of amendments 
incor porating the technical provis ions of the UN Regulation applied to the approval (00 
for the UN Regulation in its original form);
(b) A slash (/) and two digits (with leading zeros as applicable) indicating the number of 
supplement to the series of amendments applied to the approval (00 for the series of 
amendments in its original form);
(c) A slash (/) and two charact er(s) indicating the implementing stage/level (e.g. 1A, 1B).
Section 3: A four-digit sequential number (with leading zeros as applicable). The sequence shall start 
from 0001.
Section 4: A two-digit sequential number (with leading zeros if applicable) to denote the exte nsion. The 
sequence shall start from 00.
All digits shall be Arabic digits.
5.2.2. Example of an Approv al Number to this Regulation :
E11*154R01/01/02*0123*01
The first extension of the Approval numbered 0123, issued by the United Kingdom to Series of Amendments 
01, Supplement 01, whic h is a Level 2 Approval.
5.2.3. The same Contracting Party shall not assign the same number to another vehicle type.
5.3. Notice of approval or of exte nsion or refusal of approval of a vehicle type pursuant to this Regulation shall be 
communicated to the Contracting Parties to the 1958 Agreement which apply this Regulation by means of a 
form conf orming to the model in Annex A2 to this Regulation.
5.3.1. In the event of amendment to the present text, for example , if new limit values are prescr ibed, the Contracting 
Parties to the 1958 Agreement shall be informed whic h vehicle types already approved compl y with the new 
provisions.
5.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to ever y 
vehicle conf orming to a vehicle type approved under this Regulation, an internatio nal approval mark 
consisting of:
5.4.1. A circle surrounding the letter "E" followe d by the distinguishing number of the Contracting Party that has 
granted appro val.
5.4.2. The number of this Regulation, follo wed by the letter "R", a dash and the approval number to the right of the 
circle descr ibed in paragraph 5.4.1.
(1)The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated 
Resolution on the Constr uction of Vehicles (R.E.3), document ECE/TRANS/WP .29/78/Rev .6 – Annex 3, www .unece.org/trans/main/ 
wp29/wp29wgs/wp29gen /wp29resolutions.html .EN Offi cial Jour nal of the European Union L 423/20 26.11.2021  
5.4.3. The appro val mark shall contain an additional code after the type approval number , the purpose of whic h is to 
distinguish the level (Level 1A, 1B or 2) for whic h the appro val has been grant ed. This code should be chosen 
according to the Table A3/1 of Annex A3 to this Regulation.
5.5. If the vehicle conf orms to a vehicle type approved , under one or more other Regulations annexe d to the 1958 
Agreement, in the countr y whic h has grant ed appro val under this Regulation, the symbol prescr ibed in 
paragraph 5.4.1. need not be repeated; in such a case, the Regulation, appro val numbers and the additional 
symbols of all the Regulations under which appro val has been granted in the countr y which has grant ed 
approval under this Regulation shall be placed in vertical columns to the right of the symbol prescr ibed in 
paragraph 5.4.1. (see Annex A3).
5.6. The appro val mark shall be clearly legible and be indelible.
5.7. The appro val mark shall be placed close to or on the vehicle data plate.
5.7.1. Annex A3 to this Regulation gives examp les of arrange ments of the approval mark.
5.8. Addition al requirements for approval of flex fuel vehicles
This paragraph is only applicable for Level 1A.
5.8.1. For the type approval of a flex fuel ethanol vehicle, the vehicle manufacturer shall descr ibe the capability of the 
vehicle to adapt to any mixture of petrol and ethanol fuel (up to an 85 per cent ethanol blend).
5.9. Addition al requirements for mono fuel gas vehicles, and bi-fuel gas vehicles.
5.9.1. For LPG or NG, the fuel to be used shall be specif ied in the information document set out in Annex A1 to this 
Regulation.
5.10. Requirements for appro val regarding the OBD system
5.10.1. The manuf acturer shall ensure that all vehicles are equipped with an OBD system .
5.10.2. The OBD syste m shall be designed, constr ucted and installed on a vehicle so as to enable it to identify types of 
deter ioration or malfunction over the entire life of the vehicle.
5.10.3. The OBD syste m shall comply with the requirements of this Regulation during conditions of normal use.
5.10.4. When tested with a defe ctive compo nent in accordance with Appendix 1 to Annex C5 to this Regulation, the 
OBD system malfunction indicator shall be activat ed. The OBD system malfunction indicator may also activat e 
during this test at levels of emissions below the OBD thresholds specif ied in paragraph 6.8.
5.10.5. This paragraph is applicable to Level 1A only:
The manuf acturer shall ensure that the OBD system complies with the requirements for in-use performa nce set 
out in paragraph 7. of Appendix 1 to Annex C5 to this Regulation under all reasonably foreseeable driving 
conditions.
5.10.6. This paragraph is applicable to Level 1A only:
In-use performa nce relat ed data to be stored and repor ted by a vehicle's OBD system according to the 
provisions of paragraph 7.6. of Appendix 1 to Annex C5 to this Regulation shall be made readily available by 
the manufacturer to national author ities and independent operat ors without any encr yption.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/21  
5.11. Requirements for type-appro val regar ding devices for monitori ng the consump tion of fuel and/or electr ic 
energy
5.11.1. The manufacturer shall ensure that the followi ng vehicles of cate gories M1 and N1 are equipped with a device 
for determining, stori ng and making available data on the quantity of fuel and/or electr ic energy used for the 
operation of the vehicle:
(a) pure ICE and Not-Off- Vehicle Charging Hybr id Electr ic vehicles (NO VC-HEVs) powered excl usively by 
mineral diesel, biodiesel, petrol, ethanol or any combination of these fuels;
(b) Off- Vehicle Charging Hybr id Electr ic Vehicles (OVC-HEVs) powered by electr icity and any of the fuels 
mentioned in point (a).
5.11.2. The device for monitori ng the consum ption of fuel and/or electr ic energy shall comply with the requirements 
laid down in Appendix 5.
6. SPECIFIC ATIONS AND TESTS
6.1. General
6.1.1. The vehicle and its compo nents liable to affect CO2 and fuel consum ption or electr ic energy consump tion and 
the emissions of gaseo us compo unds, including evaporative emissions, particulat e matte r, particle number (if 
PN measurement is required) shall be so designed, constr ucted and assembled as to enable the vehicle in 
normal use and under normal conditions of use such as humidity , rain, snow , heat, cold, sand, dirt, vibrations, 
wear , etc. to comply with the provis ions of this Regulation during its useful life. This shall include the secur ity 
of all hoses, joints and connections used within the emission control systems and the evaporative emission 
control systems.
For exhaust emissions, CO 2 and fuel consum ption or electr ic energy consum ption these provisions are deemed 
to be met if the provisions of paragraph 6.3. and paragraph 8.2. are compl ied with.
For evaporative emissions, these conditions are deemed to be met if the provi sions of paragraph 6.6. and 
paragraph 8.3. are complied with.
6.1.2. The test vehicle shall be representative in term s of its emissions-related compo nents and functionality of the 
intended production series to be covered by the approval. The manufacturer and the responsible author ity 
shall agree whic h vehicle test model is representative.
6.1.3. With respect to evaporative emissions, for vehicles with a sealed fuel tank system, this shall also include having 
a system whic h, just before refuelling, releases the tank pressure excl usively through a carbon canister whic h 
has the sole function of stori ng fuel vapour . This ventilation route shall also be the only one used when the 
tank pressure excee ds its safe working pressure.
6.1.4. Vehicle testing condition
6.1.4.1. The types and amounts of lubr icants and coolant for emissions testing shall be as specifi ed for normal vehicle 
operation by the manufacturer .
6.1.4.2. The type of fuel for emissions testing shall be as specified in Annex B3 to this Regulation.
6.1.4.3. All emissions controlling systems , including evaporative emissions controlling systems shall be in working 
order .
6.1.4.4. The engine shall be designed to avoid crankcase emissions.
6.1.4.5. The tyres used for emissions testing shall be as defined in paragraph 2.4.5. of Annex B6 to this Regulation.
6.1.5. Fuel tank inlet orificesEN Offi cial Jour nal of the European Union L 423/22 26.11.2021  
6.1.5.1. For Level 1A
Subject to paragraph 6.1.5.2., the inlet orifice of the petrol or ethanol tank shall be so designed as to prevent 
the tank from being filled from a fuel pump deliver y nozzle which has an external diameter of 23.6 mm or 
greater .
For Level 1B
No requirement for fuel tank inlet orifices.
6.1.5.2. Paragraph 6.1.5.1. shall not apply to a vehicle in respect of whic h both of the following conditions are satisfied:
6.1.5.2.1. The vehicle is so designed and constr ucted that no device designed to control the emissions shall be adversely 
affect ed by leaded petrol; and
6.1.5.2.2. The vehicle is conspicuously , legibly and indelibly marked with the symbol for unleaded petrol, specifi ed in ISO 
2575:2010 "Road vehicles – Symbols for controls, indicators and tell-tales", in a position immediate ly visible to 
a person filling the petrol tank . Additional markings are permitted.
6.1.6. Provision shall be made to prevent exces s evaporative emissions and fuel spillage caused by a missing fuel filler 
cap. This may be achi eved by using one of the follo wing:
6.1.6.1. An automa tically opening and closing, non-removable fuel filler cap;
6.1.6.2. Design features which avoid exces s evaporative emissions in the case of a missing fuel filler cap; or
6.1.6.3. 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 lock ed condition.
6.1.7. Provisions for electronic system secur ity
6.1.7.1. Any vehicle with an emission control comput er, including an evaporative emission control comput er, including 
when integrat ed in an exhaust emissions control comput er, shall include features to deter modification, excep t 
as author ised by the manuf acturer . The manufact urer shall author ise modifi cations if those modifications are 
necessar y for the diagnosis, servicing, inspection, retrofi tting or repair of the vehicle. Any reprogrammable 
comput er codes or operating paramete rs shall be resistant to tampe ring and afford a level of protection at least 
as good as the provi sions in ISO 15031-7:2013. Any removable calibration memor y chips shall be potte d, 
encased in a sealed container or prote cted by electronic algor ithms and shall not be chang eable without the 
use of specialized tools and procedures.
6.1.7.1.1. Only features directly associated with emissions calibration or prevention of vehicle thef t may be prot ected in 
accordance with paragraph 6.1.7.1.
6.1.7.2. Comput er-coded engine operating parameter s shall not be chang eable without the use of specialized tools and 
procedures (e.g. soldered or pott ed comput er compo nents or sealed (or soldered) enclosures).
6.1.7.3. Manufacturers may seek approval from the responsible author ity for an exem ption to one of these 
requirements for those vehicles that are unlikely to require protection. The criteria that the responsible 
author ity shall evaluate in consider ing an exem ption shall include, but are not limited to, the current 
availability of performa nce chips, the high-perf ormance capability of the vehicle and the project ed sales 
volume of the vehicle.
6.1.7.4. Manufacturers using programmable comput er code systems shall deter unauthor ised reprogramming. 
Manufacturers shall include enhanced tampe r protection strategies and write-prot ect features requir ing 
electronic access to an off-site comput er maintained by the manufa cturer . Methods giving an adequat e level of 
tamper protection shall be approved by the responsible author ity.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/23  
6.1.8. Rounding
Unless specified elsewhere in this Regulation, paragraphs 6.1.8.1. and 6.1.8.2. provid e rules for rounding to 
fulfil the requirements of this Regulation.
6.1.8.1. When the digit immediate ly to the right of the last place to be retained is less than 5, that last digit retained shall 
remain unch anged.
Example:
If a result is 1.234 grams but only two places of decimal are to be retained, the final result shall be 1.23 grams.
6.1.8.2. When the digit immediately to the right of the last place to be retained is great er than or equal to 5, that last 
digit retained shall be increased by 1.
Example:
If a result is 1.236 grams but only two places of decimal are to be retained, and because 6 is great er than 5, the 
final result shall be 1.24 grams.
6.1.9. The use of defea t devices that reduce the effectiveness of emission control syste ms shall be prohibited. The 
prohibition shall not apply where:
(a) The need for the device is justif ied in term s of prote cting the engine against damage or accident and for safe 
operation of the vehicle;
(b) The device does not function beyond the requirements of engine starting;
or
(c) The conditions are substantially included in the test procedures for verifying evaporative emissions and 
average tailpipe emissions.
6.2. Test procedure
Table A specifi es the various test requirements for type approval of a vehicle.EN Offi cial Jour nal of the European Union L 423/24 26.11.2021  
Table A
Application of test requirements for type-appro val and extensions 
Vehicle category Vehicles with positive ignition engines including hybrids (1),(2)Vehicles with 
compress ion ignition 
engines including 
hybridsPure 
electr ic 
vehiclesHydrogen 
fuel cell 
vehicles
Mono fuel Bi-fuel (3) Flex-fuel (3) Mono fuel
Reference fuel Petrol LPG NG/ 
BiomethaneHydrogen 
(ICE)Petrol Petrol Petrol Petrol Diesel Petrol — Hydrogen 
(Fuel Cell)
LPG NG/ 
Biome -
thaneHydrogen 
(ICE) (4)Ethanol (E85)
Type 1 test (for applicability of 
measured compo nents to fuels and 
vehicle technology and theref ore 
measurement procedures, see Table 1A 
and Table 1B) (limits)Yes Yes(5) Yes(5) Yes(4) Yes
(both fuels)Yes
(both fuels)Yes
(both fuels)Yes
(both fuels)Yes Yes — —
ATCT
(14°C test)Yes Yes Yes Yes(4) Yes
(both fuels)Yes
(both fuels)Yes
(both fuels)Yes
(both fuels)Yes Yes — —
Evaporative emissions
(Type 4 test)Yes Yes(6) Yes(6) — Yes
(petrol 
only)Yes
(petrol 
only)Yes
(petrol only)Yes
(petrol only)— Yes — —
Durability
(Type 5 test)Yes Yes Yes Yes Yes
(petrol 
only)Yes
(petrol 
only)Yes
(petrol only)Yes
(petrol only)Yes Yes — —
OBD Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes — —
OBFCM Yes — — — — — — Yes
(both fuels)Yes Yes — —EN Offi cial Jour nal of the European Union 26.11.2021 L 423/25  
(1)Specific test procedures for hydrogen vehicles will be defined at a later stage.
(2)Particulate mass and particle number limits and respective measurement procedures shall apply only to vehicles with direct injection engines
(3)When a bi-fuel vehicle is combined with a flex fuel vehicle, both test requirements are applicable.
(4)Only NOx emissions shall be determined when the vehicle is running on hydrog en.
(5)For Level 1A only: particulate mass and particle number limits and respective measurement procedures shall not apply . For Level 1B only: in the case that a mono-fuel gas vehicle has a petrol tank it shall also 
be tested using the applicable petrol reference fuel.
(6)In the case that a mono-fuel gas vehicle has a petrol tank, other wise and for Level 1A “—“.EN Offi cial Jour nal of the European Union L 423/26 26.11.2021  
6.2.6. Each of the vehicle families specified below shall be attribut ed a unique identif ier of the follo wing format :
FT-nnnnnnnnnnnnnnn- WMI
Where:
FT is an identif ier of the family type:
(a) IP = Interp olation family as defined in paragraph 6.3.2. with or without using the interpolation method
(b) RL = Road load family as defined in paragraph 6.3.3.
(c) RM = Road load matr ix family as defined in paragraph 6.3.4.
(d) PR = Periodically regenerat ing systems (Ki) family as defined in paragraph 6.3.5.
(e) AT = ATCT family as defined in paragraph 2. of Annex B6a.
(f) EV = Evaporative emissions family , as defined in paragraph 6.6.3.
(g) DF = Durability family , as defined in paragraph 6.7.5.
(h) OB = OBD family identif ier, as defined paragraph 6.8.1.
(i) ER = Exhaust after-treatment system using reagent (ER) family identifier , as defined in paragraph 6.9.2.
(j) GV = GFV family identif ier, as defined in paragraph 6.3.6.3.
nnnnnnnnnnnnnnn is a string with a maximum of fifteen charact ers, restr icted to using the charact ers 0-9, A-Z 
and the underscore charact er '_'.
WMI (world manuf acturer identif ier) is a code that identif ies the manuf acturer in a unique manner defined in 
ISO 3780:2009.
It is the responsibility of the owner of the WMI to ensure that the combination of the string 
nnnnnnnnnnnnnnn and the WMI is unique to the family and that the string nnnnnnnnnnnnnnn is unique 
within that WMI to the approval tests performed to obtain the appro val.
6.3. Descr iption of Type 1 test (WL TP)
The Type 1 test shall be carried out on all vehicles referred to in paragraph 1. The test procedures and 
requirements of this paragraph and Annexes Part B shall be followed (as applicable).
6.3.1. The Type 1 test shall be performed according to:
(a) The WLTCs as descr ibed in Annex B1;
(b) The gear selection and shift point determination as descr ibed in Annex B2;
(c) The appropr iate fuel(s) as specified in Annex B3;
(d) The road load and dynamomete r settings as descr ibed in Annex B4;
(e) The test equipment as descr ibed in Annex B5;
(f) The test procedures as descr ibed in Annex es B6 and B8;
(g) The methods of calculation as descr ibed in Annex es B7 and B8.
6.3.2. Interp olation family
6.3.2.1. Interp olation family for pure ICE vehicles
6.3.2.1.1. Vehicles may be part of the same interpolation family in any of the following cases including combinations of 
these cases:
(a) They belong to diffe rent vehicle classes as descr ibed in paragraph 2. of Annex B1;
(b) They have differ ent levels of down scaling as descr ibed in paragraph 8. of Annex B1;
(c) They have differ ent capped speeds as descr ibed in paragraph 9. of Annex B1.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/27  
6.3.2.1.2. Only vehicles that are identical with respect to the followi ng vehicle/power -train/transmission characteri stics 
may be part of the same interpolati on family :
(a) Type of internal combustion engine: fuel type (or types in the case of flex-fuel or bi-fuel vehicles), 
combustion process, engine capacity , full-load charact eristics, engine technology , and charging system, and 
also other engine subsystem s or character istics that have a non-neg ligible influence on CO2 mass emission 
under WLTP conditions;
(b) Operation strategy of all CO 2 mass emission influencing components within the powertrain;
(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of 
gears, number of clutc hes, etc.);
(d) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled 
if, for all transmission ratios concer ned, the differ ence with respect to n/v ratios of the most commonly 
installed transmission type is within 8 per cent ;
(e) Number of powered axles.
6.3.2.1.3. If an altern ative parameter such as a higher nmin_dr ive, as specifi ed in paragraph 2.(k) of Annex B2, or ASM, as 
defined in paragraph 3.4. of Annex B2 is used, this parameter shall be the same within an interpolation family .
6.3.2.2. Interp olation family for NOVC-HEVs and OVC-HEVs
In addition to the requirements of paragraph 6.3.2.1., only OVC-HEVs and NOVC-HEVs that are identical with 
respect to the followi ng characteri stics may be part of the same interpolation family:
(a) Type and number of electr ic mach ines: constr uction type (asynchr onous/ synch ronous, etc.), type of 
coolant (air, liquid) and any other charact eristics having a non-neg ligible influence on CO 2 mass emission 
and electr ic energy consump tion under WLTP conditions;
(b) Type of traction REESS (type of cell, capacity , nominal voltage, nominal power, type of coolant (air, liquid));
(c) Type of electr ic energy conver ter between the electr ic machi ne and traction REESS, between the traction 
REESS and low voltag e power supply and between the recharg e-plug-in and traction REESS, and any other 
charact eristics having a non-neg ligible influence on CO 2 mass emission and electr ic energy consump tion 
under WLTP conditions. At the request of the manufa cturer and with the approval of the approval 
author ity, electr ic energy conver ters between recharg e-plug-in and traction REESS with lowe r recharg e 
losses may be included in the family ;
(d) The difference between the number of charge-depl eting cycles from the beginning of the test up to and 
including the transition cycle shall not be more than one.
6.3.2.3. Interp olation family for PEVs
Only PEVs that are identical with respect to the followi ng electr ic powertrain/transmission charact eristics may 
be part of the same interpolati on family :
(a) Type and number of electr ic mach ines: constr uction type (asynchr onous/ synch ronous, etc.), type of 
coolant (air, liquid) and any other character istics having a non-neg ligible influence on electr ic energy 
consum ption and range under WLTP conditions;
(b) Type of traction REESS (type of cell, capacity , nominal voltage, nominal power, type of coolant (air, liquid));
(c) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of 
gears, numbers of clutc hes, etc.);
(d) Number of powered axles;EN Offi cial Jour nal of the European Union L 423/28 26.11.2021  
(e) Type of electr ic energy conver ter between the electr ic machi ne and traction REESS, between the traction 
REESS and low voltag e power supply and between the recharg e-plug-in and traction REESS, and any other 
charact eristics having a non-neg ligible influence on electr ic energy consum ption and rang e under WLTP 
conditions. At the request of the manuf acturer and with the approval of the approval author ity, electr ic 
energy conver ters between recharge-plug-in and traction REESS with lower rech arge losses may be 
included in the family .;
(f) Operation strategy of all compo nents influencing the electr ic energy consum ption within the powertrain;
(g) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled 
if, for all transmission ratios concer ned, the difference with respect to the n/v ratios of the most 
commonly installed transmission type and model is within 8 per cent.
6.3.2.4. Interp olation family for OVC-FC HVs and NOVC-FCHVs
Only OVC-FC HVs and NOVC-FC HVs that are identical with respect to the followi ng electr ic powertrain/fuel 
cell/transmission charact eristics may be part of the same interpolatio n family :
(a) Type and number of electr ic machines: constr uction type (asynchr onous/ synchronous, etc.), type of 
coolant (air, liquid) and any other characteri stics having a non-neg ligible influence on fuel consump tion 
(or fuel efficiency) and electr ic energy consump tion under WLTP conditions;
(b) Type of fuel cell (model, nominal voltag e, type of coolant (air, liquid)), and also other fuel cell subsystems or 
charact eristics that have a non-neg ligible influence on fuel consum ption (or fuel efficiency) under WLTP 
conditions;
(c) Type of traction REESS (type of cell, capacity , nominal voltage, nominal power, type of coolant (air, liquid));
(d) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torq ue rating, number of 
gears, numbers of clutches, etc.);
(e) Number of powered axles;
(f) Type of electr ic energy conver ter between the electr ic machi ne and traction REESS, between the traction 
REESS and low voltage power supply and between the recharge-plug-in and traction REESS, and any other 
charact eristics having a non-neg ligible influence on fuel consump tion (or fuel efficiency) and electr ic 
energy consum ption under WLTP conditions. At the request of the manufacturer and with the approval of 
the approval author ity, electr ic energy conver ters between recharge-plug-in and traction REESS with lowe r 
recharg e losses may be included in the family .;
(g) Operation strategy of all compo nents influencing the fuel consum ption (or fuel efficiency ) and electr ic 
energy consum ption within the powertrain;
(h) n/v ratios. This requirement shall be considered fulfilled if, for all transmission ratios concer ned, the 
difference with respect to the n/v ratios of the most commonly installed transmission type and model is 
within 8 per cent.
6.3.3. Road load family
Only vehicles that are identical with respect to the following charact eristics may be part of the same road load 
family:
(a) Transmission type (e.g. manual, automatic, CVT) and transmission model (e.g. torque rating, number of 
gears, number of clutc hes, etc.). At the request of the manuf acturer and with approval of the responsible 
author ity, a transmission with lowe r power losses may be included in the family ;
(b) n/v ratios (engine rotational speed divided by vehicle speed). This requirement shall be considered fulfilled 
if, for all transmission ratios concer ned, the difference with respect to the transmission ratios of the most 
commonly installed transmission type is within 25 per cent ;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/29  
(c) Number of powered axles;
If at least one electr ic machi ne is coupled in the gearbo x position neutral and the vehicle is not equipped 
with a coastdown mode (paragraph 4.2.1.8.5. of Annex B4) such that the electr ic mach ine has no 
influence on the road load, the criteria in paragraph 6.3.2.2. (a) and paragraph 6.3.2.3. (a) shall apply .
If there is a differ ence, apar t from vehicle mass, rolling resistance and aerodynamics, that has a non- 
negligible influence on road load, that vehicle shall not be considered to be part of the family unless 
appro ved by the responsible author ity.
6.3.4. Road load matr ix family
The road load matr ix family may be applied for vehicles with a technically permissible maximum laden mass ≥ 
3 000 kg.
Vehicles with a technically permissible maximum laden mass ≥ 2 500 kg may be part of the road load matr ix 
family provid ed the driver seat R-point height is abov e 850 mm from the ground.
“R-point” means “R” point or “seating reference point” as defined in paragraph 2.4. of Annex 1 to the 
Consolidated Resolution on the Constr uction of Vehicles (R.E.3.).
Only vehicles whic h are identical with respect to the follo wing charact eristics may be part of the same road load 
matr ix family:
(a) Transmission type (e.g. manual, autom atic, CVT);
(b) Number of powered axles.
6.3.5. Periodically regenerating system s (Ki) family
Only vehicles that are identical with respect to the followi ng character istics may be part of the same 
periodically regenera ting systems family:
(a) Type of internal combustion engine: fuel type, combustion process,
(b) Periodically rege nerating system (i.e. catalyst, particulat e trap);
(i) Constr uction (i.e. type of enclosure, type of precious metal, type of substrate, cell density);
(ii) Type and working principle;
(iii) Volume ± 10 per cent ;
(iv) Location (tem perature ± 100 °C at second highest reference speed).
(c) The test mass of each vehicle in the family shall be less than or equal to the test mass of the vehicle used for 
the Ki demonstration test plus 250 kg.
6.3.6. Gas Fuelled Vehicles (GFV) Fami ly
6.3.6.1. GFVs may be grouped into a family of vehicle types fuelled by LPG or NG/biomethane which are then identif ied 
by a parent vehicle. For vehicles which can also be fuelled by liquid fuels, this grouping only applies when the 
vehicle is operated in a gas fuelled mode.
6.3.6.2. A GFV parent vehicle is a vehicle that is select ed to act as the vehicle on whic h the self-adap tability of a fuelling 
system is going to be demonstrated , and to which the members of a GFV family refer. It is possible to have more 
than one parent vehicle in a GFV family .
6.3.6.3. Member of the GFV family
6.3.6.3.1. Only vehicles which share the follo wing essential charact eristics with its GFV parent(s) may be grouped in a 
GFV family :
(a) It is produced by the same manuf acturer ;
(b) It is subject to the same emission limits;EN Offi cial Jour nal of the European Union L 423/30 26.11.2021  
(c) If the gas fuelling system has a central meter ing for the whole engine, it has a certified power output 
between 0,7 and 1,15 times that of the GFV parent vehicle;
(d) If the gas fuelling system has an individual metering per cylinder , it has a certified power output per 
cylinder between 0,7 and 1,15 times that of the GFV parent vehicle;
(e) If fitted with a catalyst, it has the same type of catalyst i.e. three-wa y, oxidation, de-NOx;
(f) It has a gas fuelling syste m (including the pressure regulator ) from the same system manuf acturer and of the 
same type: induction, vapour injection (sing le point, multipoint), liquid injection (sing le point, multipoint);
(g) This gas fuelling system is controlled by an ECU of the same type and technical specification, containing the 
same software principles and control strateg y. The vehicle may have a second ECU compare d to the GFV 
parent vehicle, provid ed that the ECU is only used to control the injecto rs, additional shut-off valves and 
the data acquisition from additional sensors.
6.3.6.3.2. With regard to requirements of paragraph 6.3.6.3.1. (c) and (d):
In the case where a demonstration shows that two gas-fuelled vehicles could be members of the same family 
with the excep tion of their certified power output, respectively P1 and P2 (P1 < P2), and both are tested as if 
were parent vehicles the family relation will be considered valid for any vehicle with a certified power output 
between 0,7 P1 and 1,15 P2.
6.3.7. Addition al requirements for vehicles fuelled by LPG or NG/biomethane
6.3.7.1. The additional requirements for vehicles fuelled by LPG or NG/biomethane are provid ed in Annex B6.
6.3.7.2. For the Type 1 test set out in Annex es Part B, mono-fuel gas vehicles shall be tested in the Type 1 test for 
variation in the compo sition of either LPG or NG/biomethane, as set out in Annex B6 for pollutant emissions, 
with the fuel used for the measurement of the net power in accordance with UN Regulation No 85.
6.3.7.3. Bi-fuel gas vehicles shall be tested with petrol and either LPG or NG/biomethane. The tests on LPG or 
NG/biomethane shall be performe d for variation in the compo sition of LPG or NG/biomethane, as set out in 
Annex B6 for pollutant emissions, and with the fuel used for the measurement of the net power in accordance 
with UN Regulation No 85.
6.3.7.4. This paragraph applies to Level 1A only .
Notwithstanding the requirement of paragraph 6.3.7.2., mono-fuel gas vehicles will be regar ded for the Type 1 
test as vehicles that can only run on a gaseous fuel.
6.3.8. Addition al requirements for flex fuel vehicles
6.3.8.1. For flex fuel vehicles, the transition from one referen ce fuel to another between the tests shall take place 
without manual adjustment of the engine settings.
6.3.9. OBFCM
For Level 1A only
The OBFCM device shall deter mine the parameters and store the lifetime values on board the vehicle in 
accordance to Appendix 5.
6.3.10. Limits for gaseous emissions and the mass of particulate s and number of particles (if PN measurement is 
required)
The resulting masses of gaseous emissions and the mass of particulat es and number of particles (if PN 
measurement is required) obtained shall be less than the limits shown in Table 1A (for Level 1A) or Table 1B 
(for Level 1B).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/31  
Table 1A
This table is only applicable for L1A. 
Emissions limits for the Type 1 test 
Reference mass
(RM) (kg)Limit values
Mass of carbon 
mono xide (CO)Mass of total 
hydrocarbons
(THC)Mass of non- 
methane 
hydrocarbons
(NMHC)Mass of oxides of 
nitrog en
(NO x)Combined mass 
of hydrocarbons 
and oxides of 
nitrog en
(THC + NO x)Mass of 
particulate 
matter
(PM)Particle Number
(PN)
L1
(mg/km)L2
(mg/km)L3
(mg/km)L4
(mg/km)L2 + L4
(mg/km)L5
(mg/km)L6
(#/km)
Categ ory Class PI CI PI CI PI CI PI CI PI CI PI(1) CI PI(1) CI
M — All 1 000 500 100 — 68 — 60 80 — 170 4,5 4,5 6,0 × 10116,0 × 1011
N1 I RM ≤ 1 305 1 000 500 100 — 68 — 60 80 — 170 4,5 4,5 6,0 × 10116,0 × 1011
II 1 305 < RM ≤ 1 760 1 810 630 130 — 90 — 75 105 — 195 4,5 4,5 6,0 × 10116,0 × 1011
III 1 760 < RM 2 270 740 160 — 108 — 82 125 — 215 4,5 4,5 6,0 × 10116,0 × 1011
N2 — All 2 270 740 160 — 108 — 82 125 — 215 4,5 4,5 6,0 × 10116,0 × 1011
PIPositive Ignition
CI Compress ion Ignition
(1)Positive ignition particulate mass and number limits shall apply only to vehicles with direct injection engines.EN Offi cial Jour nal of the European Union L 423/32 26.11.2021  
Table 1B
This table is only applicable for L1B. 
Emissions limits for the Type 1 test 
Technically permissible 
maximum laden mass
(GVW) (kg)Limit values
Mass of carbon 
mono xide (CO)Mass of non- 
methane 
hydrocarbons
(NMHC)Mass of oxides of nitrogen
(NO x)Mass of particulate 
matter
(PM)
L1
(mg/km)L3
(mg/km)L4
(mg/km)L5
(mg/km)
Categ ory Class G, O D G,O D G D O G*(1), O D
M — All 1 150 630 100 24 50 150 150 5 5
N1, N2 —* (2) GVW ≤ 1 700 1 150 630 100 24 50 150 150 5 5
— 1 700 < GVW ≤ 3 500 2 550 630 150 24 70 240 240 7 7
—* (3) All 4 020 — 100 — 50 — 150 5 —
GPetrol, LPG
DDiesel
OOther fuel
(1)For petrol or LPG, particulate mass limits shall apply only to vehicles with direct injection engines.
(2)Excep t vehicles having engine displacement less than or equal to 0,660 litre, vehicle length less than or equal to 3,40 m, vehicle width less than or equal to 1,48 m, and vehicle height less than or equal to 
2,00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg.
(3)Vehicles havin g engine displacement less than or equal to 0,660 litre, vehicle length less than or equal to 3,40m, vehicle width less than or equal to 1,48 m, and vehicle height less than or equal to 2,00 m, seats 
less than or equal to 3 in addition to a driver, and payload less than or equal to 350 kg.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/33  
6.3.11. For Level 1A only
KCO2 correction factor family for OVC-HEVs and NOVC-HEVs
It is allowed to merge two or more interpolation families into the same KCO2 correction factor family at which 
KCO2 shall be deter mined with vehicle H of one of the included interpolati on families. The interpolation family 
that is used for the vehicle H selection shall be agreed by the responsible author ity.
At the request of the responsible author ity, the manufacturer shall provide evidence on the justif ication and 
technical criteria for merging these interpolatio n families for example in the follo wing cases:
Two or more interpolation famili es are merg ed:
(a) Whic h were split because the maximum interpolation rang e of 20 g/km CO2 is exceeded (in case vehicle M 
measured: 30 g/km);
(b) Whic h were split due to different engine power ratings of the same physical combustion engine
(diffe rent power only relat ed to software);
(c) Whic h were split because the n/v ratios are just outside the tolerance of 8 %;
(d) Whic h were split, but still fulfil all the family criteria of a sing le IP family ;
(e) Whic h were split because there is different number of powered axles.
Differen t electr ic energy conver ters between recharg e-plug-in and traction REESS shall not be considered as a 
criterion in the conte xt of the correction factor family .
6.4. [Reser ved]
6.5. [Reser ved]
6.6. Type 4 test (Det ermination of evaporative emissions)
6.6.1. The Type 4 test shall be carried out on all vehicles with a petrol tank in accordance with the requirements of 
paragraphs 6.6.2. to 6.6.4. and Annex C3.
For Level 1A
Mono-fuel gas vehicles are exempted.
6.6.2. When tested in accordance with Annex C3 to this Regulation, evaporative emissions shall be less than that 
specifi ed in Table 2.
Table 2
Emission limit for evaporativ e emissions test 
Mass of Evaporative Emission (g/test)
2,0
6.6.3. Evaporative emission family
6.6.3.1. Only vehicles that are identical with respect to the character istics liste d in (a), (d) and (e), technically equivalent 
with respect to the charact eristics listed in (b) and (c) and similar or, where applicable, within the stated 
tolerance regar ding the charact eristics listed in (f) and (g) may be part of the same evaporative emission family :
(a) Fuel tank system mat erial and constr uction;
(b) Vapour hose mater ial;EN Offi cial Jour nal of the European Union L 423/34 26.11.2021  
(c) Fuel line mat erial and connection technique;
(d) Sealed tank or non-sealed tank system;
(e) Fuel tank relief valve setting (air inge stion and relief);
(f) Carbon caniste r butane working capacity (BWC300) within a 10 per cent rang e of the highest value (for 
carbon canisters with the same type of charcoal, the volume of charcoal shall be within 10 per cent of that 
for which the BWC300 was deter mined);
(g) Purg e control system (for examp le, type of valve, purge control strateg y).
The manuf acturer shall demonstrate the technical equivalence of points (b) and (c) to the responsible author ity.
6.6.3.2. The vehicle shall be considered to produce worst-case evaporative emissions and shall be used for testing if it 
has the largest ratio of fuel tank capacity to BWC300 within the family . The vehicle selection shall be agreed in 
advance with the responsible author ity.
6.6.3.3. The use of any inno vative system calibration, configuration, or hardware relat ed to the evaporative control 
system shall place the vehicle model in a different family .
6.6.4. The responsible author ity shall not grant type appro val if the information provi ded is insuffi cient to 
demonstrate that the evaporative emissions are effectively limited during the normal use of the vehicle.
6.7. Type 5 test (Descr iption of the endurance test for verifying the durability of pollution control devices)
6.7.1. This test shall be carried out on all vehicles refer red to in paragraph 1. to which the test specified in 
paragraph 6.3. applies. The test represents an ageing test up to the target useful life driven in accordance with 
the programme descr ibed in Annex C4 to this Regulation on a test track, on the road or on a chassis 
dynamometer .
For Level 1A
The targe t useful life is 160 000 km.
For Level 1B
The targe t useful life is 80 000 km. For vehicles having engine displacement less than or equal to 0.660 litre, 
vehicle length less than or equal to 3.40 m, vehicle width less than or equal to 1.48 m, and vehicle height less 
than or equal to 2.00 m, seats less than or equal to 3 in addition to a driver, and payload less than or equal to 
350 kg the target useful life is 60 000 km.
6.7.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should be tested in the Type 5 test on petrol 
only . In that case the deter ioration factor found with unleaded petrol will also be taken for LPG or NG.
6.7.1.2. Special requirements for hybrid vehicles are provi ded in Appendix 4 to Annex C4.
6.7.2. Notwithstanding the requirement of paragraph 6.7.1., a manufact urer may choose to have the deter ioration 
factors from Tables 3a or 3b (as applicable) used as an alternative to testing to paragraph 6.7.1.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/35  
Table 3a
This table is only applicable for Level 1A 
Multiplicativ e Deter ioration fact ors 
Engine Categor yAssigned multiplicative deter ioration factors
CO THC NMHC NO x HC + NO xParticulate
Matter (PM)Particles (PN)
Positive ignition 1,5 1,3 1,3 1,6 - 1,0 1,0
Compression-ignition As there are no assigned deterioration factors for compr ession ignition vehicles, 
manufa cturers shall use the whole vehicle or bench ageing durability test procedures 
to establish deter ioration factors.
Table 3b
This table is only applicable for Level 1B 
Additiv e Deter ioration fact ors 
Engine Categor yAssigned additive deterioratio n factors
CO NMHC NO x PM
Gasoline fuel and LPG 0,11 0,12 0,21 0,00
Compression-ignition As there are no assigned deterioration factors for compr ession ignition vehicles, 
manuf acturers shall use the whole vehicle ageing durability test procedures to 
establish deter ioration factors.
6.7.3. This paragraph is applicable for Level 1A only
At the request of the manufacturer , the Technical Service may carry out the Type 1 test before the Type 5 test 
has been complet ed using the deter ioration factors in the table abov e. On compl etion of the Type 5 test, the 
Type Approv al Author ity may then amend the type appro val results recorded in Annex A2 to this Regulation 
by replacing the deterioration factors in the abov e table with those measured in the Type 5 test.
6.7.4. Deteri oration factors are determined using one of the procedures specified in paragraph 1.1. of Annex C4 (as 
applicable). The factors are used to establish compl iance with the requirements of paragraphs 6.3. and 8.2.
6.7.5. Durability family
Only vehicles whose engine or pollution control system parameter s are identical or remain within the 
prescr ibed tolerances with referen ce to the vehicle used for the determination of the Deterioration Fact or may 
be part of the same Durability family :
(a) Engine
(i) Ratio between engine cylinder capacity and the volume of each catalytic compo nent and/or filter (–10 
to +5 per cent);EN Offi cial Jour nal of the European Union L 423/36 26.11.2021  
(ii) Difference in engine capacity within either ± 15 per cent of the capacity of the tested vehicle or 
± 820 cm3 whichever value is lower;
(iii) Cylinder configuration (number of cylinders, shape, distance between bores and other conf igurations);
(iv) Number of valves, control of valves, and camshaf t driven method;
(v) Fuel type and fuel system ,
(vi) Combustion process.
(b) Pollution control system parameters:
(i) Catalytic conver ters and particulate filters:
number and layout of catalytic converters, filters and elements,
type of catalytic activity (oxidizing, three-wa y, lean NOx trap, SCR, lean NOx catalyst or other), and 
filteri ng character istics;
precious metal load (identical or higher),
precious metal type and ratio (±  5 per cent),
substrate (structure and mater ial),
cell density .
(ii) Air injection:
with or without
type (pulsair , air pumps, other(s))
(iii) EGR:
with or without
type (cooled or non-cooled, active or passive control, high pressure/low pressure/combined pressure).
(iv) other devices having an influence on durability .
6.8. On-board diagnostics OBD – Test
This test shall be carried out on vehicle types as indicated in Table A. The test procedure descr ibed in 
paragraph 3. of Annex C5 to this Regulation shall be followe d.
6.8.1. OBD family
6.8.1.1. Paramet ers defining the OBD family
The OBD family means a manufa cturer's grouping of vehicles which, through their design, are expected to have 
similar exhaust emission and OBD system charact eristics. Each engine of this family shall compl y with the 
requirements of this Regulation.
The OBD family may be defined by basic design parameter s which shall be common to vehicles within the 
family . In some cases there may be interaction of paramet ers. These effects shall also be taken into 
consideration to ensure that only vehicles with similar exhaust emission character istics are included within an 
OBD family .
6.8.1.2. To this end, those vehicles whose parameters descr ibed below are identical may be considered to belong to the 
same OBD family .
Engine:
(a) Combustion process (i.e. positive ignition, compre ssion-ignition, two-strok e, four-stroke /rotar y);
(b) Method of engine fuelling (i.e. sing le or multi-point fuel injection); and
(c) Fuel type (i.e. petrol, diesel, flex fuel petrol/ethanol, flex fuel diesel/ biodiesel, NG/biomethane, LPG, bi fuel 
petrol/NG/biomethane, bi-fuel petrol/LPG).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/37  
Emission control system :
(a) Type of catalytic conver ter (i.e. oxidation, three-wa y, heat ed catalyst, SCR, other);
(b) Type of particulat e trap;
(c) Secondar y air injection (i.e. with or without); and
(d) Exhaust gas recirculation (i.e. with or without);
OBD parts and functioning:
The methods of OBD functional monit oring malfunction detection and malfunction indication to the vehicle 
driver.
6.8.2. OBD thresholds
The OBD thresholds refer red to in Annex C5 are specifi ed in Table 4A and Table 4B.
Table 4A
This table is only applicable for Level 1A. 
OBD thresholds 
Reference mass
(RM)
(kg)Mass of carbon 
mono xideMass of non- 
methane 
hydrocarbonsMass of oxides of 
nitrogenMass of particulate 
matter (1)
(CO)
(mg/km)(NMHC)
(mg/km)(NO x)
(mg/km)(PM)
(mg/km)
Category Class PI CI PI CI PI CI CI PI
M — All 1 900 1 750 170 290 90 140 12 12
N1 I RM ≤ 1 305 1 900 1 750 170 290 90 140 12 12
II 1 305 < RM ≤ 1 760 3 400 2 200 225 320 110 180 12 12
III 1 760 < RM 4 300 2 500 270 350 120 220 12 12
N2 — All 4 300 2 500 270 350 120 220 12 12
PIPositive Ignition
CI Compress ion Ignition.
(1)Positive ignition particulate mass OBD thresholds apply only to vehicles with direct injection engines
Table 4B
This table is only applicable for Level 1B 
OBD thresholds 
Reference mass
(RM)
(kg)Mass of carbon 
mono xideMass of non- 
methane 
hydrocarbonsMass of oxides of 
nitrogenMass of particulate 
matt er1
(CO)
(mg/km)(NMHC)
(mg/km)(NO x)
(mg/km)(PM)
(mg/km)
Category Class G D G D G D G D
M — All 4 060 — 320 — 300 — — —EN Offi cial Jour nal of the European Union L 423/38 26.11.2021  
N1, N2 —* (1) GVW ≤ 1 700 4 060 — 320 — 300 — — —
— 1 700 < GVW ≤ 
3 5008 960 — 460 — 410 — — —
—* (2) All 14 120 — 320 — 300 — — —
GPetrol, LPG
DDiesel
(1)Excep t vehicles havin g engine displacement less than or equal to 0,660 litre, vehicle length less than or equal to 3,40 m, vehicle width 
less than or equal to 1,48 m, and vehicle height less than or equal to 2,00 m, seats less than or equal to 3 in addition to a driver, and 
payload less than or equal to 350 kg
(2)Vehicles having engine displacement less than or equal to 0,660 litre, vehicle length less than or equal to 3,40 m, vehicle width less than 
or equal to 1,48 m, and vehicle height less than or equal to 2,00 m, seats less than or equal to 3 in addition to a driver, and payload less 
than or equal to 350 kg
6.9. Vehicles that use a reage nt for the exhaust after-treatment syste m
6.9.1. Vehicles that use a reagent for the exhaust after-treatment system shall meet the requirements specified in 
Appendix 6 to this Regulation.
6.9.2. Exhaust after-treatment system using reagent (ER) family definit ion
Only vehicles that are identical with respect to the following character istics may be part of the same ER family :
(a) Reag ent injecto r (principle, constr uction)
(b) Reag ent injecto r location
(c) Detection strateg ies (for reagent level, dosing and quality or for reagent level and monitori ng NOx 
emissions)
(d) Warning displa y: messag es, tell-tales lighting sequences and audible compo nent sequences, if any
(e) Inducement option
(f) NOx sensor (application of option descr ibed in paragraph 6 of Appendix 6) or reage nt quality sensor 
(application of option descr ibed in paragraphs 4 and 5 of Appendix 6)
The manufacturer and the approval author ity shall agree whic h vehicle model is representative for the ER 
family .
7. MODIFIC ATION AND EXTENSION OF THE TYPE APPR OVAL
7.1. Ever y modification of the vehicle type shall be notified to the Type Approv al Auth ority that approved the 
vehicle type. The Type Approval Author ity may then either:
7.1.1. Consider that the modifi cations made are contained within the families covered by the approval or are unlike ly 
to have an appreciable adverse effect on the values of CO2 and fuel consump tion or electr ic energy 
consump tion and that, in this case, the original approval will be valid for the modifi ed vehicle type; or
7.1.2. Require a further test repor t from the Technical Service responsible for conducting the tests.
7.2. Confi rmation or refusal of approval, specifying the alterations, shall be communicate d by the procedure 
specifi ed in paragraph 5.3. to the Contracting Parties to the Agreement which apply this Regulation.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/39  
7.3. The Type Approval Authority issuing the extension of approval shall assign a series number to the extension 
and inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of 
a communication form conf orming to the model in Annex A2 to this Regulation.
7.4. Extensions for tailpipe emissions (Type 1 test) and OBFCM
7.4.1. The type-approval shall be extende d without the need for further testing to vehicles if they conf orm to the 
criteria of paragraph 3.0.1. (a) and (c).
Addition ally to the criteria above, in the cases when the Interp olation Fam ily Vehicle High and/ or Vehicle Low 
are chang ed, the new Vehicle High and/or Vehicle Low shall be tested and the CO2 emission of the tested vehicle 
resulting from step 9 of Table A7/1 of Annex B7 and step 8 of Table A8/5 in Annex B8 shall be less than or 
equal to the CO 2 emission value whic h lies on a straight line through the CO 2 values of the original Vehicles 
Low and High when plotted against cycle energy and corresponding to the cycle energy demand of the tested 
vehicle.
The measured criteria emissions shall respect the limits set out in paragraph 6.3.10.
The accuracy of the OBFCM shall be calculated for any Type 1 tests performe d in order to gain an extension and 
shall respect the criteria set out in pragraph 4.2. of Appendix 5.
7.4.1.1. If the type-approval has been granted only in relation to Vehicle High, it shall only be exte nded under the 
circumstances (a), (b) or (c) below:
(a) To include additional vehicles which conf orm to the criteria of paragraph 3.0.1. (a) and (c) and have a cycle 
energy lower than that of Vehicle High.
(b) To creat e an interpolation family by testing Vehicle Low (preferably using the vehicle which was tested as 
Vehicle High for the original approval) . In this case all vehicles covered by the extende d approval shall 
conf orm to the criteria of paragraph 3.0.1. (a), (b) and (c).
(c) To creat e an interpolation family by renaming Vehicle High as Vehicle Low and testing Vehicle High 
(prefe rably using the vehicle which was tested as Vehicle High for the original appro val). In this case all 
vehicles covered by the extended approval shall conf orm to the criteria of paragraph 3.0.1. (a), (b) and (c).
7.4.2. Vehicles with periodically rege nerating system s
For Ki tests under taken under Appendix 1 to Annex B6, the type-appro val shall be exte nded to vehicles if they 
conf orm to the criteria of paragraph 6.3.5.
7.5. Extensions for evaporative emissions (Type 4 test)
7.5.1. For tests performe d in accordance with Annex C3 the type-approval shall be extended to vehicles belonging to 
an approved evaporative emission family as defined in paragraph 6.6.3.
7.6. Extensions for durability of pollution control devices (Type 5 test)
7.6.1. For tests perf ormed in accordance with Annex C4 the deterior ation factors shall be extended to different 
vehicles and vehicle types, provided that both of the following conditions apply:
(a) The vehicles belong to the same Durability family , as defined in the paragraph 6.7.5.;
(b) The worst case Deterioration Fact or (DF) derived within the Durability Fami ly is applied. If vehicles with a 
cycle energy demand higher than that of the vehicle for which the DFs were established are to be included 
by extension, the worst case DF is determi ned on the vehicle with the highest temperature at the inlet of 
the pollution control system, measured as prescr ibed in paragraph 7.6.2.EN Offi cial Jour nal of the European Union L 423/40 26.11.2021  
7.6.2. The temperature at the inlet of the pollution control device shall be lower than the temperature of the vehicle 
tested for DF deter mination plus 50°C. It shall be chec ked under following stabilized conditions. A vehicle 
meeting the requirements of paragraph 1.2. of Annex C4 for the extended durability family shall be brought to 
a speed of the maximum vehicle speed minus 10 km/h, or 120 km/h, whichever is lower, and kept at that 
constant speed for at least 15 minute s at the load setting of the Type 1 test. At any time after this period, the 
temperature at catalyst inlet shall be measured for at least 2 continued minute s while the vehicle is kept at that 
constant speed and the averag e temperature value shall be taken as representative value.
7.7. Extension for OBD
For OBD the type approval can be extended to vehicles belonging to an approved OBD family as defined in 
paragraph 6.8.1.
8. CONFORMIT Y OF PRODUCTION (COP)
8.1. Ever y vehicle produced under a type appro val according to this Regulation shall conf orm with regard to the 
vehicle type approved. The conf ormity of production procedures shall compl y with those set out in the 
1958 Agreement, Sche dule 1 (E/ECE/324-E/ECE/TRANS/505/Rev .3), with the followi ng requirements:
8.1.1. The manufa cturer shall implement adequate arrangements and documente d control plans and carry-out, at 
inter vals specified in this Regulation, the necessar y tests to verify continued conf ormity with the approved 
type. The manufacturer shall obtain agreement for these arrangements and control plans from the responsible 
author ity. The responsible author ity shall perf orm audits at specific intervals. This audit shall include 
production and test facilities as part of the product conf ormity and continued verification arrang ements. 
Where necessar y the responsible author ity may require additional tests to be conduct ed.
8.1.2. The manufacturer shall check the conf ormity of production by conducting the appropr iate tests in accordance 
with Table 8/1 and Table 8/2 and with the OBD requirements, where applicable according to Table A in 
paragraph 6. Where applicable and if required according to Table A, the manuf acturer shall deter mine and 
repor t the OBFCM device accuracy in accordance with Appendix 5.
The specific procedures for conf ormity of production are set out in paragraphs 8.2. to 8.4. and Appendices 1 to 4.
Table 8/1
Type 1 Applicable Type-1 CoP requirements for the different types of vehicle 
Type of vehicle Criteria emissions CO2 emissions Fuel Effic iencyElectr ic energy 
consump tion
Pure ICE Level 1A and Level 1B Level 1A Level 1B Not Applicable
NOVC-HEV Level 1A and Level 1B Level 1A Level 1B Not Applicable
OVC-HEV Level 1A and Level 1B:
CD (1)and CSLevel 1A: CS only Level 1B: CS only Level 1A and Level 1B:
both CD only
PEV Not Applicable Not Applicable Not Applicable Level 1A and Level 1B
NOVC-FCHV Not Applicable Not Applicable Exemp ted Not Applicable
OVC-FCHV Not Applicable Not Applicable Exemp ted Exemp ted
(1)Only if there is combustion engine operation during a valid CD Type 1 test for CoP verificationEN Offi cial Jour nal of the European Union 26.11.2021 L 423/41  
Table 8/2
Type 4 Applicable Type 4 CoP requirements for the different vehicle types 
Vehicle type Evaporative emissions
ICE Level 1A(1)
Level 1B(2)
NOVC-HEV Level 1A(1)
Level 1B(2)
OVC-HEV Level 1A(1)
Level 1B(2)
PEV Not Applicable
NOVC-FC HV Not Applicable
OVC-FC HV Not Applicable
(1)Only for vehicles fuelled by petrol with the exemp tion of mono-fuel gas vehicles
(2)Only for vehicles fuelled by petrol
8.1.3. CoP family
The manuf acturer is allowed to split the CoP family into smaller CoP families.
If the vehicle production take s place in differ ent production facilities, different CoP families shall be created for 
each facility . An interpolati on family can be represented in one or more CoP families.
For Level 1A
The manufacturer may request to merg e these CoP families. The responsible author ity shall evaluate on the 
basis of the supplied evidence by the manuf acturer whether such a merge is justif ied.
For Level 1B
At the request of the manuf acturer , CoP families from diffe rent production facilities may be merge d. For Type 1 
testing this is only permitted if the planned annual production volume of each production plant is less than 
1 000 .
8.1.3.1. CoP family for Type 1 test
For the purposes of the manufacturer's conf ormity of production check on the Type 1 test, including, where 
applicable and if required, the determination of the OBFCM device accuracy , the family means the conf ormity 
of production (CoP) family as specified in paragraphs 8.1.3.1.1 and 8.1.3.1.2.
8.1.3.1.1. For interpolati on families as descr ibed in paragraph 6.3.2. with a planned vehicle production volume of more 
than 1 000 vehicles per 12 months, the CoP family for the Type 1 test shall be identical to the interpolation 
family .
8.1.3.1.2. For interpolati on families as descr ibed in paragraph 6.3.2. with a planned production volume of 1 000 vehicles 
or less per 12 months, it is allowed to include other interpolation families into the same CoP family , up to a 
combined maximum production volume of 5 000 vehicles per 12 months. At the request of the responsible 
author ity the manufacturer shall provi de evidence on the justif ication and technical criteria for merging these 
interpolati on families, ensur ing that there is a large similar ity between those families, for example in the 
followi ng cases:
(a) Interpolation families are merged whic h were split because the maximum interpolation range of 30 g/km 
CO2 is exceeded;
(b) Interpolation families that were split because there are differ ent engine power ratings of the same 
combustion engine;EN Offi cial Jour nal of the European Union L 423/42 26.11.2021  
(c) Interpolation families that were split because the n/v ratios are just outside the tolerance of 8 %;
(d) Interpolation families that were split, but still fulfil all the family criteria of a sing le IP family .
8.1.3.2. CoP family for Type 4 test
For the purposes of the manufacturer's conf ormity of production check on the Type 4 test, the family means 
the conf ormity of production (CoP) family , whic h shall be identical to the evaporative emissions family , as 
descr ibed in paragraph 6.6.3.
8.1.3.3. CoP family for OBD
For the purposes of the manufact urer's conf ormity of production chec k on OBD, the family means the 
conf ormity of production (CoP) family , whic h shall be identical to the OBD family , as descr ibed in 
paragraph 6.8.1.
8.1.4. Test frequency for the Type 1 test
8.1.4.1. For Level 1A
The frequency for product verification on the Type 1 test performe d by the manuf acturer shall be based on a 
risk assessment methodology consistent with the internatio nal standard ISO 31000:2018 — Risk 
Management — Principles and guidelines, and shall have a minimum frequency per CoP family of one 
verification per 12 months.
For Level 1B
The frequency for product verification on the Type 1 test perf ormed by the manufacturer shall have a minimum 
frequency per CoP family of one verification per 12 months.
8.1.4.2. If the number of vehicles produced within the CoP family exceeds 7 500 vehicles per 12 months, the minimum 
verification frequency per CoP family shall be determined by dividing the planned production volume per 12 
months by 5 000 and mathematically rounding this number to the nearest integ er.
8.1.4.3. For Level 1A
If the number of vehicles produced within the CoP family exceed s 17 500 vehicles per 12 months, the 
frequency per CoP family shall be at least one verification per 3 months.
For Level 1B
If the number of vehicles produced within the CoP family excee ds 5 000 vehicles per month, the frequency per 
CoP family shall be at least one verification per month.
8.1.4.4. The product verifications shall be evenly distr ibut ed over the period of 12 months or over the production 
period in the case that this is less than 12 months. The last product verification shall reach a decision within 
12 months unless the manufacturer can justify that an extension of a maximum of one month is necessar y.
8.1.4.5. The planned production volume of the CoP family per a 12-month period shall be monitor ed by the 
manufacturer on a monthly basis, and the responsible author ity shall be informed if any change in the planned 
production volume causes chang es to either the size of the CoP family or the Type 1 test frequency .
8.1.5. Test frequency for the Type 4 test
Once per year a vehicle shall be randomly taken from the CoP family descr ibed in paragraph 8.1.3.2. and 
subjected to the three tests descr ibed in Appendix 4.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/43  
8.1.6. Audits by the responsible author ity
The responsible author ity shall perform audits for verifying the manufacturer ’s arrang ements and documente d 
control plans at the facility of the manufa cturer , in all cases, with a minimum frequency of one audit per 12 
months.
Where the interpolation method is used, verification of the interpolation calculation may be carried out by, or 
at the request of, the responsible author ity as part of the audit process.
If the responsible author ity is not satisfied with the audit results, physical tests shall directly be carried out on 
production vehicles as descr ibed in paragraphs 8.2. to 8.4. to verify the conf ormity of the vehicle production.
For Level 1A only
The manufacturers arrange ments and document ed control plans shall be based on a risk assessment 
methodology consist ent with the internati onal standard ISO 31000:2018 — Risk Manage ment — Principles 
and guidelines.
8.1.7. Physical test verifications by the responsible author ity
For Level 1A
The normal frequency of physical test verifications by the responsible author ity shall be based on the results of 
the auditing procedure of the manuf acturer on a risk assessment methodology and in all cases with a minimum 
frequency of one verification test per three years. The responsible author ity shall conduct these physical 
emission tests on production vehicles as descr ibed in paragraphs 8.2. to 8.4.
In the case that the manufa cturer is conducting the physical tests, the responsible author ity shall witness these 
tests at the manuf acturer's facility .
For Level 1B
The normal frequency of physical test verifications by the responsible author ity shall be a minimum frequency 
of one verification test per three years. The responsible author ity shall conduct these physical emission tests on 
production vehicles as descr ibed in paragraphs 8.2. to 8.4.
In the case that the manufa cturer is conducting the physical tests, the responsible author ity shall witness these 
tests at the manuf acturer's facility .
8.1.8. Repor ting
The responsible author ity shall repor t the results of all audit checks and physical tests perf ormed on verifying 
conf ormity of the manufacturers and file it for a period of a minimum of 10 years. These repor ts should be 
available for other responsible author ities
8.1.9. Non-conf ormity
In the case that a non-conf ormity is obser ved, Article 4 of the 1958 Agreement shall apply .
8.2. Checking the conf ormity for a Type 1 test
8.2.1. The Type 1 test shall be carried out on a minimum of three production vehicles, which shall be valid members 
of the CoP family as descr ibed in paragraph 8.1.3.1.
8.2.2. Vehicles shall be selecte d at random in the CoP family . The manufacturer shall not under take any adjustment to 
the vehicles selecte d.
In the case that vehicles in the CoP family are assembled in differ ent production facilities, at the request of the 
responsible author ity the manuf acturer shall adap t the selection of vehicles from across the different 
production facilities, without prejudice to the principle of random selection within a production facility .EN Offi cial Jour nal of the European Union L 423/44 26.11.2021  
In the case that multiple IP families are included in the CoP family , at the request of the responsible author ity 
the manufacturer shall adap t the selection of vehicles from across the differ ent interpolation families, without 
prejudice to the principle of random selection within an interpolatio n family .
8.2.3. Type 1 test procedure
8.2.3.1. Where applicable, in accordance with Table 8/1, the verification of the criteria emissions, CO 2 emissions, fuel 
efficiency and electr ic energy consump tion, shall be carried out in accordance with the specifi c requirements 
and procedures in Appendix 1. Where applicable and if required, the manufacturer shall determine and repor t 
the OBFCM device accuracy in accordance with Appendix 5.
8.2.3.2. The statistical procedure for calculating the test criteria and to arrive at a pass or fail decision is descr ibed in 
Appendix 2 and in the flowchart of Figure 8/1.
Where applicable, in accordance with Table 8/1, the production of a CoP family shall be deemed to not 
conf orm when a fail decision is reac hed in accordance with the test criteria in Appendix 2. for one or more of 
the criteria emissions, CO2 emissions, fuel efficiency or electr ic energy consum ption.
Where applicable, in accordance with Table 8/1, the production of a CoP family shall be deemed to conf orm 
once a pass decision is reach ed in accordance with the test criteria in Appendix 2 for all the criteria emissions, 
CO 2 emissions, fuel efficiency or electr ic energy consump tion.
Where applicable, in accordance with Table 8/1, when a pass decision has been reached for one criteria 
emission, that decision shall not be changed by any additional tests carried out to reac h a decision for the 
other criteria emissions, CO 2 emissions, fuel effic iency or electr ic energy consump tion.
Where applicable, in accordance with Table 8/1, if a pass decision is not reached for all the criteria emissions, 
CO 2 emissions, fuel efficiency or electr ic energy consum ption, another vehicle is added to the sample by 
selecting this according to paragraph 8.2.2. and performi ng the Type 1 test. The statistical procedure descr ibed 
in Appendix 2 shall be repeated until a pass decision is reach ed for all the criteria emissions, CO 2 emissions, fuel 
efficiency or electr ic energy consum ption.
The maximum sample size shall be:
For Level 1A: 16 vehicles
For Level 1B: 32 vehicles for criteria emissions, 11 for fuel efficiency and electr ic energy consump tion.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/45  
Figure 8/1
Flowchar t of the CoP test procedure for the Type 1 test
8.2.4. Run-in factors
8.2.4.1. For Level 1A
At the request of the manufacturer and with the acceptance of the responsible author ity, a run-in test procedure 
may be carried out on a vehicle of the CoP family to establish derived run-in factors for criteria emissions, CO2 
emissions and/or electr ic energy consum ption according to the test procedure in Appendix 3.
For Level 1B
At the request of the manufacturer and with the acceptance of the responsible author ity, a run-in test procedure 
may be carried out on a vehicle of the CoP family to establish derived run-in factors for fuel efficiency and/or 
electr ic energy consum ption according to the test procedure in Appendix 3.
8.2.4.2. For the application of derived run-in factors, the system odometer of the CoP test vehicle Dj shall pref erably be 
within – 10 km of the mileag e at the start of the 1st test and + 10 km of the mileage at the start of the 2nd test on 
the run-in test vehicle Di, prior to when it was run in.EN Offi cial Jour nal of the European Union L 423/46 26.11.2021  
8.2.4.3. For Level 1A
At the option of the manufacturer , for CO 2 emissions, in g/km an assigned run-in factor of 0,98 may be applied 
if the system odomet er setting at the start of the CoP test is less than or equal to 80 km. If the assigned run-in 
factor for CO2 emissions is applied, no run-in factors shall be applied for criteria emissions and electr ic energy 
consump tion.
For Level 1B
At the option of the manufacturer , for fuel effic iency , in km/l, an assigned run-in factor of 1,02 may be applied 
if the system odomet er setting at the start of the CoP test is less than or equal to 80 km. If the assigned run-in 
factor for fuel efficiency is applied, no run-in factors shall be applied for electr ic energy consum ption.
8.2.4.4. The run-in factor shall be applied to the CoP test result that is calculated according to Step 4c of Table A7/1 in 
Annex B7 or Step 4c in Table A8/5 of Annex B8.
8.2.4.5. Test cell correction
Only for Level 1B
In the case that a clear technical diffe rence is obser ved, it is allowe d to apply a test cell correction between the 
test equipment used for the type appro val and the test equipment used for CoP . The test cell correction shall be 
recorded in the test repor t.
8.2.5. Test fuel
8.2.5.1. For the Type 4 test, the referen ce fuel shall be used in accordance with the specifications in paragraph 7. of 
Annex B3.
For Level 1A
All remaining tests shall be conduct ed with commercial fuel. However , at the manufacturer ’s request, the 
reference fuels in accordance with the specifi cations in Annex B3 may be used for the Type 1 test.
For Level 1B
All remaining tests shall be conduct ed with referen ce fuels in accordance with the specifications in Annex B3 
for the Type 1 test. However , at the request of the manuf acturer the mileage accumulation for the run-in in 
paragraph 1.7. of Appendix 3 may be conduct ed with commercial fuel.
8.2.5.2. Tests for conf ormity of production of vehicles fuelled by LPG or NG/biomethane may be performed with a 
commercial fuel of which the C3/C4 ratio lies between those of the referen ce fuels in the case of LPG, or of one 
of the high or low calor ic fuels in the case of NG/biomethane. In all cases a fuel analysis shall be presented to 
the responsible author ity.
8.2.6. Criteria for validity of speed trace tolerances and drive trace indices of the Type 1 CoP test
The speed trace tolerances and drive trace indices shall fulfil the criteria specifi ed in paragraph 2.6.8.3. of 
Annex B6.
8.3. Checking the conf ormity for a Type 4 test
8.3.1. The production shall be deemed to conf orm if the vehicle selected and tested according to paragraph 8.1.5. 
meets the requirements of all of those tests.
8.3.2. If the vehicle tested does not satisfy the requirements of paragraph 8.3.1., a further random sample of four 
vehicles shall be taken from the same family without unjustified dela y and subjected to the tests descr ibed in 
Appendix 4.
The production shall be deemed to conf orm if the requirements are met for at least three of these vehicles 
within 6 months after the initial failed test has been detec ted.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/47  
8.3.3. If the vehicles tested do not satisfy the requirements of paragraph 8.3.2., a further random sample shall be 
taken from the same family without unjustified dela y and subjecte d to the tests descr ibed in Annex C3.
If the vehicle tested does not satisfy the requirements of Annex C3, a further random sample of four vehicles 
shall be taken from the same family and also subjected without unjustified dela y to the tests descr ibed in 
Annex C3.
On request of the manuf acturer , for CoP tests descr ibed in Annex C3 the Permeability Fact or (PF) derived at 
Type Approv al or the Assigned Permeability Fact or (APF) may be applied.
The production shall be deemed to conf orm if the requirements are met for at least three of these vehicles 
within 24 months after the initial failed test has been detect ed.
8.3.3.1. For CoP tests descr ibed in Annex C3 whic h are performed on a vehicle which has compl eted a mileage of less 
than 20 000 km a canister whic h has been aged according to paragraph 5.1. of Annex C3 shall be used. This 
can be the original canister from the test vehicle or another canist er of identical specification. On request of 
the manuf acturer , for these tests either the Permeability Fact or (PF) as defined in the paragraph 5.2. of 
Annex C3 which was established at Type Approval for the evaporative family or the Assigned Permeability 
Fact or (APF) also defined in the paragraph 5.2. of Annex C3 shall be applied.
8.3.3.2. On request of the manufacturer , CoP tests descr ibed in Annex C3 may be carried out on a vehicle which has 
complet ed a minimum mileag e of 20 000 km up to a maximum of 30 000 km with no modifi cations to the 
vehicle other than those descr ibed in the test procedure. When the test is carried out on a vehicle which has 
complet ed a mileage of between 20 000 km and 30 000 km, the canister aging shall be omitt ed and the 
Perme ability Fact or or Assigned Permeability Fact or shall not be applied.
Independent of the accumulated mileage of the vehicle, non-fuel background emission sources (e.g. paint, 
adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) can be eliminated 
according to paragraph 6.1. of Annex C3.
8.4. Checking the conf ormity of the vehicle for On-board Diagnostics (OBD)
8.4.1. When the approval author ity deter mines that the quality of production seems unsatisfa ctor y, a vehicle shall be 
randomly take n from the family and subjected to the tests descr ibed in Appendix 1 to Annex C5.
8.4.2. The production shall be deemed to conf orm if this vehicle meets the requirements of the tests descr ibed in 
Appendix 1 to Annex C5.
8.4.3. If the vehicle tested does not satisfy the requirements of paragraph 8.4.1., a further random sample of four 
vehicles shall be take n from the same family and subjected to the tests descr ibed in Appendix 1 to Annex C5. 
The tests may be carried out on vehicles whic h have complet ed a maximum of 15 000 km with no 
modifi cations.
8.4.4. The production shall be deemed to conf orm if at least three vehicles meet the requirements of the tests 
descr ibed in Appendix 1 to Annex C5.
9. PENAL TIES FOR NON-CONFORMIT Y OF PRODUCTION
9.1. The approval grant ed in respect of a vehicle type pursuant to this Regulation, may be withdra wn if the 
requirements laid down in paragraph 8.1. are not compl ied with or if the vehicle or vehicles take n fail to pass 
the tests prescr ibed in paragraph 8.1.2.EN Offi cial Jour nal of the European Union L 423/48 26.11.2021  
9.2. If a Contracting Party to the 1958 Agreement which applies this Regulation withdraws an approval it has 
previously grant ed, it shall forthwith so notify the other Contracting Parties applying this Regulation, by 
means of a communication form conf orming to the model in Annex A2 to this Regulation.
10. PRODUCTION DEFINITIVEL Y DISCONTINUED
If the holder of the approval compl etely ceases to manufacture a type of vehicle approved in accordance with 
this Regulation, they shall so inform the Type Approv al Auth ority whic h grant ed the approval. Upon receiving 
the relevant communication, that author ity shall inform thereof the other Contracting Parties to the 
1958 Agreement applying this Regulation by means of copies of the communication form conf orming to the 
model in Annex A2 to this Regulation.
11. INTR ODUCTOR Y PROVISIONS
11.1. Contracting Parties applying this Regulation shall not grant type appro vals according to this Regulations until a 
date eight months followi ng its entr y into force.
12. TRANSITIONAL PROVISIONS
12.1. As from the official date of entr y into force of the 01 series of amendments to this Regulation, and by way of 
derogation to the obligations of Contracting Parties, the Contracting Parties applying this Regulation and also 
applying the 08 or a later series of amendments to UN Regulation No 83 may refuse to accept type approvals 
granted on the basis of this Regulation whic h are not accompan ied by an appro val to the 08 or a later series of 
amendments to UN Regulation No 83.
12.2. This paragraph is only applicable for Level 1A.
For Approvals to Level 1A only , until 1 Septembe r 2022 in the case of categor y M and cate gory N1 class I 
vehicles, and 1 Sept ember 2023 in the case of catego ry N1 class II and III and catego ry N2 vehicles, Contracting 
Parties may accept Type Approv als to EU legislation as evidence of compl iance with the provisions of this 
Regulation as detailed in (a) to (d) below:
(a) Type 1/I tests performe d in accordance with Annex 4a to UN Regulation No 83, 07 series of amendments 
before 1 Sept ember 2017 in the case of categor y M and catego ry N1 class I vehicles, and 1 Sept ember 
2018 in the case of categor y N1 class II and III and catego ry N2 vehicles shall be accept ed by the appro val 
author ity for the purposes of producing deterior ated or defective compo nents to simulate failures for 
assessing the compliance with the requirements of Annex C5 to this Regulation;
(b) With respect to vehicles of a WLTP interpol ation family whic h fulfil the extension rules specified in 
paragraph 2 of Annex 13 of UN Regulation No. 83, 07 series of amendments, procedures perf ormed in 
accordance with Section 3 of Annex 13 to UN Regulation No. 83, 07 series of amendments before 
1 Sept ember 2017 in the case of categor y M and catego ry N1 class I vehicles, and 1 Sept ember 2018 in the 
case of categor y N1 class II and III and categor y N2 vehicles shall be accept ed by the approval author ity for 
the purposes of fulfilling the requirements of Appendix 1 to Annex B6 of this Regulation;
(c) Durability demonstrations where the first type 1/I test was performe d and complet ed in accordance with 
Annex 9 to UN Regulation No. 83, 07 series of amendments before 1 Sept ember 2017 in the case of 
cate gory M and cate gory N1 class I vehicles, and 1 Sept ember 2018 in the case of categor y N1 class II and 
III and categor y N2 vehicles shall be accept ed by the approval author ities for the purposes of fulfilling the 
requirements of Annex C4 to this Regulation.
(d) Evaporative emissions tests conduct ed on the basis of the test procedure set out in Annex VI of Regulation 
(EC) No 692/2008 as amended by Regulation (EC) No 2016/646 which were used to approve evaporative 
emissions families in the European Union before 31 August 2019 shall be accept ed by the appro val 
author ities for the purposes of fulfilling the requirements of Annex C3 to this Regulation.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/49  
13. NAMES AND ADDRESSES OF TECHN ICAL SER VICES RESPONSIBLE FOR CON DUCTING APPR OVAL TESTS, AND OF 
TYPE APPR OVAL AUTHORITIES
The Contracting Parties to the 1958 Agreement whic h apply this Regulation shall communicate to the United 
Nations Secretar iat the names and addresses of the Techn ical Services responsible for conducting approval 
tests and of the Type Approv al Author ities which grant approval and to whic h forms certifying approval or 
extension or refusal or withdrawal of approval, issued in other countr ies, are to be sent.EN Offi cial Jour nal of the European Union L 423/50 26.11.2021  
Appendix 1 
Type 1 test CoP verification for specif ic vehicle types 
1. VERIFYING COP ON THE CRITERIA EMISSIONS FOR PURE ICE VEHICLES, NOVC-HEVS AND OVC-HEVS
1.1. Each vehicle shall be tested on the chassis dynamometer set with the specifi c mass iner tia setting and road load 
paramete rs of the individual vehicle. The chassis dynamometer shall be set to the targe t road load for the test 
vehicle according to the procedure specifi ed in paragraph 7. of Annex B4.
For Level 1B only:
The targe t setting procedure (specified in paragraph 7. of Annex B4) shall be prohibit ed when the derived run-in 
factor is developed according to the paragraph 1.5.2. of Appendix 3. In this case, the same dynamometer setting 
values shall be applied as during type approval.
1.2. The applicable test cycle is the same used for the type approval of the interpolati on family to whic h the vehicle 
belongs.
1.3. The preconditioning test shall be carried out according to the provisions of paragraph 2.6. of Annex B6, or of 
Appendix 4 to Annex B8, as applicable.
1.4. The test results shall be the values calculat ed for pure ICE vehicles according to Step 9 of Table A7/1 of 
Annex B7, for NOVC-HEVs and OVC-HEVs according to Step 8 of Table A8/5 of Annex B8 for the charge- 
sustaining criteria emissions and according to Step 6 of Table A8/8 of Annex B8 for the charg e-depleting 
criteria emissions. Conf ormity against the applicable criteria emissions limits shall be check ed using the 
pass/f ail criteria specifi ed in paragraph 6.3.10. of this Regulation.
For Level 1B only
The criteria emissions of each applicable test cycle during charg e-depleting test for OVC-HEV shall comply with 
the limits defined in Table 1B in paragraph 6.3.10. of this Regulation, but shall not be check ed against the 
pass/f ail criteria.
2. VERIFICA TION OF COP ON CO 2 MASS EMISSIONS/ FUEL EFFICIENCY OF PURE ICE VEHICLES
2.1. The vehicle shall be tested according to the Type 1 test procedure descr ibed in Annex B6.
2.2. For Level 1A
Dur ing this test, the CO 2 mass emission MCO2,c,6 shall be deter mined according to step 6 of Table A7/1 of 
Annex B7.
For Level 1B
Dur ing this test, the fuel efficiency FEc,5 shall be deter mined according to step 5 of Table A7/1 of Annex B7.
2.3. For Level 1A
The conf ormity of production with regard to CO 2 mass emissions shall be verified on the basis of the values for 
the tested vehicle as descr ibed in paragraph 2.3.1. and applying a run-in factor as defined in paragraph 8.2.4. of 
this Regulation.
For Level 1B
The conf ormity of production with regard to fuel efficiency shall be verified on the basis of the values for the 
tested vehicle as descr ibed in paragraph 1.3.1. and applying a run-in factor as defined in paragraph 8.2.4. of 
this Regulation.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/51  
2.3.1. CO2 mass emission values for CoP / fuel efficiency values for CoP
For Level 1A
In the case the interpolation method is not applied, the CO 2 mass emission value MCo2,c,7 according to step 7 of 
Table A7/1 of Annex B7 shall be used for verifying the conf ormity of production.
In the case the interpolation method is applied, the CO2 mass emission value MCO2,c,ind for the individual vehicle 
according to step 10 of Table A7/1 of Annex B7 shall be used for verifying the conf ormity of production.
For Level 1B
In the case the interpolation method is not applied, the fuel efficiency value FEc,8 according to step 8 of 
Table A7/1 of Annex B7 shall be used for verifying the conf ormity of production.
In the case the interpol ation method is applied, the fuel efficiency value FEc,ind for the individual vehicle 
according to step 10 of Table A7/1 of Annex B7 shall be used for verifying the conf ormity of production.
3. VERIFICA TION OF COP ON CO 2 MASS EMISSIONS/ FUEL EFFICIENCY OF NOVC-HEVS
3.1. The vehicle shall be tested as descr ibed in paragraph 3.3. of Annex B8.
3.2. For Level 1A
Dur ing this test, the CO 2 mass emission MCO2,CS,c,6 of the NOVC-HEV shall be determined according to step 6 of 
Table A8/5 of Annex B8.
For Level 1B
Dur ing this test, the fuel effic iency FECS,c,4c of the NOVC-HEV shall be determi ned according to step 4c of Table 
A8/5 of Annex B8.
3.3. The conf ormity of production with regard to CO2 mass emissions or fuel efficiency , as applicable, shall be 
verified on the basis of the values for the tested vehicle as descr ibed in paragraph 3.3.1. and applying a run-in 
factor as defined in paragraph 8.2.4. of this Regulation.
3.3.1. CO2 mass emission values for CoP / fuel efficiency values for CoP
For Level 1A
In the case the interpolati on method is not applied, the charge-sust aining CO 2 mass emission value MCO2 ,CS,c,7 
according to step 7 of Table A8/5 of Annex B8 shall be used for verifying the conf ormity of production.
In the case the interpolation method is applied, the charge-sus taining CO 2 mass emission value MCO2,CS,c,ind for 
the individual vehicle according to step 9 of Table A8/5 of Annex B8 shall be used for verifying the conf ormity 
of production.
For Level 1B
In the case the interpolation method is not applied, the charge-susta ining fuel effic iency value FECS,c,1 according 
to step 2 of Table A8/6 of Annex B8 shall be used for verifying the conf ormity of production.
In the case the interpolation method is applied, the charge-sustaining fuel efficiency value FECS,c,ind for the 
individual vehicle according to step 3 of Table A8/6 of Annex B8 shall be used for verifying the conf ormity of 
production.
4. VERIFICA TION OF COP ON ELECTRIC ENER GY CONSUMPTION OF PEVS
4.1. The vehicle shall be tested as descr ibed in paragraph 3.4. of Annex B8. Dur ing the conf ormity of production 
verification, the break -off criterion for the Type 1 test procedure according to paragraph 3.4.4.1.3. of Annex B8 
(consecutive cycle procedure) and paragraph 3.4.4.2.3. of Annex B8 (Shor tened Test Procedure) shall be 
considered reac hed when having finished the first applicable WLTP test cycle.EN Offi cial Jour nal of the European Union L 423/52 26.11.2021  
Dur ing this test cycle, the DC electr ic energy consump tion from the REESS(s) EC DC,first,i shall be deter mined 
according to paragraph 4.3. of Annex B8 where ΔE REESS,j shall be the electr ic energy change of all REESS and dj 
shall be the actual driven distance during this test cycle.
4.2. The conf ormity of production with regard to electr ic energy consum ption (EC) shall be verified on the basis of 
the values for the tested vehicle as descr ibed in paragraph 4.2.1. in the case that the type approval was 
conduct ed with the consecutive cycle Type 1 test procedure and in paragraph 4.2.2. in case that the type 
appro val was conduct ed using the shor tened Type 1 test procedure.
4.2.1. Consecutive cycle Type 1 test procedure values for CoP
In the case the interpolation method is not applied, the electr ic energy consump tion value EC DC,COP ,final according 
to step 9 of Table A8/10 of Annex B8 shall be used for verifying the conf ormity of production.
In the case that the interpolation method is applied, the electr ic energy consump tion value EC DC,COP ,ind for the 
individual vehicle according to step 10 of Table A8/10 of Annex B8 shall be used for verifying the conf ormity 
of production.
4.2.2. Shor tened Type 1 Test Procedure values for CoP
In the case the interpolation method is not applied, the electr ic energy consump tion value EC DC,COP ,final according 
to step 8 of Table A8/11 of Annex B8 shall be used for verifying the conf ormity of production.
In the case the interpolation method is applied, the electr ic energy consump tion value EC DC,COP ,ind for the 
individual vehicle according to step 9 of Table A8/11 of Annex B8 shall be used for verifying the conf ormity of 
production.
5. VERIFICA TION OF COP ON CO 2 MASS EMISSIONS / FUEL EFFICIENCY AND ELECTRIC CONSUMPTION OF OVC-HEVS
5.1. At the request of the manufact urer it is allowed to use differ ent test vehicles for the charge-sust aining test and 
charge-d epleting test.
5.2. Verification of the charge-sust aining CO2 mass emissions / fuel efficiency , as applicable, for conf ormity of 
production.
5.2.1. The vehicle shall be tested according to the charge-sust aining Type 1 test as descr ibed in paragraph 3.2.5. of 
Annex B8.
5.2.2. For Level 1A
Dur ing this test, the charge-sus taining CO2 mass emission MCO2,CS,c,6 shall be determined according to step 6 of 
Table A8/5 of Annex B8.
For Level 1B
Dur ing this test, the charge-sustaining fuel efficiency FECS,c,4c shall be determined according to step 4c of Table 
A8/5 of Annex B8.
5.2.3. For Level 1A
The conf ormity of production with regar d to charge-sus taining CO2 mass emissions shall be verified on the basis 
of the values for the tested vehicle as descr ibed in paragraph 5.2.3.1. for charge-sustaining CO 2 mass emissions, 
and applying a run-in factor as defined in paragraph 8.2.4. of this Regulation.
For Level 1B
The conf ormity of production with regar d to charge-sus taining fuel efficiency shall be verified on the basis of the 
values for the tested vehicle as descr ibed in paragraph 5.2.3.1. for charge-sus taining fuel efficiency , and applying 
a run-in factor as defined in paragraph 8.2.4. of this Regulation.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/53  
5.2.3.1. Charg e-Sustaining CO 2 mass emission / fuel efficiency values for CoP
For Level 1A
In the case the interpolati on method is not applied, the charge-sust aining CO 2 mass emission value MCO2 ,CS,c,7 
according to step 7 of Table A8/5 of Annex B8 shall be used for verifying the conf ormity of production.
In the case the interpolation method is applied, the charge-sus taining CO 2 mass emission value MCO2,CS,c,ind for 
the individual vehicle according to step 9 of Table A8/5 of Annex B8 shall be used for verifying the conf ormity 
of production.
For Level 1B:
In the case that the interpolati on method is not applied, the charg e-sustaining fuel efficiency value FECS,c 
according to step 2 of Table A8/6 of Annex B8 shall be used for verifying the conf ormity of production.
In the case the interpolation method is applied, the charge-sustaining fuel efficiency value FECS,c,ind for the 
individual vehicle according to step 3 of Table A8/6 of Annex B8 shall be used for verifying the conf ormity of 
production.
5.3. Verification of CoP on charg e-depleting electr ic energy consum ption of OVC-HEVs
5.3.1. The vehicle shall be tested during conf ormity of production testing according to paragraph 5.3.1.1. If there is no 
engine start during the first cycle of the type appro val procedure of this vehicle, at the option of the 
manuf acturer the vehicle may be tested according to paragraph 5.3.1.2.
5.3.1.1. Charg e-Depleting Type 1 test procedure
The vehicle shall be tested according to the charge-d epleting Type 1 test procedure as descr ibed in 
paragraph 3.2.4. of Annex B8. Dur ing this test, the electr ic energy consump tion EC AC,CD shall be determi ned 
according to step 9 of Table A8/8 of Annex B8.
If deemed necessar y, the manufacturer shall demonstrate that preconditioning of the traction REESS in advance 
of the CoP procedure is required. In such a case, at the request of the manuf acturer and with approval of the 
appro val author ity, preconditioning of the traction REESS shall be done in advance of the CoP procedure 
according to manufa cturer ’s recommendation.
5.3.1.2. First cycle of the Charg e-Depleting Type 1 Test
5.3.1.2.1. The vehicle shall be tested according to the charge-depl eting Type 1 test as descr ibed in paragraph 3.2.4. of 
Annex B8, whilst the break -off criterion of the charg e-depleting Type 1 test procedure shall be considered 
reac hed when having finished the first applicable WLTP test cycle and shall replace the break -off criterion of the 
charge-d epleting Type 1 test procedure according to paragraph 3.2.4.4. of Annex B8.
Dur ing this test cycle, the DC electr ic energy consump tion from the REESS(s) EC DC,first,i shall be deter mined 
according to paragraph 4.3. of Annex B8 where ΔE REESS,j shall be the electr ic energy change of all REESS and dj 
shall be the actual driven distance during this test cycle.
5.3.1.2.2. In this cycle, there is no engine operation allowed. If there is engine operation, the test during conf ormity of 
production shall be considered as void.
5.3.2. The conf ormity of production with regar d to the charge-depleting electr ic energy consum ption shall be verified 
on the basis of the values for the tested vehicle as descr ibed in paragraph 5.3.2.1. in the case that the vehicle is 
tested according to paragraph 5.3.1.1. and as descr ibed in paragraph 5.3.2.2. in the case that the vehicle is 
tested according to paragraph 5.3.1.2.EN Offi cial Jour nal of the European Union L 423/54 26.11.2021  
5.3.2.1. Conf ormity of production for a test according to paragraph 5.3.1.1.
In the case that the interpolation method is not applied, the charg e-depleting electr ic energy consump tion value 
EC AC,CD,final according to step 16 of Table A8/8 of Annex B8 shall be used for verifying the conf ormity of 
production.
In the case the interpolati on method is applied, the charg e-depleting electr ic energy consum ption value EC AC,CD, 
ind for the individual vehicle according to step 17 of Table A8/8 of Annex B8 shall be used for verifying the 
conf ormity of production.
5.3.2.2. Conf ormity of production for a test according to paragraph 5.3.1.2.
In the case the interpolation method is not applied, the charge-depleting electr ic energy consum ption value 
EC DC,CD,COP ,final according to step 16 of Table A8/8 of Annex B8 shall be used for verifying the conf ormity of 
production.
In the case the interpolation method is applied, the charge-d epleting electr ic energy consump tion value EC DC,CD, 
COP ,ind for the individual vehicle according to step 17 of Table A8/8 of Annex B8 shall be used for verifying the 
conf ormity of production.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/55  
Appendix 2 
Verification of conformi ty of production for Type 1 test — statist ical method 
1. This Appendix descr ibes the procedure to be used to verify the production conf ormity requirements for the Type 
1 test for criteria emissions, CO 2 emissions, fuel efficiency and electr ic energy consum ption, as applicable and in 
accordance with Table 8/1 of this Regulation, for pure ICE, NOVC-HEV , PEV and OVC-HEV and, where applicable, 
to determine the OBFCM device accuracy .
Measurements of the criteria emissions, CO2 emissions, fuel efficiency and electr ic energy consum ption, as 
applicable and in accordance with Table 8/1 of this Regulation, shall be carried out on a minimum number of 3 
vehicles, and consecutively increase until a pass or fail decision is reac hed. Where applicable, the OBFCM device 
accuracy shall be deter mined for each of the N tests.
2. CRITERIA EMISSIONS
2.1 Statistical procedure and pass/fail criteria
For Level 1A
For the total number of N tests and the measurement results of the tested vehicles, x1, x2, … xN, the average Xtests 
and the variance VAR shall be determined:
Xtests¼ðx1þx 2þx 3þ:::þx NÞ
N
and
VAR ¼ðx1 – X testsÞ2þðx 2 – X testsÞ2þ:::þðx N – X testsÞ2
N – 1
For OVC-HEV , in case of compl ete charg e-depleting Type 1 test, the averag e emissions over the compl ete test of an 
individual vehicle shall be considered as a sing le value xi.
For each number of tests, one of the three follo wing decisions can be reached for criteria emissions, based on the 
criteria emission limit value L according to Table 1A in paragraph 6.3.10. of this Regulation:
(i) Pass the family if Xtests<A•L – VAR
L
(ii) Fail the family if Xtests>A•L – N – 3
13•VAR
L��
(iii) Take another measurement if:
A•L – VAR
L≤X tests≤A•L – N – 3
13•VAR
L��
For the measurement of criteria emissions the factor A is set at 1,05.
For Level 1B
Case A: the manufa cturer's production standard deviation is satisf actor y.
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 
accept ed with 65 per cent of the production defect ive is 0,l (consumer's risk = 10 per cent).
For each of the criteria emissions given in Table 1B of paragraph 6.3.10. of this Regulation, the following 
procedure is used (see Figure 8/1 in paragraph 8.2.3.2. of this Regulation) where:EN Offi cial Jour nal of the European Union L 423/56 26.11.2021  
L= the natural logari thm of the limit value for the criteria emission,
xi= the natural logari thm 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 .
Com pute for the sample the test statistic quantifying the sum of the standard deviations from the limit and defined 
as:
If the test statistic is greate r than the pass decision number for the sample size given in Table A2/1, the criteria 
emission is passed.
If the test statistic is less than the fail decision number for the sam ple size given in Table A2/1, the pollutant is 
failed; other wise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one 
unit greater .
Table A2/1
Pass/fail decision number for the sample size 
Cumulative number of 
tested vehicles (cur rent 
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 –6,043EN Offi cial Jour nal of the European Union 26.11.2021 L 423/57  
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
Case B: the manufacturer's evidence of production standard deviation is either not satisf actory or not available.
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 
accept ed with 65 per cent of the production defect ive is 0,l (consumer's risk = 10 per cent).
The measurements of the criteria emissions given in Table 1B of paragraph 6.3.10. of this Regulation are 
considered to be log normally distr ibut ed and shall first be transf ormed by taking their natural logari thms. Let m0 
and m denote the minimum and maximum sam ple sizes respectively (m 0 = 3 and m = 32) and let n denote the 
current sample number .
If the natural logari thms of the measurements in the series are x1, x2 ..., xi and L is the natural logari thm of the 
limit value for the pollutant, then define:
d1 = x1 – L
d¯
n¼1
n∑n
i¼1di
and
V2
n¼1
n∑n
i¼1ðdi – d¯
nÞ2
Table A2/2
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 0,97970EN Offi cial Jour nal of the European Union L 423/58 26.11.2021  
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
Table A2/2 shows values of the pass (An) and fail (Bn) decision numbers against current sam ple number . The test 
statistic is the ratio d¯
n/Vn and shall be used to determine whether the series has passed or failed as follo ws:
For mo < n < m:
(i) Pass the series if d¯
n
Vn≤An
(ii) Fail the series if d¯
n
Vn≥Bn
(iii) Take another measurement if An<d¯
n
Vn<Bn
Remarks:
The followi ng recursive formulae are useful for computi ng successive values of the test statistic:
3. CO2 emissions, fuel efficiency and electr ic energy consump tionEN Offi cial Jour nal of the European Union 26.11.2021 L 423/59  
3.1. Statistical procedure
For Level 1A
For the total number of N tests and the measurement results of the tested vehicles, x1, x2, … xN, the average Xtests 
and the standard deviation s shall be deter mined:
Xtests¼ðx1þx 2þx 3þ…þx NÞ
N
and
s¼ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ffi
ðx1 – X testsÞ2þðx 2 – X testsÞ2þ:::þðx N – X testsÞ2
N – 1s
For Level 1B
For the total number of N tests and the measurement results of the tested vehicles, x1, x2, … xN, the average Xtests 
and the standard deviation σ shall be determined:
XtestsN ¼ðx1þx 2þx 3þ…þx NÞ
N
and
σ¼ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ffi
ðx1 – X testsÞ2þðx 2 – X testsÞ2þ:::þðx 10 – X testsÞ2
10r
3.2. Statistical evaluation
For Level 1A
For the evaluation of CO2 emissions the normalised values shall be calculat ed as follows:
xi¼CO 2test – i
CO 2declared – i
where:
CO 2 test-i is the CO2 emission measured for individual vehicle i
CO 2 declared-i is the declared CO 2 value for the individual vehicle i
For the evaluation of electr ic energy consump tion EC the normalised values shall be calculat ed as follows:
xi¼ECtest – i
ECDC,COP – i
where:
EC test-i is the electr ic energy consum ption measured for individual vehicle i. In the case that the 
compl ete charge-d epleting Type 1 test has been applied, EC test-i shall be determined according 
to paragraph 5.3.1.1. of Appendix 1. In the case that only the first cycle is tested for 
verification of CoP , EC test- i shall be determined according to paragraph 5.3.1.2. of Appendix 1.
EC DC, COP -i is the declared electr ic energy consump tion for the individual vehicle i, according to Appendix 8 
to Annex B8. In the case that the compl ete charge-d epleting Type 1 test has been applied, EC DC, 
COP ,i shall be deter mined according to paragraph 5.3.2.1. of Appendix 1. In the case that only the 
first cycle is tested for verification of CoP , EC COP ,i shall be determined according to 
paragraph 5.3.2.2. of Appendix 1.
The normalised xi values shall be used to determine the parameter s Xtests and s according to paragraph 3.1.EN Offi cial Jour nal of the European Union L 423/60 26.11.2021  
For Level 1B
For the evaluation of fuel efficiency the normalised values shall be calculated as follo ws:
xi¼FEtest – i
FEdeclared – i
where:
FE test-i is the fuel efficiency measured for individual vehicle i
FE declared-i is the declared fuel efficiency value for the individual vehicle
For the evaluation of electr ic energy consump tion EC the normalised values shall be calculat ed as follows:
xi¼ECtest – i
ECDC,COP – i
where:
EC test-i is the electr ic energy consum ption measured for individual vehicle i. In the case that the 
compl ete charge-d epleting Type 1 test has been applied, EC test-i shall be determined according 
to paragraph 5.3.1.1. of Appendix 1. In the case that only the first cycle is tested for 
verification of CoP , EC test- i shall be determined according to paragraph 5.3.1.2. of Appendix 1.
EC DC, COP -i is the declared electr ic energy consump tion for the individual vehicle i, according to Appendix 8 
to Annex B8. In the case that the compl ete charge-d epleting Type 1 test has been applied, EC DC, 
COP ,i shall be deter mined according to paragraph 5.3.2.1. of Appendix 1. In the case that only the 
first cycle is tested for verification of CoP , EC COP ,i shall be determined according to 
paragraph 5.3.2.2. of Appendix 1.
The normalised xi values shall be used to determine the parameter s Xtests and s according to paragraph 3.1.
3.3. Pass/fail criteria
3.3.1. Evaluation of CO2 emissions and electr ic energy consump tion
For Level 1A only
For each number of tests, one of the three followi ng decisions can be reac hed, where the factor A shall be set at 
1.01:
(i) Pass the family if Xtests≤A – ðt P1,iþtP2,iÞ•s
(ii) Fail the family if Xtests>AþðtF1,i – t F2Þ•s
(iii) Take another measurement if:
A – ðt P1,iþtP2,iÞ•s<Xtests≤AþðtF1,i – t F2Þ•s
where:
paramete rs tP1,i, tP2,i, tF1,i, and tF2 are taken from the Table A2/3.
Table A2/3
Pass/fail decision number for the sample size 
PASS FAIL
Tests (i) tP1,i tP2,i tF1,i tF2
3 1,686 0,438 1,686 0,438
4 1,125 0,425 1,177 0,438
5 0,850 0,401 0,953 0,438
6 0,673 0,370 0,823 0,438EN Offi cial Jour nal of the European Union 26.11.2021 L 423/61  
7 0,544 0,335 0,734 0,438
8 0,443 0,299 0,670 0,438
9 0,361 0,263 0,620 0,438
10 0,292 0,226 0,580 0,438
11 0,232 0,190 0,546 0,438
12 0,178 0,153 0,518 0,438
13 0,129 0,116 0,494 0,438
14 0,083 0,078 0,473 0,438
15 0,040 0,038 0,455 0,438
16 0,000 0,000 0,438 0,438
3.3.2. Evaluation of fuel efficiency and electr ic energy consum ption
For Level 1B only
3.3.2.1. For the evaluation of FE (Fuel Efficiency in km/L) the follo wing provisions apply:
(a) If 3 ≤ N_Evaluation ≤ 10
(i) Pass the family if XtestsN Evaluation ≥1 000
(ii) Take another measurement if XtestsN Evaluation <1 000
(b) If N = 11
(i) Pass the family if all the followi ng decisions can be reach ed
a.XtestsN Evaluation ≥1 000 – 3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NEvaluationp
b.XtestsN CoPfamily ≥1 000 – 3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NCoPfamilyp
c.xi≥1 000 – 3�σ
(ii) Fail the family if one of the follo wing decisions can be reac hed
a.XtestsN Evaluation <1 000 – 3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NEvaluationp
b.XtestsN CoPfamily <1 000 – 3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NCoPfamilyp
c.xi<1 000 – 3�σ
where:
N_Evaluation is the total number of vehicle tested during the applicable evaluation
N_CoP family is the total number of vehicle tested in the CoP family during the year
(e.g. If the vehicle tested for the first evaluation is 11 and the vehicle tested for the second evaluation is 4, 
N_ Evaluation=4 and N_CoP family=15)
In any case, if N_CoP family > 10, xi≥1 000 – 3�σ shall be satisfi ed.
3.3.2.2. For the evaluation of EC (Electr ic consump tion in Wh/km) the followi ng provi sions apply:
(a) If 3 ≤ N_Evaluation ≤ 10
(i) Pass the family if XtestsN Evaluation ≤1 000
(ii) Take another measurement if XtestsN Evaluation >1 000EN Offi cial Jour nal of the European Union L 423/62 26.11.2021  
(b) If N = 11
(i) Pass the family if all the followi ng decisions can be reach ed
a.XtestsN Evaluation ≤1 000 þ3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NEvaluationp
b.XtestsN CoPfamily ≤1 000 þ3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NCoPfamilyp
c.xi≤1 000 þ3�σ
(ii) Fail the family if one of the follo wing decisions can be reac hed
a.XtestsN Evaluation >1 000 þ3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NEvaluationp
b.XtestsN CoPfamily >1 000 þ3�σffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
NCoPfamilyp
c.xi>1 000 þ3�σ
where:
N_Evaluation is the total number of vehicle tested during the applicable evaluation
N_CoP family is the total number of vehicle tested in the CoP family during the year
(e.g. If the vehicle tested for the first evaluation is 11 and the vehicle tested for the second evaluation is 4, 
N_ Evaluation=4 and N_CoP family=15)
In any case, if N_CoP family > 10, xi≤1 000 þ3�σ shall be satisfied.
3.3.2.3. If the number of vehicles produced within the CoP family exceed s 7 500 vehicles per 12 months, for the second or 
later evaluation, “a. If 3 ≤ N_Evaluation ≤ 10” may be replaced by “a. If N_Evaluation = 3” and “b. If N_Evaluation 
= 11” may be replaced by “b. If N_Evaluation = 4”. For the second or later year, this provision shall not be used for 
the first evaluation for the CoP family in the year.
σ shall be determined from the test result of first 10 tested vehicles after start of production for each CoP family . 
σshall not be changed once σ is determined for the CoP family even for the second or later years. At the request of 
the manuf acturer and with the approval of the responsible author ity, and with reasonable evidence and 
appropr iate data, σ may be changed.
3.4. For Level 1A only
For vehicles referred to in paragraph 5.11. of this Regulation the accuracy xi,OBFCM of the OBFCM device shall be 
determined for each sing le test i in accordance with the formulae in paragraph 4.2. of Appendix 5.
The Type Approv al author ity shall keep a record of the determined accuracies for each CoP family tested.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/63  
Appendix 3 
Run-in test procedure to deter mine run-in facto rs 
1. DESCRIPTION OF TEST PROCEDURE FOR THE DETERMINA TION OF THE RUN-IN FACTORS
1.1. The run-in test procedure shall be conducted by the manuf acturer , who shall not make any adjustments to the test 
vehicles that have an impact on the criteria emissions, CO 2 emissions, fuel efficiency and electr ic energy 
consum ption. The hardware and relevant ECU calibration of the test vehicle shall conf orm to the type approval. All 
the relevant hardware that has an impact on the criteria emissions, CO 2 emissions, fuel effic iency and electr ic energy 
consum ption shall have had no operation prior to the run-in test procedure.
1.2. The test vehicle shall be conf igured as vehicle H within the CoP family .
If the CoP family has multiple interpolation famili es, the test vehicle shall be configured as vehicle H of the 
interpolation family with the highest expecte d production volume within the CoP family . At the request of the 
manuf acturer , and with approval of the responsible author ity a differ ent test vehicle may be selected.
1.2.1. For Level 1B only
Exten sion of run-in factor
At the request of the vehicle manuf acturer including technical evidence and with confir mation by the responsible 
author ity, the derived run-in factor can be extended to other interpolati on families.
1.3. The test vehicle shall be a new vehicle, or a used test vehicle for whic h at least all of the follo wing compo nents are 
newly installed simultaneously:
(a) Internal combustion engine;
(b) Driveline compo nents (at least, but not limite d to, transmission, tyre, axles, etc.);
(c) Brake compo nents;
(d) For Level 1A only: REESSs for EVs;
(e) For Level 1A only: exhaust system;
and any other compo nent that has a non-neg ligible influence on criteria emissions, CO2 emissions, fuel effic iency 
and electr ic energy consum ption.
For the new vehicle, or the used vehicle for whic h the abov e mentioned compo nents have been replaced, the system 
odomet er of the test vehicle Ds in km shall be recorded.
1.4. At the request of the manufacturer and with appro val by the responsible author ity, it is allowed to perform the 
run-in procedure on multiple test vehicles. In this case, the valid test results of all tested vehicles shall be considered 
for the determi nation of the run-in factors.
1.5. Chassis dynamometer setting
1.5.1. The chassis dynamomet er shall be set to the target road load for the test vehicle, according to the procedure 
specified in paragraph 7. of Annex B4.
The chassis dynamomete r shall be set independently prior to each test before the run-in mileage accumulation and 
shall be set once for the post-r un-in tests after the run-in mileage accumulation.
1.5.2. For Level 1B only:
It is allowe d to apply the same dynamomete r setting value whic h was generated during type approval testing for all 
testing.EN Offi cial Jour nal of the European Union L 423/64 26.11.2021  
1.6. Before the run-in, the test vehicle shall be tested according to the Type 1 test procedure specified in Annex B6 and 
Annex B8. The test shall be repeated until three valid test results have been obtained. Drive trace indexes shall be 
calculat ed according to paragraph 7. of Annex B7 and these shall fulfil the criteria specified in 
paragraph 2.6.8.3.1.4. of Annex B6. The system odometer setting Di shall be recorded prior to each test. The 
measured criteria emissions, CO 2 emissions, fuel efficiency and electr ic energy consump tion shall be calculat ed 
according to Step 4a of Table A7/1 in Annex B7 or Step 4a of Table A8/5 in Annex B8.
For Level 1A only
The signal of the acceleration control position shall be recorded during all tests at a sampling frequency of 10 Hz. It 
is allowed to use the OBD acceleration control position signal for this purpose. The responsible author ity may 
request the manuf acturer to evaluate this signal to ensure that the test result is performe d correctly .
1.7. After the initial tests, the test vehicle shall be run-in under normal driving conditions. OVC-HEVs shall be driven 
predominantly in charge-susta ining operating conditions. The driving patte rn, test conditions and fuel during the 
run-in shall be in accordance with the manufacturer ’s engineer ing judgement. The run-in distance shall be less than 
or equivalent to the distance driven during the run-in of the vehicle whic h was tested for the type approval of the 
interpolation family , in accordance with paragraph 2.3.3. of Annex B6 or paragraph 2. of Annex B8.
1.8. After the run-in, the test vehicle shall be tested according to the Type 1 test procedure specified in Annex B6 and 
Annex B8. The test shall be repeated until the following number of valid test results have been obtained:
For Level 1A: three tests
For Level 1B: two tests
Drive trace index es shall be calculated according to paragraph 7. of Annex B7 and these shall fulfil the criteria 
specified in paragraph 2.6.8.3.1.4. of Annex B6.
These tests shall be performe d in the same test cell as used for the tests prior to the run-in and by applying the same 
chassis dynamomete r setting method. If this is not possible, the manuf acturer shall justify the reason for using a 
diffe rent test cell. The system odometer setting Di in km shall be recorded prior to each test. The measured criteria 
emissions, CO2 emissions, fuel efficiency and electr ic energy consump tion, as applicable and in accordance with 
paragraph 8.2.4.1. of this Regulation, shall be calculated according to Step 4a of Table A7/1 in Annex B7 or 
Step 4a of Table A8/5 in Annex B8.
1.9. For Level 1A only
For the determination of the run-in factor for the CO 2 emissions, the coeff icients CRI and Cconst in the following 
equation shall be calculat ed by a least squares regression analysis to four signif icant digits on all valid tests before 
and after the run-in:
MCO 2,i¼ – C RI•lnðD i – D sÞþCconst
where:
MCO2,i is the measured CO2 mass emission for test i, g/km
CRI is the slope of the logarithmic regression line
Cconst is the constant value of the logari thmic regression line
In the case that multiple vehicles have been tested, the CRI shall be calculat ed for each vehicle, and the resulting 
values shall be averaged . The manufa cturer will provide statistical evidence to the responsible author ity that the fit 
is sufficiently statistically justif ied.
1.9.1. For Level 1A only
Based on the deviation of the measurements from the fit, the slope CRI should be corrected down ward with the 
standard deviation of the errors in the fit:EN Offi cial Jour nal of the European Union 26.11.2021 L 423/65  
σfit¼ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ffi
∑ðM CO2,i  – M CO2,i – fit Þ2
N – 2s
where:
MCO2,i-fit is the result of the applying the equation for each of the distances Di.
The slope CRI shall be correcte d for the uncer tainty in the fit by:
CRI → CRI – σfit
1.10. For Level 1A only
The run-in factor RICO2(j) for CO 2 emissions of CoP test vehicle j shall be determined by the followi ng equation:
RICO2ðjÞ¼1 – C RI:lnðD kÞ – lnðD jÞ
MCO2,j� �
where:
Dk is the average distance of the valid tests after the run-in, km
Dj is the system odometer setting of the CoP test vehicle, km
MCO2,j is the mass CO2 emission measured on the CoP test vehicle, g/km
In the case that Dj is lower than the minimum Di, Dj shall be replaced by the minimum Di.
1.11. For Level 1A only
For the determi nation of the run-in factor for all applicable criteria emissions, the coeff icients CRI,c and Cconst,c shall 
be calculat ed with a least squares regression analysis to four significant digits on all valid tests before and after the 
run-in:
MC,i¼CRI,c:ðD i – D sÞþCconst,c
where:
MC,i is the measured mass criteria emission compo nent C
CRI,c is the slope of the linear regression line, g/km2
Cconst,c is the constant value of the linear regression line, g/km
The manufacturer will provi de statistical evidence to the responsible author ity that the fit is suffi ciently statistically 
justified and the uncer tainty margin based on the variation in the data should be taken into account to avoid an 
overestimation of the run-in effect.
1.12. For Level 1A only
The run-in factor RIC(j) for criteria emission compo nent C of CoP test vehicle j shall be deter mined by the followi ng 
equation:
RICðjÞ¼1þCRI,c:Dk – D j
MC,j��
where:
Dk is the average distance of the valid tests after the run-in, km
Dj is the system odometer setting of the CoP test vehicle, km
MC,j is the mass emission of compo nent C on the CoP test vehicle, g/km
In the case that Dj is lower than the minimum Di, Dj shall be replaced by the minimum Di.EN Offi cial Jour nal of the European Union L 423/66 26.11.2021  
1.13. For Level 1A only
The run-in factor RIEC(j) for electr ic energy consum ption shall be deter mined according to the procedure specifi ed in 
paragraphs 1.9.,1.9.1. and 1.10. of this appendix, where CO2 in the formulae is replaced by EC.
For Level 1B only
The run-in factor RIFE(j) for fuel efficiency and RIEC(j) for electr ic energy consum ption shall be determined according 
to the procedure specifi ed in paragraphs 1.9. (excluding paragraph 1.9.1.) and 1.10. of this appendix, where CO 2 in 
the formulae is replaced by FE and EC respectively .
2. FOR LEVEL 1B ONL Y
Prior to the application of the derived run-in factor, the manufacturer shall provide the followi ng information to the 
responsible author ity.
(a) evidence of the derived run-in factor including the existence of statistical signif icance regar ding the fit of the 
slope
(b) an explanation of the validation method to be used after the start of production, e.g. by measur ing the run-in 
factor from selected vehicle(s) from the plant and then evaluating whether the run-in factor is appropr iate or 
not."EN Offi cial Jour nal of the European Union 26.11.2021 L 423/67  
Appendix 4 
Conf ormity of production for Type 4 test 
1. For routine end-of-production-line testing, the holder of the approval may demonstrate compl iance by sam pling 
vehicles whic h shall meet the requirements in paragraphs 2. to 4. of this appendix.
1.1. In case of vehicles with a sealed fuel tank system , at the request of the manuf acturer and in agreement with the 
responsible author ity, altern ative procedures to paragraphs 2. to 4. of this appendix can be applied.
1.2. When the manufacturer chooses to use any alternati ve procedure, all the details of the conf ormity test procedure 
shall be recorded in the type approval documentation.
2. TEST FOR LEAKA GE
2.1. Vents to the atmosphere from the emission control system shall be isolat ed.
2.2. A pressure of 3,70 kPa ± 0,10 kPa shall be applied to the fuel system. At the request of manuf acturer and with 
approval of the responsible author ity, an altern ative pressure can also be applied, taking into account the pressure 
rang e in use of the fuel system .
2.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.
2.4. Followin g isolation of the fuel system , the pressure shall not drop by more than 0,50 kPa in five minute s.
2.5. At the request of the manufacturer and in agreement with the responsible author ity the function for leakage can be 
demonstrated by an equivalent alternative procedure.
3. TEST FOR VENTING
3.1. Vents to the atmosphere from the emission control shall be isolat ed.
3.2. A pressure of 3,70 kPa ± 0,10 kPa shall be applied to the fuel system. At the request of manuf acturer and with 
approval of the responsible author ity, an altern ative pressure can also be applied, taking into account the pressure 
rang e in use of the fuel system .
3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.
3.4. The venting outlets from the emission control systems to the atmosphere shall be reinstate d to the production 
condition.
3.5. The pressure of the fuel system shall drop to below a pressure less than 2,5 kPa abov e ambient pressure within one 
minute .
3.6. At the request of the manuf acturer and in agreement with the responsible author ity the functional capacity for 
venting can be demonstrated, when applicable, by an equivalent alternati ve procedure.
4. PUR GE TEST
4.1. Equipment capable of detecting an airflow rate of 1,0 litres in one minute shall be attach ed to the purge inlet and a 
pressure vessel of suffi cient size to have negligible effect on the purge syste m shall be connected via a switc hing 
valve to the purge inlet, or alternatively .EN Offi cial Jour nal of the European Union L 423/68 26.11.2021  
4.2. The manufacturer may use a flow meter of his own choosing, if acceptab le to the responsible author ity.
4.3. The vehicle shall be operat ed in such a manner that any design feature of the purge system that could restr ict purge 
operation is detected and the circumstances noted.
4.4. Whilst the engine is operating within the bounds noted in paragraph 4.3. of this appendix, the air flow shall be 
determined by either:
4.4.1. The device indicated in paragraph 4.1. of this appendix being switched in. A pressure drop from atmospher ic to a 
level indicating that a volume of 1.0 litre of air has flowed into the evaporative emission control system within one 
minute shall be obser ved; or
4.4.2. If an altern ative flow measur ing device is used, a reading of no less than 1,0 litre per minute shall be detectable.
4.4.3. At the request of the manuf acturer and in agreement with the responsible author ity an equivalent altern ative purge 
test procedure can be used.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/69  
Appendix 5 
Devices for monit oring on board the vehicle the consumption of fuel and/or electr ic energy 
Only applicable for Level 1A.
1. INTR ODUCTION
This appendix sets out the definit ions and requirements applicable to the devices for monitori ng on board the 
vehicle the consum ption of fuel and/or electr ic energy .
2. DEFINITIONS
2.1. "On-boar d Fuel and/or Energy Consumption Monitor ing Device" ("OBFCM device") means any element of design, either 
software and/or hardware, which senses and uses vehicle, engine, fuel and/or electr ic energy parameters to 
determine and make available at least the information laid down in paragraph 3 of this appendix, and store the 
lifetime values on board the vehicle.
2.2. "Lifetim e" value of a certain quantity deter mined and store d at a time t shall be the values of this quantity 
accumulated since the compl etion of production of the vehicle until time t.
2.3. "Engine fuel rate" means the amount of fuel injected into the engine per unit of time. It does not include fuel injected 
directly into the pollution control device.
2.4. "Vehicle fuel rate" means the amount of fuel injected into the engine and directly into the pollution control device per 
unit of time. It does not include the fuel used by a fuel operated heat er.
2.5. "Total Fuel Consumed (lifetime)" means the accumulation of the calculat ed amount of fuel injected into the engine and 
the calculat ed amount of fuel injected directly into the pollution control device. It does not include the fuel used by a 
fuel operat ed heate r.
2.6. "Total Distance Travelled (lifetime)" means the accumulation of the distance travelled using the same data source that 
the vehicle odomet er uses.
2.7. "Grid energy" means, for OVC-HEVs, the electr ic energy flowing into the batter y when the vehicle is connected to an 
exte rnal power supply and the engine is turned off. It shall not include electr ical losses between the external power 
source and the batter y.
2.8. "Charg e sustaining operation" means, for OVC-HEVs, the state of vehicle operation when the REESS state of charg e 
(SOC) may fluctuate but the intent of the vehicle control system is to maintain, on averag e, the current state of 
charge.
2.9. "Charg e depleting operation" means, for OVC-HEVs, the state of vehicle operation when the current REESS SOC is 
higher than the charg e sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control 
system is to deplet e the SOC from a higher level down to the charge sustaining target SOC value.
2.10. "Driver-selectable charge increas ing operation" means, for OVC-HEVs, the operating condition in which the driver has 
select ed a mode of operation, with the intention to increase the REESS SOC.
3. INFORMA TION TO BE DETERMINED, STORED AND MADE AVAILABLE
The OBFCM device shall determine at least the followi ng paramete rs and store the lifetime values on board the 
vehicle. The parameters shall be calculat ed and scaled according the standards refer red to in paragraph 6.5.3.2. (a) 
of Appendix 1 to Annex C5.
The information listed in paragraph 3.1. and 3.2. shall be made available as signals through the serial port connector 
referred to in paragraph 6.5.3.2. (c). of Appendix 1 to Annex C5.EN Offi cial Jour nal of the European Union L 423/70 26.11.2021  
3.1. For all vehicles referred to in paragraph 5.11. of this Regulation, with the excep tion of OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) Total distance travelled (lifetime) (kilometres);
(c) Engine fuel rate (grams/second);
(d) Engine fuel rate (litres/hour);
(e) Vehicle fuel rate (grams/second);
(f) Vehicle speed (kilometres/hour).
3.2. For OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) Total fuel consumed in charg e depleting operation (lifetime) (litres);
(c) Total fuel consumed in driver-selectable charge increasing operation (lifetime) (litres);
(d) Total distance travelled (lifetime) (kilometres);
(e) Total distance travelled in charge depleting operation with engine off (lifetime) (kilometres);
(f) Total distance travelled in charge depleting operation with engine running (lifetime) (kilometres);
(g) Total distance travelled in driver-selectable charge increasing operation (lifetime) (kilometres);
(h) Engine fuel rate (grams/second);
(i) Engine fuel rate (litres/hour);
(j) Vehicle fuel rate (grams/second);
(k) Vehicle speed (kilometres/hour);
(l) Total grid energy into the batt ery (lifetime) (kWh).
4. ACCURA CY
4.1. With regard to the information specifi ed in paragraph 3, the manufacturer shall ensure that the OBFCM device 
provid es the most accurat e values that can be achieve d by the measurement and calculation syste m of the engine 
control unit.
4.2. Notwithstanding paragraph 4.1, the manufacturer shall ensure that the accuracy is higher than –0,05 and lower 
than 0,05 calculated with three decimals using the follo wing formula:
Where:
Fuel_Consumed WLTP (litres) is the fuel consump tion deter mined at the first test carried out in accordance 
with paragraph 1.2. of Annex B6, calculat ed in accordance with paragraph 6 
of Annex B7, using emission results over the total cycle before applying 
corrections (output of step 2 in Table A7/1 of Annex B7), multiplied by the 
actual distance driven and divided by 100.
Fuel_Consumed OBFCM (litres) is the fuel consum ption deter mined for the same test using the diffe rentials of 
the paramete r ‘Total fuel consumed (lifetime)’ as provided by the OBFCM device.
For OVC-HEVs the charge-sus taining Type 1 test shall be used.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/71  
4.2.1. If the accuracy requirements set out in paragraph 4.2. are not met, the accuracy shall be recalculated for subsequent 
Type 1 tests perf ormed in accordance with paragraph 1.2. of Annex B6, in accordance with the formulae in 
paragraph 4.2., using the fuel consumed deter mined and accumulated over all performe d tests. The accuracy 
requirement shall be deemed to be fulfilled once the accuracy is higher than – 0,05 and lower than 0,05.
4.2.2. If the accuracy requirements set out in paragraph 4.2.1. are not met followi ng the subsequent tests pursuant to this 
point, additional tests may be performe d for the purpose of deter mining the accuracy , however , the total number of 
tests shall not exceed three tests for a vehicle tested without using the interpolatio n method (vehicle H), and six tests 
for a vehicle tested using the interpolation method (three tests for vehicle H and three tests for vehicle L). The 
accuracy shall be recalculat ed for the additional subsequent Type 1 tests in accordance with the formulae in 
paragraph 4.2., using the fuel consumed determined and accumulated over all performe d tests. The requirement 
shall be deemed to be fulfilled once the accuracy is higher than – 0,05 and lower than 0,05. Where the tests have 
been performed only for the purpose of determi ning the accuracy of the OBFCM device, the results of the 
additional tests shall not be taken into account for any other purposes.
5. ACCESS TO THE INFORMA TION PROVIDED BY THE OBFCM DEVICE
5.1. The OBFCM device shall provid e for standardised and unrestr icted access of the information specifi ed in 
paragraph 3. and shall conf orm to the standards referred to in paragraphs 6.5.3.1. (a) and 6.5.3.2. (a) of 
Appendix 1 to Annex C5.
5.2. By way of exem ption from the reset conditions specifi ed in the standards refer red to in paragraph 5.1. and 
notwithstanding paragraphs 5.3. and 5.4., once the vehicle has entered into service the values of the lifetime 
counte rs shall be preser ved.
5.3. The values of the lifetime counte rs may be reset only for those vehicles for whic h the memor y type of the engine 
control unit is unable to preser ve data when not powered by electr icity . For those vehicles the values may be reset 
simultaneously only in the case the batte ry is disconnected from the vehicle. The oblig ation to preser ve the values 
of the lifetime counters shall in this case apply for new type approvals at the latest from 1 Januar y 2022 and for 
new vehicles from 1 Januar y 2023 .
5.4. In the case of malfunctioning affecting the values of the lifetime counte rs, or replacement of the engine control unit, 
the counte rs may be reset simultaneously to ensure that the values remain fully synchr onised.EN Offi cial Jour nal of the European Union L 423/72 26.11.2021  
Appendix 6 
Requirements for vehicles that use a reagent for the exhaust after-treatment system 
1. This appendix sets out the requirements for vehicles that rely on the use of a reagent for the after-treatment system 
in order to reduce emissions. Ever y referen ce in this appendix to 'reag ent tank' shall be underst ood as also 
applying to other containers in which a reage nt is stored.
1.1. The capacity of the reagent tank shall be such that a full reagent tank does not need to be replenished over an 
average driving range of 5 full fuel tank s provi ding the reagent tank can be easily replenished (e.g. without the use 
of tools and without removing vehicle interi or trim. The opening of an interior flap, in order to gain access for the 
purpose of reage nt replenishment, shall not be underst ood as the remo val of interior trim). If the reag ent tank is 
not considered to be easy to replenish as descr ibed above, the minimum reagent tank capacity shall be at least 
equivalent to an average driving distance of 15 full fuel tanks. However , in the case of the option in 
paragraph 3.5., where the manuf acturer chooses to start the warning syste m at a distance which may not be less 
than 2 400 km before the reag ent tank becomes emp ty, the abov e restr ictions on a minimum reagent tank 
capacity shall not apply .
1.2. In the context of this appendix, the term "average driving distance" shall be take n to be derived from the fuel or 
reage nt consump tion during a Type 1 test for the driving distance of a fuel tank and the driving distance of a 
reage nt tank respectively .
2. REA GENT INDICA TION
2.1. The vehicle shall include a specific indicator on the dashboard that informs the driver when reagent levels are 
below the threshold values specifi ed in paragraph 3.5.
3. DRIVER WARNING SYSTEM
3.1. The vehicle shall include a warning system consisting of visual alarms that informs the driver when an 
abnor mality is detected in the reagent dosing, e.g. when emissions are too high, the reage nt level is low, reage nt 
dosing is interr upted, or the reagent is not of a quality specified by the manufacturer . The warning syste m may 
also include an audible compo nent to alert the driver.
3.2. The warning system shall escalat e in intensit y as the reagent approac hes emp ty. It shall culminate in a driver 
notification that cannot be easily defeat ed or ignored. It shall not be possible to turn off the system until the 
reage nt has been replenished.
3.3. The visual warning shall displa y a message indicating a low level of reag ent. The warning shall not be the same as 
the warning used for the purposes of OBD or other engine maintenance. The warning shall be sufficiently clear for 
the driver to understand that the reagent level is low (e.g. "urea level low", "AdBlue level low", or "reagen t low").
3.4. The warning system does not initially need to be continuously activat ed, however the warning shall escalate so 
that it becomes continuous as the level of the reage nt approac hes the point where the driver inducement system 
in paragraph 8. comes into effect. An explicit warning shall be displa yed (e.g. "fill up urea"', "fill up AdBlue", or 
"fill up reagent") . The continuous warning syste m may be temporar ily interr upted by other warning signals 
provi ding that they are impor tant safet y related message s.
3.5. The warning syste m shall activate at a distance equivalent to a driving rang e of at least 2 400 km in advance of the 
reage nt tank becoming emp ty, or at the choice of the manuf acturer at the latest when the level of reagent in the 
tank reaches one of the followi ng levels:
(a) A level expected to be suffi cient for driving 150 per cent of an average driving range with a compl ete tank of 
fuel; or
(b) 10 per cent of the capacity of the reage nt tank ,
whic hever occurs earlier .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/73  
4. IDENTIFICA TION OF INC ORRECT REA GENT
4.1. The vehicle shall include a means of determining that a reagent corresponding to the character istics declared by 
the manuf acturer and recorded in Annex A1 is present on the vehicle.
4.2. If the reagent in the storage tank does not correspond to the minimum requirements declared by the manuf acturer 
the driver warning system in paragraph 3. shall be activat ed and shall displa y a message indicating an appropr iate 
warning (e.g. "incor rect urea detect ed", "incor rect AdBlue detec ted", or "incor rect reag ent detect ed"). If the reagent 
quality is not rectifi ed within 50 km of the activation of the warning system then the driver inducement 
requirements of paragraph 8. shall apply .
5. REA GENT CON SUMPTION MONITORING
5.1. The vehicle shall include a means of determining reagent consum ption and providing off-board access to 
consum ption information.
5.2. Average reage nt consum ption and average demanded reagent consump tion by the engine syste m shall be available 
via the serial port of the standard diagnostic connector . Data shall be available over the previous compl ete 
2 400 km period of vehicle operation.
5.3. In order to monitor reagent consum ption, at least the followi ng paramete rs within the vehicle shall be monitor ed:
(a) The level of reagent in the on-vehicle storag e tank; and
(b) The flow of reage nt or injection of reagent as close as technically possible to the point of injection into an 
exhaust after-treatment system.
5.4. A deviation of more than 50 per cent between the average reagent consum ption and the averag e demanded 
reage nt consump tion by the engine system over a period of 30 minut es of vehicle operation shall result in the 
activation of the driver warning system in paragraph 3., whic h shall displa y a message indicating an appropr iate 
warning (e.g. "urea dosing malfunction", "AdBlue dosing malfunction", or "reagent dosing malfunction"). If the 
reage nt consum ption is not rectifi ed within 50 km of the activation of the warning system then the driver 
inducement requirements of paragraph 8. shall apply .
5.5. In the case of interr uption in reage nt dosing activity the driver warning syste m as refer red to in paragraph 3. shall 
be activated, which shall displa y a message indicating an appropr iate warning. Where the reage nt dosing 
interrupti on is initiat ed by the engine system because the vehicle operating conditions are such that the vehicle's 
emission performa nce does not require reagent dosing, the activation of the driver warning system as refer red to 
in paragraph 3. may be omitt ed, provided that the manufacturer has clearly informed the approval author ity 
when such operating conditions apply . If the reagent dosing is not rectified within 50 km of the activation of the 
warning system then the driver inducement requirements of paragraph 8. shall apply .
6. MONITORING NO X EMISSIONS
6.1. As an alternati ve to the monit oring requirements refer red to in paragraphs 4. and 5., manufa cturers may use 
exhaust gas sensors directly to sense excess NO x levels in the exhaust.
6.2. The manufa cturer shall demonstrate that use of the sensors refer red to in paragraph 6.1. and any other sensors on 
the vehicle, results in the activation of the driver warning system as refer red to in paragraph 3., the displa y of a 
message indicating an appropr iate warning (e.g. “emissions too high — check urea”, “emissions too high — check 
AdBlue”, “emissions too high — check reagent”), and the activation of the driver inducement syste m as referred to 
in paragraph 8.3., when the situations refer red to in paragraphs 4.2., 5.4., or 5.5. occur .EN Offi cial Jour nal of the European Union L 423/74 26.11.2021  
For the purposes of this paragraph these situations are presumed to occur if the applicable NOx OBD threshold 
set out in Table 4 of paragraph 6.8.2. is exceed ed.
NOx emissions during the test to demonstrate compliance with these requirements shall be no more than 
20 per cent higher than the OBD thresholds.
7. STORA GE OF FAILURE INFORMA TION
7.1. Where reference is made to this paragraph, non-erasable Parameter Identifiers (PID) shall be stored identifying the 
reason for and the distance travelled by the vehicle during the inducement system activation. The vehicle shall 
retain a record of the PID for at least 800 days or 30 000 km of vehicle operation. The PID shall be made 
available via the serial port of a standard diagnostic connector upon request of a gener ic scan tool in accordance 
with the provisions of paragraph 6.5.3.1. of Appendix 1 to Annex C5. The information stored in the PID shall be 
linked to the period of cumulated vehicle operation, during which it has occur red, with an accuracy of not less 
than 300 days or 10 000 km.
7.2. Malfunctions in the reagent dosing syste m attributed to technical failures (e.g. mec hanical or electr ical faults) shall 
also be subject to the OBD requirements in paragraph 6.8. of this Regulation and Annex C5.
8. DRIVER INDUCEMENT SYST EM
8.1. The vehicle shall include a driver inducement system to ensure that the vehicle operat es with a functioning 
emission control system at all times. The inducement syste m shall be designed so as to ensure that the vehicle 
cannot operate with an emp ty reag ent tank .
8.1.1. The requirement for a driver inducement system shall not apply to vehicles designed and constr ucted for use by 
the rescue services, armed services, civil defence, fire services and forces responsible for maintaining public order . 
Permanent deactivation of the driver inducement system for these vehicles shall only be done by the vehicle 
manuf acturer .
8.2. The inducement system shall activat e at the latest when the level of reag ent in the tank reaches:
(a) In the case that the warning system was activated at least 2 400 km before the reag ent tank was expecte d to 
become emp ty, a level expected to be sufficient for driving the averag e driving range of the vehicle with a 
compl ete tank of fuel.
(b) In the case that the warning system was activated at the level descr ibed in paragraph 3.5.(a), a level expected to 
be sufficient for driving 75 per cent of the average driving rang e of the vehicle with a compl ete tank of fuel; or
(c) In the case that the warning system was activated at the level descr ibed in paragraph 3.5.(b), 5 per cent of the 
capacity of the reagent tank .
(d) In the case that the warning system was activat ed ahead of the levels descr ibed in both paragraph 3.5.(a) 
and 3.5.(b) but less than 2 400 km in advance of the reagent tank becoming emp ty, whichever level descr ibed 
in (b) or (c) of this paragraph occurs earlier .
Where the alternati ve descr ibed in paragraph 6.1. is utilised, the system shall activate when the irregular ities 
descr ibed in paragraphs 4. or 5. or the NOx levels descr ibed in paragraph 6.2. have occur red.
The detection of an emp ty reagent tank and the irregular ities mentioned in paragraphs 4., 5., or 6. shall result in 
the failure information storage requirements of paragraph 7. taking effect.
8.3. The manufacturer shall select whic h type of inducement system to install. The options for a syste m are descr ibed 
in paragraphs 8.3.1., 8.3.2., 8.3.3. and 8.3.4. (as applicable).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/75  
8.3.1. A "no engine restar t after countdo wn" approach allows a countdown of restar ts or distance remaining once the 
inducement system activates. Engine starts initiate d by the vehicle control system, such as start-stop systems , are 
not included in this countdo wn.
8.3.1.1. In the case that the warning system was activate d at least 2 400 km before the reagent tank was expecte d to 
become emp ty, or the irregular ities descr ibed in paragraphs 4. or 5. or the NOx levels descr ibed in paragraph 6.2. 
have occur red, engine restar ts shall be prevented immediately after the vehicle has travelled a distance expecte d to 
be sufficient for driving the average driving range of the vehicle with a compl ete tank of fuel since the activation of 
the inducement syste m.
8.3.1.2. In the case that the inducement system was activated at the level descr ibed in paragraph 8.2.(b), engine restar ts 
shall be prevented immediately after the vehicle has travelled a distance expected to be suffi cient for driving 75 
per cent of the average driving range of the vehicle with a compl ete tank of fuel since the activation of the 
inducement syste m.
8.3.1.3. In the case that the inducement system was activate d at the level descr ibed in paragraph 8.2.(c), engine restar ts 
shall be prevented immediat ely after the vehicle has travelled a distance expect ed to be sufficient for driving the 
average driving rang e of the vehicle with 5 per cent of the capacity of the reagent tank , since the activation of the 
inducement syste m.
8.3.1.4. In addition, engine restar ts shall be prevent ed immediately after the reage nt tank becomes empty, should this 
situation occur earlier than the situations specified in paragraphs 8.3.1.1, 8.3.1.2., or 8.3.1.3.
8.3.2. A "no start after refuelling" system results in a vehicle being unable to start after re-fuelling if the inducement 
system has activate d.
8.3.3. A "fuel-lock out" approac h prevents the vehicle from being refuelled by locking the fuel filler system after the 
inducement syste m activat es. The lockout system shall be robust to prevent it being tam pered with.
8.3.4. This paragraph and sub-paragraphs are only applicable for Level 1A.
A "per formance restr iction" approach restr icts the speed of the vehicle after the inducement system activate s. The 
level of speed limitation shall be noticeable to the driver and significantly reduce the maximum speed of the 
vehicle. Such limitation shall enter into operation gradually or after an engine start. Shor tly before engine restar ts 
are prevente d, the speed of the vehicle shall not excee d 50 km/h.
8.3.4.1. In the case that the warning system was activate d at least 2 400 km before the reagent tank was expecte d to 
become emp ty, or the irregular ities descr ibed in paragraphs 4. or 5. or the NOx levels descr ibed in paragraph 6.2. 
have occur red, engine restar ts shall be prevented immediately after the vehicle has travelled a distance expecte d to 
be sufficient for driving the average driving range of the vehicle with a compl ete tank of fuel since the activation of 
the inducement syste m.
8.3.4.2. In the case that the inducement system was activated at the level descr ibed in paragraph 8.2.(b), engine restar ts 
shall be prevented immediately after the vehicle has travelled a distance expected to be suffi cient for driving 75 
per cent of the average driving range of the vehicle with a compl ete tank of fuel since the activation of the 
inducement syste m.
8.3.4.3. In the case that the inducement system was activate d at the level descr ibed in paragraph 8.2.(c), engine restar ts 
shall be prevented immediat ely after the vehicle has travelled a distance expect ed to be sufficient for driving the 
average driving rang e of the vehicle with 5 per cent of the capacity of the reagent tank , since the activation of the 
inducement syste m.EN Offi cial Jour nal of the European Union L 423/76 26.11.2021  
8.3.4.4. In addition, engine restar ts shall be prevent ed immediately after the reage nt tank becomes empty, should this 
situation occur earlier than the situations specified in paragraphs 8.3.4.1., 8.3.4.2. or 8.3.4.3.
8.4. Once the inducement syste m has prevente d engine restar ts, the inducement system shall only be deactivated if the 
irregular ities specifi ed in paragraphs 4., 5., or 6. have been rectified or if the quantity of reagent added to the 
vehicle meets at least one of the followi ng criteria:
(a) Expected to be suffi cient for driving 150 per cent of an average driving range with a complet e tank of fuel; or
(b) At least 10 per cent of the capacity of the reagent tank .
After a repair has been carried out to correct a fault where the OBD system has been triggered under 
paragraph 7.2., the inducement system may be reinitialised via the OBD serial port (e.g. by a gener ic scan tool) to 
enable the vehicle to be restar ted for self-diagnosis purposes. The vehicle shall operat e for a maximum of 50 km to 
enable the success of the repair to be validat ed. The inducement system shall be fully reactivate d if the fault 
persists after this validation.
8.5. The driver warning syste m referred to in paragraph 3. shall displa y a message indicating clearly:
(a) The number of remaining restar ts and/or the remaining distance; and
(b) The conditions under which the vehicle can be restar ted.
8.6. Detailed written information fully descr ibing the functional operation charact eristics of the driver inducement 
system shall be provi ded to the Type Approval Author ity at the time of approval.
8.7. As part of the application for type approval under this Regulation, the manufacturer shall demonstrate the 
operation of the driver warning and inducement systems .
9. INFORMA TION REQUIREMENTS
9.1. The manufacturer shall provide all owners of new vehicles with clear written information about any exhaust after- 
treatment syste m which uses a reagent. This information shall state that if such an exhaust after-treatment system 
is not functioning correctly , the driver shall be informed of a problem by the driver warning system and that the 
driver inducement system shall consequentially result in the vehicle being unable to start.
9.2. The instr uctions shall indicate requirements for the proper use and maint enance of vehicles, including the proper 
use of consumable reag ents.
9.3. The instr uctions shall specify if consumable reagents have to be replenished by the vehicle driver between normal 
maint enance inter vals. They shall indicate how the vehicle driver should replenish the reagent tank. The 
information shall also indicate a likely rate of reagent consum ption for that type of vehicle and how often it 
should be replenished.
9.4. The instr uctions shall specify that use of, and replenishing of, a required reagent of the correct specifi cations is 
mandat ory for the vehicle to compl y with its certificate of conf ormity .
9.5. The instr uctions shall state that it may be a criminal offence to use a vehicle that does not consume any reage nt if 
it is required for the reduction of emissions.
9.6. The instr uctions shall explain how the warning system and driver inducement systems work. In addition, the 
consequences of ignor ing the warning syste m and not replenishing the reagent shall be explained.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/77  
10. OPERA TING CON DITIONS OF THE AFTER -TREA TMENT SYST EM
Manufact urers shall ensure that any exhaust after-treatment syste m whic h uses a reage nt retains its emission 
control function during all ambient conditions, especially at low ambient temperatures. This includes taking 
measures to prevent the compl ete freezing of the reagent during parking times of up to 7 days at 258 K (– 15 °C) 
with the reagent tank 50 per cent full. If the reagent is frozen, the manufacturer shall ensure that the reagent shall 
be liquefied and ready for use within 20 minute s of the vehicle being started at 258 K (– 15 °C) measured inside 
the reage nt tank .EN Offi cial Jour nal of the European Union L 423/78 26.11.2021  
ANNEXES PART A 
The Type Approv al requirements and documentation included in Annex es Part A are common to the series of amendments 
which includes Levels 1A / 1B and the series of amendments which includes Level 2 of this Regulation. This means that 
certain elements may not be required, or be required twice, for the level of approval being sought. In such an instance the 
element may be omitted or repeate d, respectively .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/79  
ANNEX A1 
Engine and vehicle character istics and information concer ning the conduct of tests 
The followi ng information, when applicable, shall be supplied in triplicate and include a list of contents.
If there are drawings, they shall be to an appropr iate scale and show suffi cient detail; they shall be present ed in A4 format or 
folded to that format. Photographs, if any, shall show suffi cient detail.
If the system s, compo nents or separate technical units have electronic controls, information concer ning their performa nce 
shall be supplied.
Level of approval being applied for (L1A, L1B): …
0 GENERAL
0.1. Make (trade name of manufacturer): …
0.2. Type: …
0.2.1. Commercial name(s) (if available): …
0.2.3. Fami ly identifiers (where applicable):
0.2.3.1. Interp olation family: …
0.2.3.2. ATCT family(s): …
0.2.3.4. Roadload family
0.2.3.4.1. Roadload family of VH: …
0.2.3.4.2. Roadload family of VL: …
0.2.3.4.3. Roadload families applicable in the interpolati on family : …
0.2.3.5. Roadload Matr ix family(s): …
0.2.3.6. Periodic rege neration family(s): …
0.2.3.7. Evaporative test family(s): …
0.2.3.8. OBD family(s): …
0.2.3.9. Durability family(s): …
0.2.3.10. ER family(s): …
0.2.3.11. Gas Fuelled Vehicle family(s): …
0.2.3.12. other family(s): …
0.4. Categor y of vehicle(c): …
0.8. Name(s) and address(es) of assembly plant(s): …
0.9. Name and address of the manufact urer's representative (if any): …
1. GENERAL CONSTR UCTION CHARA CTERISTICS
1.1. Photographs and/or drawings of a representative vehicle/com ponent/separate 
technical unit(1):
1.3.3. Powered axles (number , position, inter connection): …
2. MASSES AND DIMENSIONS (f) (g) (7)
(in kg and mm) (Ref er to drawing where applicable)EN Offi cial Jour nal of the European Union L 423/80 26.11.2021  
2.6. Mass in running order(h)
(a) maximum and minimum for each variant: …
2.6.3. Rotational mass: 3 % of the sum of mass in running order and 25 kg or value, per 
axle (kg): …
2.8. Techn ically permissible maximum laden mass stated by the manufacturer(i) (3): …
3. PROPULSION ENER GY CONVERTER(k)
3.1. Manufactur er of the propulsion energy conver ter(s): …
3.1.1. Manufactur er's code (as marked on the propulsion energy conver ter or other means 
of identification): …
3.2. Internal combustion engine
3.2.1.1. Working principle: positive ignition/compression ignition/dual fuel(1)
Cycle: four strok e/two stroke/rotar y(1)
3.2.1.2. Number and arrangement of cylinders: …
3.2.1.2.1. Bore(1): … mm
3.2.1.2.2. Strok e(1): … mm
3.2.1.2.3. Firing order: …
3.2.1.3. Engine capacity(m): … cm3
3.2.1.4. Volumetr ic compr ession ratio(2): …
3.2.1.5. Drawings of combustion chamber , piston crown and, in the case of positive ignition 
engines, piston rings: …
3.2.1.6. Nor mal engine idling speed(2): … min–1
3.2.1.6.1. High engine idling speed(2): … min–1
3.2.1.8. Rated engine power(n): … kW at … min–1 (manufacturer's declared value)
3.2.1.9. Maximum permitted engine speed as prescr ibed by the manufacturer: … min–1
3.2.1.10. Maximum net torque(n): … Nm at … min–1 (manuf acturer's declared value)
3.2.2. Fuel
3.2.2.1. Diesel/Pe trol/LPG/NG or Biomethane/Ethanol (E 85)/Biodiesel/Hydrogen (1),
3.2.2.1.1. RON, unleaded: …
3.2.2.4. Vehicle fuel type: Mono fuel, Bi fuel, Flex fuel(1)
3.2.2.5. Maximum amount of biofuel acceptable in fuel (manufacturer's declared value): … 
% by volume
3.2.4. Fuel feed
3.2.4.1. By carburettor(s): yes/no(1)
3.2.4.2. By fuel injection (compression ignition or dual fuel only): yes/no(1)
3.2.4.2.1. System descr iption (common rail/unit injecto rs/distr ibution pump etc.): …EN Offi cial Jour nal of the European Union 26.11.2021 L 423/81  
3.2.4.2.2. Working principle: direct injection/pre-c hamber/swirl chamber(1)
3.2.4.2.3. Injection/Deliver y pump
3.2.4.2.3.1. Make(s): …
3.2.4.2.3.2. Type(s): …
3.2.4.2.3.3. Maximum fuel deliver y(1)(2): … mm3 /stroke or cycle at an engine speed of: … min–1 
or, alternati vely , a charact eristic diagram: … (When boost control is supplied, state 
the character istic fuel deliver y and boost pressure versus engine speed)
3.2.4.2.4. Engine speed limitation control
3.2.4.2.4.2.1. Speed at whic h cut-off starts under load: … min–1
3.2.4.2.4.2.2. Maximum no-load speed: … min–1
3.2.4.2.6. Injector(s)
3.2.4.2.6.1. Make(s): …
3.2.4.2.6.2. Type(s): …
3.2.4.2.8. Auxi liary starting aid
3.2.4.2.8.1. Make(s): …
3.2.4.2.8.2. Type(s): …
3.2.4.2.8.3. System descr iption: …
3.2.4.2.9. Electronic controlled injection: yes/no(1)
3.2.4.2.9.1. Make(s): …
3.2.4.2.9.2. Type(s):
3.2.4.2.9.3 Descr iption of the system: …
3.2.4.2.9.3.1. Make and type of the control unit (ECU): …
3.2.4.2.9.3.1.1. Software version of the ECU: …
3.2.4.2.9.3.2. Make and type of the fuel regulator: …
3.2.4.2.9.3.3. Make and type of the air-flow sensor: …
3.2.4.2.9.3.4. Make and type of fuel distr ibutor: …
3.2.4.2.9.3.5. Make and type of the throttle housing: …
3.2.4.2.9.3.6. Make and type or working principle of water temperature sensor: …
3.2.4.2.9.3.7. Make and type or working principle of air temperature sensor: …
3.2.4.2.9.3.8. Make and type or working principle of air pressure sensor: …
3.2.4.3. By fuel injection (positive ignition only): yes/no(1)
3.2.4.3.1. Working principle: intake manif old (sing le-/multi-point/direct injection(1) /other 
(specify): …
3.2.4.3.2. Make(s): …
3.2.4.3.3. Type(s): …
3.2.4.3.4. System descr iption (In the case of syste ms other than continuous injection give 
equivalent details): …EN Offi cial Jour nal of the European Union L 423/82 26.11.2021  
3.2.4.3.4.1. Make and type of the control unit (ECU): …
3.2.4.3.4.1.1. Software version of the ECU: …
3.2.4.3.4.3. Make and type or working principle of air-flow sensor: …
3.2.4.3.4.8. Make and type of throttle housing: …
3.2.4.3.4.9. Make and type or working principle of water temperature sensor: …
3.2.4.3.4.10. Make and type or working principle of air temperature sensor: …
3.2.4.3.4.11. Make and type or working principle of air pressure sensor: …
3.2.4.3.5. Injectors
3.2.4.3.5.1. Make: …
3.2.4.3.5.2. Type: …
3.2.4.3.7. Cold start system
3.2.4.3.7.1. Operating principle(s): …
3.2.4.3.7.2. Operating limits/settings(1)(2): …
3.2.4.4. Feed pump
3.2.4.4.1. Pressure(2): … kPa or charact eristic diagram(2): …
3.2.4.4.2. Make(s): …
3.2.4.4.3. Type(s): …
3.2.5. Electr ical system
3.2.5.1. Rated voltage: … V, positive/neg ative ground(1)
3.2.5.2. Generator
3.2.5.2.1. Type: …
3.2.5.2.2. Nominal output: … VA
3.2.6. Ignition system (spark ignition engines only)
3.2.6.1. Make(s): …
3.2.6.2. Type(s): …
3.2.6.3. Working principle: …
3.2.6.6. Spark plugs
3.2.6.6.1. Make: …
3.2.6.6.2. Type: …
3.2.6.6.3. Gap setting: … mm
3.2.6.7. Ignition coil(s)
3.2.6.7.1. Make: …
3.2.6.7.2. Type: …
3.2.7. Cooling system : liquid/air(1)
3.2.7.1. Nominal setting of the engine temperature control mechani sm: …
3.2.7.2. Liquid
3.2.7.2.1. Nature of liquid: …EN Offi cial Jour nal of the European Union 26.11.2021 L 423/83  
3.2.7.2.2. Circulating pump(s): yes/no(1)
3.2.7.2.3. Characte ristics: … or
3.2.7.2.3.1. Make(s): …
3.2.7.2.3.2. Type(s): …
3.2.7.2.4. Drive ratio(s): …
3.2.7.2.5. Descr iption of the fan and its drive mech anism: …
3.2.7.3. Air
3.2.7.3.1. Fan: yes/no(1)
3.2.7.3.2. Characte ristics: … or
3.2.7.3.2.1. Make(s): …
3.2.7.3.2.2. Type(s): …
3.2.7.3.3. Drive ratio(s): …
3.2.8. Intake system
3.2.8.1. Pressure charger: yes/no(1)
3.2.8.1.1. Make(s): …
3.2.8.1.2. Type(s): …
3.2.8.1.3. Descr iption of the system (e.g. maximum charge pressure: … kPa; wasteg ate if 
applicable): …
3.2.8.2. Inter cooler : yes/no(1)
3.2.8.2.1. Type: air-air/air -water (1)
3.2.8.3. Intake depression at rated engine speed and at 100 % load (com pression ignition 
engines only)
3.2.8.4. Descr iption and drawings of inlet pipes and their accessor ies (plenum chamber , 
heating device, additional air intake s, etc.): …
3.2.8.4.1. Intake manif old descr iption (include drawings and/or photos ): …
3.2.8.4.2. Air filter, drawings: … or
3.2.8.4.2.1. Make(s): …
3.2.8.4.2.2. Type(s): …
3.2.8.4.3. Intake silencer , drawings: … or
3.2.8.4.3.1. Make(s): …
3.2.8.4.3.2. Type(s): …
3.2.9. Exhaust system
3.2.9.1. Descr iption and/or drawing of the exhaust manif old: …
3.2.9.2. Descr iption and/or drawing of the exhaust system: …
3.2.9.3. Maximum allowab le exhaust back pressure at rated engine speed and at 100 % load 
(com pression ignition engines only): … kPa
3.2.10. Minimum cross-sectional areas of inlet and outlet ports: …
3.2.11. Valve timing or equivalent dataEN Offi cial Jour nal of the European Union L 423/84 26.11.2021  
3.2.11.1. Maximum lift of valves, angles of opening and closing, or timing details of 
alternati ve distr ibution systems, in relation to dead centres. For variable timing 
system, minimum and maximum timing: …
3.2.11.2. Reference and/or setting rang es(1): …
3.2.12. Measures taken against air pollution
3.2.12.1. Device for recy cling crankcase gases (descr iption and drawings): …
3.2.12.2. Pollution control devices (if not covered by another heading)
3.2.12.2.1. Catalytic converter
3.2.12.2.1.1. Number of catalytic conver ters and elements (provide the information below for 
each separate unit): …
3.2.12.2.1.2. Dimensions, shape and volume of the catalytic conver ter(s): …
3.2.12.2.1.3. Type of catalytic action: …
3.2.12.2.1.4. Total charge of precious metals: …
3.2.12.2.1.5. Relative concentration: …
3.2.12.2.1.6. Substrate (structure and mate rial): …
3.2.12.2.1.7. Cell density: …
3.2.12.2.1.8. Type of casing for the catalytic conver ter(s): …
3.2.12.2.1.9. Location of the catalytic conver ter(s) (place and reference distance in the exhaust 
line): …
3.2.12.2.1.10. Heat shield: yes/no(1)
3.2.12.2.1.11. Nor mal operating temperature rang e: … °C
3.2.12.2.1.12. Make of catalytic converter: …
3.2.12.2.1.13. Identifying part number : …
3.2.12.2.2. Sensors
3.2.12.2.2.1. Oxygen and/or lambda sensor(s): yes/no(1)
3.2.12.2.2.1.1. Make: …
3.2.12.2.2.1.2. Location: …
3.2.12.2.2.1.3. Control range: …
3.2.12.2.2.1.4. Type or working principle: …
3.2.12.2.2.1.5. Identifying part number : …
3.2.12.2.2.2. NO x sensor: yes/no(1)
3.2.12.2.2.2.1. Make: …
3.2.12.2.2.2.2. Type: …
3.2.12.2.2.2.3. Location
3.2.12.2.2.3. Particulate sensor: yes/no(1)
3.2.12.2.2.3.1. Make: …
3.2.12.2.2.3.2. Type: …
3.2.12.2.2.3.3. Location: …
3.2.12.2.3. Air injection: yes/no(1)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/85  
3.2.12.2.3.1. Type (pulse air, air pump, etc.): …
3.2.12.2.4. Exhaust gas recirculation (EGR): yes/no(1)
3.2.12.2.4.1. Characte ristics (make , type, flow, high pressure/lo w pressure/combined pressure, 
etc.): …
3.2.12.2.4.2. Water-cooled system (to be specified for each EGR system e.g. low pressure/high 
pressure/combined pressure: yes/no(1)
3.2.12.2.5. Evaporative emissions control system (petrol and ethanol engines only): yes/no(1)
3.2.12.2.5.1. Detailed descr iption of the devices: …
3.2.12.2.5.2. Drawing of the evaporative control system: …
3.2.12.2.5.3. Drawing of the carbon canister: …
3.2.12.2.5.4. Mass of dry charcoal: … g
3.2.12.2.5.5. Schem atic drawing of the fuel tank (petrol and ethanol engines only): …
3.2.12.2.5.5.1. Fuel tank system capacity , mater ial and constr uction: …
3.2.12.2.5.5.2. Descr iption of vapour hose mat erial, fuel line mat erial and connection technique of 
the fuel system : …
3.2.12.2.5.5.3. Sealed tank system: yes/no
3.2.12.2.5.5.4. Descr iption of fuel tank relief valve setting (air inge stion and relief): …
3.2.12.2.5.5.5. Descr iption of the purge control system: …
3.2.12.2.5.6. Descr iption and schem atic of the heat shield between tank and exhaust system: …
3.2.12.2.5.7. Permeability factor: …
3.2.12.2.6. Particulate trap (PT): yes/no(1)
3.2.12.2.6.1. Dimensions, shape and capacity of the particulate trap: …
3.2.12.2.6.2. Design of the particulate trap: …
3.2.12.2.6.3. Location (refer ence distance in the exhaust line): …
3.2.12.2.6.4. Make of particulate trap: …
3.2.12.2.6.5. Identifying part number : …
3.2.12.2.7. On-board-diagnostic (OBD) system: yes/no(1)
3.2.12.2.7.1. Written descr iption and/or drawing of the MI: …
3.2.12.2.7.2. List and purpose of all compo nents monitored by the OBD system : …
3.2.12.2.7.3. Written descr iption (gener al working principles) for
3.2.12.2.7.3.1. Positive-ignition engines
3.2.12.2.7.3.1.1. Catalyst monitoring: …
3.2.12.2.7.3.1.2. Misfire detection: …
3.2.12.2.7.3.1.3. Oxygen sensor monit oring: …
3.2.12.2.7.3.1.4. Other compo nents monitor ed by the OBD system: …
3.2.12.2.7.3.2. Comp ression-ignition engines: …EN Offi cial Jour nal of the European Union L 423/86 26.11.2021  
3.2.12.2.7.3.2.1. Catalyst monitoring: …
3.2.12.2.7.3.2.2. Particulate trap monitori ng: …
3.2.12.2.7.3.2.3. Electronic fuelling system monitoring: …
3.2.12.2.7.3.2.5. Other compo nents monitor ed by the OBD system: …
3.2.12.2.7.4. Criteria for MI activation (fixed number of driving cycles or statistical method): …
3.2.12.2.7.5. List of all OBD output codes and formats used (with explanation of each): …
3.2.12.2.7.6. The followi ng additional information shall be provid ed by the vehicle manuf acturer 
for the purposes of enabling the manuf acture of OBD-compatible replacement or 
service parts and diagnostic tools and test equipment.
3.2.12.2.7.6.1. A descr iption of the type and number of the preconditioning cycles or alternative 
preconditioning methods used for the original type approval of the vehicle and the 
reason for their usage.
3.2.12.2.7.6.2. A descr iption of the type of the OBD demonstration cycle used for the original type- 
approval of the vehicle for the compo nent monitor ed by the OBD system.
3.2.12.2.7.6.3. A compre hensive document descr ibing all sensed compo nents with the strateg y for 
fault detec tion and MI activation (fixed number of driving cycles or statistical 
method), including a list of relevant secondar y sensed parameter s for each 
compo nent monitored by the OBD system . A list of all OBD output codes and 
format used (with an explanation of each ) associated with individual emission 
related power-train compo nents and individual non-emission related compo nents, 
where monit oring of the compo nent is used to determine MI activation, including 
in particular a compre hensive explanation for the data given in service $05 Test ID 
$21 to FF and the data given in service $06.
In the case of vehicle types that use a communication link in accordance with ISO 
15765-4 ‘Road vehicles, diagnostics on controller area netw ork (CAN) — Part 4: 
requirements for emissions-related systems’, a compre hensive explanation for the 
data given in service $06 Test ID $00 to FF, for each OBD monitor ID suppor ted, 
shall be provi ded.
3.2.12.2.7.6.4. The information required abov e may be defined by compl eting a table as descr ibed 
below .
3.2.12.2.7.6.4.1. Light-duty vehicles
Com po-
nentFaul t code Monitor -
ing 
strateg yFaul t detection criteria MI 
activation 
criteriaSecondar y 
parameter sPrecondi -
tioningDemon -
stration 
test
Catalyst P0420 Oxygen 
sensor 1 
and 
sensor 2 
signalsDiffe rence between sensor 1 
and sensor 2 signals-3rd cycle Engine 
speed and 
load, A/F 
mode, 
catalyst 
temperatureTwo Type 
1 cyclesType 1
3.2.12.2.8. Other syste m: …EN Offi cial Jour nal of the European Union 26.11.2021 L 423/87  
3.2.12.2.8.2. Driver inducement system
3.2.12.2.8.2.3. Type of inducement system: no engine restar t after countdo wn/no start after 
refuelling/fuel-lock out/perfor mance restr iction
3.2.12.2.8.2.4. Descr iption of the inducement system
3.2.12.2.8.2.5. Equivalent to the average driving range of the vehicle with a compl ete tank of fuel: 
… km
3.2.12.2.10. Periodically regenerat ing system: (provide the information below for each separate 
unit)
3.2.12.2.10.1. Method or system of regeneration, descr iption and/or drawing: …
3.2.12.2.10.2. The number of Type 1 operating cycles, or equivalent engine test bench cycles, 
between two cycles where rege nerative phases occur under the conditions 
equivalent to Type 1 test (Distance ‘D’): …
3.2.12.2.10.2.1. Applicable Type 1 cycle: …
3.2.12.2.10.2.2. The number of compl ete applicable test cycles required for regener ation (distance 
‘d’)
3.2.12.2.10.3. Descr iption of method emplo yed to determine the number of cycles between two 
cycles where regener ative phases occur : …
3.2.12.2.10.4. Parameters to deter mine the level of loading required before regener ation occurs (i. 
e. temperature, pressure etc.): …
3.2.12.2.10.5. Descr iption of method used to load system: …
3.2.12.2.11. Catalytic converter systems using consumable reagents (provide the information 
below for each separate unit) yes/no(1)
3.2.12.2.11.1. Type and concentration of reage nt needed: …
3.2.12.2.11.2. Nor mal operational temperature range of reagent: …
3.2.12.2.11.3. Internati onal standard: …
3.2.12.2.11.4. Frequency of reag ent refill: continuous/maint enance (where appropr iate):
3.2.12.2.11.5. Reag ent indicator: (descr iption and location)
3.2.12.2.11.6. Reag ent tank
3.2.12.2.11.6.1. Capacity : …
3.2.12.2.11.6.2. Heating system: yes/no
3.2.12.2.11.6.2.1. Descr iption or drawing
3.2.12.2.11.7. Reag ent control unit: yes/no(1)
3.2.12.2.11.7.1. Make: …
3.2.12.2.11.7.2. Type: …
3.2.12.2.11.8. Reag ent injecto r (make type and location): …
3.2.12.2.11.9. Reag ent quality sensor (make, type and location): …
3.2.12.2.12. Water injection: yes/no(1)
3.2.14. Details of any devices designed to influence fuel economy (if not covered by other  
items):.…
3.2.15. LPG fuelling system: yes/no(1)EN Offi cial Jour nal of the European Union L 423/88 26.11.2021  
3.2.15.1. Approva l number (approval number of UN Regulation No 67): …
3.2.15.2. Electronic engine manage ment control unit for LPG fuelling
3.2.15.2.1. Make(s): …
3.2.15.2.2. Type(s): …
3.2.15.2.3. Emission-relate d adjustment possibilities: …
3.2.15.3. Further documentation
3.2.15.3.1. Descr iption of the safeg uarding of the catalyst at switc h-over from petrol to LPG or 
back: …
3.2.15.3.2. System lay-out (electr ical connections, vacuum connections compen sation hoses, 
etc.): …
3.2.15.3.3. Drawing of the symbol: …
3.2.16. NG fuelling syste m: yes/no(1)
3.2.16.1. Approva l number (approval number of UN Regulation No 110):
3.2.16.2. Electronic engine manage ment control unit for NG fuelling
3.2.16.2.1. Make(s): …
3.2.16.2.2. Type(s): …
3.2.16.2.3. Emission-relate d adjustment possibilities: …
3.2.16.3. Further documentation
3.2.16.3.1. Descr iption of the safeg uarding of the catalyst at switc h-over from petrol to NG or 
back: …
3.2.16.3.2. System lay-out (electr ical connections, vacuum connections compen sation hoses, 
etc.): …
3.2.16.3.3. Drawing of the symbol: …
3.2.18. Hydrogen fuelling system: yes/no(1)
3.2.18.1. Type approval number according to UN Regulation No 134 (if applicable): ………...
3.2.18.2. Electronic engine manage ment control unit for hydrog en fuelling
3.2.18.2.1. Make(s): …
3.2.18.2.2. Type(s): …
3.2.18.2.3. Emission-relate d adjustment possibilities: …
3.2.18.3. Further documentation
3.2.18.3.1. Descr iption of the safeg uarding of the catalyst at switc h-over from petrol to 
hydrogen or back : …
3.2.18.3.2. System lay-out (electr ical connections, vacuum connections compen sation hoses, 
etc.): …
3.2.18.3.3. Drawing of the symbol: …
3.2.19.4. Further documentation
3.2.19.4.2. System lay-out (electr ical connections, vacuum connections compen sation hoses, 
etc.): …
3.2.19.4.3. Drawing of the symbol: …
3.2.20. Heat storage informationEN Offi cial Jour nal of the European Union 26.11.2021 L 423/89  
3.2.20.1. Active heat stora ge device: yes/no(1)
3.2.20.1.1. Enthalp y: … (J)
3.2.20.2. Insulation mater ials: yes/no(1)
3.2.20.2.1. Insulation mater ial: …(x)
3.2.20.2.2. Insulation volume: … (l)(x)
3.2.20.2.3. Insulation weight: … (kg)(x)
3.2.20.2.4. Insulation location: …(x)
3.2.20.2.5. Worst case approach vehicle cool down: yes/no(1)
3.2.20.2.5.1. (not worst case approac h) Minimum soaking time, tsoak_A TCT (hours):… (x)
3.2.20.2.5.2. (not worst case approac h) Location of the engine temperature measurement: …(x)
3.2.20.2.6. Sing le interpolatio n family within the ATCT family approac h: yes/no(1)
3.2.20.2.7. Worst case approach with regar ds to insulation: yes/no (1)
3.2.20.2.7.1. Descr iption of the ATCT measured reference vehicle rega rding insulation: …
3.3. Electr ic powertrain (for PEV only)
3.3.1. General descr iption of electr ic power train
3.3.1.1. Make: ................................................................................
3.3.1.2. Type: ................................................................................
3.3.1.3. Use (1): Monomotor/multimot ors (number): ........................................
3.3.1.4. Transmission arrang ement : parallel/transaxial/others, to precise: ...................
3.3.1.5. Test voltage: ...................................................................... V
3.3.1.6. Moto r nominal speed: ........................................................ min–1
3.3.1.7. Moto r maximum speed: ......... min–1 or by default: reducer outlet shaf t/gear box 
speed (specify gear engaged): ................................................. min–1
3.3.1.9. Maximum power: .............................................................. kW
3.3.1.10. Maximum thirty minut es power: ............................................... kW
3.3.1.11. Flexible rang e (where P > 90 per cent of max. power):
speed at the beginning of range: ............................................. min–1
speed at the end of range: .................................................... min–1
3.3.2. Traction REESS
3.3.2.1. Trade name and mark of the REESS: ................................................
3.3.2.2. Kind of electro-c hemical couple: ....................................................
3.3.2.3. Nominal voltage: ................................................................. V
3.3.2.4. REESS maximum thirty minutes power (constant power disc harge): .......... kW
3.3.2.5. REESS performa nce in 2 h disc harge (constant power or constant current): (1)EN Offi cial Jour nal of the European Union L 423/90 26.11.2021  
3.3.2.5.1. REESS energy: ................................................................. kWh
3.3.2.5.2. REESS capacity: .......................................................... Ah in 2 h
3.3.2.5.3. End of disc harge voltag e value: ................................................... V
3.3.2.6. Indication of the end of the discharg e that leads to a compul sory stop of the vehicle: 
(1) ...................................................................................
3.3.2.7. REESS mass: ..................................................................... kg
3.3.2.8. Number of cells: .....................................................................
3.3.2.9. REESS position: .....................................................................
3.3.3. Electr ic Moto r
3.3.3.1. Working principle:
3.3.3.1.1. direct current/alter nating current (1) /number of phases: ...........................
3.3.3.1.2. separate excitation/ser ies/compound (1)
3.3.3.1.3. synchr onous/asynchronous (1)
3.3.3.1.4. coiled rotor /with permanent magnets/with housing (1)
3.3.3.1.5. number of poles of the motor: ......................................................
3.3.3.2. Iner tia mass: .........................................................................
3.3.4. Power controller
3.3.4.1. Make : ...............................................................................
3.3.4.2. Type : ................................................................................
3.3.4.3. Control principle: vect orial/open loop/closed/other (to be specified): (1) ...........
3.3.4.4. Maximum effective current supplied to the motor: (2) ......... A during .......... 
seconds
3.3.4.5. Voltag e rang e use: ............................. V to ............................. V
3.3.5. Cooling system :
Moto r: liquid/air (1)
Controller: liquid/air (1)
3.3.5.1. Liquid-cooling equipment charact eristics:
3.3.5.1.1. Nature of the liquid ................................. circulating pumps: yes/no (1)
3.3.5.1.2. Characte ristics or mak e(s) and type(s) of the pump: .................................
3.3.5.1.3. Ther mostat: setting: .................................................................
3.3.5.1.4. Radiator: drawing(s) or make(s) and type(s): ........................................
3.3.5.1.5. Relief valve: pressure setting: ........................................................
3.3.5.1.6. Fan: characteri stics or make(s) and type(s): ..........................................
3.3.5.1.7. Fan duct : ............................................................................
3.3.5.2. Air-cooling equipment characteri stics
3.3.5.2.1. Blower: charact eristics or make(s) and type(s): ......................................
3.3.5.2.2. Standard air ducting: ................................................................
3.3.5.2.3. Temp erature regulating system: yes/no (1)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/91  
3.3.5.2.4. Brief descr iption: ....................................................................
3.3.5.2.5. Air filter: ............................ mak e(s): ............................ type(s):
3.3.5.3. Temp eratures admitted by the manufacturer (maximum)
3.3.5.3.1. Moto r outlet: ....................................................................° C
3.3.5.3.2. controller inlet: ..................................................................° C
3.3.5.3.3. at motor reference point(s): .....................................................° C
3.3.5.3.4. at controller reference point(s): .................................................° C
3.3.6. Insulating cate gory: .................................................................
3.3.7. Internati onal prot ection (IP)-code: ..................................................
3.3.8. Lubr ication syste m principle: (1)
Bear ings: friction/ball
Lubr icant: grease/oil
Seal: yes/no
Circulation: with/without
3.3.9. Charg er
3.3.9.1. Charg er: on board/exte rnal (1)
in case of an external unit, define the charger (trademark, model): ..................
3.3.9.2. Descr iption of the normal prof ile of charge:
3.3.9.3. Specifi cation of mains:
3.3.9.3.1. Type of mains: sing le phase/three phase (1)
3.3.9.3.2. Voltag e: .............................................................................
3.3.9.4. Rest period recommended between the end of the disc harge and the start of the 
charge: ..............................................................................
3.3.9.5. Theoretical duration of a compl ete charg e: ..........................................
3.4. Combinations of propulsion energy conver ters
3.4.1. Hybr id electr ic vehicle: yes/no(1)
3.4.2. Categor y of hybr id electr ic vehicle: off-vehicle charging/not off-vehicle charging:(1)
3.4.3. Operating mode switc h: with/without(1)
3.4.3.1. Selectable modes
3.4.3.1.1. Pure electr ic: yes/no(1)
3.4.3.1.2. Pure fuel consuming: yes/no(1)
3.4.3.1.3. Hybr id modes: yes/no(1)
(if yes, shor t descr iption): …
3.4.4. Descr iption of the energy storage device: (REESS, capacit or, flywheel/g enerator)
3.4.4.1. Make(s): …
3.4.4.2. Type(s): …
3.4.4.3. Identif ication number: …
3.4.4.4. Kind of electroc hemical couple: …EN Offi cial Jour nal of the European Union L 423/92 26.11.2021  
3.4.4.5. Energy: … (for REESS: voltag e and capacity Ah in 2 h, for capacit or: J, …)
3.4.4.6. Charg er: on board/exte rnal/without(1)
3.4.5. Electr ic machi ne (descr ibe each type of electr ic mach ine separate ly)
3.4.5.1. Make: …
3.4.5.2. Type: …
3.4.5.3. Primar y use: traction motor/g enerator(1)
3.4.5.3.1. When used as traction motor: sing le-/multimotors (number)(1): …
3.4.5.4. Maximum power: … Kw
3.4.5.5. Working principle
3.4.5.5.5.1 Direct current/alte rnating current/number of phases: …
3.4.5.5.2. Separate excitation/ser ies/compound(1)
3.4.5.5.3. Synchro nous/asynchronous(1)
3.4.6. Control unit
3.4.6.1. Make(s): …
3.4.6.2. Type(s): …
3.4.6.3. Identif ication number: …
3.4.7. Power controller
3.4.7.1. Make: …
3.4.7.2. Type: …
3.4.7.3. Identif ication number: …
3.4.9. Manufactur er's recommendation for preconditioning: …
3.4.10. FCH V: yes/no(1)
3.4.10.1. Type of Fuel Cell
3.4.10.1.2. Make: …
3.4.10.1.3. Type: …
3.4.10.1.4. Nominal Voltage (V): …
3.4.10.1.5. Type of coolant : air/liquid(1)
3.4.10.2. System descr iption (working principle of the fuel cell, drawing, etc.): …
3.5. Manufactur er’s declared values for determination of CO 2 emissions/fuel 
consump tion/electr ic energy consum ption/elect ric rang e
3.5.7. Manufactur er’s declared values
3.5.7.1. Test vehicle paramete rsEN Offi cial Jour nal of the European Union 26.11.2021 L 423/93  
Vehicle Vehicle 
Low (VL)
if existingVehicle 
High
(VH)VM
if existingV 
represen -
tative 
(only for 
road load 
matr ix 
family*)Default 
values
Vehicle 
bodywo rk type-
Road load 
method used 
(measurement 
or calculation 
by road load 
family)- -
Road load information:
Tyres make and 
type,
if measurement-
Tyre 
dimensions  
(front/rear),
if measurement-
Tyre rolling 
resistance  
(front/rear)  
(kg/t)
Tyre pressure  
(front/rear) 
(kPa),
if measurement
Delta CD × A of 
vehicle L 
compare d to 
vehicle H (IP_H 
minus IP_L)- - -EN Offi cial Jour nal of the European Union L 423/94 26.11.2021  
Delta CD × A 
compare d to 
road load 
family vehicle L  
(IP_H/L minus 
RL_L), if 
calculation by 
road load 
family- -
Vehicle test 
mass (kg)
Road load coeffi cients
f0 (N)
f1 (N/(km/h))
f2 (N/(km/h)2)
Frontal area m2 
(0,000 m2)- - -
Cycle Energy 
Demand (J)
* representative vehicle is tested for the road load matr ix family
3.5.7.1.1. Fuel used for the Type 1 test and select ed for the measurement of the net power in 
accordance with UN Regulation No 85 (for LPG or NG vehicles only): …
3.5.7.2. Combined CO 2 mass emissions
3.5.7.2.1. CO 2 mass emission for pure ICE vehicles and NOVC-HEVs
3.5.7.2.1.0. Minimum and maximum CO2 values within the interpolation family: … g/km
3.5.7.2.1.1. Vehicle high: … g/km
3.5.7.2.1.2. Vehicle low (if applicable): … g/km
3.5.7.2.1.3. Vehicle M (if applicable): … g/km
3.5.7.2.2. Charg e-Sustaining CO 2 mass emission for OVC-HEVs
3.5.7.2.2.1. Charg e Sustaining CO2 mass emission vehicle high: g/km
3.5.7.2.2.2. Charg e Sustaining CO2 mass emission vehicle low (if applicable): g/km
3.5.7.2.2.3. Charg e Sustaining CO2 mass emission vehicle M (if applicable): g/kmEN Offi cial Jour nal of the European Union 26.11.2021 L 423/95  
3.5.7.2.3. Charg e Depleting CO2 mass emission and weighte d CO2 mass emission for OVC- 
HEVs
3.5.7.2.3.1. Charg e Depleting CO2 mass emission of Vehicle high: … g/km
3.5.7.2.3.2. Charg e Depleting CO2 mass emission of Vehicle low (if applicable): … g/km
3.5.7.2.3.3. Charg e Depleting CO2 mass emission of Vehicle M (if applicable): … g/km
3.5.7.2.3.4. Minimum and maximum weight ed CO2 values within the OVC interpolation family: 
… g/km
3.5.7.3. Electr ic range for electr ified vehicles
3.5.7.3.1. Pure Electr ic Range (PER) for PEVs
3.5.7.3.1.1. Vehicle high: … km
3.5.7.3.1.2. Vehicle low (if applicable): … km
3.5.7.3.2. All Electr ic Range AER for OVC-HEVs and OVC-FCHVs (as applicable)
3.5.7.3.2.1. Vehicle high: … km
3.5.7.3.2.2. Vehicle low (if applicable): … km
3.5.7.3.2.3. Vehicle M (if applicable): … km
3.5.7.4. Fuel consum ption (FC CS) for FCHVs
3.5.7.4.1. Charg e Sustaining fuel consum ption for NOVC-FCHVs and OVC-FC HVs (as 
applicable)
3.5.7.4.1.1. Vehicle high: … kg/100 km
3.5.7.4.1.2.. Vehicle low (if applicable): … kg/100 km
3.5.7.4.1.3. Vehicle M (if applicable): … kg/100 km
3.5.7.4.2. Charg e Depleting fuel consump tion for OVC-FC HVs (as applicable)
3.5.7.4.2.1. Vehicle high: … kg/100 km
3.5.7.4.2.2. Vehicle low (if applicable): … kg/100 km
3.5.7.5. Electr ic energy consum ption for electr ified vehicles
3.5.7.5.1. Combined electr ic energy consump tion (EC WLTC) for Pure electr ic vehicles
3.5.7.5.1.1. Vehicle high: … Wh/km
3.5.7.5.1.2. Vehicle low (if applicable): … Wh/km
3.5.7.5.2. UF-weight ed charg e-depleting electr ic energy consum ption EC AC,CD (combined)
3.5.7.5.2.1. Vehicle high: … Wh/km
3.5.7.5.2.2. Vehicle low (if applicable): … Wh/km
3.5.7.5.2.3. Vehicle M (if applicable): … Wh/km
3.6. Temp eratures permitted by the manufacturer
3.6.1. Cooling system
3.6.1.1. Liquid cooling
Maximum temperature at outlet : … KEN Offi cial Jour nal of the European Union L 423/96 26.11.2021  
3.6.1.2. Air cooling
3.6.1.2.1. Reference point : …
3.6.1.2.2. Maximum temperature at referen ce point: … K
3.6.2. Maximum outlet temperature of the inlet intercooler : … K
3.6.3. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the 
outer flange(s) of the exhaust manif old or turbocharg er: … K
3.6.4. Fuel temperature
Minimum: … K — maximum: … K
For diesel engines at injection pump inlet, for gas fuelled engines at pressure 
regulator final stage
3.6.5. Lubr icant temperature
Minimum: … K — maximum: … K
3.8. Lubr ication syste m
3.8.1. Descr iption of the system
3.8.1.1. Position of lubr icant reser voir: …
3.8.1.2. Feed system (by pump/injection into intake/mixing with fuel, etc.)(1)
3.8.2. Lubr icating pump
3.8.2.1. Make(s): …
3.8.2.2. Type(s): …
3.8.3. Mixture with fuel
3.8.3.1. Percentage: …
3.8.4. Oil cooler : yes/no(1)
3.8.4.1. Drawing(s): … or
3.8.4.1.1. Make(s): …
3.8.4.1.2. Type(s): …
3.8.5. Lubr icant specifi cation: …W…
4. TRANSMISSION(p)
4.3. Moment of iner tia of engine flywheel: …
4.3.1. Additional moment of iner tia with no gear engag ed: …
4.4. Clutch (es)
4.4.1. Type: …
4.4.2. Maximum torq ue conversion: …
4.5. Gearbo x
4.5.1. Type (manual/automatic/CV T (continuously variable transmission))(1)
4.5.1.4. Torque rating: …
4.5.1.5. Number of clutc hes: …EN Offi cial Jour nal of the European Union 26.11.2021 L 423/97  
4.6. Gear ratios
Gear Internal gearbo x ratios 
(ratios of engine to 
gearbo x output shaf t 
revolu tions)Final drive ratio(s) (ratio 
of gearbo x output shaf t to 
driven wheel revolutions)Total gear 
ratios
Maximum 
for CVT
1
2
3
…
Minimum 
for CVT
4.6.1. Gearshif t
4.6.1.1. Gear 1 excluded: yes/no(1)
4.6.1.2. n95_high for each gear: … min–1
4.6.1.3. nmin_dr ive
4.6.1.3.1. 1st gear: … min–1
4.6.1.3.2. 1st gear to 2nd: … min–1
4.6.1.3.3. 2nd gear to standstill: … min–1
4.6.1.3.4. 2nd gear: … min–1
4.6.1.3.5. 3rd gear and beyond: … min–1
4.6.1.4. nmin_dr ive_set for acceleration/constant speed phases (n_min_dr ive_up ): … min–1
4.6.1.5. nmin_dr ive_set for deceleration phases (nmin_dr ive_down ):
4.6.1.6. initial period of time
4.6.1.6.1. tstar t_phase : … s
4.6.1.6.2. nmin_dr ive_star t: … min–1
4.6.1.6.3. nmin_dr ive_up_star t: … min–1
4.6.1.7. use of ASM: yes/no(1)
4.6.1.7.1. ASM values: … at … min–1
4.7. Maximum vehicle design speed (in km/h)(q): …
4.12. Gearbo x lubr icant : …W…
6. SUSPENSION
6.6. Tyres and wheels
6.6.1. Tyre/wheel combination(s)
6.6.1.1. Axles
6.6.1.1.1. Axle 1: …
6.6.1.1.1.1. Tyre size designationEN Offi cial Jour nal of the European Union L 423/98 26.11.2021  
6.6.1.1.2. Axle 2: …
6.6.1.1.2.1. Tyre size designation
etc.
6.6.2. Upper and lower limits of rolling radii
6.6.2.1. Axle 1: …
6.6.2.2. Axle 2: …
6.6.3. Tyre pressure(s) as recommended by the vehicle manuf acturer : … kPa
9. BOD YWORK
9.1. Type of bodywork(c): …
12. MISCELL ANEOUS
12.10. Devices or system s with driver selectable modes which influence CO 2 emissions, 
fuel consump tion, electr ic energy consum ption and/or criteria emissions and do not 
have a predominant mode: yes/no(1)
12.10.1. Charg e sustaining test (if applicable) (state for each device or syste m)
12.10.1.0. Predominant mode under CS condition: yes/no(1)
12.10.1.0.1. Predominant mode under CS condition: … (if applicable)
12.10.1.1. Best case mode: … (if applicable)
12.10.1.2. Worst case mode: … (if applicable)
12.10.1.3. Mode which enables the vehicle to follow the reference test cycle: … (in case no 
predominant mode under CS condition and only one mode is able to follo w the 
referen ce test cycle)
12.10.2. Charg e depleting test (if applicable) (stat e for each device or system)
12.10.2.0. Predominant mode under CD condition: yes/no(1)
12.10.2.0.1. Predominant mode under CD condition: … (if applicable)
12.10.2.1. Most energy consuming mode: … (if applicable)
12.10.2.2. Mode which enables the vehicle to follow the reference test cycle: … (in case no 
predominant mode under CD condition and only one mode is able to follow the 
referen ce test cycle)
12.10.3. Type 1 test (if applicable) (state for each device or system )
12.10.3.1. Best case mode: …
12.10.3.2. Worst case mode: …
Explanatory notes
(1)Delete where not applicable (there are cases where nothing needs to be deleted when more than one entr y is applicable).
(2)Specify the tolerance.
(3)Please fill in here the upper and lower values for each variant.
(6)[Reser ved]
(7)Optio nal equipment that affec ts the dimensions of the vehicle shall be specified .
(x)For insulation volume and insulation weight, state to 2 decimal places. Not to be documented if “no” in paragraph 3.2.20.2.5. or 
3.2.20.2.7.
(c)As defined in the Consolidated Resolution on the Constr uction of Vehicles (R.E.3.), document ECE/TRANS/WP .29/78/Rev .6, para. 2. - 
www .unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/99  
(f)Where there is one version with a normal cab and another with a sleeper cab, both sets of masses and dimensions are to be stated.
(g)Standard ISO 612:1978 — Road vehicles — Dimensions of motor vehicles and towed vehicles — terms and definitions.
(h)The mass of the driver is assessed at 75 kg.
The liquid containing systems (excep t those for used water that must remain emp ty) are filled to 100 % of the capacity specified by the 
manufact urer .
(i)For trailers or semi-trailers, and for vehicles coupled with a trailer or a semi-trailer , which exer t a significant vertical load on the 
coupling device or the fifth wheel, this load, divided by standard acceleration of gravity , is included in the maximum technically 
permissible mass.
(k)In the case of a vehicle that can run either on petrol, diesel, etc., or also in combination with another fuel, items shall be repeated.
In the case of non-conv entional engines and systems, particulars equivalent to those referred to here shall be supplied by the 
manufacturer .
(l)This figure shall be rounded off to the nearest tenth of a millimetre.
(m)This value shall be calculated (π = 3,1416) and rounded off to the nearest cm3.
(n)Determ ined in accordance with the requirements of UN Regulation No 85.
(p)The specified particulars are to be given for any proposed variants.
(q)With respect to trailers, maximum speed permitted by the manufacturer .EN Offi cial Jour nal of the European Union L 423/100 26.11.2021  
Appendix 1 
WLTP Test Repor t 
Test Reports
A Test Repor t is the repor t issued by the technical service responsible for conducting the tests according this regulation.
Part I
The followi ng information, if applicable, is the minimum data required for the Type 1 test.
Repor t number
APPLIC ANT
Manufactur er
SUBJECT …
Roadload family identif ier(s) :
Interp olation family identif ier(s) :
Object submitted to tests
Make :
IP identif ier :
CONCL USION The object submitted to tests compl ies with the requirements mentioned in the subject.
PLACE, DD/MM/YYYY
General notes:
If there are several options (refe rences), the one tested should be descr ibed in the test repor t.
If there are not, a sing le reference to the information document at the start of the test repor t may be sufficient.
Ever y Techn ical Service is free to include some additional information.
Entr ies in the test repor t for test results may/shall be repeated to handle 3-phase and 4-phase WLTP.
Characte rs are included in the sections of the test repor t relating to specifi c vehicle types, as follows:
"(a)" Specific to positive ignition engine vehicles or vehicles ‘G’ (as specifi ed in Table 1B of UN R 154) (as applicable).
"(b)" Specific to compr ession ignition engine vehicles or vehicles ‘D’ (as specif ied in Table 1B of UN R 154) (as applicable).
1. Descr iption of tested vehicle(s): high, low and m (if applicable)
1.1. General
Vehicle numbers : Protot ype number and VIN
Categor y :
Bodywo rk :
Drive wheels :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/101  
1.1.1. Power train Architecture
Power train archit ecture : pure ICE, hybrid, electr ic or fuel cell
1.1.2. Internal Combustion Engine (if applicable)
For more than one ICE, please repeat the point
Make :
Type :
Working principle : two/f our strok e
Cylinders number and arrang ement :
Engine capacity (cm3) :
Engine idling speed (min–1) : +
-
High engine idling speed (min–1) (a) : +
-
Rated engine power : kW at rpm
Maximum net torq ue : Nm at rpm
Engine lubr icant : mak e and type
Cooling system : Type: air/wate r/oil
Insulation : mat erial, amount, location, volume and weight
1.1.3. Test fuel for Type 1 test (if applicable)
For more than one test fuel, please repeat the point
Make :
Type : Petrol – Diesel – LPG – NG – …
…
Density at 15 °C :
Sulphur cont ent : Only for Diesel and Petrol
:
Batch number :
Willans factors (for ICE) for CO 2 emission (gCO 2/ 
MJ):
1.1.4. Fuel feed system (if applicable)
For more than one fuel feed system, please repeat the point
Direct injection : yes/no or descr iption
Vehicle fuel type : Monofuel / bifuel / flex fuel
Control unit
Part reference : same as information documentEN Offi cial Jour nal of the European Union L 423/102 26.11.2021  
Software tested : read via scant ool, for exam ple
Air flowmet er :
Throttle body :
Pressure sensor :
Injection pump :
Injector (s) :
1.1.5. Intak e system (if applicable)
For more than one intake system, please repeat the point
Pressure charger : Yes/no
mak e & type (1)
Intercooler : yes/no
type (air/air – air/wate r) (1)
Air filter (element) (1) : mak e & type
Intak e silencer (1) : mak e & type
1.1.6. Exhaust system and anti-evaporative system (if applicable)
For more than one, please repeat the point
First catalytic conver ter : mak e & reference (1)
principle: three way / oxidising / NOx trap / NOx 
storage system / Selective Catalyst Reduction…
Second catalytic conver ter : mak e & reference (1)
principle: three way / oxidising / NOx trap / NOx 
storage system / Selective Catalyst Reduction …
Particulat e trap : with/without/not applicable
catalysed: yes/no
mak e & reference (1)
Reference and position of oxygen and/or lambda  
sensor(s): before catalyst / after catalyst
Air injection : with/without/not applicable
Water injection : with/without/not applicable
EGR : with/without/not applicable
cooled/non-cooled
HP/LP
Evaporative emission control system : with/without/not applicable
Reference and position of NOx sensor(s) : Before/ after
General descr iption (1) :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/103  
1.1.7. Heat Storag e Device (if applicable)
For more than one Heat Stor age System, please repeat the point
Heat storag e device : yes/no
Heat capacity (enthalp y stored J) :
Time for heat release (s) :
1.1.8. Transmission (if applicable)
For more than one Transmission, please repeat the point
Gearbo x : manual / automatic / continuous variation
Gear shifting procedure
Predominant mode (*) : yes/no
normal / drive / eco/…
Best case mode for CO2 emissions and fuel 
consum ption (if applicable):
Worst case mode for CO2 emissions and fuel 
consum ption (if applicable):
Highest electr ic energy consump tion mode (if 
applicable):
Control unit :
Gearbo x lubr icant : mak e and type
Tyres
Make :
Type :
Dimensions front/rear :
Dynamic circumf erence (m) :
Tyre pressure (kPa) :
(*)for OVC-HEV , specify for charg e sustaining and for charge depleting operating conditions.
Transmission ratios (R.T .), primar y ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min–1)) 
(V1000) for each of the gearbo x ratios (R.B.).
R.B. R.P. R.T. V1000
1st1/1
2nd1/1
3rd1/1
4th1/1
5th1/1
…EN Offi cial Jour nal of the European Union L 423/104 26.11.2021  
1.1.9. Electr ic machi ne (if applicable)
For more than one Electr ic Machine, please repeat the point
Make :
Type :
Peak Power (kW) :
1.1.10. Traction REESS (if applicable)
For more than one Traction REESS, please repeat the point
Make :
Type :
Capacity (Ah) :
Nominal Voltag e (V) :
1.1.11. Fuel cell (if applicable)
For more than one Fuel Cell stack, please repeat the point
Make :
Type :
1.1.12. Power electronics (if applicable)
Can be more than one PE (propulsion conver ter, low voltage system or charger )
Make :
Type :
Power (kW) :
1.2. Vehicle high descr iption
1.2.1. Mass
Test mass of VH (kg) :
1.2.2. Road load paramete rs
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)2) :
Cycle energy demand (J) :
Road load test repor t reference :
Road load family’s identif ier :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/105  
1.2.3. Cycle selection paramete rs
Cycle (without downscaling) : Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order – 
75 kg (PMR)(W/kg): (if applicable)
Capped speed process used during 
measurement: yes/no
Maximum speed of the vehicle (km/h) :
Downscaling (if applicable) : yes/no
Downscaling factor fdsc :
Cycle distance (m) :
Constant speed (in the case of the shor tened test 
procedure): if applicable
1.2.4. Gear shift point (if applicable)
Version of Gear Shif t calculation indicate the applicable amendment to UN GTR 
No 15
Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx
nmin_dr ive
1st gear : …min–1
1st gear to 2nd: …min–1
2nd gear to standstill : …min–1
2nd gear : …min–1
3rd gear and beyond : …min–1
Gear 1 excl uded : yes/no
n95_high for each gear : …min–1
nmin_dr ive_set for acceleration/constant speed phases 
(nmin_dr ive_up ): …min–1
nmin_dr ive_set for deceleration phases (nmin_dr ive_down ) : …min–1
tstar t_phase : …s
nmin_dr ive_star t : …min–1
nmin_dr ive_up_star t : …min–1
use of ASM : yes/no
ASM values :
1.3. Vehicle low descr iption (if applicable)
1.3.1. Mass
Test mass of VL(kg) :EN Offi cial Jour nal of the European Union L 423/106 26.11.2021  
1.3.2. Road load paramete rs
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)2) :
Cycle energy demand (J) :
Δ(C D×A f)LH (m2) :
Road load test repor t reference :
Road load family’s identif ier :
1.3.3. Cycle Selection paramete rs
Cycle (without downscaling) : Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order – 
75 kg (PMR)(W/kg): (if applicable)
Capped speed process used during 
measurement: yes/no
Maximum speed of the vehicle :
Downscaling (if applicable) : yes/no
Downscaling factor fdsc :
Cycle distance (m) :
Constant speed (in the case of the shor tened test 
procedure): if applicable
1.3.4. Gear shift point (if applicable)
Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx
1.4. Vehicle M descr iption (if APPlicable)
1.4.1. Mass
Test mass of VL(kg) :
1.4.2. Road load paramete rs
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)2) :
Cycle energy demand (J) :
Δ(C D×A f)LH (m2) :
Road load test repor t reference :
Road load family’s identif ier :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/107  
1.4.3. Cycle Selection paramete rs
Cycle (without downscaling) : Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running order – 
75 kg (PMR)(W/kg): (if applicable)
Capped speed process used during 
measurement: yes/no
Maximum speed of the vehicle :
Downscaling (if applicable) : yes/no
Downscaling factor fdsc :
Cycle distance (m) :
Constant speed (in the case of the shor tened test 
procedure): if applicable
1.4.4. Gear shift point (if applicable)
Gear shifting : Average gear for v ≥ 1 km/h, x.xxxx
2. Test results
2.1. Type 1 test
Method of chassis dyno setting : Fixed run / iterative / altern ative with its own 
warmup cycle
Dynamomet er in 2WD/4WD operation : 2WD/4WD
For 2WD operation, was the non-powered axle 
rotating: yes/no/not applicable
Dynamomet er operation mode
.yes/no
Coastdown mode : yes/no
Additional preconditioning : yes/no
descr iption
Deterioration factors : assigned / tested
2.1.1. Vehicle high
Date of test(s) : (day/month/y ear)
Place of test(s) : Chassis dyno, location, countr y
Height of the lower edge abov e ground of cooling 
fan (cm):
Lateral position of fan centre (if modifi ed as request 
by the manuf acturer): in the vehicle centre-line/…
Distance from the front of the vehicle (cm) :
IWR: Iner tial Work Rating (%) : x.xEN Offi cial Jour nal of the European Union L 423/108 26.11.2021  
RMSSE: Root Mean Squared Speed Error (km/h) : x.xx
Descr iption of the accept ed deviation of the driving 
cycle: PEV before break off criteria
or
Fully operated acceleration pedal
2.1.1.1. Pollutant emissions (if applicable)
2.1.1.1.1. Pollutant emissions of vehicles with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case 
of a charg e-sustaining Type 1 test
For each driver selectable mode tested the points below shall be repeated (predominant mode or best case 
mode and worst case, mode if applicable)
Test 1
PollutantsCO THC (a)NMHC 
(a)NO xTHC 
+NOx (b)Particu-
late 
MatterParticle 
Number
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)(#.1011/ 
km)
Measured values
Regeneration factors (Ki)(2)
Additive
Regeneration factors (Ki)(2)
Multiplicative
Deterioration factors (DF) 
additive
Deterioration factors (DF) 
multiplicative
Final values
Limit values
(2)See Ki family repor t(s) :
Type 1 performed for Ki 
determination:
Regeneration family’s identif ier :
Test 2 if applicable: for CO2 reason (dCO21) / for pollutants reason (90% of the limits) / for both
Record test results in accordance with the table of Test 1
Test 3 if applicable: for CO2 reason (dCO22)
Record test results in accordance with the table of Test 1
2.1.1.1.2. Pollutant emissions of OVC-HEVs in case of a charge-d epleting Type 1 test
Test 1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/109  
Pollutant emission limits have to be fulfilled and the followi ng point has to be repeated for each driven test 
cycle.
PollutantsCO THC (a)NMHC 
(a)NO xTHC 
+NOx (b)Particu-
late 
MatterParticle 
Number
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)(#.1011/ 
km)
Measured sing le cycle values
Limit sing le cycle values
Test 2 (if applicable): for CO 2 reason (dCO21) / for pollutants reason (90 % of the limits) / for both
Record test results in accordance with the table of Test 1
Test 3 (if applicable): for CO 2 reason (dCO22)
Record test results in accordance with the table of Test 1
2.1.1.1.3. U-weighte d pollutant emissions of OVC-HEV S
PollutantsCO THC (a)NMHC 
(a)NO xTHC 
+NOx (b)Particu-
late 
MatterParticle 
Number
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)(#.1011/ 
km)
Calculat ed values
2.1.1.2. CO2 emission (if applicable)
2.1.1.2.1. CO2 emission of vehicles with at least one combustion engine, of NOVC-HEV and of OVC-HEV in the case of a 
charge-sus taining Type 1 test
For each driver selectable mode tested the points below have to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)
Test 1
CO2 emission Low Medium High Extra High Combined
Measured value MCO2 ,p,1 -
Speed and distance corrected value MCO2, 
p,1b / MCO2,c,2
RCB correction coeff icient: (5)
MCO2,p,3 / MCO2,c,3
Regeneration factors (Ki)
Additive
Regeneration factors (Ki)
Multiplicative
MCO2,c,4 -
AF Ki= MCO2,c,3 / MCO2,c,4 -EN Offi cial Jour nal of the European Union L 423/110 26.11.2021  
MCO2,p,4 / MCO2,c,4 -
ATCT correction (FCF) (4)
Temporar y values MCO2,p,5 / MCO2,c,5
Declared value - - - -
dCO21 * declared value - - - -
(4)FCF: family correction factor for correcting for representative regional temperature conditions (ATCT)
See ATCT family repor t(s) :
ATCT family’s identifier :
(5)correction as refer red to in Appendix 2 to Annex B6 of UN Regulation 154 for pure ICE vehicles, and 
Appendix 2 to Annex B8 of UN Regulation 154 for HEVs (KCO2)
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
CO 2 emission (g/km) Low Medium High Extra High Combined
Averaging MCO2 ,p,6 / MCO2,c,6
Alignment MCO2,p,7 / MCO2,c,7
Final values MCO2,p,H / MCO2,c,H
2.1.1.2.2. CO2 mass emission of OVC-HEVs in case of a charge-d epleting Type 1 test
Test 1
CO 2 mass emission (g/km) Combined
Calculat ed value MCO2,CD
Declared value
dCO21
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/111  
Conclusion
CO 2 mass emission (g/km) Combined
Averaging MCO2,CD
Final value MCO2,CD
2.1.1.2.4. UF-weighted CO2 mass emission of OVC-HEV S
CO 2 mass emission (g/km) Combined
Calculat ed value MCO2,weight ed
2.1.1.3. Fuel consump tion (if applicable)
2.1.1.3.1. Fuel consump tion of vehicles with only a combustion engine, of NOVC-HEVs and of OVC-HEVs in case of a 
charge-sus taining Type 1 test
For each driver selectable mode tested the points below has to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)
Fuel consump tion (l/100 km) or fuel efficiency  
(km/l) (as applicable)Low Medium High Extra High Combined
Final values FC p,H / FC c,H(1), FEp, FEc
(1)Calculat ed from aligned CO 2 values
On-board Fuel and/or Energy Consump tion Monitoring for vehicles refer red to in paragraph 5.11. of this 
Regulation
Data accessibility
The parameter s listed in paragraph 3. of Appendix 5 to this Regulation are accessible: yes/not applicable
Accuracy (if applicable)
Fuel_ConsumedWL TP (litres) (1)Vehicle HIGH – Test 1 x.xxx
Vehicle HIGH – Test 2 (if applicable) x.xxx
Vehicle HIGH – Test 3 (if applicable) x.xxx
Vehicle LOW – Test 1 (if applicable) x.xxx
Vehicle LOW Test 2 (if applicable) x.xxx
Vehicle LOW – Test 3 (if applicable) x.xxx
Total x.xxx
Fuel_ConsumedOBFCM (litres) (1)Vehicle HIGH – Test 1 x.xxx
Vehicle HIGH – Test 2 (if applicable) x.xxx
Vehicle HIGH – Test 3 (if applicable) x.xxx
Vehicle LOW – Test 1 (if applicable) x.xxx
Vehicle LOW Test 2 (if applicable) x.xxx
Vehicle LOW – Test 3 (if applicable) x.xxx
Total x.xxx
Accuracy (1) x.xxx
(1)in accordance with Appendix 5 to this RegulationEN Offi cial Jour nal of the European Union L 423/112 26.11.2021  
2.1.1.3.2. Fuel consump tion of OVC-HEVs and OVC-FC HVs (as applicable) in case of a charge-depleting Type 1 test
Test 1
Fuel consump tion (l/100 km or kg/100 km) or 
fuel effic iency (km/l) (as applicable)Combined
Calculat ed value FC CD, FECD
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
Fuel consump tion (l/100 km or kg/100 km) or 
fuel efficiency (km/l ) (as applicable)Combined
Averaging FC CD, FECD
Final value FC CD, FECD
2.1.1.3.3. UF-Weighted Fuel consump tion of OVC-HEVs and OVC-FC HVs (as applicable)
Fuel consump tion (l/100 km or kg/100 km) or 
fuel efficiency (km/l for Level 1B) (as applicable)Combined
Calculat ed value FC weighted, FEweighted
2.1.1.3.4. Fuel consum ption of vehicles of NOVC-FCHVs and OVC-FC HVs (as applicable) in case of a charge-sustaining 
Type 1 test
For each driver selectable mode tested the points below has to be repeated (predominant mode or best case 
mode and worst case, mode if applicable)
Fuel consump tion (kg/100 km) or fuel efficiency  
(km/kg) (as applicable)Combined
Measured values
RCB correction coefficient
Final values FC c, FEc
2.1.1.4. Ranges (if applicable)
2.1.1.4.1. Ranges for OVC-HEVs and OVC-FCHVs (as applicable)
2.1.1.4.1.1. All electr ic rang e
Test 1
AER (km) City Combined
Measured/Calculate d values AER
Declared value -EN Offi cial Jour nal of the European Union 26.11.2021 L 423/113  
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion
AER (km) City Combined
Averaging AER (if applicable)
Final values AER
2.1.1.4.1.2. Equivalent All electr ic Range
EAER (km) Low Medium High Extra High City Combined
Final values EAER
2.1.1.4.1.3. Actual charge-depleting range
RCDA (km) Combined
Final value RCDA
2.1.1.4.1.4. Charg e-Depleting Cycle Range
Test 1
RCDC (km) Combined
Final value RCDC
Index Number of the transition cycle
REEC of confir mation-cy cle (%)
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
2.1.1.4.2. Ranges for PEVs – Pure electr ic range (if applicable)
Test 1
PER (km) Low Medium High Extra High City Combined
Calculate d values PER
Declared value - - - - -
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)EN Offi cial Jour nal of the European Union L 423/114 26.11.2021  
Record test results in accordance with the table of Test 1
Conclusion
PER (km) City Combined
Averaging PER
Final values PER
2.1.1.5. Electr ic energy consump tion (if applicable)
2.1.1.5.1. Electr ic energy consump tion of OVC-HEVs and OVC-FC HVs (as applicable)
2.1.1.5.1.1. Rech arged electr ic energy (EAC)
EAC(Wh)
2.1.1.5.1.2. Electr ic energy consump tion (EC)
EC (Wh/km) Low Medium High Extra High City Combined
Final values EC
2.1.1.5.1.3. UF-weighted charge-depl eting electr ic energy consum ption
Test 1
EC AC,CD (Wh/km) Combined
Calculat ed value EC AC,CD
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
Conclusion (if applicable)
EC AC,CD (Wh/km) Combined
Averaging EC AC,CD
Final value
2.1.1.5.1.4. UF-weighted electr ic energy consump tion
Test 1
EC AC,weighted (Wh) Combined
Calculat ed value EC AC,weighted
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/115  
Record test results in accordance with the table of Test 1
Conclusion (if applicable)
EC AC,weighted (Wh/km) Combined
Averaging EC AC,weighted
Final value
2.1.1.5.1.5. Information for COP
Combined
Electr ic energy consump tion (Wh/km) EC DC, 
CD,COP
AF EC,A C,CD
2.1.1.5.2. Electr ic energy consump tion of PEVs (if applicable)
Test 1
EAC(Wh)
EC (Wh/km) City Combined
Calculat ed values EC
Declared value -
Test 2 (if applicable)
Record test results in accordance with the table of Test 1
Test 3 (if applicable)
Record test results in accordance with the table of Test 1
EC (Wh/km) Low Medium High Extra High City Combined
Averaging EC
Final values EC
Information for COP
Combined
Electr ic Energy Consump tion (Wh/km) EC DC,COP
AF EC
2.1.2. Vehicle low (if applicable)
Repeat paragraph 2.1.1.
2.1.3. Vehicle M (if applicable)
Repeat paragraph 2.1.1.EN Offi cial Jour nal of the European Union L 423/116 26.11.2021  
2.1.4. Final criteria emissions values (if applicable)
PollutantsCO THC (a)NMHC 
(a)NOxTHC 
+NOx (b)PM PN
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)(#.1011/ 
km)
Highest values (1)
(1)for each pollutant within all test results of VH, VL (if applicable) and VM (if applicable)
2.4. Type 4 (a) test
Fami ly’s identif ier :
See repor t(s) :
2.5. Type 5 test
Fami ly’s identif ier :
See durability family repor t(s) :
Type 1 cycle for criteria emissions testing :
Durability family identif ier
2.8. On Board Diagnostic System
Fami ly’s identif ier :
See family repor t(s) :
2.11. Temperature information related to vehicle high (VH)
Worst case approac h with regards to vehicle insulation : yes/no (1)
Worst case approac h vehicle cool down : yes/no (1)
ATCT family compo sed of a sing le Interp olation family : yes/no (1)
Engine coolant temperature at the end of soaking time 
(°C):
Averag e soak area temperature over the 3 last hours 
(°C):
Difference between engine coolant end temperature 
and average soak area temperature of the last 3 hours 
ΔT_A TCT (°C):
The minimum soaking time tsoak_A TCT (s) :
Location of temperature sensor :
Measured engine temperature : oil/coolant
(1)if “yes ” then the six last lines are not applicableEN Offi cial Jour nal of the European Union 26.11.2021 L 423/117  
2.12. Exhaust after-treatment system using reagent
Fami ly’s identif ier :
See family repor t(s) :
Part II
The followi ng information, if applicable, is the minimum data required for the ATCT test.
Repor t number
APPLICANT
Manuf acturer
SUBJECT …
Roadload family identif ier(s) :
Interpolation family identifier( s) :
ATCT identifier(s) :
Object submitted to tests
Make :
IP identifier :
CONCLU SION The object submitted to tests compl ies with the requirements mentioned in the 
subject.
PLACE, DD/MM/YYYY
General notes:
If there are several options (references ), the one tested should be descr ibed in the test repor t.
If there are not, a sing le reference to the information document at the start of the test repor t may be suffi cient.
Ever y Technical Service is free to include some additional information.
Charact ers are included in the sections of the test repor t relating to specific vehicle types, as follows:
“(a)” Specifi c to positive ignition engine vehicles or vehicles ‘G’ (as specified in Table 1B of UNR 154) (as 
applicable).
“(b)” Specifi c to compr ession ignition engine vehicles or vehicles ‘D’ (as specifi ed in Table 1B of UNR 154) (as 
applicable).
1. Descr iption of tested vehicle
1.1. General
Vehicle numbers : Prot otype number and VIN
Categor y :
Bodywo rk :
Drive wheels :EN Offi cial Jour nal of the European Union L 423/118 26.11.2021  
1.1.1. Power train Architecture
Power train archit ecture : pure ICE, hybrid, electr ic or fuel cell
1.1.2. Internal combustion engine (if applicable)
For more than one ICE, please repeat the point
Make :
Type :
Working principle : two/f our strok e
Cylinders number and 
arrang ement:
Engine capacity (cm3) :
Engine idling speed (min–1) : ±
High engine idling speed  
(min–1) (a): ±
Rated engine power : kW At rpm
Maximum net torq ue : Nm At rpm
Engine lubr icant : mak e and type
Cooling system : Type: air/wate r/oil
Insulation : mat erial, amount, location, volume and weight
1.1.3. Test fuel for type 1 test (if applicable)
For more than one test fuel, please repeat the point
Make :
Type : Petrol - Diesel – LPG – NG - …
Density at 15 °C :
Sulphur cont ent : Only for Diesel and Petrol
Annex IX :
Batch number :
Willans factors (for ICE) for CO 2 emission  
(gCO 2/MJ):
Direct injection : yes/no or descr iption
Vehicle fuel type : Monofuel / bifuel / flex fuel
Control unit
Part reference : same as information document
Software tested : read via scant ool, for exam ple
Air flowmet er :
Throttle body :
Pressure sensor :
Injection pump :
Injector (s) :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/119  
1.1.4. Fuel feed system (if applicable)
For more than one fuel feed system , please repeat the point
1.1.5. Intak e system (if applicable)
For more than one intak e system , please repeat the point
Pressure charger : Yes/no
mak e & type (1)
Intercooler : yes/no
type (air/air – air/wate r) (1)
Air filter (element) (1) : mak e & type
Intak e silencer (1) : mak e & type
1.1.6. Exhaust system and anti-evaporative system (if applicable)
For more than one, please repeat the point
First catalytic conver ter : mak e & reference (1)
principle: three way / oxidising / NOx trap / NOx storage 
syste m / Selective Catalyst Reduction…
Second catalytic conver ter : mak e & reference (1)
principle: three way / oxidising / NOx trap / NOx storage 
syste m / Selective Catalyst Reduction…
Particulat e trap : with/without/not applicable
catalysed: yes/no
mak e & reference (1)
Reference and position of oxygen and/or 
lambda sensor(s): before catalyst / after catalyst
Air injection : with/without/not applicable
Water injection : with/without/not applicable
EGR : with/without/not applicable
cooled/non-cooled
HP/LP
Evaporative emission control system : with/without/not applicable
Reference and position of NOx sensor(s) : Before/ after
General descr iption (1) :
1.1.7. Heat storag e device (if applicable)
For more than one Heat Storag e System , please repeat the point
Heat storag e device : yes/no
Heat capacity (enthalp y stored J) :
Time for heat release (s) :EN Offi cial Jour nal of the European Union L 423/120 26.11.2021  
1.1.8. Transmission (if applicable)
For more than one Transmission, please repeat the point
Gearbo x : manual / automatic / continuous variation
Gear shifting procedure
Predominant mode : yes/no
normal / drive / eco/…
Best case mode for CO2 emissions and 
fuel consump tion (if applicable):
Worst case mode for CO2 emissions 
and fuel consump tion (if applicable):
Control unit :
Gearbo x lubr icant : mak e and type
Tyres
Make :
Type :
Dimensions front/rear :
Dynamic circumf erence (m) :
Tyre pressure (kPa) :
Transmission ratios (R.T .), primar y ratios (R.P.) and (vehicle speed (km/h)) / (engine speed (1 000 (min–1)) 
(V1000) for each of the gearbo x ratios (R.B.).
R.B. R.P. R.T. V1000
1st1/1
2nd1/1
3rd1/1
4th1/1
5th1/1
…
1.1.9. Electr ic machi ne (if applicable)
For more than one electr ic mach ine, please repeat the point
Make :
Type :
Peak Power (kW) :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/121  
1.1.10. Traction REESS (if applicable)
For more than one traction REESS, please repeat the point
Make :
Type :
Capacity (Ah) :
Nominal Voltag e (V) :
1.1.11. Reser ved
1.1.12. Power electronics (if applicable)
Can be more than one PE (propulsion converter, low voltag e system or charg er)
Make :
Type :
Power (kW) :
1.2. Vehicle descr iption
1.2.1. Mass
Test mass of VH (kg) :
1.2.2. Road load paramete rs
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)2) :
f2_TReg (N/(km/h)2) :
Cycle energy demand (J) :
Road load test repor t reference :
Road load family’s identif ier :
1.2.3. Cycle selection paramete rs
Cycle (without downscaling) : Class 1 / 2 / 3a / 3b
Ratio of rated power to mass in running 
order –75 kg (PMR)(W/kg): (if applicable)
Capped speed process used during 
measurement: yes/no
Maximum speed of the vehicle (km/h) :
Downscaling (if applicable) : yes/noEN Offi cial Jour nal of the European Union L 423/122 26.11.2021  
Downscaling factor fdsc :
Cycle distance (m) :
Constant speed (in the case of the shor tened 
test procedure): if applicable
1.2.4. Gear shift point (if applicable)
Version of Gear Shif t calculation (indicat e the applicable amendment to UN GTR No 15)
Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of 
decimal
nmin drive
1st gear : …min–1
1st gear to 2nd : …min–1
2nd gear to standstill : …min–1
2nd gear : …min–1
3rd gear and beyond : …min–1
Gear 1 excl uded : yes/no
n95_high for each gear : …min–1
nmin_dr ive_set for acceleration/constant speed 
phases (nmin_dr ive_up ): …min–1
nmin_dr ive_set for deceleration phases 
(nmin_dr ive_down ): …min–1
tstar t_phase : …s
nmin_dr ive_star t : …min–1
nmin_dr ive_up_star t : …min–1
use of ASM : yes/no
ASM values :
2. Test results
Method of chassis dyno setting : Fixed run / iterative / altern ative with its own warmup 
cycle
Dynamomet er in 2WD/4WD operation : 2WD/4WD
For 2WD operation, was the non-po wered 
axle rotating: yes/no/not applicable
Dynamomet er operation mode yes/no
Coastdown mode : yes/noEN Offi cial Jour nal of the European Union 26.11.2021 L 423/123  
2.1 Test at 14 °C
Date of test(s) : (day/month/y ear)
Place of test(s) :
Height of the lower edge abov e ground of 
cooling fan (cm):
Lateral position of fan centre (if modifi ed as 
request by the manuf acturer): in the vehicle centre-line/…
Distance from the front of the vehicle (cm) :
IWR: Iner tial Work Rating (%) : x.x
RMSSE: Root Mean Squared Speed Error  
(km/h): x.xx
Descr iption of the accept ed deviation of the 
driving cycle: Fully operated acceleration pedal
2.1.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case 
of a charg e-sustaining
PollutantsCO THC (a)NMHC 
(a)NO xTHC 
+NOx (b)Particu-
late 
MatterParticle 
Number
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)(#.1011/ 
km)
Measured values
Limit values
2.1.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a 
charge-sus taining tests
CO2 emission (g/km) Low Medium High Extra High Combined
Measured value MCO2 ,p,1 -
Measured Speed and distance corrected 
value MCO2,p,1b / MCO2,c,2
RCB correction coeff icient (1)
MCO2,p,3 / MCO2,c,3
(1)correction as referred to in Appendix 2 to Annex B6 of UN Regulation No 154 for ICE vehicles, KCO2 for HEVsEN Offi cial Jour nal of the European Union L 423/124 26.11.2021  
2.2 Test at 23 °C
Prov ide information or refer to type 1 test repor t
Date of test(s) : (day/month/y ear)
Place of test(s) :
Height of the lower edge abov e ground of 
cooling fan (cm):
Lateral position of fan centre (if modifi ed as 
request by the manuf acturer): in the vehicle centre-line/…
Distance from the front of the vehicle (cm) :
IWR: Iner tial Work Rating (%) : x.x
RMSSE: Root Mean Squared Speed Error  
(km/h): x.xx
Descr iption of the accept ed deviation of the 
driving cycle: Fully operated acceleration pedal
2.2.1. Pollutant emissions of vehicle with at least one combustion engine, of NOVC-HEVs and of OVC-HEVs in case 
of a charg e-sustaining
PollutantsCO THC (a)NMHC 
(a)NO xTHC 
+NOx (b)Particu-
late 
MatterParticle 
Number
(mg/km) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)(#.1011/ 
km)
Final values
Limit values
2.2.2. CO2 emission of vehicle with at least one combustion engine, of NOVC-HEV and of OVC-HEV in case of a 
charge-sus taining tests
CO2 emission (g/km) Low Medium High Extra High Combined
Measured value MCO2 ,p,1 -
Measured Speed and distance corrected 
value MCO2,p,1b / MCO2,c,2
RCB correction coeff icient (1)
MCO2,p,3 / MCO2,c,3
(1)correction as referred to in Appendix 2 to Annex B6 of this Regulation for ICE vehicles, and Appendix 2 to Annex B8 of 
this Regulation for HEVs (KCO2)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/125  
2.3. Conclusion
CO2 emission (g/km) Combined
ATCT (14 °C) MCO2,T reg
Type 1 (23 °C) MCO2,23°
Fami ly correction factor (FCF)
2.4. Temperature information of the reference vehicle after 23 °C test
Worst case approac h with regards to vehicle insulation : yes/no (1)
Worst case approac h vehicle cool down : yes/no (1)
ATCT family compo sed of a sing le Interp olation family : yes/no (1)
Engine coolant temperature at the end of soaking time (°C) :
Averag e soak area temperature over the 3 last hours (°C) :
Difference between engine coolant end temperature and average soak area 
temperature of the last 3 hours ΔT_A TCT (°C):
The minimum soaking time tsoak_A TCT (s) :
Location of temperature sensor :
Measured engine temperature : oil/coolant
(1)if “yes ” then the six last lines are not applicableEN Offi cial Jour nal of the European Union L 423/126 26.11.2021  
Appendix 2 
WLTP Road Load Test Repor t 
Road Load Test Report
The followi ng information, if applicable, is the minimum data required for the road load determination test.
Repor t number
APPLIC ANT
Manufactur er
SUBJECT Determination of a vehicle road load /…
Roadload family identif ier(s) :
Object submitted to tests
Make :
Type :
CONCL USION The object submitted to tests compl ies with the requirements mentioned in the 
subject.
PLACE, DD/MM/YYYY
1. Concer ned vehicle(s)
Make(s) concer ned :
Type(s) concer ned :
Commercial descr iption :
Maximal speed (km/h) :
Powered axle(s) :
2. Descr iption of tested vehicles
If no interpolati on: the worst-case vehicle (regarding energy demand) shall be descr ibed
2.1. Wind tunnel method
Combination with : Flat belt dynamomet er / chassis dynamometer
2.1.1. General
Wind tunnel Dynamometer
HR LR HR LR
Make
TypeEN Offi cial Jour nal of the European Union 26.11.2021 L 423/127  
Version
Cycle energy demand over a complet e 
WLTC Class 3 cycle (kJ)
Deviation from production series - -
Mileage (km) - -
Or (in case of roadload matr ix family):
Make :
Type :
Version :
Cycle energy demand over a compl ete WLTC (kJ) :
Deviation from production series :
Mileage (km) :
2.1.2. Masses
Dynamometer
HR LR
Test mass (kg)
Average mass mav (kg)
Value of mr (kg per axle)
Categor y M vehicle:
propor tion of the vehicle mass in running order on the front axle (%)
Categor y N vehicle:
weight distr ibution (kg or %)
Or (in case of roadload matr ix family):
Test mass (kg) :
Average mass mav(kg) : (averag e before and after the test)
Technically permissible maximum laden mass :
Estimate d arithmetic averag e of the mass of 
optional equipment:
Categor y M vehicle:
propor tion of the vehicle mass in running order 
on the front axle (%):
Categor y N vehicle:
weight distr ibution (kg or %):EN Offi cial Jour nal of the European Union L 423/128 26.11.2021  
2.1.3. Tyres
Wind tunnel Dynamometer
HR LR HR LR
Size designation
Make
Type
Rolling resistance
Front (kg/t) - -
Rear (kg/t) - -
Tyre pressure
Front (kPa) - -
Rear (kPa) - -
Or (in case of roadload matr ix family):
Size designation
Make :
Type :
Rolling resistance
Front (kg/t) :
Rear (kg/t) :
Tyre pressure
Front (kPa) :
Rear (kPa) :
2.1.4. Bodywo rk
Wind tunnel
HR LR
Type AA/AB/A C/AD/AE/AF  
BA/BB/BC/BD
Version
Aerodynamic devices
Movable aerodynamic body parts y/n and list if applicable
Installed aerodynamic options list
Delta (CD × Af)LH compar ed to HR (m2) -
Or (in case of roadload matr ix family):
Body shape descr iption : Square box (if no representative body shape for a compl ete 
vehicle can be determi ned)
Frontal area Afr (m2) :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/129  
2.2. On road
2.2.1. General
HR LR
Make
Type
Version
Cycle energy demand over a complet e WLTC Class 3 cycle (kJ)
Deviation from production series
Mileage
Or (in case of roadload matr ix family):
Make :
Type :
Version :
Cycle energy demand over a compl ete WLTC (kJ) :
Deviation from production series :
Mileage (km) :
2.2.2. Masses
HR LR
Test mass (kg)
Average mass mav(kg)
Value of mr (kg per axle)
Categor y M vehicle: propor tion of the vehicle mass in running order on the front axle 
(%)
Categor y N vehicle:
weight distr ibution (kg or %)
Or (in case of roadload matr ix family):
Test mass (kg) :
Average mass mav(kg) : (averag e before and after the test)
Technically permissible maximum laden mass :
Estimate d arithmetic averag e of the mass of 
optional equipment:
Categor y M vehicle: propor tion of the vehicle 
mass in running order on the front axle (%)
Categor y N vehicle:
weight distr ibution (kg or %)EN Offi cial Jour nal of the European Union L 423/130 26.11.2021  
2.2.3. Tyres
HR LR
Size designation
Make
Type
Rolling resistance
Front (kg/t)
Rear (kg/t)
Tyre pressure
Front (kPa)
Rear (kPa)
Or (in case of roadload matr ix family):
Size designation :
Make :
Type :
Rolling resistance
Front (kg/t) :
Rear (kg/t) :
Tyre pressure
Front (kPa) :
Rear (kPa) :
2.2.4. Bodywo rk
HR LR
Type AA/AB/A C/AD/AE/AF  
BA/BB/BC/BD
Version
Aerodynamic devices
Movable aerodynamic body parts y/n and list if applicable
Installed aerodynamic options list
Delta (CD ×A f)LH compared to HR (m2) -
Or (in case of roadload matr ix family):
Body shape descr iption : Square box (if no representative body shape for a compl ete 
vehicle can be determi ned)
Frontal area Afr (m2) :EN Offi cial Jour nal of the European Union 26.11.2021 L 423/131  
2.3. Power train
2.3.1. Vehicle High
Engine code :
Transmission type : manual, automatic, CVT
Transmission model
(manufactur er's codes): (torque rating and no of clutc hes → to be included in info 
doc)
Cover ed transmission models
(manufactur er's codes):
Engine rotational speed divided by vehicle speed : Gear Gear ratio N/V ratio
1st1/..
2nd1..
3rd1/..
4th1/..
5th1/..
6th1/..
..
..
Electr ic machi ne(s) coupled in position N : n.a. (no electr ic machine or no coastdo wn mode)
Type and number of electr ic machi nes : constr uction type: asynchro nous/ synchr onous…
Type of coolant : air, liquid, …
2.3.2. Vehicle Low
Repeat paragraph 2.3.1. with VL data
2.4. Test results
2.4.1. Vehicle High
Dates of tests : dd/mm/yyyy (wind tunnel)
dd/mm/yyyy (dynamometer)
or
dd/mm/yyyy (on road)
On road
Method of the test : coastdown
or torque mete r method
Faci lity (name / location / track's reference) :
Coastdown mode : y/n
Wheel alignment : Toe and camber valuesEN Offi cial Jour nal of the European Union L 423/132 26.11.2021  
Ground clearance :
Vehicle height :
Drivetrain lubr icants :
Wheel bear ing lubr icants :
Brak e adjustment to avoid unrepresentative 
parasitic drag:
Maximum reference speed (km/h) :
Anemometr y : stationar y
or on board: influence of anemometr y (CD × A) and if it 
was corrected.
Number of split(s) :
Wind : average, peaks and direction in conjunction with direction 
of the test track
Air pressure :
Temperature (mean value) :
Wind correction : y/n
Tyre pressure adjustment : y/n
Raw results : Torque method:
c0 =
c1 =
c2 =
Coastdown method:
f0
f1
f2
Final results Torque method:
c0 =
c1 =
c2 =
and
f0 =
f1 =
f2 =
Coastdown method:
f0 =
f1 =
f2 =
Or
Wind tunnel method
Faci lity (name/location/dynamomet er's 
reference):
Qualification of the facilities : Repor t referen ce and date
Dynamomet er
Type of dynamometer : flat belt or chassis dynamomet er
Method : stabilised speeds or deceleration method
Warm up : warm-up by dyno or by driving the vehicleEN Offi cial Jour nal of the European Union 26.11.2021 L 423/133  
Correction of the roller curve : (for chassis dynamomete r, if applicable)
Method of chassis dynamometer setting : Fixe d run / iterative / altern ative with its own warmup 
cycle
Measured aerodynamic drag coefficient 
multiplied by the frontal area: Velocity (km/h) CD × A (m2)
… …
… …
Result : f0 =
f1 =
f2 =
Or
Road load matr ix on road
Method of the test : coastdown
or torque mete r method
Faci lity (name/location/trac k's referen ce) :
Coastdown mode : y/n
Wheel alignment : Toe and camber values
Ground clearance :
Vehicle height :
Drivetrain lubr icants :
Wheel bear ing lubr icants :
Brak e adjustment to avoid unrepresentative 
parasitic drag:
Maximum reference speed (km/h) :
Anemometr y : stationar y
or on board: influence of anemometr y (CD × A) and if it 
was corrected.
Number of split(s) :
Wind : average, peaks and direction in conjunction with direction 
of the test track
Air pressure :
Temperature (mean value) :
Wind correction : y/n
Tyre pressure adjustment : y/n
Raw results : Torque method:
c0r =
c1r =
c2r =
Coastdown method:
f0r =
f1r =
f2r =EN Offi cial Jour nal of the European Union L 423/134 26.11.2021  
Final results Torque method:
c0r =
c1r =
c2r =
and
f0r (calculate d for vehicle HM) =
f2r (calculate d for vehicle HM) =
f0r (calculate d for vehicle LM) =
f2r (calculate d for vehicle LM) =
Coastdown method:
f0r (calculate d for vehicle HM) =
f2r (calculate d for vehicle HM) =
f0r (calculate d for vehicle LM) =
f2r (calculate d for vehicle LM) =
Or
Road load matr ix wind tunnel method
Faci lity (name/location/dynamomet er's 
reference):
Qualification of the facilities : Repor t referen ce and date
Dynamomet er
Type of dynamometer : flat belt or chassis dynamomet er
Method : stabilised speeds or deceleration method
Warm up : warm-up by dyno or by driving the vehicle
Correction of the roller curve : (for chassis dynamomete r, if applicable)
Method of chassis dynamometer setting : Fixe d run / iterative / altern ative with its own warmup 
cycle
Measured aerodynamic drag coefficient 
multiplied by the frontal area: Velocity (km/h) CD × A (m2)
… …
… …
Result : f0r =
f1r =
f2r =
f0r (calculate d for vehicle HM) =
f2r (calculate d for vehicle HM) =
f0r (calculate d for vehicle LM) =
f2r (calculate d for vehicle LM) =
2.4.2. Vehicle Low
Repeat paragraph 2.4.1. with VL data.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/135  
Appendix 3 
WLTP Test Sheet 
Template for Test Sheet
The test sheet shall include the test data that are recorded, but not included in any test repor t.
The test sheet(s) shall be retained by the technical service or the manufacturer for at least 10 years.
The followi ng information, if applicable, is the minimum data required for test sheets.
Information from Annex B4 to this Regulation
Adjustable wheel alignment parameters :
Ground clearance :
Vehicle height :
Drivetrain lubr icants :
Wheel bear ing lubr icants :
Brak e adjustment to avoid unrepresentative parasitic 
drag:
The coeff icients, c0, c1 and c2, : c0 =
c1 =
c2 =
The coastdown times measured on the chassis 
dynamometer: Reference speed (km/h) Coastdown time (s)
130
120
110
100
90
80
70
60
50
40
30
20
Additional weight may be placed on or in the vehicle to 
eliminate tyre slippage: weight (kg)
on/in the vehicle
The coastdown times after performin g the vehicle coast 
down procedure: Reference speed (km/h) Coastdown time (s)
130
120
110
100
90
80EN Offi cial Jour nal of the European Union L 423/136 26.11.2021  
70
60
50
40
30
20
Information from Annex B5 to this Regulation
NOx conver ter efficiency
Indicated concentrations (a); (b), (c), (d), and the 
concentration when the NOx analyser is in the NO mode 
so that the calibration gas does not pass through the 
conver ter: (a) =
(b) =
(c) =
(d) =
Concentration in NO mode =
Information from Annex B6 to this Regulation
The distance actually driven by the vehicle :
For manual shift transmission vehicle, MT vehicle that 
cannot follow the cycle trace:
The deviations from the driving cycle:
Drive trace indices:
The followi ng indices shall be calculat ed in accordance 
with the standard SAE J2951(Revised Jan-2014):
IWR: Iner tial Work Rating
RMSSE: Root Mean Squared Speed Error:
:
:
:
:
:
Particulate sample filter weighing
Filte r before the test
Filte r after the test
Reference filter:
:
:
Content of each of the compo unds measured after 
stabilization of the measur ing device:
Regeneration factor deter mination
The number of cycles D between two WLTCs where 
regenera tion events occur
The number of cycles over whic h emission 
measurements are made n
The mass emissions measurement M0
sijfor each com ­
pound i over each cycle j:
:
:EN Offi cial Jour nal of the European Union 26.11.2021 L 423/137  
Regeneration factor deter mination
The number of applicable test cycles d measured for 
compl ete regeneration:
Regeneration factor deter mination
Msi
Mpi
Ki:
:
:
Information from Annex B6a to this Regulation
ATCT
The air temperature and humidity of the test cell 
measured at the vehicle cooling fan outlet at a minimum 
frequency of 0,1 Hz.Temp erature set point = Treg
Actual temperature value
± 3 °C at the start of the test
± 5 °C during the test
The temperature of the soak area measured 
continuously at a minimum frequency of 0,033 Hz.: Temp erature set point = Treg
Actual temperature value
± 3 °C at the start of the test
± 5 °C during the test
The time of transfer from the preconditioning to the 
soak area: ≤ 10 minutes
The time between the end of the Type 1 test and the cool 
down procedure
The measured soaking time, and shall be recorded in all 
relevant test sheets.:
:≤ 10 minutes
time between the measurement of the end temperature 
and the end of the Type 1 test at 23 °C
Information from Annex C3 to this Regulation
Diur nal testing
Ambient temperature during the two diur nal cycles 
(recorded at least ever y minut e):
Carbon caniste r puff loss loading
Ambient temperature during the first 11-hour prof ile 
(recorded at least ever y 10 minute s):EN Offi cial Jour nal of the European Union L 423/138 26.11.2021  
Appendix 4 
Evaporativ e Emissions Test Repor t 
The followi ng information, if applicable, is the minimum data required for the evaporative emission test.
Repor t number
APPLIC ANT
Manufactur er
SUBJECT …
Evaporative family identifier :
Object submitted to tests
Make :
CONCL USION The object submitted to tests compl ies with the requirements mentioned in the 
subject.
PLACE, DD/MM/YYYY
Ever y Techn ical Service is free to include additional information
1. Descr iption of tested vehicle high
Vehicle numbers : Prototype number and VIN
Categor y :
1.1. Power train Archit ecture
Power train archit ecture : internal combustion, hybrid, electr ic or fuel cell
1.2. Internal combustion engine
For more than one ICE, please repeat the point
Make :
Type :
Working principle : two/f our strok e
Cylinders number and arrang ement :
Engine capacity (cm3) :
Superc harging : yes/no
Direct injection : yes/no or descr iption
Vehicle fuel type : Monofuel / bifuel / flex fuel
Engine lubr icant : Make and type
Cooling system : Type: air/wate r/oilEN Offi cial Jour nal of the European Union 26.11.2021 L 423/139  
1.4. Fuel system
Injection pump :
Injector(s) :
Fuel tank
Layer(s) : monola yer/ multila yer
Material for the fuel tank : metal / …
Material for other parts of the fuel system : …
Sealed : yes/no
Nominal tank capacity (l) :
Carbon canist er
Make and type :
Type of activated carbon :
Volume of charcoal (l) :
Mass of charcoal (g) :
Declared BWC (g) : xx.x
2. Test results
2.1. Carbon canist er bench ageing
Date of test(s) : (day/month/y ear)
Place of test(s) :
Carbon canist er ageing test repor t :
Loading rate :
Fuel specifi cation
Make :
Type : name of reference fuel…
Density at 15 °C (kg/m3) :
Ethanol cont ent (%) :
Batch number :
2.2. Determination of the permeability factor (PF)
Date of test(s) : (day/month/y ear)
Place of test(s) :
Permeability factor test repor t :
HC measured at week 3, HC 3W (mg/24h) : xxx
HC measured at week 20, HC 20W (mg/24h) : xxx
Permeability Fact or, PF (mg/24h) : xxxEN Offi cial Jour nal of the European Union L 423/140 26.11.2021  
In case of multila yer tank s or metal tank s
Alternative Permeability Fact or, PF (mg/24h) : yes/no
2.3. Evaporative test
Date of test(s) : (day/month/y ear)
Place of test(s) :
Method of chassis dyno setting : Fixe d run / iterative / altern ative with its own warmup 
cycle
Dynamomet er operation mode yes/no
Coastdown mode : yes/no
2.3.1. Mass
Test mass of VH (kg) :
2.3.2. Roadload parameters
f0 (N) :
f1 (N/(km/h)) :
f2 (N/(km/h)2) :
2.3.3. Cycle and Gear shift point (if applicable)
Cycle (without downscaling) : Class 1 / 2 / 3
Gear shifting : Average gear for v ≥ 1 km/h, rounded to four places of 
decimal
2.3.4. Vehicle
Tested vehicle : VH or descr iption
Mileage (km) :
Age (week s) :
2.3.5. Procedure of test and results
Test procedure : Continuous (sealed fuel tank systems) / Continuous (non- 
sealed fuel tank system s) /
Stand –alone (sealed fuel tank systems)
Descr iption of soak periods (time and 
temperature):
Puff loss loading value (g) : xx.x (if applicable)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/141  
Evaporative testhot soak,
MHS1st 24h diur nal, MD1 2nd 24h diur nal, MD2
Mean temperature (°C) - -
Evaporative emission (g/test) x.xxx x.xxx x.xxx
Final result, MHS+M D1+M D2+(2xPF) (g/test) x.xxEN Offi cial Jour nal of the European Union L 423/142 26.11.2021  
ANNEX A2 
Communication
(maximum format: A4 (210 × 297 mm))
()issued by: Name of administration:
.........................................
.........................................
.........................................
Concer ning (2): Approva l granted
Approva l extended
Approva l refused
Approva l withdrawn
Production definit ively discontinued
of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant to UN Regulation No. 154
Approva l No. ................................................Reason for exte nsion: ........................................
Section I
0.1. Make (trade name of manufa cturer): ...........................................................................
0.2. Type: ..........................................................................................................
0.2.1. Commercial name(s) (if available): .............................................................................
0.3. Means of identification of type if mark ed on the vehicle (3)
0.3.1. Location of that marking: .....................................................................................
0.4. Categor y of vehicle (4):.........................................................................................
0.5. Name and address of manufacturer: ...........................................................................
0.8. Name(s) and address(es) of assembly plant(s): .................................................................
0.9. If applicable, name and address of manufacturer's representative: .............................................
1.0. Remarks: ......................................................................................................
(1)Distinguishing number of the countr y whic h has granted /extended/refused/withdra wn approval (see approval provisions in the 
regulation).
(2)Strike out what does not apply .
(3)If the means of identifica tion of type contains charact ers not relevant to descr ibe the vehicle, compo nent or separate technical unit 
types covered by this information document, such characters shall be represented in the documentation by the symbol '?' (e.g. ABC?? 
123??).
(4)As defined in the Consolidated Resolution on the Constr uction of Vehicles (R.E.3.), document ECE/TRANS/WP .29/78/Rev .6, para. 2. - 
www .unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29reso lutions.html .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/143  
Section II
1. Additional information (where applicable): (see addendum)
2. Technical Service responsible for carrying out the tests : .......................................................
3. Date of Type 1 test repor t: .....................................................................................
4. Number of Type 1 test repor t: .................................................................................
5. Remarks (if any): (see Section 3 of addendum)
6. Place: ..........................................................................................................
7. Date:...........................................................................................................
8. Signature: ..............................................................
Attachments: 1.Information packag e.
2.Test repor ts.EN Offi cial Jour nal of the European Union L 423/144 26.11.2021  
Addendum to type approval communication No … concer ning the type appro val of a vehicle with regard to exhaust 
emissions pursuant to the original version of UN Regulation No. 154
0. INTERPOL ATION FAMIL Y IDENTIFIER AS DEFINED IN PARA GRAPH 5. OF UN REGUL ATION NO. 154
0.1. Identifier : ......................................................................................................
0.2. Base vehicle identif ier (5a) (1): ...................................................................................
1. ADDITIONAL INFORMA TION
1.1. Mass of the vehicle in running order:
VL (1): ..........................................................................................................
VH: ............................................................................................................
1.2. Maximum mass:
VL (1): ..........................................................................................................
VH: ............................................................................................................
1.3. Reference mass:
VL (1): ..........................................................................................................
VH: ............................................................................................................
1.4. Number of seats: ..............................................................................................
1.6. Type of bodywo rk:
1.6.1. for M1, M2: saloon, hatc hback, station wagon, coupé, conver tible, multipur pose vehicle a
1.6.2. for N1, N2: lorry, van(a)
1.7. Drive wheels: front, rear, 4 × 4(a)
1.8. Pure electr ic vehicle: yes/no(a)
1.9. Hybr id electr ic vehicle: yes/no(a)
1.9.1. Categor y of Hybr id Electr ic vehicle: Off Vehicle Charging/Not Off Vehicle Charging / Off Vehicle Charging 
Fuel Cell / Not Off Vehicle Charging Fuel Cell (as applicable) (a)
1.9.2. Operating mode switch: with/without(a)
1.10. Engine identification:
1.10.1. Engine capacity / displacement (as applicable):
1.10.1.1. Reciprocating engine:
1.10.1.2. Wankel engine
1.10.1.2.1. Capacity:EN Offi cial Jour nal of the European Union 26.11.2021 L 423/145  
1.10.1.2.2. Displacement:
1.10.2. Fuel supply system: direct injection/indirect injection(a)
1.10.3. Fuel recommended by the manufacturer:
1.10.4.1. Maximum power: kW at min–1
1.10.4.2. Maximum torque: Nm at min–1
1.10.5. Pressure charging device: yes/no(a)
1.10.6. Ignition system : compre ssion ignition/positive ignition(a)
1.11. Power train (for pure electr ic vehicle or hybrid electr ic vehicle) (a)
1.11.1. Maximum net power: ....................... kW, at: ....................... to ....................... min–1
1.11.2. Maximum thirty minutes power: ......................................................................... kW
1.11.3. Maximum net torq ue: ..................................... Nm, at ..................................... min–1
1.11.4. Nominal voltag e of fuel cell stack: ...........................................................................V
1.12. Traction batte ry (for pure electr ic vehicle or hybr id electr ic vehicle)
1.12.1. Nominal voltag e: V
1.12.2. Capacity (2 h rate): Ah
1.13. Transmission: ................................................, ...............................................
1.13.1. Type of gearbo x: manual/automat ic/var iable transmission(a)
1.13.2. Number of gear ratios:
1.13.3. Total gear ratios (including the rolling circumfe rences of the tyres under load): (vehicle speed (km/h)) / 
(engine speed (1 000 (min–1))
First gear: ............Sixth gear: ...........
Second gear: .........Seventh gear: ........
Third gear: ...........Eighth gear: ..........
Four th gear: .........Overdr ive: ...........
Fifth gear: ............
1.13.4. Final drive ratio:
1.14. Tyres: .................................., .................................., .................................EN Offi cial Jour nal of the European Union L 423/146 26.11.2021  
Type: radial/bias/… (5)
Dimensions: ...................................................................................................
Rolling circumference under load:
Rolling circumference of tyres used for the Type 1 test
2. TEST RESUL TS
2.1. Tailpipe emissions test results
Emissions classificat ion: .......................................................................................
Type 1 test results, where applicable
Type approval number if not parent vehicle (1): ...............................................................
Test 1
Type 1 ResultCO
(mg/km)THC
(mg/km)NMHC
(mg/km)NO x
(mg/km)THC + 
NO x
(mg/km)PM
(mg/km)PN
(#.1011/ 
km)
Measured (8) (9)
Ki × (8) (10) (11)
Ki + (8) (10) (11)
Mean value calculat ed with 
Ki (M × Ki or M + Ki) (9)(12)
DF (+) (8) (10)
DF (×) (8) (10)
Final mean value calculated 
with Ki and DF (13)
Limit value
Test 2 (if applicable)
Repeat Test 1 table with the second test results.
Test 3 (if applicable)
Repeat Test 1 table with the third test results.
Repeat Test 1, test 2 (if applicable) and test 3 (if applicable) for Vehicle Low (if applicable), and VM (if 
applicable)
ATCT test
CO 2 Emission (g/km) Combined
ATCT (14 °C) MCO2 ,Treg
Type 1 (23 °C) MCO2,23°
Family correction factor (FCF)
(5)Type of tyre according UN Regulation No 117EN Offi cial Jour nal of the European Union 26.11.2021 L 423/147  
ATCT test ResultCO
(mg/km)THC
(mg/km)NMHC
(mg/km)NO x
(mg/km)THC + 
NO x
(mg/km)PM
(mg/km)PN
(#.1011/ 
km)
Measured (6),(7)
Limit values
Difference between engine coolant end temperature and average soak area temperature of the last 3 hours 
ΔT_A TCT (°C) for the referen ce vehicle: .......................................................................
The minimum soaking time tsoak_ATCT (s): ...................................................................
Location of temperature sensor: ...............................................................................
ATCT family identif ier: ........................................................................................
Type 4: ................................................................................................. g/test;
Test procedure in accordance with: Annex C3 to UN Regulation No 154 (1).
Type 5:
(a) Durability test: whole vehicle test/bench ageing test/none (1)
(b) Deterioration factor DF: calculated/as signed (1)
(c) Specify the values: .........................................................................................
(d) Applicable Type 1 cycle (Annex B4 to UN Regulation No 154 (14): .......................................
2.1.1. For bi fuel vehicles, the type 1 table shall be repeated for both fuels. For flex fuel vehicles, when the type 1 
test is to be performe d on both fuels according to Table A in paragraph 6. of UN Regulation No 154, and 
for vehicles running on LPG or NG/Biomethane, either mono fuel or bi fuel, the table shall be repeate d for 
the different reference gases used in the test, and an additional table shall displa y the worst results obtained.
2.1.2. Written descr iption and/or drawing of the MI: ................................................................
2.1.3. List and function of all compo nents monitor ed by the OBD system: ..........................................
2.1.4. Written descr iption (general working principles) for: .........................................................
2.1.4.1. Misfire detection (8): ...........................................................................................
2.1.4.2. Catalyst monitori ng8: ..........................................................................................
2.1.4.3. Oxyge n sensor monitori ng8: ..................................................................................
2.1.4.4. Other compo nents monitored by the OBD system8: ..........................................................
2.1.4.5. Catalyst monitori ng(9): ........................................................................................
2.1.4.6. Particulat e trap monit oring9: ..................................................................................
2.1.4.7. Electronic fuelling system actuator monitori ng9: ..............................................................
2.1.4.8. Other compo nents monitored by the OBD system : ...........................................................
(6)Where applicable.
(7)Round to two decimal numbers.
(8)For vehicles equipped with positive-ignition engines.
(9)For compress ion-ignition engine vehicles.EN Offi cial Jour nal of the European Union L 423/148 26.11.2021  
2.1.5. Criteria for MI activation (fixed number of driving cycles or statistical method): ..............................
2.1.6. List of all OBD output codes and formats used (with explanation of each): ...................................
2.2. Reser ved
2.3. Catalytic conver ters yes/no(a)
2.3.1. Original equipment catalytic converter tested to all relevant requirements of this Regulation yes/no(a)
2.5. CO2 emissions and fuel consum ption test results
2.5.1. Pure ICE vehicle and Not Extern ally Charg eable (NO VC) Hybr id Electr ic Vehicle
2.5.1.0. Minimum and maximum CO 2 values within the interpolati on family : ........................................
2.5.1.1. Vehicle High
2.5.1.1.1. Cycle Energy Demand: ...................................................................................... J
2.5.1.1.2. Road load coefficients
2.5.1.1.2.1. f0, N: ...........................................................................................................
2.5.1.1.2.2. f1, N/(km/h): ...................................................................................................
2.5.1.1.2.3. f2, N/(km/h)2: ..................................................................................................
2.5.1.1.3. CO2 mass emissions (prov ide values for each reference fuel tested, for the phases: the measured values, for 
the combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No 154)
CO 2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2 ,p,5 / MCO2 ,c,5 1
2
3
average
Final MCO2,p,H / MCO2,c,H
2.5.1.1.4. Fuel consump tion (provide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No 154)
Fuel consump tion (l/100 km or m3/ 
100 km or kg/100 km) (1) or fuel 
efficiency (km/l or km/kg) (1) (as 
applicable)Low Medium High Extra High Combined
Final values FC p,H/FC c,H or FEp,H, FEc,HEN Offi cial Jour nal of the European Union 26.11.2021 L 423/149  
2.5.1.2. Vehicle Low (if applicable)
2.5.1.2.1. Cycle Energy Demand: ...................................................................................... J
2.5.1.2.2. Road load coefficients
2.5.1.2.2.1. f0, N: ...........................................................................................................
2.5.1.2.2.2. f1, N/(km/h): ...................................................................................................
2.5.1.2.2.3. f2, N/(km/h) (2): ................................................................................................
2.5.1.2.3. CO2 mass emissions (prov ide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.2.3.8. and.1.2.3.9. of Annex B6 to UN Regulation No 154
CO 2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2 ,p,5/M CO2,c,5 1
2
3
average
Final MCO2,p,L /M CO2,c,L
2.5.1.2.4. Fuel consump tion (provide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No 154)
Fuel consump tion (l/100 km or m3/ 
100 km or kg/100 km) (1) or fuel 
efficiency (km/l or km/kg) (1) (as 
applicable)Low Medium High Extra High Combined
Final values FC p,L/FC c,L or , FEp,L, FEc,L
2.5.1.3. Vehicle M for NOVC-HEV (if applicable)
2.5.1.3.1. Cycle Energy Demand: ...................................................................................... J
2.5.1.3.2. Road load coefficients
2.5.1.3.2.1. f0, N: ...........................................................................................................
2.5.1.3.2.2. f1, N/(km/h): ...................................................................................................
2.5.1.3.2.3. f2, N/(km/h) (2): ................................................................................................
2.5.1.3.3. CO2 mass emissions (prov ide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No 154)EN Offi cial Jour nal of the European Union L 423/150 26.11.2021  
CO 2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2 ,p,5/M CO2,c,5 1
2
3
average
Final MCO2,p,L /M CO2,c,L
2.5.1.3.4. Fuel consump tion (provide values for each reference fuel tested, for the phases: the measured values for the 
combined see paragraphs 1.2.3.8. and 1.2.3.9. of Annex B6 to UN Regulation No 154)
Fuel consump tion (l/100 km or m3/ 
100 km or kg/100 km) (1) or fuel 
efficiency (km/l or km/kg) (1) (as 
applicable)Low Medium High Extra High Combined
Final values FC p,L / FC c,L or , FEp,L, FEc,L
2.5.1.4. For vehicles powered by an intern al combustion engine whic h are equipped with periodically regenerating 
syste ms as defined in paragraph 3.8.1. of UN Regulation No 154, the test results shall be adjuste d by the Ki 
factor as specified in Appendix 1 to Annex B6 of UN Regulation No 154.
2.5.1.4.1. Information about regenera tion strateg y for CO 2 emissions and fuel consum ption
D — number of operating cycles between 2 cycles where regener ative phases occur : .........................
d — number of operating cycles required for regener ation: ...................................................
Applicable Type 1 cycle (Annex B4 to UN Regulation No 154) (14): .......
Combined
Ki (additive / multiplicative) (1)
Values for CO 2 and fuel consum ption (10)
2.5.2. Pure electr ic vehicles (10)
2.5.2.1. Electr ic energy consump tion
2.5.2.1.1. Vehicle High
2.5.2.1.1.1. Cycle Energy Demand: ...................................................................................... J
2.5.2.1.1.2. Road load coefficients
2.5.2.1.1.2.1. f0, N: ...........................................................................................................
2.5.2.1.1.2.2. f1, N/(km/h): ...................................................................................................
(10)Delete where not applicable (there are cases where nothing needs to be delet ed when more than one entr y is applicable)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/151  
2.5.2.1.1.2.3. f2, N/(km/h) (2): ................................................................................................
EAC(Wh) Test
1
2
3
EC (Wh/km) Test(as applicable)
Low Medium HighExtra 
HighCity Combined
Calculat ed EC 1
2
3
average
Declared value — — — — —
2.5.2.1.1.3. Total time out of tolerance for the conduct of the cycle: .................................................. sec
2.5.2.1.2. Vehicle Low (if applicable)
2.5.2.1.2.1. Cycle Energy Demand: ...................................................................................... J
2.5.2.1.2.2. Road load coefficients
2.5.2.1.2.2.1. f0, N: ...........................................................................................................
2.5.2.1.2.2.2. f1, N/(km/h): ...................................................................................................
2.5.2.1.2.2.3. f2, N/(km/h) (2): ................................................................................................
EAC(Wh) Test
1
2
3
EC (Wh/km) Test City Combined
Calculat ed EC 1
2
3
average
Declared value —EN Offi cial Jour nal of the European Union L 423/152 26.11.2021  
EC (Wh/km) Test Low Medium HighExtra 
HighCity Combined
Calculat ed EC 1
2
3
average
Declared value — — — — —
2.5.2.1.2.3. Total time out of tolerance for the conduct of the cycle: … sec
2.5.2.2. Pure Electr ic Range
2.5.2.2.1. Vehicle High
PER (km) Test Low Medium HighExtra 
HighCity Combined
Measured Pure Electr ic 
Range1
2
3
average
Declared value — — — — —
2.5.2.2.2. Vehicle Low (if applicable)
PER (km) Test Low Medium HighExtra 
HighCity Combined
Measured Pure Electr ic 
Range1
2
3
average
Declared value — — — — —
PER (km) Test City Combined
Measured Pure 
Electr ic Range1
2
3
average
Declared value —EN Offi cial Jour nal of the European Union 26.11.2021 L 423/153  
2.5.3. Exte rnally chargeab le (OVC) Hybr id Electr ic Vehicle and Fuel Cell Hybr id Vehicle (as applicable):
2.5.3.1. CO2 mass emission charge sustaining (only applicable for OVC-HEVs)
2.5.3.1.1. Vehicle High
2.5.3.1.1.1. Cycle Energy Demand: ...................................................................................... J
2.5.3.1.1.2. Road load coefficients
2.5.3.1.1.2.1. f0, N: ...........................................................................................................
2.5.3.1.1.2.2. f1, N/(km/h): ...................................................................................................
2.5.3.1.1.2.3. f2, N/(km/h) (2): ................................................................................................
CO 2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2 ,p,5/M CO2,c,5 1
2
3
Averag e
Final MCO2,p,H /M CO2,c,H
2.5.3.1.2. Vehicle Low (if applicable)
2.5.3.1.2.1. Cycle Energy Demand: ...................................................................................... J
2.5.3.1.2.2. Road load coefficients
2.5.3.1.2.2.1. f0, N: ...........................................................................................................
2.5.3.1.2.2.2. f1, N/(km/h): ...................................................................................................
2.5.3.1.2.2.3. f2, N/(km/h) (2): ................................................................................................
CO 2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2 ,p,5/M CO2,c,5 1
2
3
Averag e
Final MCO2,p,L /M CO2,c,L
2.5.3.1.3. Vehicle M (if applicable)
2.5.3.1.3.1. Cycle Energy Demand: ...................................................................................... J
2.5.3.1.3.2. Road load coefficientsEN Offi cial Jour nal of the European Union L 423/154 26.11.2021  
2.5.3.1.3.2.1. f0, N: ...........................................................................................................
2.5.3.1.3.2.2. f1, N/(km/h): ...................................................................................................
2.5.3.1.3.2.3. f2, N/(km/h) (2): ................................................................................................
CO 2 Emission (g/km) Test Low Medium High Extra High Combined
MCO2 ,p,5/M CO2,c,5 1
2
3
Averag e
MCO2 ,p,M/M CO2,c,M
2.5.3.2. CO2 mass emission charge depleting (only applicable for OVC-HEVs)
Vehicle High
CO 2 Emission (g/km) Test Combined
MCO2,CD 1
2
3
Averag e
Final MCO2,CD,H
Vehicle Low (if applicable)
CO 2 Emission (g/km) Test Combined
MCO2,CD 1
2
3
Averag e
Final MCO2,CD,L
Vehicle M (if applicable)
CO 2 Emission (g/km) Test Combined
MCO2,CD 1
2
3
Averag e
Final MCO2,CD,MEN Offi cial Jour nal of the European Union 26.11.2021 L 423/155  
2.5.3.3. CO2 mass emission (weight ed, combined) (11)(only applicable for OVC-HEVs):
Vehicle High: MCO2,weight ed .............................................................................. g/km
Vehicle Low (if applicable): MCO2 ,weighted ................................................................ g/km
Vehicle M (if applicable): MCO2,weight ed ................................................................... g/km
2.5.3.3.1. Minimum and maximum CO 2 values within the interpolati on family .
2.5.3.4. Fuel consump tion Charge Sustaining
Vehicle High
Fuel consump tion (l/100 km or m3/ 
100 km or kg/100 km) (1) or fuel 
efficiency (km/l or km/kg) (1) (as 
applicable)Low Medium High Extra High Combined
Final values FC p,H / FC c,H or FEp,H, FEc,H
Vehicle Low (if applicable)
Fuel consump tion (l/100 km or m3/ 
100 km or kg/100 km) (1) or fuel 
efficiency (km/l or km/kg) (1) (as 
applicable)Low Medium High Extra High Combined
Final values FC p,L / FC c,L or FEp,L, FEc,L
Vehicle M (if applicable)
Fuel consump tion (l/100 km or m3/ 
100 km or kg/100 km) (1) or fuel 
efficiency (km/l or km/kg) (1) (as 
applicable)Low Medium High Extra High Combined
Final values FC p,M / FC c,M or FEp,M, FEc,M
2.5.3.5. Fuel consump tion Charge Depleting
Vehicle High
Fuel consump tion (l/100 km or m3/100 km or  
kg/100 km) (1) or fuel effic iency (km/l or km/kg) (1) 
(as applicable)Combined
Final values FC CD,H or FECD,H
(11)Measured over the combined cycleEN Offi cial Jour nal of the European Union L 423/156 26.11.2021  
Vehicle Low (if applicable)
Fuel consump tion (l/100 km or m3/100 km or  
kg/100 km) (1) or fuel effic iency (km/l or km/kg) (1) 
(as applicable)Combined
Final values FC CD,Lor FECD,L
Vehicle M (if applicable)
Fuel consump tion (l/100 km or m3/100 km or  
kg/100 km) (1) or fuel effic iency (km/l or km/kg) (1) 
(as applicable)Combined
Final values FC CD,M or FECD,M
2.5.3.6. Fuel consump tion (weighted, combined) (12)(as applicable):
Vehicle High: FC weighted .................... l/100 km or (kg/100/km); or FEweighted .................... km/l
Vehicle Low (if applicable): FC weighted ............. l/100 km or (kg/100/km); or FEweighted ............. km/l
Vehicle M (if applicable): FC weighted ............... l/100 km or (kg/100/km); or FEweighted ............... km/l
2.5.3.7. Ranges:
2.5.3.7.1. All Electr ic Range AER
AER (km) Test City Combined
AER values 1
2
3
Average
Final values AER
2.5.3.7.2. Equivalent All Electr ic Range EAER (where applicable)
EAER (km) Low Medium High Extra High City Combined
EAER values
2.5.3.7.3. Actual Charg e Depleting Range RCDA
RCDA (km) Combined
RCDA values
(12)Measured over the combined cycleEN Offi cial Jour nal of the European Union 26.11.2021 L 423/157  
2.5.3.7.4. Charg e Depleting Cycle Range RCDC
RCDC (km) Test Combined
RCDC values 1
2
3
Averag e
Final values RCDC
2.5.3.8. Electr ic energy consump tion
2.5.3.8.1. Electr ic Energy Consump tion EC
EAC(Wh)
EC (Wh/km) Low Medium High Extra High City Combined
Electr ic energy 
consum ption values
2.5.3.8.2. UF-weighted charge-depl eting electr ic energy consump tion EC AC,CD (combined)
EC AC,CD (Wh/km) Test Combined
EC AC,CD values 1
2
3
Average
Final values EC AC,CD
2.5.3.8.3. UF-weighted electr ic energy consump tion EC AC, weighted (combined)
EC AC,weighted (Wh/km) Test Combined
EC AC,weighted values 1
2
3
Averag e
Final values EC AC,weighted
Repeat 2.5.3. in case of base vehicle.EN Offi cial Jour nal of the European Union L 423/158 26.11.2021  
2.5.4. Not Off Vehicle Charging Fuel Cell Hybr id Vehicles (NO VC-FC HV)
Fuel Consump tion (kg/100 km) or km/kg Combined
Final values FC c
Repeat 2.5.4. in case of base vehicle.
2.5.5. Device for monitoring the consum ption of fuel and/or electr ic energy: yes/not applicable ...................
3. Remarks: ......................................................................................................
Explanat ory Notes
(4)If the means of identif ication of type contains charact ers not relevant to descr ibe the vehicle, component 
or separate technical unit types covered by this information, such charact ers shall be represent ed in the 
documentation by the symbol ‘?’ (e.g. ABC??123??)
(5)Reser ved
(5a)Reser ved
(6)Reser ved
(8)Where applicable.
(9)Round to 2 decimal places
(10)Round to 4 decimal places
(11)Not applicable
(12)Mean value calculated by adding mean values (M.Ki) calculat ed for THC and NOx.
(13)Round to 1 decimal place more than limit value.
(14)Indicate the applicable procedure.
(22)Applicable Type 1 cycle: Annex B1 of UN Regulation No 154
(23)If modelling is applied inste ad of the type 1 test-cycle, this value shall be the one provid ed by the 
modelling methodology .
(a)Delete where not applicable (there are cases where nothing needs to be deleted when more than one 
entr y is applicable)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/159  
ANNEX A3 
Arrangements of the appro val mark 
In the approval mark issued and affixed to a vehicle in conf ormity with paragraph 5. of this Regulation, the type approval 
number shall be accompan ied by an alphanumer ic charact er reflecting the level that the appro val is limited to.
This annex outlines the appearance of this mark and gives an exam ple how it shall be compo sed.
The follo wing schem atic graphic presents the general lay-out, propor tions and contents of the marking. The meaning of 
numbers and alphabetical charact er are identif ied, and sources to determine the corresponding alternatives for each 
approval case are also refer red.
a = 8 mm (minimum)
The followi ng graphic is a practical example of how the marking should be compo sed.
The preceding appro val mark affixed to a vehicle in conf ormity with paragraph 5. of this Regulation shows that the vehicle 
type concer ned has been approved in the United Kingdom (E 11), pursuant to Regulation 154 under approval number 
2439, as defined in Section 3 of paragraph 5.2.1. This mark indicates that the approval was given in accordance with the 
requirements of this Regulation in its original version. Further more, the accompan ying code (1A) denotes that the vehicle 
is approved to Level 1A (Europe).
The followi ng graphic is a practical example of how the marking should be compo sed.
(1)Number of countr y according to footnote in paragraph 5.4.1. of this Regulation.eEN Offi cial Jour nal of the European Union L 423/160 26.11.2021  
The preceding appro val mark affixed to a vehicle in conf ormity with paragraph 5. of this Regulation shows that the vehicle 
type concer ned has been approved in France (E 2), pursuant to:
(a) UN Regulation No 83 under section 3 of approval number 9876. This mark indicates that the approval was given in 
accordance with the requirements of this Regulation with the 08 series of amendments incor porate d. Further more, the 
accompan ying code (ZA) denotes that the vehicle is appro ved under a certain level of requirements associate d with the 
ZA character .
(b) This Regulation under section 3 of appro val number 2439. This mark indicates that the approval was given in 
accordance with the requirements of this Regulation in its original version. Further more, the accompan ying code (1A) 
denotes that the vehicle is approved to Level 1A (Europe).
Table A3/1
Characters with reference to appro val level 
Code Contracting Party on which the requirements are based
1A European Union
1B Japan
02 HarmonizedEN Offi cial Jour nal of the European Union 26.11.2021 L 423/161  
ANNEXES PART B 
The annexe s in Annex es Part B descr ibe the procedures for deter mining the levels of emissions of gaseous compo unds, 
particulat e matter , particle number (if PN measurement is required), CO 2 emissions, fuel consum ption, electr ic energy 
consum ption and electr ic rang e from light-duty vehicles.EN Offi cial Jour nal of the European Union L 423/162 26.11.2021  
ANNEX B1 
Worldwide light-duty test cycles (WL TC) 
1. GENERAL REQUIREMENTS
The cycle to be driven depends on the ratio of the test vehicle’s rated power to mass in running order minus 
75 kg, W/kg, and its maximum velocity , vmax (as defined in paragraph 3.7.2. of this Regulation).
The cycle resulting from the requirements descr ibed in this annex shall be refer red to in other parts of this 
Regulation as the "applicable cycle".
2. VEHICLE CLASSIFICA TIONS
2.1. Class 1 vehicles have a power to mass in running order minus 75 kg ratio Pmr≤22 W/kg.
2.2. Class 2 vehicles have a power to mass in running order minus 75 kg ratio > 22 but ≤ 34 W/kg.
2.3. Class 3 vehicles have a power to mass in running order minus 75 kg ratio > 34 W/kg.
2.3.1. Class 3 vehicles are divided into 2 subclasses according to their maximum speed, vmax.
2.3.1.1. Class 3a vehicles with vmax < 120 km/h.
2.3.1.2. Class 3b vehicles with vmax ≥ 120 km/h.
2.3.2. All vehicles tested according to Annex B8 shall be considered to be Class 3 vehicles.
3. TEST CYCLES
3.1. Class 1 cycle
3.1.1. A compl ete Class 1 cycle shall consist of a low phase (Low 1), a medium phase (Medium 1) and an additional low 
phase (Low1).
3.1.2. The Low 1 phase is descr ibed in Figure A1/1 and Table A1/1.
3.1.3. The Medium 1 phase is descr ibed in Figure A1/2 and Table A1/2.
3.2. Class 2 cycle
3.2.1. For Level 1A
A compl ete Class 2 cycle shall consist of a low phase (Low 2), a medium phase (Medium 2), a high phase (High 2) 
and an extra high phase (Extra High 2).
For Level 1B
A complet e Class 2 cycle shall consist of a low phase (Low2), a medium phase (Medium 2) and a high phase 
(High 2).
3.2.2. The Low 2 phase is descr ibed in Figure A1/3 and Table A1/3.
3.2.3. The Medium 2 phase is descr ibed in Figure A1/4 and Table A1/4.
3.2.4. The High 2 phase is descr ibed in Figure A1/5 and Table A1/5.
3.2.5. The Extra High 2 phase is descr ibed in Figure A1/6 and Table A1/6.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/163  
3.3. Class 3 cycle
Class 3 cycles are divided into 2 subclasses to reflect the subdivision of Class 3 vehicles.
3.3.1. Class 3a cycle
3.3.1.1. For Level 1A
A compl ete Class 3a cycle shall consist of a low phase (Low 3), a medium phase (Medium 3a), a high phase (High 3a) 
and an extra high phase (Extra High 3).
For Level 1B
A compl ete Class 3a cycle shall consist of a low phase (Low 3), a medium phase (Medium 3a) and a high phase 
(High 3a).
3.3.1.2. The Low 3 phase is descr ibed in Figure A1/7 and Table A1/7.
3.3.1.3. The Medium 3a phase is descr ibed in Figure A1/8 and Table A1/8.
3.3.1.4. The High 3a phase is descr ibed in Figure A1/10 and Table A1/10.
3.3.1.5. The Extra High 3 phase is descr ibed in Figure A1/12 and Table A1/12.
3.3.2. Class 3b cycle
3.3.2.1. For Level 1A
A compl ete Class 3b cycle shall consist of a low phase (Low 3) phase, a medium phase (Medium 3b), a high phase 
(High 3b) and an extra high phase (Extra High 3).
For Level 1B
A compl ete Class 3b cycle shall consist of a low phase (Low 3) phase, a medium phase (Medium 3b) and a high 
phase (High 3b).
3.3.2.2. The Low 3 phase is descr ibed in Figure A1/7 and Table A1/7.
3.3.2.3. The Medium 3b phase is descr ibed in Figure A1/9 and Table A1/9.
3.3.2.4. The High 3b phase is descr ibed in Figure A1/11 and Table A1/11.
3.3.2.5. The Extra High 3 phase is descr ibed in Figure A1/12 and Table A1/12.
3.4. Duration of the cycle phases
3.4.1. Class 1 cycle
The first low speed phase starts at second 0 (tstar t_low11 ) and ends at second 589 (tend_low11 , duration 589 s)
The medium speed phase starts at second 589 (tstart_medium1 ) and ends at second 1 022 (tend_medium1 , duration 433 s)
The second low speed phase starts at second 1 022 (tstart_low12 ) and ends at second 1 611 (tend_low12 , duration 589 s)
3.4.2. Class 2 and class 3 cycles
For Level 1A
The low speed phase starts at second 0 (tstar t_low2 , tstar t_low3 ) and ends at second 589 (tend_low2 , tend_low3 , duration 
589 s)
The medium speed phase starts at second 589 (tstar t_medium2 , tstar t_medium3 ) and ends at second 1 022 (tend_medium2 , 
tend_medium3 , duration 433 s)EN Offi cial Jour nal of the European Union L 423/164 26.11.2021  
The high speed phase starts at second 1 022 (tstar t_high2 , tstar t_high3 ) and ends at second 1 477 (tend_high2 , tend_high3 , 
duration 455 s)
The extra high speed phase starts at second 1 477 (tstar t_exhigh2 , tstar t_exhigh3 ) and ends at second 1 800 (tend_exhigh2 , 
tend_exhigh3 , duration 323 s)
For Level 1B
The low speed phase starts at second 0 (tstar t_low2 , tstar t_low3 ) and ends at second 589 (tend_low2 , tend_low3 , duration 
589 s)
The medium speed phase starts at second 589 (tstar t_medium2 , tstar t_medium3 ) and ends at second 1 022 (tend_medium2 , 
tend_medium3 , duration 433 s)
The high speed phase starts at second 1 022 (tstar t_high2 , tstar t_high3 ) and ends at second 1 477 (tend_high2 , tend_high3 , 
duration 455 s)
3.5. WLTC city cycles
For Level 1A
OVC-HEVs and PEVs shall be tested using the appropr iate Class 3a and Class 3b WLTC and WLTC city cycles (see 
Annex B8).
The WLTC city cycle consists of the low and medium speed phases only .
For Level 1B
OVC-HEVs and PEVs shall be tested using the appropr iate Class 3a and Class 3b WLTC cycles (see Annex B8).
4. WLTC CLASS 1 CYCLE
Figure A1/1
WLTC, Class 1 cycle, phase Low11
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/165  
Figure A1/2a
WLTC, Class 1 cycle, phase Medium 1
Figure A1/2b
WLTC, Class 1 cycle, phase Low12
EN Offi cial Jour nal of the European Union L 423/166 26.11.2021  
Table A1/1
WLTC, Class 1 cycle, phase Low11 (Second 589 is the end of phase Low11 and the start of phase 
Medium 1) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
0 0,0 47 18,8 94 0,0 141 35,7
1 0,0 48 19,5 95 0,0 142 35,9
2 0,0 49 20,2 96 0,0 143 36,6
3 0,0 50 20,9 97 0,0 144 37,5
4 0,0 51 21,7 98 0,0 145 38,4
5 0,0 52 22,4 99 0,0 146 39,3
6 0,0 53 23,1 100 0,0 147 40,0
7 0,0 54 23,7 101 0,0 148 40,6
8 0,0 55 24,4 102 0,0 149 41,1
9 0,0 56 25,1 103 0,0 150 41,4
10 0,0 57 25,4 104 0,0 151 41,6
11 0,0 58 25,2 105 0,0 152 41,8
12 0,2 59 23,4 106 0,0 153 41,8
13 3,1 60 21,8 107 0,0 154 41,9
14 5,7 61 19,7 108 0,7 155 41,9
15 8,0 62 17,3 109 1,1 156 42,0
16 10,1 63 14,7 110 1,9 157 42,0
17 12,0 64 12,0 111 2,5 158 42,2
18 13,8 65 9,4 112 3,5 159 42,3
19 15,4 66 5,6 113 4,7 160 42,6
20 16,7 67 3,1 114 6,1 161 43,0
21 17,7 68 0,0 115 7,5 162 43,3
22 18,3 69 0,0 116 9,4 163 43,7
23 18,8 70 0,0 117 11,0 164 44,0
24 18,9 71 0,0 118 12,9 165 44,3
25 18,4 72 0,0 119 14,5 166 44,5
26 16,9 73 0,0 120 16,4 167 44,6
27 14,3 74 0,0 121 18,0 168 44,6
28 10,8 75 0,0 122 20,0 169 44,5
29 7,1 76 0,0 123 21,5 170 44,4
30 4,0 77 0,0 124 23,5 171 44,3
31 0,0 78 0,0 125 25,0 172 44,2
32 0,0 79 0,0 126 26,8 173 44,1
33 0,0 80 0,0 127 28,2 174 44,0
34 0,0 81 0,0 128 30,0 175 43,9EN Offi cial Jour nal of the European Union 26.11.2021 L 423/167  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
35 1,5 82 0,0 129 31,4 176 43,8
36 3,8 83 0,0 130 32,5 177 43,7
37 5,6 84 0,0 131 33,2 178 43,6
38 7,5 85 0,0 132 33,4 179 43,5
39 9,2 86 0,0 133 33,7 180 43,4
40 10,8 87 0,0 134 33,9 181 43,3
41 12,4 88 0,0 135 34,2 182 43,1
42 13,8 89 0,0 136 34,4 183 42,9
43 15,2 90 0,0 137 34,7 184 42,7
44 16,3 91 0,0 138 34,9 185 42,5
45 17,3 92 0,0 139 35,2 186 42,3
46 18,0 93 0,0 140 35,4 187 42,2
188 42,2 237 39,7 286 25,3 335 14,3
189 42,2 238 39,9 287 24,9 336 14,3
190 42,3 239 40,0 288 24,5 337 14,0
191 42,4 240 40,1 289 24,2 338 13,0
192 42,5 241 40,2 290 24,0 339 11,4
193 42,7 242 40,3 291 23,8 340 10,2
194 42,9 243 40,4 292 23,6 341 8,0
195 43,1 244 40,5 293 23,5 342 7,0
196 43,2 245 40,5 294 23,4 343 6,0
197 43,3 246 40,4 295 23,3 344 5,5
198 43,4 247 40,3 296 23,3 345 5,0
199 43,4 248 40,2 297 23,2 346 4,5
200 43,2 249 40,1 298 23,1 347 4,0
201 42,9 250 39,7 299 23,0 348 3,5
202 42,6 251 38,8 300 22,8 349 3,0
203 42,2 252 37,4 301 22,5 350 2,5
204 41,9 253 35,6 302 22,1 351 2,0
205 41,5 254 33,4 303 21,7 352 1,5
206 41,0 255 31,2 304 21,1 353 1,0
207 40,5 256 29,1 305 20,4 354 0,5
208 39,9 257 27,6 306 19,5 355 0,0
209 39,3 258 26,6 307 18,5 356 0,0
210 38,7 259 26,2 308 17,6 357 0,0
211 38,1 260 26,3 309 16,6 358 0,0
212 37,5 261 26,7 310 15,7 359 0,0
213 36,9 262 27,5 311 14,9 360 0,0EN Offi cial Jour nal of the European Union L 423/168 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
214 36,3 263 28,4 312 14,3 361 2,2
215 35,7 264 29,4 313 14,1 362 4,5
216 35,1 265 30,4 314 14,0 363 6,6
217 34,5 266 31,2 315 13,9 364 8,6
218 33,9 267 31,9 316 13,8 365 10,6
219 33,6 268 32,5 317 13,7 366 12,5
220 33,5 269 33,0 318 13,6 367 14,4
221 33,6 270 33,4 319 13,5 368 16,3
222 33,9 271 33,8 320 13,4 369 17,9
223 34,3 272 34,1 321 13,3 370 19,1
224 34,7 273 34,3 322 13,2 371 19,9
225 35,1 274 34,3 323 13,2 372 20,3
226 35,5 275 33,9 324 13,2 373 20,5
227 35,9 276 33,3 325 13,4 374 20,7
228 36,4 277 32,6 326 13,5 375 21,0
229 36,9 278 31,8 327 13,7 376 21,6
230 37,4 279 30,7 328 13,8 377 22,6
231 37,9 280 29,6 329 14,0 378 23,7
232 38,3 281 28,6 330 14,1 379 24,8
233 38,7 282 27,8 331 14,3 380 25,7
234 39,1 283 27,0 332 14,4 381 26,2
235 39,3 284 26,4 333 14,4 382 26,4
236 39,5 285 25,8 334 14,4 383 26,4
384 26,4 433 0,0 482 3,1 531 48,2
385 26,5 434 0,0 483 4,6 532 48,5
386 26,6 435 0,0 484 6,1 533 48,7
387 26,8 436 0,0 485 7,8 534 48,9
388 26,9 437 0,0 486 9,5 535 49,1
389 27,2 438 0,0 487 11,3 536 49,1
390 27,5 439 0,0 488 13,2 537 49,0
391 28,0 440 0,0 489 15,0 538 48,8
392 28,8 441 0,0 490 16,8 539 48,6
393 29,9 442 0,0 491 18,4 540 48,5
394 31,0 443 0,0 492 20,1 541 48,4
395 31,9 444 0,0 493 21,6 542 48,3
396 32,5 445 0,0 494 23,1 543 48,2
397 32,6 446 0,0 495 24,6 544 48,1
398 32,4 447 0,0 496 26,0 545 47,5EN Offi cial Jour nal of the European Union 26.11.2021 L 423/169  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
399 32,0 448 0,0 497 27,5 546 46,7
400 31,3 449 0,0 498 29,0 547 45,7
401 30,3 450 0,0 499 30,6 548 44,6
402 28,0 451 0,0 500 32,1 549 42,9
403 27,0 452 0,0 501 33,7 550 40,8
404 24,0 453 0,0 502 35,3 551 38,2
405 22,5 454 0,0 503 36,8 552 35,3
406 19,0 455 0,0 504 38,1 553 31,8
407 17,5 456 0,0 505 39,3 554 28,7
408 14,0 457 0,0 506 40,4 555 25,8
409 12,5 458 0,0 507 41,2 556 22,9
410 9,0 459 0,0 508 41,9 557 20,2
411 7,5 460 0,0 509 42,6 558 17,3
412 4,0 461 0,0 510 43,3 559 15,0
413 2,9 462 0,0 511 44,0 560 12,3
414 0,0 463 0,0 512 44,6 561 10,3
415 0,0 464 0,0 513 45,3 562 7,8
416 0,0 465 0,0 514 45,5 563 6,5
417 0,0 466 0,0 515 45,5 564 4,4
418 0,0 467 0,0 516 45,2 565 3,2
419 0,0 468 0,0 517 44,7 566 1,2
420 0,0 469 0,0 518 44,2 567 0,0
421 0,0 470 0,0 519 43,6 568 0,0
422 0,0 471 0,0 520 43,1 569 0,0
423 0,0 472 0,0 521 42,8 570 0,0
424 0,0 473 0,0 522 42,7 571 0,0
425 0,0 474 0,0 523 42,8 572 0,0
426 0,0 475 0,0 524 43,3 573 0,0
427 0,0 476 0,0 525 43,9 574 0,0
428 0,0 477 0,0 526 44,6 575 0,0
429 0,0 478 0,0 527 45,4 576 0,0
430 0,0 479 0,0 528 46,3 577 0,0
431 0,0 480 0,0 529 47,2 578 0,0
432 0,0 481 1,6 530 47,8 579 0,0
580 0,0
581 0,0
582 0,0
583 0,0EN Offi cial Jour nal of the European Union L 423/170 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
584 0,0
585 0,0
586 0,0
587 0,0
588 0,0
589 0,0
Table A1/2a
WLTC, Class 1 cycle, phase Medium 1 (The start of this phase is at second 589) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
590 0,0 637 18,4 684 56,2 731 57,9
591 0,0 638 19,0 685 56,7 732 58,8
592 0,0 639 20,1 686 57,3 733 59,6
593 0,0 640 21,5 687 57,9 734 60,3
594 0,0 641 23,1 688 58,4 735 60,9
595 0,0 642 24,9 689 58,8 736 61,3
596 0,0 643 26,4 690 58,9 737 61,7
597 0,0 644 27,9 691 58,4 738 61,8
598 0,0 645 29,2 692 58,1 739 61,8
599 0,0 646 30,4 693 57,6 740 61,6
600 0,6 647 31,6 694 56,9 741 61,2
601 1,9 648 32,8 695 56,3 742 60,8
602 2,7 649 34,0 696 55,7 743 60,4
603 5,2 650 35,1 697 55,3 744 59,9
604 7,0 651 36,3 698 55,0 745 59,4
605 9,6 652 37,4 699 54,7 746 58,9
606 11,4 653 38,6 700 54,5 747 58,6
607 14,1 654 39,6 701 54,4 748 58,2
608 15,8 655 40,6 702 54,3 749 57,9
609 18,2 656 41,6 703 54,2 750 57,7
610 19,7 657 42,4 704 54,1 751 57,5
611 21,8 658 43,0 705 53,8 752 57,2
612 23,2 659 43,6 706 53,5 753 57,0
613 24,7 660 44,0 707 53,0 754 56,8
614 25,8 661 44,4 708 52,6 755 56,6
615 26,7 662 44,8 709 52,2 756 56,6EN Offi cial Jour nal of the European Union 26.11.2021 L 423/171  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
616 27,2 663 45,2 710 51,9 757 56,7
617 27,7 664 45,6 711 51,7 758 57,1
618 28,1 665 46,0 712 51,7 759 57,6
619 28,4 666 46,5 713 51,8 760 58,2
620 28,7 667 47,0 714 52,0 761 59,0
621 29,0 668 47,5 715 52,3 762 59,8
622 29,2 669 48,0 716 52,6 763 60,6
623 29,4 670 48,6 717 52,9 764 61,4
624 29,4 671 49,1 718 53,1 765 62,2
625 29,3 672 49,7 719 53,2 766 62,9
626 28,9 673 50,2 720 53,3 767 63,5
627 28,5 674 50,8 721 53,3 768 64,2
628 28,1 675 51,3 722 53,4 769 64,4
629 27,6 676 51,8 723 53,5 770 64,4
630 26,9 677 52,3 724 53,7 771 64,0
631 26,0 678 52,9 725 54,0 772 63,5
632 24,6 679 53,4 726 54,4 773 62,9
633 22,8 680 54,0 727 54,9 774 62,4
634 21,0 681 54,5 728 55,6 775 62,0
635 19,5 682 55,1 729 56,3 776 61,6
636 18,6 683 55,6 730 57,1 777 61,4
778 61,2 827 49,7 876 53,2 925 44,4
779 61,0 828 50,6 877 53,1 926 44,5
780 60,7 829 51,6 878 53,0 927 44,6
781 60,2 830 52,5 879 53,0 928 44,7
782 59,6 831 53,3 880 53,0 929 44,6
783 58,9 832 54,1 881 53,0 930 44,5
784 58,1 833 54,7 882 53,0 931 44,4
785 57,2 834 55,3 883 53,0 932 44,2
786 56,3 835 55,7 884 52,8 933 44,1
787 55,3 836 56,1 885 52,5 934 43,7
788 54,4 837 56,4 886 51,9 935 43,3
789 53,4 838 56,7 887 51,1 936 42,8
790 52,4 839 57,1 888 50,2 937 42,3
791 51,4 840 57,5 889 49,2 938 41,6
792 50,4 841 58,0 890 48,2 939 40,7
793 49,4 842 58,7 891 47,3 940 39,8
794 48,5 843 59,3 892 46,4 941 38,8EN Offi cial Jour nal of the European Union L 423/172 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
795 47,5 844 60,0 893 45,6 942 37,8
796 46,5 845 60,6 894 45,0 943 36,9
797 45,4 846 61,3 895 44,3 944 36,1
798 44,3 847 61,5 896 43,8 945 35,5
799 43,1 848 61,5 897 43,3 946 35,0
800 42,0 849 61,4 898 42,8 947 34,7
801 40,8 850 61,2 899 42,4 948 34,4
802 39,7 851 60,5 900 42,0 949 34,1
803 38,8 852 60,0 901 41,6 950 33,9
804 38,1 853 59,5 902 41,1 951 33,6
805 37,4 854 58,9 903 40,3 952 33,3
806 37,1 855 58,4 904 39,5 953 33,0
807 36,9 856 57,9 905 38,6 954 32,7
808 37,0 857 57,5 906 37,7 955 32,3
809 37,5 858 57,1 907 36,7 956 31,9
810 37,8 859 56,7 908 36,2 957 31,5
811 38,2 860 56,4 909 36,0 958 31,0
812 38,6 861 56,1 910 36,2 959 30,6
813 39,1 862 55,8 911 37,0 960 30,2
814 39,6 863 55,5 912 38,0 961 29,7
815 40,1 864 55,3 913 39,0 962 29,1
816 40,7 865 55,0 914 39,7 963 28,4
817 41,3 866 54,7 915 40,2 964 27,6
818 41,9 867 54,4 916 40,7 965 26,8
819 42,7 868 54,2 917 41,2 966 26,0
820 43,4 869 54,0 918 41,7 967 25,1
821 44,2 870 53,9 919 42,2 968 24,2
822 45,0 871 53,7 920 42,7 969 23,3
823 45,9 872 53,6 921 43,2 970 22,4
824 46,8 873 53,5 922 43,6 971 21,5
825 47,7 874 53,4 923 44,0 972 20,6
826 48,7 875 53,3 924 44,2 973 19,7
974 18,8
975 17,7
976 16,4
977 14,9
978 13,2
979 11,3EN Offi cial Jour nal of the European Union 26.11.2021 L 423/173  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
980 9,4
981 7,5
982 5,6
983 3,7
984 1,9
985 1,0
986 0,0
987 0,0
988 0,0
989 0,0
990 0,0
991 0,0
992 0,0
993 0,0
994 0,0
995 0,0
996 0,0
997 0,0
998 0,0
999 0,0
1 000 0,0
1 001 0,0
1 002 0,0
1 003 0,0
1 004 0,0
1 005 0,0
1 006 0,0
1 007 0,0
1 008 0,0
1 009 0,0
1 010 0,0
1 011 0,0
1 012 0,0
1 013 0,0
1 014 0,0
1 015 0,0
1 016 0,0
1 017 0,0EN Offi cial Jour nal of the European Union L 423/174 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 018 0,0
1 019 0,0
1 020 0,0
1 021 0,0
1 022 0,0
Table A1/2b
WLTC, Class 1 cycle, phase Low12 (Second 1 022 is the end of phase Medium 1 and the start of phase 
Low12) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 023 0,0 1 070 19,5 1 117 0,0 1 164 35,9
1 024 0,0 1 071 20,2 1 118 0,0 1 165 36,6
1 025 0,0 1 072 20,9 1 119 0,0 1 166 37,5
1 026 0,0 1 073 21,7 1 120 0,0 1 167 38,4
1 027 0,0 1 074 22,4 1 121 0,0 1 168 39,3
1 028 0,0 1 075 23,1 1 122 0,0 1 169 40,0
1 029 0,0 1 076 23,7 1 123 0,0 1 170 40,6
1 030 0,0 1 077 24,4 1 124 0,0 1 171 41,1
1 031 0,0 1 078 25,1 1 125 0,0 1 172 41,4
1 032 0,0 1 079 25,4 1 126 0,0 1 173 41,6
1 033 0,0 1 080 25,2 1 127 0,0 1 174 41,8
1 034 0,2 1 081 23,4 1 128 0,0 1 175 41,8
1 035 3,1 1 082 21,8 1 129 0,0 1 176 41,9
1 036 5,7 1 083 19,7 1 130 0,7 1 177 41,9
1 037 8,0 1 084 17,3 1 131 1,1 1 178 42,0
1 038 10,1 1 085 14,7 1 132 1,9 1 179 42,0
1 039 12,0 1 086 12,0 1 133 2,5 1 180 42,2
1 040 13,8 1 087 9,4 1 134 3,5 1 181 42,3
1 041 15,4 1 088 5,6 1 135 4,7 1 182 42,6
1 042 16,7 1 089 3,1 1 136 6,1 1 183 43,0
1 043 17,7 1 090 0,0 1 137 7,5 1 184 43,3
1 044 18,3 1 091 0,0 1 138 9,4 1 185 43,7
1 045 18,8 1 092 0,0 1 139 11,0 1 186 44,0
1 046 18,9 1 093 0,0 1 140 12,9 1 187 44,3
1 047 18,4 1 094 0,0 1 141 14,5 1 188 44,5
1 048 16,9 1 095 0,0 1 142 16,4 1 189 44,6
1 049 14,3 1 096 0,0 1 143 18,0 1 190 44,6EN Offi cial Jour nal of the European Union 26.11.2021 L 423/175  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 050 10,8 1 097 0,0 1 144 20,0 1 191 44,5
1 051 7,1 1 098 0,0 1 145 21,5 1 192 44,4
1 052 4,0 1 099 0,0 1 146 23,5 1 193 44,3
1 053 0,0 1 100 0,0 1 147 25,0 1 194 44,2
1 054 0,0 1 101 0,0 1 148 26,8 1 195 44,1
1 055 0,0 1 102 0,0 1 149 28,2 1 196 44,0
1 056 0,0 1 103 0,0 1 150 30,0 1 197 43,9
1 057 1,5 1 104 0,0 1 151 31,4 1 198 43,8
1 058 3,8 1 105 0,0 1 152 32,5 1 199 43,7
1 059 5,6 1 106 0,0 1 153 33,2 1 200 43,6
1 060 7,5 1 107 0,0 1 154 33,4 1 201 43,5
1 061 9,2 1 108 0,0 1 155 33,7 1 202 43,4
1 062 10,8 1 109 0,0 1 156 33,9 1 203 43,3
1 063 12,4 1 110 0,0 1 157 34,2 1 204 43,1
1 064 13,8 1 111 0,0 1 158 34,4 1 205 42,9
1 065 15,2 1 112 0,0 1 159 34,7 1 206 42,7
1 066 16,3 1 113 0,0 1 160 34,9 1 207 42,5
1 067 17,3 1 114 0,0 1 161 35,2 1 208 42,3
1 068 18,0 1 115 0,0 1 162 35,4 1 209 42,2
1 069 18,8 1 116 0,0 1 163 35,7 1 210 42,2
1 211 42,2 1 260 39,9 1 309 24,9 1 358 14,3
1 212 42,3 1 261 40,0 1 310 24,5 1 359 14,0
1 213 42,4 1 262 40,1 1 311 24,2 1 360 13,0
1 214 42,5 1 263 40,2 1 312 24,0 1 361 11,4
1 215 42,7 1 264 40,3 1 313 23,8 1 362 10,2
1 216 42,9 1 265 40,4 1 314 23,6 1 363 8,0
1 217 43,1 1 266 40,5 1 315 23,5 1 364 7,0
1 218 43,2 1 267 40,5 1 316 23,4 1 365 6,0
1 219 43,3 1 268 40,4 1 317 23,3 1 366 5,5
1 220 43,4 1 269 40,3 1 318 23,3 1 367 5,0
1 221 43,4 1 270 40,2 1 319 23,2 1 368 4,5
1 222 43,2 1 271 40,1 1 320 23,1 1 369 4,0
1 223 42,9 1 272 39,7 1 321 23,0 1 370 3,5
1 224 42,6 1 273 38,8 1 322 22,8 1 371 3,0
1 225 42,2 1 274 37,4 1 323 22,5 1 372 2,5
1 226 41,9 1 275 35,6 1 324 22,1 1 373 2,0
1 227 41,5 1 276 33,4 1 325 21,7 1 374 1,5
1 228 41,0 1 277 31,2 1 326 21,1 1 375 1,0EN Offi cial Jour nal of the European Union L 423/176 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 229 40,5 1 278 29,1 1 327 20,4 1 376 0,5
1 230 39,9 1 279 27,6 1 328 19,5 1 377 0,0
1 231 39,3 1 280 26,6 1 329 18,5 1 378 0,0
1 232 38,7 1 281 26,2 1 330 17,6 1 379 0,0
1 233 38,1 1 282 26,3 1 331 16,6 1 380 0,0
1 234 37,5 1 283 26,7 1 332 15,7 1 381 0,0
1 235 36,9 1 284 27,5 1 333 14,9 1 382 0,0
1 236 36,3 1 285 28,4 1 334 14,3 1 383 2,2
1 237 35,7 1 286 29,4 1 335 14,1 1 384 4,5
1 238 35,1 1 287 30,4 1 336 14,0 1 385 6,6
1 239 34,5 1 288 31,2 1 337 13,9 1 386 8,6
1 240 33,9 1 289 31,9 1 338 13,8 1 387 10,6
1 241 33,6 1 290 32,5 1 339 13,7 1 388 12,5
1 242 33,5 1 291 33,0 1 340 13,6 1 389 14,4
1 243 33,6 1 292 33,4 1 341 13,5 1 390 16,3
1 244 33,9 1 293 33,8 1 342 13,4 1 391 17,9
1 245 34,3 1 294 34,1 1 343 13,3 1 392 19,1
1 246 34,7 1 295 34,3 1 344 13,2 1 393 19,9
1 247 35,1 1 296 34,3 1 345 13,2 1 394 20,3
1 248 35,5 1 297 33,9 1 346 13,2 1 395 20,5
1 249 35,9 1 298 33,3 1 347 13,4 1 396 20,7
1 250 36,4 1 299 32,6 1 348 13,5 1 397 21,0
1 251 36,9 1 300 31,8 1 349 13,7 1 398 21,6
1 252 37,4 1 301 30,7 1 350 13,8 1 399 22,6
1 253 37,9 1 302 29,6 1 351 14,0 1 400 23,7
1 254 38,3 1 303 28,6 1 352 14,1 1 401 24,8
1 255 38,7 1 304 27,8 1 353 14,3 1 402 25,7
1 256 39,1 1 305 27,0 1 354 14,4 1 403 26,2
1 257 39,3 1 306 26,4 1 355 14,4 1 404 26,4
1 258 39,5 1 307 25,8 1 356 14,4 1 405 26,4
1 259 39,7 1 308 25,3 1 357 14,3 1 406 26,4
1 407 26,5 1 456 0,0 1 505 4,6 1 554 48,5
1 408 26,6 1 457 0,0 1 506 6,1 1 555 48,7
1 409 26,8 1 458 0,0 1 507 7,8 1 556 48,9
1 410 26,9 1 459 0,0 1 508 9,5 1 557 49,1
1 411 27,2 1 460 0,0 1 509 11,3 1 558 49,1
1 412 27,5 1 461 0,0 1 510 13,2 1 559 49,0
1 413 28,0 1 462 0,0 1 511 15,0 1 560 48,8EN Offi cial Jour nal of the European Union 26.11.2021 L 423/177  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 414 28,8 1 463 0,0 1 512 16,8 1 561 48,6
1 415 29,9 1 464 0,0 1 513 18,4 1 562 48,5
1 416 31,0 1 465 0,0 1 514 20,1 1 563 48,4
1 417 31,9 1 466 0,0 1 515 21,6 1 564 48,3
1 418 32,5 1 467 0,0 1 516 23,1 1 565 48,2
1 419 32,6 1 468 0,0 1 517 24,6 1 566 48,1
1 420 32,4 1 469 0,0 1 518 26,0 1 567 47,5
1 421 32,0 1 470 0,0 1 519 27,5 1 568 46,7
1 422 31,3 1 471 0,0 1 520 29,0 1 569 45,7
1 423 30,3 1 472 0,0 1 521 30,6 1 570 44,6
1 424 28,0 1 473 0,0 1 522 32,1 1 571 42,9
1 425 27,0 1 474 0,0 1 523 33,7 1 572 40,8
1 426 24,0 1 475 0,0 1 524 35,3 1 573 38,2
1 427 22,5 1 476 0,0 1 525 36,8 1 574 35,3
1 428 19,0 1 477 0,0 1 526 38,1 1 575 31,8
1 429 17,5 1 478 0,0 1 527 39,3 1 576 28,7
1 430 14,0 1 479 0,0 1 528 40,4 1 577 25,8
1 431 12,5 1 480 0,0 1 529 41,2 1 578 22,9
1 432 9,0 1 481 0,0 1 530 41,9 1 579 20,2
1 433 7,5 1 482 0,0 1 531 42,6 1 580 17,3
1 434 4,0 1 483 0,0 1 532 43,3 1 581 15,0
1 435 2,9 1 484 0,0 1 533 44,0 1 582 12,3
1 436 0,0 1 485 0,0 1 534 44,6 1 583 10,3
1 437 0,0 1 486 0,0 1 535 45,3 1 584 7,8
1 438 0,0 1 487 0,0 1 536 45,5 1 585 6,5
1 439 0,0 1 488 0,0 1 537 45,5 1 586 4,4
1 440 0,0 1 489 0,0 1 538 45,2 1 587 3,2
1 441 0,0 1 490 0,0 1 539 44,7 1 588 1,2
1 442 0,0 1 491 0,0 1 540 44,2 1 589 0,0
1 443 0,0 1 492 0,0 1 541 43,6 1 590 0,0
1 444 0,0 1 493 0,0 1 542 43,1 1 591 0,0
1 445 0,0 1 494 0,0 1 543 42,8 1 592 0,0
1 446 0,0 1 495 0,0 1 544 42,7 1 593 0,0
1 447 0,0 1 496 0,0 1 545 42,8 1 594 0,0
1 448 0,0 1 497 0,0 1 546 43,3 1 595 0,0
1 449 0,0 1 498 0,0 1 547 43,9 1 596 0,0
1 450 0,0 1 499 0,0 1 548 44,6 1 597 0,0
1 451 0,0 1 500 0,0 1 549 45,4 1 598 0,0EN Offi cial Jour nal of the European Union L 423/178 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 452 0,0 1 501 0,0 1 550 46,3 1 599 0,0
1 453 0,0 1 502 0,0 1 551 47,2 1 600 0,0
1 454 0,0 1 503 1,6 1 552 47,8 1 601 0,0
1 455 0,0 1 504 3,1 1 553 48,2 1 602 0,0
1 603 0,0
1 604 0,0
1 605 0,0
1 606 0,0
1 607 0,0
1 608 0,0
1 609 0,0
1 610 0,0
1 611 0,0
5. WLTC CLASS 2 CYCLE
Figure A1/3
WLTC, Class 2 cycle, phase Low2
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/179  
Figure A1/4
WLTC, Class 2 cycle, phase Medium 2
Figure A1/5
WLTC, Class 2 cycle, phase High 2
EN Offi cial Jour nal of the European Union L 423/180 26.11.2021  
Figure A1/6
This figure is only applicable for Lev el 1A.
WLTC, Class 2 cycle, phase Extra High 2
Table A1/3
WLTC, Class 2 cycle, phase Low2 (Second 589 is the end of phase Low1 and the start of phase Medium 1) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
0 0,0 47 11,6 94 0,0 141 36,8
1 0,0 48 12,4 95 0,0 142 35,1
2 0,0 49 13,2 96 0,0 143 32,2
3 0,0 50 14,2 97 0,0 144 31,1
4 0,0 51 14,8 98 0,0 145 30,8
5 0,0 52 14,7 99 0,0 146 29,7
6 0,0 53 14,4 100 0,0 147 29,4
7 0,0 54 14,1 101 0,0 148 29,0
8 0,0 55 13,6 102 0,0 149 28,5
9 0,0 56 13,0 103 0,0 150 26,0
10 0,0 57 12,4 104 0,0 151 23,4
11 0,0 58 11,8 105 0,0 152 20,7
12 0,0 59 11,2 106 0,0 153 17,4
13 1,2 60 10,6 107 0,8 154 15,2
14 2,6 61 9,9 108 1,4 155 13,5
15 4,9 62 9,0 109 2,3 156 13,0
16 7,3 63 8,2 110 3,5 157 12,4EN Offi cial Jour nal of the European Union 26.11.2021 L 423/181  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
17 9,4 64 7,0 111 4,7 158 12,3
18 11,4 65 4,8 112 5,9 159 12,2
19 12,7 66 2,3 113 7,4 160 12,3
20 13,3 67 0,0 114 9,2 161 12,4
21 13,4 68 0,0 115 11,7 162 12,5
22 13,3 69 0,0 116 13,5 163 12,7
23 13,1 70 0,0 117 15,0 164 12,8
24 12,5 71 0,0 118 16,2 165 13,2
25 11,1 72 0,0 119 16,8 166 14,3
26 8,9 73 0,0 120 17,5 167 16,5
27 6,2 74 0,0 121 18,8 168 19,4
28 3,8 75 0,0 122 20,3 169 21,7
29 1,8 76 0,0 123 22,0 170 23,1
30 0,0 77 0,0 124 23,6 171 23,5
31 0,0 78 0,0 125 24,8 172 24,2
32 0,0 79 0,0 126 25,6 173 24,8
33 0,0 80 0,0 127 26,3 174 25,4
34 1,5 81 0,0 128 27,2 175 25,8
35 2,8 82 0,0 129 28,3 176 26,5
36 3,6 83 0,0 130 29,6 177 27,2
37 4,5 84 0,0 131 30,9 178 28,3
38 5,3 85 0,0 132 32,2 179 29,9
39 6,0 86 0,0 133 33,4 180 32,4
40 6,6 87 0,0 134 35,1 181 35,1
41 7,3 88 0,0 135 37,2 182 37,5
42 7,9 89 0,0 136 38,7 183 39,2
43 8,6 90 0,0 137 39,0 184 40,5
44 9,3 91 0,0 138 40,1 185 41,4
45 10 92 0,0 139 40,4 186 42,0
46 10,8 93 0,0 140 39,7 187 42,5
188 43,2 237 33,5 286 32,5 335 25,0
189 44,4 238 35,8 287 30,9 336 24,6
190 45,9 239 37,6 288 28,6 337 23,9
191 47,6 240 38,8 289 25,9 338 23,0
192 49,0 241 39,6 290 23,1 339 21,8
193 50,0 242 40,1 291 20,1 340 20,7
194 50,2 243 40,9 292 17,3 341 19,6
195 50,1 244 41,8 293 15,1 342 18,7EN Offi cial Jour nal of the European Union L 423/182 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
196 49,8 245 43,3 294 13,7 343 18,1
197 49,4 246 44,7 295 13,4 344 17,5
198 48,9 247 46,4 296 13,9 345 16,7
199 48,5 248 47,9 297 15,0 346 15,4
200 48,3 249 49,6 298 16,3 347 13,6
201 48,2 250 49,6 299 17,4 348 11,2
202 47,9 251 48,8 300 18,2 349 8,6
203 47,1 252 48,0 301 18,6 350 6,0
204 45,5 253 47,5 302 19,0 351 3,1
205 43,2 254 47,1 303 19,4 352 1,2
206 40,6 255 46,9 304 19,8 353 0,0
207 38,5 256 45,8 305 20,1 354 0,0
208 36,9 257 45,8 306 20,5 355 0,0
209 35,9 258 45,8 307 20,2 356 0,0
210 35,3 259 45,9 308 18,6 357 0,0
211 34,8 260 46,2 309 16,5 358 0,0
212 34,5 261 46,4 310 14,4 359 0,0
213 34,2 262 46,6 311 13,4 360 1,4
214 34,0 263 46,8 312 12,9 361 3,2
215 33,8 264 47,0 313 12,7 362 5,6
216 33,6 265 47,3 314 12,4 363 8,1
217 33,5 266 47,5 315 12,4 364 10,3
218 33,5 267 47,9 316 12,8 365 12,1
219 33,4 268 48,3 317 14,1 366 12,6
220 33,3 269 48,3 318 16,2 367 13,6
221 33,3 270 48,2 319 18,8 368 14,5
222 33,2 271 48,0 320 21,9 369 15,6
223 33,1 272 47,7 321 25,0 370 16,8
224 33,0 273 47,2 322 28,4 371 18,2
225 32,9 274 46,5 323 31,3 372 19,6
226 32,8 275 45,2 324 34,0 373 20,9
227 32,7 276 43,7 325 34,6 374 22,3
228 32,5 277 42,0 326 33,9 375 23,8
229 32,3 278 40,4 327 31,9 376 25,4
230 31,8 279 39,0 328 30,0 377 27,0
231 31,4 280 37,7 329 29,0 378 28,6
232 30,9 281 36,4 330 27,9 379 30,2
233 30,6 282 35,2 331 27,1 380 31,2EN Offi cial Jour nal of the European Union 26.11.2021 L 423/183  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
234 30,6 283 34,3 332 26,4 381 31,2
235 30,7 284 33,8 333 25,9 382 30,7
236 32,0 285 33,3 334 25,5 383 29,5
384 28,6 433 0,0 482 2,5 531 26,0
385 27,7 434 0,0 483 5,2 532 26,5
386 26,9 435 0,0 484 7,9 533 26,9
387 26,1 436 0,0 485 10,3 534 27,3
388 25,4 437 0,0 486 12,7 535 27,9
389 24,6 438 0,0 487 15,0 536 30,3
390 23,6 439 0,0 488 17,4 537 33,2
391 22,6 440 0,0 489 19,7 538 35,4
392 21,7 441 0,0 490 21,9 539 38,0
393 20,7 442 0,0 491 24,1 540 40,1
394 19,8 443 0,0 492 26,2 541 42,7
395 18,8 444 0,0 493 28,1 542 44,5
396 17,7 445 0,0 494 29,7 543 46,3
397 16,6 446 0,0 495 31,3 544 47,6
398 15,6 447 0,0 496 33,0 545 48,8
399 14,8 448 0,0 497 34,7 546 49,7
400 14,3 449 0,0 498 36,3 547 50,6
401 13,8 450 0,0 499 38,1 548 51,4
402 13,4 451 0,0 500 39,4 549 51,4
403 13,1 452 0,0 501 40,4 550 50,2
404 12,8 453 0,0 502 41,2 551 47,1
405 12,3 454 0,0 503 42,1 552 44,5
406 11,6 455 0,0 504 43,2 553 41,5
407 10,5 456 0,0 505 44,3 554 38,5
408 9,0 457 0,0 506 45,7 555 35,5
409 7,2 458 0,0 507 45,4 556 32,5
410 5,2 459 0,0 508 44,5 557 29,5
411 2,9 460 0,0 509 42,5 558 26,5
412 1,2 461 0,0 510 39,5 559 23,5
413 0,0 462 0,0 511 36,5 560 20,4
414 0,0 463 0,0 512 33,5 561 17,5
415 0,0 464 0,0 513 30,4 562 14,5
416 0,0 465 0,0 514 27,0 563 11,5
417 0,0 466 0,0 515 23,6 564 8,5
418 0,0 467 0,0 516 21,0 565 5,6EN Offi cial Jour nal of the European Union L 423/184 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
419 0,0 468 0,0 517 19,5 566 2,6
420 0,0 469 0,0 518 17,6 567 0,0
421 0,0 470 0,0 519 16,1 568 0,0
422 0,0 471 0,0 520 14,5 569 0,0
423 0,0 472 0,0 521 13,5 570 0,0
424 0,0 473 0,0 522 13,7 571 0,0
425 0,0 474 0,0 523 16,0 572 0,0
426 0,0 475 0,0 524 18,1 573 0,0
427 0,0 476 0,0 525 20,8 574 0,0
428 0,0 477 0,0 526 21,5 575 0,0
429 0,0 478 0,0 527 22,5 576 0,0
430 0,0 479 0,0 528 23,4 577 0,0
431 0,0 480 0,0 529 24,5 578 0,0
432 0,0 481 1,4 530 25,6 579 0,0
580 0,0
581 0,0
582 0,0
583 0,0
584 0,0
585 0,0
586 0,0
587 0,0
588 0,0
589 0,0
Table A1/4
WLTC, Class 2 cycle, phase Medium 2 (The start of this phase is at second 589) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
590 0,0 637 38,6 684 59,3 731 55,3
591 0,0 638 39,8 685 60,2 732 55,1
592 0,0 639 40,6 686 61,3 733 54,8
593 0,0 640 41,1 687 62,4 734 54,6
594 0,0 641 41,9 688 63,4 735 54,5
595 0,0 642 42,8 689 64,4 736 54,3
596 0,0 643 44,3 690 65,4 737 53,9
597 0,0 644 45,7 691 66,3 738 53,4EN Offi cial Jour nal of the European Union 26.11.2021 L 423/185  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
598 0,0 645 47,4 692 67,2 739 52,6
599 0,0 646 48,9 693 68,0 740 51,5
600 0,0 647 50,6 694 68,8 741 50,2
601 1,6 648 52,0 695 69,5 742 48,7
602 3,6 649 53,7 696 70,1 743 47,0
603 6,3 650 55,0 697 70,6 744 45,1
604 9,0 651 56,8 698 71,0 745 43,0
605 11,8 652 58,0 699 71,6 746 40,6
606 14,2 653 59,8 700 72,2 747 38,1
607 16,6 654 61,1 701 72,8 748 35,4
608 18,5 655 62,4 702 73,5 749 32,7
609 20,8 656 63,0 703 74,1 750 30,0
610 23,4 657 63,5 704 74,3 751 27,5
611 26,9 658 63,0 705 74,3 752 25,3
612 30,3 659 62,0 706 73,7 753 23,4
613 32,8 660 60,4 707 71,9 754 22,0
614 34,1 661 58,6 708 70,5 755 20,8
615 34,2 662 56,7 709 68,9 756 19,8
616 33,6 663 55,0 710 67,4 757 18,9
617 32,1 664 53,7 711 66,0 758 18,0
618 30,0 665 52,7 712 64,7 759 17,0
619 27,5 666 51,9 713 63,7 760 16,1
620 25,1 667 51,4 714 62,9 761 15,5
621 22,8 668 51,0 715 62,2 762 14,4
622 20,5 669 50,7 716 61,7 763 14,9
623 17,9 670 50,6 717 61,2 764 15,9
624 15,1 671 50,8 718 60,7 765 17,1
625 13,4 672 51,2 719 60,3 766 18,3
626 12,8 673 51,7 720 59,9 767 19,4
627 13,7 674 52,3 721 59,6 768 20,4
628 16,0 675 53,1 722 59,3 769 21,2
629 18,1 676 53,8 723 59,0 770 21,9
630 20,8 677 54,5 724 58,6 771 22,7
631 23,7 678 55,1 725 58,0 772 23,4
632 26,5 679 55,9 726 57,5 773 24,2
633 29,3 680 56,5 727 56,9 774 24,3
634 32,0 681 57,1 728 56,3 775 24,2
635 34,5 682 57,8 729 55,9 776 24,1EN Offi cial Jour nal of the European Union L 423/186 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
636 36,8 683 58,5 730 55,6 777 23,8
778 23,0 827 59,9 876 46,9 925 49,0
779 22,6 828 60,7 877 47,1 926 48,5
780 21,7 829 61,4 878 47,5 927 48,0
781 21,3 830 62,0 879 47,8 928 47,5
782 20,3 831 62,5 880 48,3 929 47,0
783 19,1 832 62,9 881 48,8 930 46,9
784 18,1 833 63,2 882 49,5 931 46,8
785 16,9 834 63,4 883 50,2 932 46,8
786 16,0 835 63,7 884 50,8 933 46,8
787 14,8 836 64,0 885 51,4 934 46,9
788 14,5 837 64,4 886 51,8 935 46,9
789 13,7 838 64,9 887 51,9 936 46,9
790 13,5 839 65,5 888 51,7 937 46,9
791 12,9 840 66,2 889 51,2 938 46,9
792 12,7 841 67,0 890 50,4 939 46,8
793 12,5 842 67,8 891 49,2 940 46,6
794 12,5 843 68,6 892 47,7 941 46,4
795 12,6 844 69,4 893 46,3 942 46,0
796 13,0 845 70,1 894 45,1 943 45,5
797 13,6 846 70,9 895 44,2 944 45,0
798 14,6 847 71,7 896 43,7 945 44,5
799 15,7 848 72,5 897 43,4 946 44,2
800 17,1 849 73,2 898 43,1 947 43,9
801 18,7 850 73,8 899 42,5 948 43,7
802 20,2 851 74,4 900 41,8 949 43,6
803 21,9 852 74,7 901 41,1 950 43,6
804 23,6 853 74,7 902 40,3 951 43,5
805 25,4 854 74,6 903 39,7 952 43,5
806 27,1 855 74,2 904 39,3 953 43,4
807 28,9 856 73,5 905 39,2 954 43,3
808 30,4 857 72,6 906 39,3 955 43,1
809 32,0 858 71,8 907 39,6 956 42,9
810 33,4 859 71,0 908 40,0 957 42,7
811 35,0 860 70,1 909 40,7 958 42,5
812 36,4 861 69,4 910 41,4 959 42,4
813 38,1 862 68,9 911 42,2 960 42,2
814 39,7 863 68,4 912 43,1 961 42,1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/187  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
815 41,6 864 67,9 913 44,1 962 42,0
816 43,3 865 67,1 914 44,9 963 41,8
817 45,1 866 65,8 915 45,6 964 41,7
818 46,9 867 63,9 916 46,4 965 41,5
819 48,7 868 61,4 917 47,0 966 41,3
820 50,5 869 58,4 918 47,8 967 41,1
821 52,4 870 55,4 919 48,3 968 40,8
822 54,1 871 52,4 920 48,9 969 40,3
823 55,7 872 50,0 921 49,4 970 39,6
824 56,8 873 48,3 922 49,8 971 38,5
825 57,9 874 47,3 923 49,6 972 37,0
826 59,0 875 46,8 924 49,3 973 35,1
974 33,0
975 30,6
976 27,9
977 25,1
978 22,0
979 18,8
980 15,5
981 12,3
982 8,8
983 6,0
984 3,6
985 1,6
986 0,0
987 0,0
988 0,0
989 0,0
990 0,0
991 0,0
992 0,0
993 0,0
994 0,0
995 0,0
996 0,0
997 0,0
998 0,0
999 0,0EN Offi cial Jour nal of the European Union L 423/188 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 000 0,0
1 001 0,0
1 002 0,0
1 003 0,0
1 004 0,0
1 005 0,0
1 006 0,0
1 007 0,0
1 008 0,0
1 009 0,0
1 010 0,0
1 011 0,0
1 012 0,0
1 013 0,0
1 014 0,0
1 015 0,0
1 016 0,0
1 017 0,0
1 018 0,0
1 019 0,0
1 020 0,0
1 021 0,0
1 022 0,0
Table A1/5
WLTC, Class 2 cycle, phase High 2 (Second 1 022 is the end of phase Medium 2 and the start of phase 
High 2) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 023 0,0 1 070 46,0 1 117 73,9 1 164 71,7
1 024 0,0 1 071 46,4 1 118 74,9 1 165 69,9
1 025 0,0 1 072 47,0 1 119 75,7 1 166 67,9
1 026 0,0 1 073 47,4 1 120 76,4 1 167 65,7
1 027 1,1 1 074 48,0 1 121 77,1 1 168 63,5
1 028 3,0 1 075 48,4 1 122 77,6 1 169 61,2
1 029 5,7 1 076 49,0 1 123 78,0 1 170 59,0
1 030 8,4 1 077 49,4 1 124 78,2 1 171 56,8EN Offi cial Jour nal of the European Union 26.11.2021 L 423/189  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 031 11,1 1 078 50,0 1 125 78,4 1 172 54,7
1 032 14,0 1 079 50,4 1 126 78,5 1 173 52,7
1 033 17,0 1 080 50,8 1 127 78,5 1 174 50,9
1 034 20,1 1 081 51,1 1 128 78,6 1 175 49,4
1 035 22,7 1 082 51,3 1 129 78,7 1 176 48,1
1 036 23,6 1 083 51,3 1 130 78,9 1 177 47,1
1 037 24,5 1 084 51,3 1 131 79,1 1 178 46,5
1 038 24,8 1 085 51,3 1 132 79,4 1 179 46,3
1 039 25,1 1 086 51,3 1 133 79,8 1 180 46,5
1 040 25,3 1 087 51,3 1 134 80,1 1 181 47,2
1 041 25,5 1 088 51,3 1 135 80,5 1 182 48,3
1 042 25,7 1 089 51,4 1 136 80,8 1 183 49,7
1 043 25,8 1 090 51,6 1 137 81,0 1 184 51,3
1 044 25,9 1 091 51,8 1 138 81,2 1 185 53,0
1 045 26,0 1 092 52,1 1 139 81,3 1 186 54,9
1 046 26,1 1 093 52,3 1 140 81,2 1 187 56,7
1 047 26,3 1 094 52,6 1 141 81,0 1 188 58,6
1 048 26,5 1 095 52,8 1 142 80,6 1 189 60,2
1 049 26,8 1 096 52,9 1 143 80,0 1 190 61,6
1 050 27,1 1 097 53,0 1 144 79,1 1 191 62,2
1 051 27,5 1 098 53,0 1 145 78,0 1 192 62,5
1 052 28,0 1 099 53,0 1 146 76,8 1 193 62,8
1 053 28,6 1 100 53,1 1 147 75,5 1 194 62,9
1 054 29,3 1 101 53,2 1 148 74,1 1 195 63,0
1 055 30,4 1 102 53,3 1 149 72,9 1 196 63,0
1 056 31,8 1 103 53,4 1 150 71,9 1 197 63,1
1 057 33,7 1 104 53,5 1 151 71,2 1 198 63,2
1 058 35,8 1 105 53,7 1 152 70,9 1 199 63,3
1 059 37,8 1 106 55,0 1 153 71,0 1 200 63,5
1 060 39,5 1 107 56,8 1 154 71,5 1 201 63,7
1 061 40,8 1 108 58,8 1 155 72,3 1 202 63,9
1 062 41,8 1 109 60,9 1 156 73,2 1 203 64,1
1 063 42,4 1 110 63,0 1 157 74,1 1 204 64,3
1 064 43,0 1 111 65,0 1 158 74,9 1 205 66,1
1 065 43,4 1 112 66,9 1 159 75,4 1 206 67,9
1 066 44,0 1 113 68,6 1 160 75,5 1 207 69,7
1 067 44,4 1 114 70,1 1 161 75,2 1 208 71,4
1 068 45,0 1 115 71,5 1 162 74,5 1 209 73,1EN Offi cial Jour nal of the European Union L 423/190 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 069 45,4 1 116 72,8 1 163 73,3 1 210 74,7
1 211 76,2 1 260 35,4 1 309 72,3 1 358 70,8
1 212 77,5 1 261 32,7 1 310 71,9 1 359 70,8
1 213 78,6 1 262 30,0 1 311 71,3 1 360 70,9
1 214 79,7 1 263 29,9 1 312 70,9 1 361 70,9
1 215 80,6 1 264 30,0 1 313 70,5 1 362 70,9
1 216 81,5 1 265 30,2 1 314 70,0 1 363 70,9
1 217 82,2 1 266 30,4 1 315 69,6 1 364 71,0
1 218 83,0 1 267 30,6 1 316 69,2 1 365 71,0
1 219 83,7 1 268 31,6 1 317 68,8 1 366 71,1
1 220 84,4 1 269 33,0 1 318 68,4 1 367 71,2
1 221 84,9 1 270 33,9 1 319 67,9 1 368 71,3
1 222 85,1 1 271 34,8 1 320 67,5 1 369 71,4
1 223 85,2 1 272 35,7 1 321 67,2 1 370 71,5
1 224 84,9 1 273 36,6 1 322 66,8 1 371 71,7
1 225 84,4 1 274 37,5 1 323 65,6 1 372 71,8
1 226 83,6 1 275 38,4 1 324 63,3 1 373 71,9
1 227 82,7 1 276 39,3 1 325 60,2 1 374 71,9
1 228 81,5 1 277 40,2 1 326 56,2 1 375 71,9
1 229 80,1 1 278 40,8 1 327 52,2 1 376 71,9
1 230 78,7 1 279 41,7 1 328 48,4 1 377 71,9
1 231 77,4 1 280 42,4 1 329 45,0 1 378 71,9
1 232 76,2 1 281 43,1 1 330 41,6 1 379 71,9
1 233 75,4 1 282 43,6 1 331 38,6 1 380 72,0
1 234 74,8 1 283 44,2 1 332 36,4 1 381 72,1
1 235 74,3 1 284 44,8 1 333 34,8 1 382 72,4
1 236 73,8 1 285 45,5 1 334 34,2 1 383 72,7
1 237 73,2 1 286 46,3 1 335 34,7 1 384 73,1
1 238 72,4 1 287 47,2 1 336 36,3 1 385 73,4
1 239 71,6 1 288 48,1 1 337 38,5 1 386 73,8
1 240 70,8 1 289 49,1 1 338 41,0 1 387 74,0
1 241 69,9 1 290 50,0 1 339 43,7 1 388 74,1
1 242 67,9 1 291 51,0 1 340 46,5 1 389 74,0
1 243 65,7 1 292 51,9 1 341 49,1 1 390 73,0
1 244 63,5 1 293 52,7 1 342 51,6 1 391 72,0
1 245 61,2 1 294 53,7 1 343 53,9 1 392 71,0
1 246 59,0 1 295 55,0 1 344 56,0 1 393 70,0
1 247 56,8 1 296 56,8 1 345 57,9 1 394 69,0EN Offi cial Jour nal of the European Union 26.11.2021 L 423/191  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 248 54,7 1 297 58,8 1 346 59,7 1 395 68,0
1 249 52,7 1 298 60,9 1 347 61,2 1 396 67,7
1 250 50,9 1 299 63,0 1 348 62,5 1 397 66,7
1 251 49,4 1 300 65,0 1 349 63,5 1 398 66,6
1 252 48,1 1 301 66,9 1 350 64,3 1 399 66,7
1 253 47,1 1 302 68,6 1 351 65,3 1 400 66,8
1 254 46,5 1 303 70,1 1 352 66,3 1 401 66,9
1 255 46,3 1 304 71,0 1 353 67,3 1 402 66,9
1 256 45,1 1 305 71,8 1 354 68,3 1 403 66,9
1 257 43,0 1 306 72,8 1 355 69,3 1 404 66,9
1 258 40,6 1 307 72,9 1 356 70,3 1 405 66,9
1 259 38,1 1 308 73,0 1 357 70,8 1 406 66,9
1 407 66,9 1 456 0,0
1 408 67,0 1 457 0,0
1 409 67,1 1 458 0,0
1 410 67,3 1 459 0,0
1 411 67,5 1 460 0,0
1 412 67,8 1 461 0,0
1 413 68,2 1 462 0,0
1 414 68,6 1 463 0,0
1 415 69,0 1 464 0,0
1 416 69,3 1 465 0,0
1 417 69,3 1 466 0,0
1 418 69,2 1 467 0,0
1 419 68,8 1 468 0,0
1 420 68,2 1 469 0,0
1 421 67,6 1 470 0,0
1 422 67,4 1 471 0,0
1 423 67,2 1 472 0,0
1 424 66,9 1 473 0,0
1 425 66,3 1 474 0,0
1 426 65,4 1 475 0,0
1 427 64,0 1 476 0,0
1 428 62,4 1 477 0,0
1 429 60,6
1 430 58,6
1 431 56,7
1 432 54,8EN Offi cial Jour nal of the European Union L 423/192 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 433 53,0
1 434 51,3
1 435 49,6
1 436 47,8
1 437 45,5
1 438 42,8
1 439 39,8
1 440 36,5
1 441 33,0
1 442 29,5
1 443 25,8
1 444 22,1
1 445 18,6
1 446 15,3
1 447 12,4
1 448 9,6
1 449 6,6
1 450 3,8
1 451 1,6
1 452 0,0
1 453 0,0
1 454 0,0
1 455 0,0
Table A1/6
This table is only applicable for Lev el 1A. 
WLTC, Class 2 cycle, phase Extra High 2 (Second 1 477 is the end of phase High 2 and the start of Extra 
High 2) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 478 0,0 1 525 63,4 1 572 107,4 1 619 113,7
1 479 1,1 1 526 64,5 1 573 108,7 1 620 114,1
1 480 2,3 1 527 65,7 1 574 109,9 1 621 114,4
1 481 4,6 1 528 66,9 1 575 111,2 1 622 114,6
1 482 6,5 1 529 68,1 1 576 112,3 1 623 114,7
1 483 8,9 1 530 69,1 1 577 113,4 1 624 114,7
1 484 10,9 1 531 70,0 1 578 114,4 1 625 114,7EN Offi cial Jour nal of the European Union 26.11.2021 L 423/193  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 485 13,5 1 532 70,9 1 579 115,3 1 626 114,6
1 486 15,2 1 533 71,8 1 580 116,1 1 627 114,5
1 487 17,6 1 534 72,6 1 581 116,8 1 628 114,5
1 488 19,3 1 535 73,4 1 582 117,4 1 629 114,5
1 489 21,4 1 536 74,0 1 583 117,7 1 630 114,7
1 490 23,0 1 537 74,7 1 584 118,2 1 631 115,0
1 491 25,0 1 538 75,2 1 585 118,1 1 632 115,6
1 492 26,5 1 539 75,7 1 586 117,7 1 633 116,4
1 493 28,4 1 540 76,4 1 587 117,0 1 634 117,3
1 494 29,8 1 541 77,2 1 588 116,1 1 635 118,2
1 495 31,7 1 542 78,2 1 589 115,2 1 636 118,8
1 496 33,7 1 543 78,9 1 590 114,4 1 637 119,3
1 497 35,8 1 544 79,9 1 591 113,6 1 638 119,6
1 498 38,1 1 545 81,1 1 592 113,0 1 639 119,7
1 499 40,5 1 546 82,4 1 593 112,6 1 640 119,5
1 500 42,2 1 547 83,7 1 594 112,2 1 641 119,3
1 501 43,5 1 548 85,4 1 595 111,9 1 642 119,2
1 502 44,5 1 549 87,0 1 596 111,6 1 643 119,0
1 503 45,2 1 550 88,3 1 597 111,2 1 644 118,8
1 504 45,8 1 551 89,5 1 598 110,7 1 645 118,8
1 505 46,6 1 552 90,5 1 599 110,1 1 646 118,8
1 506 47,4 1 553 91,3 1 600 109,3 1 647 118,8
1 507 48,5 1 554 92,2 1 601 108,4 1 648 118,8
1 508 49,7 1 555 93,0 1 602 107,4 1 649 118,9
1 509 51,3 1 556 93,8 1 603 106,7 1 650 119,0
1 510 52,9 1 557 94,6 1 604 106,3 1 651 119,0
1 511 54,3 1 558 95,3 1 605 106,2 1 652 119,1
1 512 55,6 1 559 95,9 1 606 106,4 1 653 119,2
1 513 56,8 1 560 96,6 1 607 107,0 1 654 119,4
1 514 57,9 1 561 97,4 1 608 107,5 1 655 119,6
1 515 58,9 1 562 98,1 1 609 107,9 1 656 119,9
1 516 59,7 1 563 98,7 1 610 108,4 1 657 120,1
1 517 60,3 1 564 99,5 1 611 108,9 1 658 120,3
1 518 60,7 1 565 100,3 1 612 109,5 1 659 120,4
1 519 60,9 1 566 101,1 1 613 110,2 1 660 120,5
1 520 61,0 1 567 101,9 1 614 110,9 1 661 120,5
1 521 61,1 1 568 102,8 1 615 111,6 1 662 120,5
1 522 61,4 1 569 103,8 1 616 112,2 1 663 120,5EN Offi cial Jour nal of the European Union L 423/194 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 523 61,8 1 570 105,0 1 617 112,8 1 664 120,4
1 524 62,5 1 571 106,1 1 618 113,3 1 665 120,3
1 666 120,1 1 715 120,4 1 764 82,6
1 667 119,9 1 716 120,8 1 765 81,9
1 668 119,6 1 717 121,1 1 766 81,1
1 669 119,5 1 718 121,6 1 767 80,0
1 670 119,4 1 719 121,8 1 768 78,7
1 671 119,3 1 720 122,1 1 769 76,9
1 672 119,3 1 721 122,4 1 770 74,6
1 673 119,4 1 722 122,7 1 771 72,0
1 674 119,5 1 723 122,8 1 772 69,0
1 675 119,5 1 724 123,1 1 773 65,6
1 676 119,6 1 725 123,1 1 774 62,1
1 677 119,6 1 726 122,8 1 775 58,5
1 678 119,6 1 727 122,3 1 776 54,7
1 679 119,4 1 728 121,3 1 777 50,9
1 680 119,3 1 729 119,9 1 778 47,3
1 681 119,0 1 730 118,1 1 779 43,8
1 682 118,8 1 731 115,9 1 780 40,4
1 683 118,7 1 732 113,5 1 781 37,4
1 684 118,8 1 733 111,1 1 782 34,3
1 685 119,0 1 734 108,6 1 783 31,3
1 686 119,2 1 735 106,2 1 784 28,3
1 687 119,6 1 736 104,0 1 785 25,2
1 688 120,0 1 737 101,1 1 786 22,0
1 689 120,3 1 738 98,3 1 787 18,9
1 690 120,5 1 739 95,7 1 788 16,1
1 691 120,7 1 740 93,5 1 789 13,4
1 692 120,9 1 741 91,5 1 790 11,1
1 693 121,0 1 742 90,7 1 791 8,9
1 694 121,1 1 743 90,4 1 792 6,9
1 695 121,2 1 744 90,2 1 793 4,9
1 696 121,3 1 745 90,2 1 794 2,8
1 697 121,4 1 746 90,1 1 795 0,0
1 698 121,5 1 747 90,0 1 796 0,0
1 699 121,5 1 748 89,8 1 797 0,0
1 700 121,5 1 749 89,6 1 798 0,0
1 701 121,4 1 750 89,4 1 799 0,0EN Offi cial Jour nal of the European Union 26.11.2021 L 423/195  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 702 121,3 1 751 89,2 1 800 0,0
1 703 121,1 1 752 88,9
1 704 120,9 1 753 88,5
1 705 120,6 1 754 88,1
1 706 120,4 1 755 87,6
1 707 120,2 1 756 87,1
1 708 120,1 1 757 86,6
1 709 119,9 1 758 86,1
1 710 119,8 1 759 85,5
1 711 119,8 1 760 85,0
1 712 119,9 1 761 84,4
1 713 120,0 1 762 83,8
1 714 120,2 1 763 83,2
6. WLTC CLASS 3 CYCLE
Figure A1/7
WLTC, Class 3 cycle, phase Low3
EN Offi cial Jour nal of the European Union L 423/196 26.11.2021  
Figure A1/8
WLTC, Class 3a cycle, phase Medium 3a
Figure A1/9
WLTC, Class 3b cycle, phase Medium 3b
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/197  
Figure A1/10
WLTC, Class 3a cycle, phase High 3a
Figure A1/11
WLTC, Class 3b cycle, phase High 3b
EN Offi cial Jour nal of the European Union L 423/198 26.11.2021  
Figure A1/12
This figure is only applicable for Lev el 1A.
WLTC, Class 3 cycle, phase Extra High 3
Table A1/7
WLTC, Class 3 cycle, phase Low3 (Second 589 is the end of phase Low3 and the start of phase Medium 3) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
0 0,0 47 19,5 94 12,0 141 11,7
1 0,0 48 18,4 95 9,1 142 16,4
2 0,0 49 17,8 96 5,8 143 18,9
3 0,0 50 17,8 97 3,6 144 19,9
4 0,0 51 17,4 98 2,2 145 20,8
5 0,0 52 15,7 99 0,0 146 22,8
6 0,0 53 13,1 100 0,0 147 25,4
7 0,0 54 12,1 101 0,0 148 27,7
8 0,0 55 12,0 102 0,0 149 29,2
9 0,0 56 12,0 103 0,0 150 29,8
10 0,0 57 12,0 104 0,0 151 29,4
11 0,0 58 12,3 105 0,0 152 27,2
12 0,2 59 12,6 106 0,0 153 22,6
13 1,7 60 14,7 107 0,0 154 17,3
14 5,4 61 15,3 108 0,0 155 13,3EN Offi cial Jour nal of the European Union 26.11.2021 L 423/199  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
15 9,9 62 15,9 109 0,0 156 12,0
16 13,1 63 16,2 110 0,0 157 12,6
17 16,9 64 17,1 111 0,0 158 14,1
18 21,7 65 17,8 112 0,0 159 17,2
19 26,0 66 18,1 113 0,0 160 20,1
20 27,5 67 18,4 114 0,0 161 23,4
21 28,1 68 20,3 115 0,0 162 25,5
22 28,3 69 23,2 116 0,0 163 27,6
23 28,8 70 26,5 117 0,0 164 29,5
24 29,1 71 29,8 118 0,0 165 31,1
25 30,8 72 32,6 119 0,0 166 32,1
26 31,9 73 34,4 120 0,0 167 33,2
27 34,1 74 35,5 121 0,0 168 35,2
28 36,6 75 36,4 122 0,0 169 37,2
29 39,1 76 37,4 123 0,0 170 38,0
30 41,3 77 38,5 124 0,0 171 37,4
31 42,5 78 39,3 125 0,0 172 35,1
32 43,3 79 39,5 126 0,0 173 31,0
33 43,9 80 39,0 127 0,0 174 27,1
34 44,4 81 38,5 128 0,0 175 25,3
35 44,5 82 37,3 129 0,0 176 25,1
36 44,2 83 37,0 130 0,0 177 25,9
37 42,7 84 36,7 131 0,0 178 27,8
38 39,9 85 35,9 132 0,0 179 29,2
39 37,0 86 35,3 133 0,0 180 29,6
40 34,6 87 34,6 134 0,0 181 29,5
41 32,3 88 34,2 135 0,0 182 29,2
42 29,0 89 31,9 136 0,0 183 28,3
43 25,1 90 27,3 137 0,0 184 26,1
44 22,2 91 22,0 138 0,2 185 23,6
45 20,9 92 17,0 139 1,9 186 21,0
46 20,4 93 14,2 140 6,1 187 18,9
188 17,1 237 49,2 286 37,4 335 15,0
189 15,7 238 48,4 287 40,7 336 14,5
190 14,5 239 46,9 288 44,0 337 14,3
191 13,7 240 44,3 289 47,3 338 14,5
192 12,9 241 41,5 290 49,2 339 15,4
193 12,5 242 39,5 291 49,8 340 17,8EN Offi cial Jour nal of the European Union L 423/200 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
194 12,2 243 37,0 292 49,2 341 21,1
195 12,0 244 34,6 293 48,1 342 24,1
196 12,0 245 32,3 294 47,3 343 25,0
197 12,0 246 29,0 295 46,8 344 25,3
198 12,0 247 25,1 296 46,7 345 25,5
199 12,5 248 22,2 297 46,8 346 26,4
200 13,0 249 20,9 298 47,1 347 26,6
201 14,0 250 20,4 299 47,3 348 27,1
202 15,0 251 19,5 300 47,3 349 27,7
203 16,5 252 18,4 301 47,1 350 28,1
204 19,0 253 17,8 302 46,6 351 28,2
205 21,2 254 17,8 303 45,8 352 28,1
206 23,8 255 17,4 304 44,8 353 28,0
207 26,9 256 15,7 305 43,3 354 27,9
208 29,6 257 14,5 306 41,8 355 27,9
209 32,0 258 15,4 307 40,8 356 28,1
210 35,2 259 17,9 308 40,3 357 28,2
211 37,5 260 20,6 309 40,1 358 28,0
212 39,2 261 23,2 310 39,7 359 26,9
213 40,5 262 25,7 311 39,2 360 25,0
214 41,6 263 28,7 312 38,5 361 23,2
215 43,1 264 32,5 313 37,4 362 21,9
216 45,0 265 36,1 314 36,0 363 21,1
217 47,1 266 39,0 315 34,4 364 20,7
218 49,0 267 40,8 316 33,0 365 20,7
219 50,6 268 42,9 317 31,7 366 20,8
220 51,8 269 44,4 318 30,0 367 21,2
221 52,7 270 45,9 319 28,0 368 22,1
222 53,1 271 46,0 320 26,1 369 23,5
223 53,5 272 45,6 321 25,6 370 24,3
224 53,8 273 45,3 322 24,9 371 24,5
225 54,2 274 43,7 323 24,9 372 23,8
226 54,8 275 40,8 324 24,3 373 21,3
227 55,3 276 38,0 325 23,9 374 17,7
228 55,8 277 34,4 326 23,9 375 14,4
229 56,2 278 30,9 327 23,6 376 11,9
230 56,5 279 25,5 328 23,3 377 10,2
231 56,5 280 21,4 329 20,5 378 8,9EN Offi cial Jour nal of the European Union 26.11.2021 L 423/201  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
232 56,2 281 20,2 330 17,5 379 8,0
233 54,9 282 22,9 331 16,9 380 7,2
234 52,9 283 26,6 332 16,7 381 6,1
235 51,0 284 30,2 333 15,9 382 4,9
236 49,8 285 34,1 334 15,6 383 3,7
384 2,3 433 31,3 482 0,0 531 0,0
385 0,9 434 31,1 483 0,0 532 0,0
386 0,0 435 30,6 484 0,0 533 0,2
387 0,0 436 29,2 485 0,0 534 1,2
388 0,0 437 26,7 486 0,0 535 3,2
389 0,0 438 23,0 487 0,0 536 5,2
390 0,0 439 18,2 488 0,0 537 8,2
391 0,0 440 12,9 489 0,0 538 13
392 0,5 441 7,7 490 0,0 539 18,8
393 2,1 442 3,8 491 0,0 540 23,1
394 4,8 443 1,3 492 0,0 541 24,5
395 8,3 444 0,2 493 0,0 542 24,5
396 12,3 445 0,0 494 0,0 543 24,3
397 16,6 446 0,0 495 0,0 544 23,6
398 20,9 447 0,0 496 0,0 545 22,3
399 24,2 448 0,0 497 0,0 546 20,1
400 25,6 449 0,0 498 0,0 547 18,5
401 25,6 450 0,0 499 0,0 548 17,2
402 24,9 451 0,0 500 0,0 549 16,3
403 23,3 452 0,0 501 0,0 550 15,4
404 21,6 453 0,0 502 0,0 551 14,7
405 20,2 454 0,0 503 0,0 552 14,3
406 18,7 455 0,0 504 0,0 553 13,7
407 17,0 456 0,0 505 0,0 554 13,3
408 15,3 457 0,0 506 0,0 555 13,1
409 14,2 458 0,0 507 0,0 556 13,1
410 13,9 459 0,0 508 0,0 557 13,3
411 14,0 460 0,0 509 0,0 558 13,8
412 14,2 461 0,0 510 0,0 559 14,5
413 14,5 462 0,0 511 0,0 560 16,5
414 14,9 463 0,0 512 0,5 561 17,0
415 15,9 464 0,0 513 2,5 562 17,0
416 17,4 465 0,0 514 6,6 563 17,0EN Offi cial Jour nal of the European Union L 423/202 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
417 18,7 466 0,0 515 11,8 564 15,4
418 19,1 467 0,0 516 16,8 565 10,1
419 18,8 468 0,0 517 20,5 566 4,8
420 17,6 469 0,0 518 21,9 567 0,0
421 16,6 470 0,0 519 21,9 568 0,0
422 16,2 471 0,0 520 21,3 569 0,0
423 16,4 472 0,0 521 20,3 570 0,0
424 17,2 473 0,0 522 19,2 571 0,0
425 19,1 474 0,0 523 17,8 572 0,0
426 22,6 475 0,0 524 15,5 573 0,0
427 27,4 476 0,0 525 11,9 574 0,0
428 31,6 477 0,0 526 7,6 575 0,0
429 33,4 478 0,0 527 4,0 576 0,0
430 33,5 479 0,0 528 2,0 577 0,0
431 32,8 480 0,0 529 1,0 578 0,0
432 31,9 481 0,0 530 0,0 579 0,0
580 0,0
581 0,0
582 0,0
583 0,0
584 0,0
585 0,0
586 0,0
587 0,0
588 0,0
589 0,0
Table A1/8
WLTC, Class 3a cycle, phase Medium 3a (Second 589 is the end of phase Low3 and the start of phase 
Medium 3a) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
590 0,0 637 53,0 684 18,9 731 41,9
591 0,0 638 53,0 685 18,9 732 42,0
592 0,0 639 52,9 686 21,3 733 42,2
593 0,0 640 52,7 687 23,9 734 42,4
594 0,0 641 52,6 688 25,9 735 42,7EN Offi cial Jour nal of the European Union 26.11.2021 L 423/203  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
595 0,0 642 53,1 689 28,4 736 43,1
596 0,0 643 54,3 690 30,3 737 43,7
597 0,0 644 55,2 691 30,9 738 44,0
598 0,0 645 55,5 692 31,1 739 44,1
599 0,0 646 55,9 693 31,8 740 45,3
600 0,0 647 56,3 694 32,7 741 46,4
601 1,0 648 56,7 695 33,2 742 47,2
602 2,1 649 56,9 696 32,4 743 47,3
603 5,2 650 56,8 697 28,3 744 47,4
604 9,2 651 56,0 698 25,8 745 47,4
605 13,5 652 54,2 699 23,1 746 47,5
606 18,1 653 52,1 700 21,8 747 47,9
607 22,3 654 50,1 701 21,2 748 48,6
608 26,0 655 47,2 702 21,0 749 49,4
609 29,3 656 43,2 703 21,0 750 49,8
610 32,8 657 39,2 704 20,9 751 49,8
611 36,0 658 36,5 705 19,9 752 49,7
612 39,2 659 34,3 706 17,9 753 49,3
613 42,5 660 31,0 707 15,1 754 48,5
614 45,7 661 26,0 708 12,8 755 47,6
615 48,2 662 20,7 709 12,0 756 46,3
616 48,4 663 15,4 710 13,2 757 43,7
617 48,2 664 13,1 711 17,1 758 39,3
618 47,8 665 12,0 712 21,1 759 34,1
619 47,0 666 12,5 713 21,8 760 29,0
620 45,9 667 14,0 714 21,2 761 23,7
621 44,9 668 19,0 715 18,5 762 18,4
622 44,4 669 23,2 716 13,9 763 14,3
623 44,3 670 28,0 717 12,0 764 12,0
624 44,5 671 32,0 718 12,0 765 12,8
625 45,1 672 34,0 719 13,0 766 16,0
626 45,7 673 36,0 720 16,3 767 20,4
627 46,0 674 38,0 721 20,5 768 24,0
628 46,0 675 40,0 722 23,9 769 29,0
629 46,0 676 40,3 723 26,0 770 32,2
630 46,1 677 40,5 724 28,0 771 36,8
631 46,7 678 39,0 725 31,5 772 39,4
632 47,7 679 35,7 726 33,4 773 43,2EN Offi cial Jour nal of the European Union L 423/204 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
633 48,9 680 31,8 727 36,0 774 45,8
634 50,3 681 27,1 728 37,8 775 49,2
635 51,6 682 22,8 729 40,2 776 51,4
636 52,6 683 21,1 730 41,6 777 54,2
778 56,0 827 37,1 876 75,8 925 62,3
779 58,3 828 38,9 877 76,6 926 62,7
780 59,8 829 41,4 878 76,5 927 62,0
781 61,7 830 44,0 879 76,2 928 61,3
782 62,7 831 46,3 880 75,8 929 60,9
783 63,3 832 47,7 881 75,4 930 60,5
784 63,6 833 48,2 882 74,8 931 60,2
785 64,0 834 48,7 883 73,9 932 59,8
786 64,7 835 49,3 884 72,7 933 59,4
787 65,2 836 49,8 885 71,3 934 58,6
788 65,3 837 50,2 886 70,4 935 57,5
789 65,3 838 50,9 887 70,0 936 56,6
790 65,4 839 51,8 888 70,0 937 56,0
791 65,7 840 52,5 889 69,0 938 55,5
792 66,0 841 53,3 890 68,0 939 55,0
793 65,6 842 54,5 891 67,3 940 54,4
794 63,5 843 55,7 892 66,2 941 54,1
795 59,7 844 56,5 893 64,8 942 54,0
796 54,6 845 56,8 894 63,6 943 53,9
797 49,3 846 57,0 895 62,6 944 53,9
798 44,9 847 57,2 896 62,1 945 54,0
799 42,3 848 57,7 897 61,9 946 54,2
800 41,4 849 58,7 898 61,9 947 55,0
801 41,3 850 60,1 899 61,8 948 55,8
802 43,0 851 61,1 900 61,5 949 56,2
803 45,0 852 61,7 901 60,9 950 56,1
804 46,5 853 62,3 902 59,7 951 55,1
805 48,3 854 62,9 903 54,6 952 52,7
806 49,5 855 63,3 904 49,3 953 48,4
807 51,2 856 63,4 905 44,9 954 43,1
808 52,2 857 63,5 906 42,3 955 37,8
809 51,6 858 63,9 907 41,4 956 32,5
810 49,7 859 64,4 908 41,3 957 27,2
811 47,4 860 65,0 909 42,1 958 25,1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/205  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
812 43,7 861 65,6 910 44,7 959 27,0
813 39,7 862 66,6 911 46,0 960 29,8
814 35,5 863 67,4 912 48,8 961 33,8
815 31,1 864 68,2 913 50,1 962 37,0
816 26,3 865 69,1 914 51,3 963 40,7
817 21,9 866 70,0 915 54,1 964 43,0
818 18,0 867 70,8 916 55,2 965 45,6
819 17,0 868 71,5 917 56,2 966 46,9
820 18,0 869 72,4 918 56,1 967 47,0
821 21,4 870 73,0 919 56,1 968 46,9
822 24,8 871 73,7 920 56,5 969 46,5
823 27,9 872 74,4 921 57,5 970 45,8
824 30,8 873 74,9 922 59,2 971 44,3
825 33,0 874 75,3 923 60,7 972 41,3
826 35,1 875 75,6 924 61,8 973 36,5
974 31,7
975 27,0
976 24,7
977 19,3
978 16,0
979 13,2
980 10,7
981 8,8
982 7,2
983 5,5
984 3,2
985 1,1
986 0,0
987 0,0
988 0,0
989 0,0
990 0,0
991 0,0
992 0,0
993 0,0
994 0,0
995 0,0
996 0,0EN Offi cial Jour nal of the European Union L 423/206 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
997 0,0
998 0,0
999 0,0
1 000 0,0
1 001 0,0
1 002 0,0
1 003 0,0
1 004 0,0
1 005 0,0
1 006 0,0
1 007 0,0
1 008 0,0
1 009 0,0
1 010 0,0
1 011 0,0
1 012 0,0
1 013 0,0
1 014 0,0
1 015 0,0
1 016 0,0
1 017 0,0
1 018 0,0
1 019 0,0
1 020 0,0
1 021 0,0
1 022 0,0
Table A1/9
WLTC, Class 3b cycle, phase Medium 3b (Second 589 is the end of phase Low3 and the start of phase 
Medium 3b) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
590 0,0 637 53,0 684 18,9 731 41,9
591 0,0 638 53,0 685 18,9 732 42,0
592 0,0 639 52,9 686 21,3 733 42,2
593 0,0 640 52,7 687 23,9 734 42,4
594 0,0 641 52,6 688 25,9 735 42,7EN Offi cial Jour nal of the European Union 26.11.2021 L 423/207  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
595 0,0 642 53,1 689 28,4 736 43,1
596 0,0 643 54,3 690 30,3 737 43,7
597 0,0 644 55,2 691 30,9 738 44,0
598 0,0 645 55,5 692 31,1 739 44,1
599 0,0 646 55,9 693 31,8 740 45,3
600 0,0 647 56,3 694 32,7 741 46,4
601 1,0 648 56,7 695 33,2 742 47,2
602 2,1 649 56,9 696 32,4 743 47,3
603 4,8 650 56,8 697 28,3 744 47,4
604 9,1 651 56,0 698 25,8 745 47,4
605 14,2 652 54,2 699 23,1 746 47,5
606 19,8 653 52,1 700 21,8 747 47,9
607 25,5 654 50,1 701 21,2 748 48,6
608 30,5 655 47,2 702 21,0 749 49,4
609 34,8 656 43,2 703 21,0 750 49,8
610 38,8 657 39,2 704 20,9 751 49,8
611 42,9 658 36,5 705 19,9 752 49,7
612 46,4 659 34,3 706 17,9 753 49,3
613 48,3 660 31,0 707 15,1 754 48,5
614 48,7 661 26,0 708 12,8 755 47,6
615 48,5 662 20,7 709 12,0 756 46,3
616 48,4 663 15,4 710 13,2 757 43,7
617 48,2 664 13,1 711 17,1 758 39,3
618 47,8 665 12,0 712 21,1 759 34,1
619 47,0 666 12,5 713 21,8 760 29,0
620 45,9 667 14,0 714 21,2 761 23,7
621 44,9 668 19,0 715 18,5 762 18,4
622 44,4 669 23,2 716 13,9 763 14,3
623 44,3 670 28,0 717 12,0 764 12,0
624 44,5 671 32,0 718 12,0 765 12,8
625 45,1 672 34,0 719 13,0 766 16,0
626 45,7 673 36,0 720 16,0 767 19,1
627 46,0 674 38,0 721 18,5 768 22,4
628 46,0 675 40,0 722 20,6 769 25,6
629 46,0 676 40,3 723 22,5 770 30,1
630 46,1 677 40,5 724 24,0 771 35,3
631 46,7 678 39,0 725 26,6 772 39,9
632 47,7 679 35,7 726 29,9 773 44,5EN Offi cial Jour nal of the European Union L 423/208 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
633 48,9 680 31,8 727 34,8 774 47,5
634 50,3 681 27,1 728 37,8 775 50,9
635 51,6 682 22,8 729 40,2 776 54,1
636 52,6 683 21,1 730 41,6 777 56,3
778 58,1 827 37,1 876 72,7 925 64,1
779 59,8 828 38,9 877 71,3 926 62,7
780 61,1 829 41,4 878 70,4 927 62,0
781 62,1 830 44,0 879 70,0 928 61,3
782 62,8 831 46,3 880 70,0 929 60,9
783 63,3 832 47,7 881 69,0 930 60,5
784 63,6 833 48,2 882 68,0 931 60,2
785 64,0 834 48,7 883 68,0 932 59,8
786 64,7 835 49,3 884 68,0 933 59,4
787 65,2 836 49,8 885 68,1 934 58,6
788 65,3 837 50,2 886 68,4 935 57,5
789 65,3 838 50,9 887 68,6 936 56,6
790 65,4 839 51,8 888 68,7 937 56,0
791 65,7 840 52,5 889 68,5 938 55,5
792 66,0 841 53,3 890 68,1 939 55,0
793 65,6 842 54,5 891 67,3 940 54,4
794 63,5 843 55,7 892 66,2 941 54,1
795 59,7 844 56,5 893 64,8 942 54,0
796 54,6 845 56,8 894 63,6 943 53,9
797 49,3 846 57,0 895 62,6 944 53,9
798 44,9 847 57,2 896 62,1 945 54,0
799 42,3 848 57,7 897 61,9 946 54,2
800 41,4 849 58,7 898 61,9 947 55,0
801 41,3 850 60,1 899 61,8 948 55,8
802 42,1 851 61,1 900 61,5 949 56,2
803 44,7 852 61,7 901 60,9 950 56,1
804 48,4 853 62,3 902 59,7 951 55,1
805 51,4 854 62,9 903 54,6 952 52,7
806 52,7 855 63,3 904 49,3 953 48,4
807 53,0 856 63,4 905 44,9 954 43,1
808 52,5 857 63,5 906 42,3 955 37,8
809 51,3 858 64,5 907 41,4 956 32,5
810 49,7 859 65,8 908 41,3 957 27,2
811 47,4 860 66,8 909 42,1 958 25,1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/209  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
812 43,7 861 67,4 910 44,7 959 26,0
813 39,7 862 68,8 911 48,4 960 29,3
814 35,5 863 71,1 912 51,4 961 34,6
815 31,1 864 72,3 913 52,7 962 40,4
816 26,3 865 72,8 914 54,0 963 45,3
817 21,9 866 73,4 915 57,0 964 49,0
818 18,0 867 74,6 916 58,1 965 51,1
819 17,0 868 76,0 917 59,2 966 52,1
820 18,0 869 76,6 918 59,0 967 52,2
821 21,4 870 76,5 919 59,1 968 52,1
822 24,8 871 76,2 920 59,5 969 51,7
823 27,9 872 75,8 921 60,5 970 50,9
824 30,8 873 75,4 922 62,3 971 49,2
825 33,0 874 74,8 923 63,9 972 45,9
826 35,1 875 73,9 924 65,1 973 40,6
974 35,3
975 30,0
976 24,7
977 19,3
978 16,0
979 13,2
980 10,7
981 8,8
982 7,2
983 5,5
984 3,2
985 1,1
986 0,0
987 0,0
988 0,0
989 0,0
990 0,0
991 0,0
992 0,0
993 0,0
994 0,0
995 0,0
996 0,0EN Offi cial Jour nal of the European Union L 423/210 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
997 0,0
998 0,0
999 0,0
1 000 0,0
1 001 0,0
1 002 0,0
1 003 0,0
1 004 0,0
1 005 0,0
1 006 0,0
1 007 0,0
1 008 0,0
1 009 0,0
1 010 0,0
1 011 0,0
1 012 0,0
1 013 0,0
1 014 0,0
1 015 0,0
1 016 0,0
1 017 0,0
1 018 0,0
1 019 0,0
1 020 0,0
1 021 0,0
1 022 0,0
Table A1/10
WLTC, Class 3a cycle, phase High 3a (Second 1 022 is the start of this phase) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 023 0,0 1 070 29,0 1 117 66,2 1 164 52,6
1 024 0,0 1 071 32,0 1 118 65,8 1 165 54,5
1 025 0,0 1 072 34,8 1 119 64,7 1 166 56,6
1 026 0,0 1 073 37,7 1 120 63,6 1 167 58,3
1 027 0,8 1 074 40,8 1 121 62,9 1 168 60,0
1 028 3,6 1 075 43,2 1 122 62,4 1 169 61,5EN Offi cial Jour nal of the European Union 26.11.2021 L 423/211  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 029 8,6 1 076 46,0 1 123 61,7 1 170 63,1
1 030 14,6 1 077 48,0 1 124 60,1 1 171 64,3
1 031 20,0 1 078 50,7 1 125 57,3 1 172 65,7
1 032 24,4 1 079 52,0 1 126 55,8 1 173 67,1
1 033 28,2 1 080 54,5 1 127 50,5 1 174 68,3
1 034 31,7 1 081 55,9 1 128 45,2 1 175 69,7
1 035 35,0 1 082 57,4 1 129 40,1 1 176 70,6
1 036 37,6 1 083 58,1 1 130 36,2 1 177 71,6
1 037 39,7 1 084 58,4 1 131 32,9 1 178 72,6
1 038 41,5 1 085 58,8 1 132 29,8 1 179 73,5
1 039 43,6 1 086 58,8 1 133 26,6 1 180 74,2
1 040 46,0 1 087 58,6 1 134 23,0 1 181 74,9
1 041 48,4 1 088 58,7 1 135 19,4 1 182 75,6
1 042 50,5 1 089 58,8 1 136 16,3 1 183 76,3
1 043 51,9 1 090 58,8 1 137 14,6 1 184 77,1
1 044 52,6 1 091 58,8 1 138 14,2 1 185 77,9
1 045 52,8 1 092 59,1 1 139 14,3 1 186 78,5
1 046 52,9 1 093 60,1 1 140 14,6 1 187 79,0
1 047 53,1 1 094 61,7 1 141 15,1 1 188 79,7
1 048 53,3 1 095 63,0 1 142 16,4 1 189 80,3
1 049 53,1 1 096 63,7 1 143 19,1 1 190 81,0
1 050 52,3 1 097 63,9 1 144 22,5 1 191 81,6
1 051 50,7 1 098 63,5 1 145 24,4 1 192 82,4
1 052 48,8 1 099 62,3 1 146 24,8 1 193 82,9
1 053 46,5 1 100 60,3 1 147 22,7 1 194 83,4
1 054 43,8 1101 58,9 1 148 17,4 1 195 83,8
1 055 40,3 1102 58,4 1 149 13,8 1 196 84,2
1 056 36,0 1103 58,8 1 150 12,0 1 197 84,7
1 057 30,7 1104 60,2 1 151 12,0 1 198 85,2
1 058 25,4 1105 62,3 1 152 12,0 1 199 85,6
1 059 21,0 1106 63,9 1 153 13,9 1 200 86,3
1 060 16,7 1107 64,5 1 154 17,7 1201 86,8
1 061 13,4 1108 64,4 1 155 22,8 1202 87,4
1 062 12,0 1109 63,5 1 156 27,3 1203 88,0
1 063 12,1 1 110 62,0 1 157 31,2 1204 88,3
1 064 12,8 1 111 61,2 1 158 35,2 1205 88,7
1 065 15,6 1 112 61,3 1 159 39,4 1206 89,0
1 066 19,9 1 113 61,7 1 160 42,5 1207 89,3EN Offi cial Jour nal of the European Union L 423/212 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 067 23,4 1 114 62,0 1 161 45,4 1208 89,8
1 068 24,6 1 115 64,6 1 162 48,2 1209 90,2
1 069 27,0 1 116 66,0 1 163 50,3 1210 90,6
1 211 91,0 1 260 95,7 1 309 75,9 1 358 68,2
1 212 91,3 1 261 95,5 1 310 76,0 1 359 66,1
1 213 91,6 1 262 95,3 1 311 76,0 1 360 63,8
1 214 91,9 1 263 95,2 1 312 76,1 1 361 61,6
1 215 92,2 1 264 95,0 1 313 76,3 1 362 60,2
1 216 92,8 1 265 94,9 1 314 76,5 1 363 59,8
1 217 93,1 1 266 94,7 1 315 76,6 1 364 60,4
1 218 93,3 1 267 94,5 1 316 76,8 1 365 61,8
1 219 93,5 1 268 94,4 1 317 77,1 1 366 62,6
1 220 93,7 1 269 94,4 1 318 77,1 1 367 62,7
1 221 93,9 1 270 94,3 1 319 77,2 1 368 61,9
1 222 94,0 1 271 94,3 1 320 77,2 1 369 60,0
1 223 94,1 1 272 94,1 1 321 77,6 1 370 58,4
1 224 94,3 1 273 93,9 1 322 78,0 1 371 57,8
1 225 94,4 1 274 93,4 1 323 78,4 1 372 57,8
1 226 94,6 1 275 92,8 1 324 78,8 1 373 57,8
1 227 94,7 1 276 92,0 1 325 79,2 1 374 57,3
1 228 94,8 1 277 91,3 1 326 80,3 1 375 56,2
1 229 95,0 1 278 90,6 1 327 80,8 1 376 54,3
1 230 95,1 1 279 90,0 1 328 81,0 1 377 50,8
1 231 95,3 1 280 89,3 1 329 81,0 1 378 45,5
1 232 95,4 1 281 88,7 1 330 81,0 1 379 40,2
1 233 95,6 1 282 88,1 1 331 81,0 1 380 34,9
1 234 95,7 1 283 87,4 1 332 81,0 1 381 29,6
1 235 95,8 1 284 86,7 1 333 80,9 1 382 28,7
1 236 96,0 1 285 86,0 1 334 80,6 1 383 29,3
1 237 96,1 1 286 85,3 1 335 80,3 1 384 30,5
1 238 96,3 1 287 84,7 1 336 80,0 1 385 31,7
1 239 96,4 1 288 84,1 1 337 79,9 1 386 32,9
1 240 96,6 1 289 83,5 1 338 79,8 1 387 35,0
1 241 96,8 1 290 82,9 1 339 79,8 1 388 38,0
1 242 97,0 1 291 82,3 1 340 79,8 1 389 40,5
1 243 97,2 1 292 81,7 1 341 79,9 1 390 42,7
1 244 97,3 1 293 81,1 1 342 80,0 1 391 45,8
1 245 97,4 1 294 80,5 1 343 80,4 1 392 47,5EN Offi cial Jour nal of the European Union 26.11.2021 L 423/213  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 246 97,4 1 295 79,9 1 344 80,8 1 393 48,9
1 247 97,4 1 296 79,4 1 345 81,2 1 394 49,4
1 248 97,4 1 297 79,1 1 346 81,5 1 395 49,4
1 249 97,3 1 298 78,8 1 347 81,6 1 396 49,2
1 250 97,3 1 299 78,5 1 348 81,6 1 397 48,7
1 251 97,3 1 300 78,2 1 349 81,4 1 398 47,9
1 252 97,3 1 301 77,9 1 350 80,7 1 399 46,9
1 253 97,2 1 302 77,6 1 351 79,6 1 400 45,6
1 254 97,1 1 303 77,3 1 352 78,2 1 401 44,2
1 255 97,0 1 304 77,0 1 353 76,8 1 402 42,7
1 256 96,9 1 305 76,7 1 354 75,3 1 403 40,7
1 257 96,7 1 306 76,0 1 355 73,8 1 404 37,1
1 258 96,4 1 307 76,0 1 356 72,1 1 405 33,9
1 259 96,1 1 308 76,0 1 357 70,2 1 406 30,6
1 407 28,6 1 456 0,0
1 408 27,3 1 457 0,0
1 409 27,2 1 458 0,0
1 410 27,5 1 459 0,0
1 411 27,4 1 460 0,0
1 412 27,1 1 461 0,0
1 413 26,7 1 462 0,0
1 414 26,8 1 463 0,0
1 415 28,2 1 464 0,0
1 416 31,1 1 465 0,0
1 417 34,8 1 466 0,0
1 418 38,4 1 467 0,0
1 419 40,9 1 468 0,0
1 420 41,7 1 469 0,0
1 421 40,9 1 470 0,0
1 422 38,3 1 471 0,0
1 423 35,3 1 472 0,0
1 424 34,3 1 473 0,0
1 425 34,6 1 474 0,0
1 426 36,3 1 475 0,0
1 427 39,5 1 476 0,0
1 428 41,8 1 477 0,0
1 429 42,5
1 430 41,9EN Offi cial Jour nal of the European Union L 423/214 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 431 40,1
1 432 36,6
1 433 31,3
1 434 26,0
1 435 20,6
1 436 19,1
1 437 19,7
1 438 21,1
1 439 22,0
1 440 22,1
1 441 21,4
1 442 19,6
1 443 18,3
1 444 18,0
1 445 18,3
1 446 18,5
1 447 17,9
1 448 15,0
1 449 9,9
1 450 4,6
1 451 1,2
1 452 0,0
1 453 0,0
1 454 0,0
1 455 0,0
Table A1/11
WLTC, Class 3b cycle, phase High 3b (Second 1 022 is the start of this phase) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 023 0,0 1 070 26,4 1 117 69,7 1 164 52,6
1 024 0,0 1 071 28,8 1 118 69,3 1 165 54,5
1 025 0,0 1 072 31,8 1 119 68,1 1 166 56,6
1 026 0,0 1 073 35,3 1 120 66,9 1 167 58,3
1 027 0,8 1 074 39,5 1 121 66,2 1 168 60,0
1 028 3,6 1 075 44,5 1 122 65,7 1 169 61,5
1 029 8,6 1 076 49,3 1 123 64,9 1 170 63,1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/215  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 030 14,6 1 077 53,3 1 124 63,2 1 171 64,3
1 031 20,0 1 078 56,4 1 125 60,3 1 172 65,7
1 032 24,4 1 079 58,9 1 126 55,8 1 173 67,1
1 033 28,2 1 080 61,2 1 127 50,5 1 174 68,3
1 034 31,7 1 081 62,6 1 128 45,2 1 175 69,7
1 035 35,0 1 082 63,0 1 129 40,1 1 176 70,6
1 036 37,6 1 083 62,5 1 130 36,2 1 177 71,6
1 037 39,7 1 084 60,9 1 131 32,9 1 178 72,6
1 038 41,5 1 085 59,3 1 132 29,8 1 179 73,5
1 039 43,6 1 086 58,6 1 133 26,6 1 180 74,2
1 040 46,0 1 087 58,6 1 134 23,0 1 181 74,9
1 041 48,4 1 088 58,7 1 135 19,4 1 182 75,6
1 042 50,5 1 089 58,8 1 136 16,3 1 183 76,3
1 043 51,9 1 090 58,8 1 137 14,6 1 184 77,1
1 044 52,6 1 091 58,8 1 138 14,2 1 185 77,9
1 045 52,8 1 092 59,1 1 139 14,3 1 186 78,5
1 046 52,9 1 093 60,1 1 140 14,6 1 187 79,0
1 047 53,1 1 094 61,7 1 141 15,1 1 188 79,7
1 048 53,3 1 095 63,0 1 142 16,4 1 189 80,3
1 049 53,1 1 096 63,7 1 143 19,1 1 190 81,0
1 050 52,3 1 097 63,9 1 144 22,5 1 191 81,6
1 051 50,7 1 098 63,5 1 145 24,4 1 192 82,4
1 052 48,8 1 099 62,3 1 146 24,8 1 193 82,9
1 053 46,5 1 100 60,3 1 147 22,7 1 194 83,4
1 054 43,8 1 101 58,9 1 148 17,4 1 195 83,8
1 055 40,3 1 102 58,4 1 149 13,8 1 196 84,2
1 056 36,0 1 103 58,8 1 150 12,0 1 197 84,7
1 057 30,7 1 104 60,2 1 151 12,0 1 198 85,2
1 058 25,4 1 105 62,3 1 152 12,0 1 199 85,6
1 059 21,0 1 106 63,9 1 153 13,9 1 200 86,3
1 060 16,7 1 107 64,5 1 154 17,7 1 201 86,8
1 061 13,4 1 108 64,4 1 155 22,8 1 202 87,4
1 062 12,0 1 109 63,5 1 156 27,3 1 203 88,0
1 063 12,1 1 110 62,0 1 157 31,2 1 204 88,3
1 064 12,8 1 111 61,2 1 158 35,2 1 205 88,7
1 065 15,6 1 112 61,3 1 159 39,4 1 206 89,0
1 066 19,9 1 113 62,6 1 160 42,5 1 207 89,3
1 067 23,4 1 114 65,3 1 161 45,4 1 208 89,8EN Offi cial Jour nal of the European Union L 423/216 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 068 24,6 1 115 68,0 1 162 48,2 1 209 90,2
1 069 25,2 1 116 69,4 1 163 50,3 1 210 90,6
1 211 91,0 1 260 95,7 1 309 75,9 1 358 68,2
1 212 91,3 1 261 95,5 1 310 75,9 1 359 66,1
1 213 91,6 1 262 95,3 1 311 75,8 1 360 63,8
1 214 91,9 1 263 95,2 1 312 75,7 1 361 61,6
1 215 92,2 1 264 95,0 1 313 75,5 1 362 60,2
1 216 92,8 1 265 94,9 1 314 75,2 1 363 59,8
1 217 93,1 1 266 94,7 1 315 75,0 1 364 60,4
1 218 93,3 1 267 94,5 1 316 74,7 1 365 61,8
1 219 93,5 1 268 94,4 1 317 74,1 1 366 62,6
1 220 93,7 1 269 94,4 1 318 73,7 1 367 62,7
1 221 93,9 1 270 94,3 1 319 73,3 1 368 61,9
1 222 94,0 1 271 94,3 1 320 73,5 1 369 60,0
1 223 94,1 1 272 94,1 1 321 74,0 1 370 58,4
1 224 94,3 1 273 93,9 1 322 74,9 1 371 57,8
1 225 94,4 1 274 93,4 1 323 76,1 1 372 57,8
1 226 94,6 1 275 92,8 1 324 77,7 1 373 57,8
1 227 94,7 1 276 92,0 1 325 79,2 1 374 57,3
1 228 94,8 1 277 91,3 1 326 80,3 1 375 56,2
1 229 95,0 1 278 90,6 1 327 80,8 1 376 54,3
1 230 95,1 1 279 90,0 1 328 81,0 1 377 50,8
1 231 95,3 1 280 89,3 1 329 81,0 1 378 45,5
1 232 95,4 1 281 88,7 1 330 81,0 1 379 40,2
1 233 95,6 1 282 88,1 1 331 81,0 1 380 34,9
1 234 95,7 1 283 87,4 1 332 81,0 1 381 29,6
1 235 95,8 1 284 86,7 1 333 80,9 1 382 27,3
1 236 96,0 1 285 86,0 1 334 80,6 1 383 29,3
1 237 96,1 1 286 85,3 1 335 80,3 1 384 32,9
1 238 96,3 1 287 84,7 1 336 80,0 1 385 35,6
1 239 96,4 1 288 84,1 1 337 79,9 1 386 36,7
1 240 96,6 1 289 83,5 1 338 79,8 1 387 37,6
1 241 96,8 1 290 82,9 1 339 79,8 1 388 39,4
1 242 97,0 1 291 82,3 1 340 79,8 1 389 42,5
1 243 97,2 1 292 81,7 1 341 79,9 1 390 46,5
1 244 97,3 1 293 81,1 1 342 80,0 1 391 50,2
1 245 97,4 1 294 80,5 1 343 80,4 1 392 52,8
1 246 97,4 1 295 79,9 1 344 80,8 1 393 54,3EN Offi cial Jour nal of the European Union 26.11.2021 L 423/217  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 247 97,4 1 296 79,4 1 345 81,2 1 394 54,9
1 248 97,4 1 297 79,1 1 346 81,5 1 395 54,9
1 249 97,3 1 298 78,8 1 347 81,6 1 396 54,7
1 250 97,3 1 299 78,5 1 348 81,6 1 397 54,1
1 251 97,3 1 300 78,2 1 349 81,4 1 398 53,2
1 252 97,3 1 301 77,9 1 350 80,7 1 399 52,1
1 253 97,2 1 302 77,6 1 351 79,6 1 400 50,7
1 254 97,1 1 303 77,3 1 352 78,2 1 401 49,1
1 255 97,0 1 304 77,0 1 353 76,8 1 402 47,4
1 256 96,9 1 305 76,7 1 354 75,3 1 403 45,2
1 257 96,7 1 306 76,0 1 355 73,8 1 404 41,8
1 258 96,4 1 307 76,0 1 356 72,1 1 405 36,5
1 259 96,1 1 308 76,0 1 357 70,2 1 406 31,2
1 407 27,6 1 456 0,0
1 408 26,9 1 457 0,0
1 409 27,3 1 458 0,0
1 410 27,5 1 459 0,0
1 411 27,4 1 460 0,0
1 412 27,1 1 461 0,0
1 413 26,7 1 462 0,0
1 414 26,8 1 463 0,0
1 415 28,2 1 464 0,0
1 416 31,1 1 465 0,0
1 417 34,8 1 466 0,0
1 418 38,4 1 467 0,0
1 419 40,9 1 468 0,0
1 420 41,7 1 469 0,0
1 421 40,9 1 470 0,0
1 422 38,3 1 471 0,0
1 423 35,3 1 472 0,0
1 424 34,3 1 473 0,0
1 425 34,6 1 474 0,0
1 426 36,3 1 475 0,0
1 427 39,5 1 476 0,0
1 428 41,8 1 477 0,0
1 429 42,5
1 430 41,9
1 431 40,1EN Offi cial Jour nal of the European Union L 423/218 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 432 36,6
1 433 31,3
1 434 26,0
1 435 20,6
1 436 19,1
1 437 19,7
1 438 21,1
1 439 22,0
1 440 22,1
1 441 21,4
1 442 19,6
1 443 18,3
1 444 18,0
1 445 18,3
1 446 18,5
1 447 17,9
1 448 15,0
1 449 9,9
1 450 4,6
1 451 1,2
1 452 0,0
1 453 0,0
1 454 0,0
1 455 0,0
Table A1/12
This table is only applicable for Lev el 1A. 
WLTC, Class 3 cycle, phase Extra High 3 (Second 1 477 is the start of this phase) 
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 478 0,0 1 525 72,5 1 572 120,7 1 619 113,0
1 479 2,2 1 526 70,8 1 573 121,8 1 620 114,1
1 480 4,4 1 527 68,6 1 574 122,6 1 621 115,1
1 481 6,3 1 528 66,2 1 575 123,2 1 622 115,9
1 482 7,9 1 529 64,0 1 576 123,6 1 623 116,5
1 483 9,2 1 530 62,2 1 577 123,7 1 624 116,7
1 484 10,4 1 531 60,9 1 578 123,6 1 625 116,6EN Offi cial Jour nal of the European Union 26.11.2021 L 423/219  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 485 11,5 1 532 60,2 1 579 123,3 1 626 116,2
1 486 12,9 1 533 60,0 1 580 123,0 1 627 115,2
1 487 14,7 1 534 60,4 1 581 122,5 1 628 113,8
1 488 17,0 1 535 61,4 1 582 122,1 1 629 112,0
1 489 19,8 1 536 63,2 1 583 121,5 1 630 110,1
1 490 23,1 1 537 65,6 1 584 120,8 1 631 108,3
1 491 26,7 1 538 68,4 1 585 120,0 1 632 107,0
1 492 30,5 1 539 71,6 1 586 119,1 1 633 106,1
1 493 34,1 1 540 74,9 1 587 118,1 1 634 105,8
1 494 37,5 1 541 78,4 1 588 117,1 1 635 105,7
1 495 40,6 1 542 81,8 1 589 116,2 1 636 105,7
1 496 43,3 1 543 84,9 1 590 115,5 1 637 105,6
1 497 45,7 1 544 87,4 1 591 114,9 1 638 105,3
1 498 47,7 1 545 89,0 1 592 114,5 1 639 104,9
1 499 49,3 1 546 90,0 1 593 114,1 1 640 104,4
1 500 50,5 1 547 90,6 1 594 113,9 1 641 104,0
1 501 51,3 1 548 91,0 1 595 113,7 1 642 103,8
1 502 52,1 1 549 91,5 1 596 113,3 1 643 103,9
1 503 52,7 1 550 92,0 1 597 112,9 1 644 104,4
1 504 53,4 1 551 92,7 1 598 112,2 1 645 105,1
1 505 54,0 1 552 93,4 1 599 111,4 1 646 106,1
1 506 54,5 1 553 94,2 1 600 110,5 1 647 107,2
1 507 55,0 1 554 94,9 1 601 109,5 1 648 108,5
1 508 55,6 1 555 95,7 1 602 108,5 1 649 109,9
1 509 56,3 1 556 96,6 1 603 107,7 1 650 111,3
1 510 57,2 1 557 97,7 1 604 107,1 1 651 112,7
1 511 58,5 1 558 98,9 1 605 106,6 1 652 113,9
1 512 60,2 1 559 100,4 1 606 106,4 1 653 115,0
1 513 62,3 1 560 102,0 1 607 106,2 1 654 116,0
1 514 64,7 1 561 103,6 1 608 106,2 1 655 116,8
1 515 67,1 1 562 105,2 1 609 106,2 1 656 117,6
1 516 69,2 1 563 106,8 1 610 106,4 1 657 118,4
1 517 70,7 1 564 108,5 1 611 106,5 1 658 119,2
1 518 71,9 1 565 110,2 1 612 106,8 1 659 120,0
1 519 72,7 1 566 111,9 1 613 107,2 1 660 120,8
1 520 73,4 1 567 113,7 1 614 107,8 1 661 121,6
1 521 73,8 1 568 115,3 1 615 108,5 1 662 122,3
1 522 74,1 1 569 116,8 1 616 109,4 1 663 123,1EN Offi cial Jour nal of the European Union L 423/220 26.11.2021  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 523 74,0 1 570 118,2 1 617 110,5 1 664 123,8
1 524 73,6 1 571 119,5 1 618 111,7 1 665 124,4
1 666 125,0 1 715 127,7 1 764 82,0
1 667 125,4 1 716 128,1 1 765 81,3
1 668 125,8 1 717 128,5 1 766 80,4
1 669 126,1 1 718 129,0 1 767 79,1
1 670 126,4 1 719 129,5 1 768 77,4
1 671 126,6 1 720 130,1 1 769 75,1
1 672 126,7 1 721 130,6 1 770 72,3
1 673 126,8 1 722 131,0 1 771 69,1
1 674 126,9 1 723 131,2 1 772 65,9
1 675 126,9 1 724 131,3 1 773 62,7
1 676 126,9 1 725 131,2 1 774 59,7
1 677 126,8 1 726 130,7 1 775 57,0
1 678 126,6 1 727 129,8 1 776 54,6
1 679 126,3 1 728 128,4 1 777 52,2
1 680 126,0 1 729 126,5 1 778 49,7
1 681 125,7 1 730 124,1 1 779 46,8
1 682 125,6 1 731 121,6 1 780 43,5
1 683 125,6 1 732 119,0 1 781 39,9
1 684 125,8 1 733 116,5 1 782 36,4
1 685 126,2 1 734 114,1 1 783 33,2
1 686 126,6 1 735 111,8 1 784 30,5
1 687 127,0 1 736 109,5 1 785 28,3
1 688 127,4 1 737 107,1 1 786 26,3
1 689 127,6 1 738 104,8 1 787 24,4
1 690 127,8 1 739 102,5 1 788 22,5
1 691 127,9 1 740 100,4 1 789 20,5
1 692 128,0 1 741 98,6 1 790 18,2
1 693 128,1 1 742 97,2 1 791 15,5
1 694 128,2 1 743 95,9 1 792 12,3
1 695 128,3 1 744 94,8 1 793 8,7
1 696 128,4 1 745 93,8 1 794 5,2
1 697 128,5 1 746 92,8 1 795 0,0
1 698 128,6 1 747 91,8 1 796 0,0
1 699 128,6 1 748 91,0 1 797 0,0
1 700 128,5 1 749 90,2 1 798 0,0
1 701 128,3 1 750 89,6 1 799 0,0EN Offi cial Jour nal of the European Union 26.11.2021 L 423/221  
Time in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/hTime in sSpeed in  
km/h
1 702 128,1 1 751 89,1 1 800 0,0
1 703 127,9 1 752 88,6
1 704 127,6 1 753 88,1
1 705 127,4 1 754 87,6
1 706 127,2 1 755 87,1
1 707 127,0 1 756 86,6
1 708 126,9 1 757 86,1
1 709 126,8 1 758 85,5
1 710 126,7 1 759 85,0
1 711 126,8 1 760 84,4
1 712 126,9 1 761 83,8
1 713 127,1 1 762 83,2
1 714 127,4 1 763 82,6
7. CYCLE IDENTIFICA TION
In order to conf irm if the correct cycle version was chosen or if the correct cycle was implemented into the test 
benc h operation system , chec ksums of the vehicle speed values for cycle phases and the whole cycle are listed in 
Table A1/13.
Table A1/13
Checksu ms for the Extra High phase in this table are only applicable for Lev el 1A. 
1Hz checksums 
Cycle class Cycle phase Checksum of 1 Hz targ et vehicle speeds
Class 1Low 11 988,4
Medium 17 162,8
Low 11 988,4
Total 41 139,6
Class 2Low 11 162,2
Medium 17 054,3
High 24 450,6
Extra High 28 869,8
Total 81 536,9
Class 3aLow 11 140,3
Medium 16 995,7
High 25 646,0
Extra High 29 714,9
Total 83 496,9EN Offi cial Jour nal of the European Union L 423/222 26.11.2021  
Class 3bLow 11 140,3
Medium 17 121,2
High 25 782,2
Extra High 29 714,9
Total 83 758,6
8. CYCLE MODIFICA TION
This paragraph shall not apply to OVC-HEVs, NOVC-HEVs and NOVC-FCHVs.
8.1. General remark s
Driveability problems may occur for vehicles with power to mass ratios close to the borderlines between Class 1 
and Class 2 vehicles, or between Class 2 and Class 3 vehicles, or for very low powered vehicles in Class 1.
Since these problems are related mainly to cycle phases with a combination of high vehicle speed and high 
accelerations rather than to the maximum speed of the cycle, the down scaling procedure shall be applied to 
improve driveability .
8.2. This paragraph descr ibes the method to modify the cycle prof ile using the downs caling procedure. The modifi ed 
vehicle speed values calculat ed according to paragraphs 8.2.1. to 8.2.3. shall be rounded according to 
paragraph 6.1.8. of this Regulation to 1 place of decimal in a final step.
8.2.1. Downscaling procedure for Class 1 cycles
Figure A1/14 shows an example of a downscaled medium speed phase of the Class 1 WLTC.
Figure A1/14
Downscaled medium speed phase of the Class 1 WLTC
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/223  
For the Class 1 cycle, the downscaling period is the time period between second 651 and second 906. Within 
this time period, the acceleration for the original cycle shall be calculat ed using the followi ng equation:
aorigi¼viþ1 – v i
3,6
where:
vi is the vehicle speed, km/h;
i is the time between second 651 and second 906.
The downscaling shall be applied first in the time period between second 651 and second 848. The downs caled 
speed trace shall be subsequently calculat ed using the followi ng equation:
vdsciþ1¼vdsciþaorigi×ð1 – f dscÞ×3,6
with i¼651to847 .
For i¼651 , vdsci¼vorigi.
In order to meet the original vehicle speed at second 907, a correction factor for the deceleration shall be 
calculat ed using the follo wing equation:
fcorr dec¼vdsc 848 – 36,7
vorig 848 –   – 36,7
where 36,7 km/h is the original vehicle speed at second 907.
The downscaled vehicle speed between second 849 and second 906 shall be subsequently calculat ed using the 
following equation:
vdsci¼vdsci – 1þaorigi – 1×fcorr dec×3,6
For i¼849to906 .
8.2.2. Downscaling procedure for Class 2 cycles
This paragraph is only applicable for Level 1A.
Since the driveability problems are excl usively related to the extra high speed phases of the Class 2 and Class 3 
cycles, the downscaling is relat ed to those time periods of the extra high speed phases where driveability 
problems are expected to occur (see Figures A1/15 and A1/16).EN Offi cial Jour nal of the European Union L 423/224 26.11.2021  
Figure A1/15
Downscaled extra high speed phase of the Class 2 WLTC
For the Class 2 cycle, the downscaling period is the time period between second 1 520 and second 1 742 . 
Within this time period, the acceleration for the original cycle shall be calculat ed using the followi ng equation:
aorigi¼viþ1 – v i
3,6
where:
vi is the vehicle speed, km/h;
i is the time between second 1 520 and second 1 742 .
The downs caling shall be applied first to the time period between second 1 520 and second 1 725 . 
Second 1 725 is the time when the maximum speed of the extra high speed phase is reac hed. The down scaled 
speed trace shall be subsequently calculat ed using the followi ng equation:
vdsc iþ1¼vdsc iþaorigi×ð1 – f dscÞ×3,6
for i¼1520to1724 .
For i¼1520 , vdsc i¼vorigi.
In order to meet the original vehicle speed at second 1 743 , a correction factor for the deceleration shall be 
calculat ed using the follo wing equation:
fcorr dec¼vdsc 1725  – 90,4
vorig 1725  – 90,4
90,4 km/h is the original vehicle speed at second 1 743 .
The down scaled vehicle speed between second 1 726 and second 1 742 shall be calculat ed using the following 
equation:
vdsci¼vdsci – 1þaorigi – 1×fcorr dec×3,6EN Offi cial Jour nal of the European Union 26.11.2021 L 423/225  
for i¼1726to1742 .
8.2.3. Downscaling procedure for Class 3 cycles
This paragraph is only applicable for Level 1A.
Figure A1/16 shows an example for a downscaled extra high speed phase of the Class 3 WLTC.
Figure A1/16
Downscaled extra high speed phase of the Class 3 WLTC
For the Class 3 cycle, the downscaling period is the time period between second 1 533 and second 1 762 . 
Within this time period, the acceleration for the original cycle shall be calculat ed using the followi ng equation:
aorigi¼viþ1 – v i
3,6
where:
vi is the vehicle speed, km/h;
i is the time between second 1 533 and second 1 762 .
The downscaling shall be applied first in the time period between second 1 533 and second 1 724 . 
Second 1 724 is the time when the maximum speed of the extra high speed phase is reac hed. The down scaled 
speed trace shall be subsequently calculat ed using the followi ng equation:
vdsciþ1¼vdsciþaorigi×ð1 – f dscÞ×3,6
For i¼1533to1723 .
For i¼1533 , vdsc i¼vorigi.
In order to meet the original vehicle speed at second 1763, a correction factor for the deceleration shall be 
calculat ed using the follo wing equation:
fcorr dec¼vdsc 1724  – 82,6
vorig 1724  – 82,6EN Offi cial Jour nal of the European Union L 423/226 26.11.2021  
82,6 km/h is the original vehicle speed at second 1 763 .
The down scaled vehicle speed between second 1 725 and second 1 762 shall be subsequently calculated using 
the following equation:
vdsci¼vdsci – 1þaorigi – 1×fcorr dec×3,6
For i¼1725to1762 .
8.3. Determination of the downscaling factor (as applicable)
The down scaling factor fdsc is a function of the ratio rmax between the maximum required power of the cycle 
phases where the down scaling is to be applied and the rated power of the vehicle, Prated.
The maximum required power Preq, max, i (in kW) is relat ed to a specific time i and the corresponding vehicle 
speed vi in the cycle trace and is calculated using the following equation:
Preq,max,i ¼�
ðf0×viÞþðf 1×v2
iÞþðf 2×v3
iÞþð1,03×TM×v i×aiÞ�
3600
where:
f0, f1, f2 are the applicable road load coeffi cients, N, N/(km/h), and N/(km/h)2 respectively ;
TM is the applicable test mass, kg;
vi is the speed at time i, km/h;
ai is the acceleration at time i, m/s2.
The cycle time i at whic h maximum power or power values close to maximum power is required is second 764 
for the Class 1 cycle, second 1 574 for the Class 2 cycle and second 1 566 for the Class 3 cycle.
The corresponding vehicle speed values, vi, and acceleration values, ai, are as follows:
vi¼61,4 km/h, ai¼0,22 m/s2 for Class 1,
vi¼109,9 km/h, ai¼0,36 m/s2 for Class 2,
vi¼111,9 km/h, ai¼0,50 m/s2 for Class 3.
rmax shall be calculat ed using the followi ng equation:
rmax¼Preq,max,i
Prated
The downs caling factor , fdsc, shall be calculated using the following equations:
if rmax<r0, then fdsc¼0
and no downscaling shall be applied.
If rmax≥r0, then fdsc¼a1×rmaxþb1.
The calculation parameter /coeffi cients, r0, a1 and b1, are as follows :
Class 1 r0¼0,978 , a1¼0,680 , b1¼ – 0,665
Class 2 r0¼0,866 , a1¼0,606 , b1¼ – 0,525 .
Class 3 r0¼0,867 , a1¼0,588 b1¼ – 0,510 .
The resulting fdsc shall be rounded according to paragraph 6.1.8. of this Regulation to 3 places of decimal and 
shall be applied only if it excee ds 0,010.
The followi ng data shall be recorded:
(a) fdsc;
(b) vmax;
(c) dcycle (distance driven), m.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/227  
The distance shall be calculated using the following equation:
dcycle =∑(ðviþv i – 1Þ
2×3,6×ðt i – t i – 1ÞÞ, for
i = tstar t + 1 to tend
tstar t is the time at which the applicable test cycle starts (see paragraph 3 of this annex), s;
tend is the time at which the applicable test cycle ends (see paragraph 3 of this annex), s.
8.4. Additional requirements (as applicable)
For diffe rent vehicle conf igurations in term s of test mass and driving resistance coeffi cients, downs caling shall 
be applied individually .
If, after application of down scaling, the vehicle’s maximum speed is lower than the maximum speed of the cycle, 
the process descr ibed in paragraph 9. of this annex shall be applied with the applicable cycle.
If the vehicle cannot follo w the speed trace of the applicable cycle within the tolerance at speeds lower than its 
maximum speed, it shall be driven with the accelerat or control fully activate d during these periods. Dur ing 
such periods of operation, speed trace violations shall be permitted .
9. Cycle modifi cations for vehicles with a maximum speed lowe r than the maximum speed of the cycle specified in 
the previous paragraphs of this annex
9.1. General remark s
This paragraph applies to vehicles that are technically able to follow the speed trace of the applicable cycle 
specified in paragraph 1. of this annex (base cycle) at speeds lower than its maximum speed, but whose 
maximum speed is limited to a value lower than the maximum speed of the base cycle for other reasons. For 
the purposes of this paragraph, the applicable cycle specified in paragraph 1. shall be referred to as the "base 
cycle" and is used to determine the capped speed cycle.
In the cases where down scaling according to paragraph 8.2. of this annex is applied, the downs caled cycle shall 
be used as the base cycle.
The maximum speed of the base cycle shall be referred to as vmax,cy cle.
The maximum speed of the vehicle shall be refer red to as its capped speed vcap.
If vcap is applied to a Class 3b vehicle, the Class 3b cycle as defined in paragraph 3.3.2. of this annex shall be used 
as the base cycle. This shall apply even if vcap is lower than 120 km/h.
In the cases where vcap is applied, the base cycle shall be modified as descr ibed in paragraph 9.2. of this annex in 
order to achieve the same cycle distance for the capped speed cycle as for the base cycle.
9.2. Calculation steps
9.2.1. Determination of the distance differ ence per cycle phase
An interim capped speed cycle shall be derived by replacing all vehicle speed sample s vi where vi > vcap by vcap.
9.2.1.1. If vcap < vmax,medium , the distance of the medium speed phases of the base cycle dbase,medium and the interim capped 
speed cycle dcap,medium shall be calculat ed using the followi ng equation for both cycles:
dmedium =∑(ðviþv i – 1Þ
2×3,6×ðt i – t i – 1ÞÞ, for i = 590 to 1 022
where:
vmax,medium is the maximum vehicle speed of the medium speed phase as listed in Table A1/2 for the Class 1 cycle, 
in Table A1/4 for the Class 2 cycle, in Table A1/8 for the Class 3a cycle and in Table A1/9 for the Class 3b cycle.EN Offi cial Jour nal of the European Union L 423/228 26.11.2021  
9.2.1.2. If vcap < vmax,high , the distances of the high speed phases of the base cycle dbase,high and the interim capped speed 
cycle dcap,high shall be calculat ed using the followi ng equation for both cycles:
dhigh =∑(ðviþv i – 1Þ
2×3,6×ðt i – t i – 1ÞÞ, for i = 1 023 to 1 477
vmax,high is the maximum vehicle speed of the high speed phase as listed in Table A1/5 for the Class 2 cycle, in 
Table A1/10 for the Class 3a cycle and in Table A1/11 for the Class 3b cycle.
9.2.1.3. This paragraph is only applicable for Level 1A.
The distances of the extra high speed phase of the base cycle dbase,exhigh and the interi m capped speed cycle 
dcap,exhigh shall be calculated applying the followi ng equation to the extra high speed phase of both cycles:
dexhigh =∑(ðviþv i – 1Þ
2×3,6×ðt i – t i – 1ÞÞ, for i = 1 478 to 1 800
9.2.2. Determination of the time periods to be added to the interi m capped speed cycle in order to compen sate for 
distance differences
In order to compen sate for a diffe rence in distance between the base cycle and the interim capped speed cycle, 
corresponding time periods with vi = vcap shall be added to the interim capped speed cycle as descr ibed in 
paragraphs 9.2.2.1. to 9.2.2.3. inclusive of this annex.
9.2.2.1. Additional time period for the medium speed phase
If vcap < vmax,medium , the additional time period to be added to the medium speed phase of the interim capped 
speed cycle shall be calculated using the following equation:
Δtmedium =ðdbase,medium  – d cap,medium Þ
Vcap×3,6
The number of time sam ples nadd,medium with vi = vcap to be added to the medium speed phase of the interi m 
capped speed cycle equals Δtmedium , rounded according to paragraph 6.1.8. of this Regulation to the nearest 
integer.
9.2.2.2. Additional time period for the high speed phase
If vcap < vmax,high, the additional time period to be added to the high speed phases of the interim capped speed 
cycle shall be calculat ed using the followi ng equation:
Δthigh =ðdbase,high  – d cap,high Þ
Vcap×3,6
The number of time samples nadd,high with vi = vcap to be added to the high speed phase of the interim capped 
speed cycle equals Δthigh, rounded according to paragraph 6.1.8. of this Regulation to the nearest integer.
9.2.2.3. This paragraph is only applicable for Level 1A.
The additional time period to be added to the extra high speed phase of the interim capped speed cycle shall be 
calculat ed using the follo wing equation:
Δtexhigh =ðdbase,exhigh  – d cap,exhigh Þ
Vcap×3,6
The number of time samples nadd,exhigh with vi = vcap to be added to the extra high speed phase of the interi m 
capped speed cycle equals Δtexhigh , rounded according to paragraph 6.1.8. of this Regulation to the nearest 
integer.
9.2.3. Constr uction of the final capped speed cycle
9.2.3.1. Class 1 cycleEN Offi cial Jour nal of the European Union 26.11.2021 L 423/229  
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle 
up to the last sam ple in the medium speed phase where v = vcap. The time of this sample is refer red to as tmedium .
Then nadd,medium samples with vi = vcap shall be added, so that the time of the last sample is (tmedium + nadd,medium ).
The remaining part of the medium speed phase of the interim capped speed cycle, whic h is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1 022 + nadd,medium ).
9.2.3.2. Class 2 and Class 3 cycles
9.2.3.2.1. vcap < vmax,medium
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle 
up to the last sam ple in the medium speed phase where v = vcap. The time of this sample is refer red to as tmedium .
Then nadd,medium samples with vi = vcap shall be added, so that the time of the last sample is (tmedium + nadd,medium ).
The remaining part of the medium speed phase of the interim capped speed cycle, whic h is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1 022 + nadd,medium ).
In a next step, the first part of the high speed phase of the interim capped speed cycle up to the last sample in the 
high speed phase where v = vcap shall be added. The time of this sam ple in the interim capped speed is referred to 
as thigh, so that the time of this samp le in the final capped speed cycle is (thigh + nadd,medium ).
Then, nadd,high sam ples with vi = vcap shall be added, so that the time of the last sam ple becomes (thigh + nadd,medium 
+ nadd,high ).
The remaining part of the high speed phase of the interim capped speed cycle, whic h is identical with the same 
part of the base cycle, shall then be added, so that the time of the last sam ple is (1 477 + nadd,medium + nadd,high ).
In a next step, the first part of the extra high speed phase (if applicable) of the interim capped speed cycle up to 
the last sam ple in the extra high speed phase where v = vcap shall be added. The time of this sample in the interim 
capped speed is refer red to as texhigh , so that the time of this sample in the final capped speed cycle is (texhigh + 
nadd,medium + nadd,high ).
Then nadd,exhigh sam ples with vi = vcap shall be added, so that the time of the last samp le is (texhigh + nadd,medium + 
nadd,high + nadd,exhigh ).
The remaining part of the extra high speed phase (if applicable) of the interim capped speed cycle, whic h is 
identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1 800 + 
nadd,medium + nadd,high + nadd,exhigh ).
The length of the final capped speed cycle is equivalent to the length of the base cycle excep t for diffe rences 
caused by the rounding process according to paragraph 6.1.8. of this Regulation for nadd,medium , nadd,high and nadd, 
exhigh .
9.2.3.2.2. vmax, medium ≤ vcap < vmax, high
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle 
up to the last sam ple in the high speed phase where v = vcap. The time of this sample is refer red to as thigh.
Then, nadd,high samples with vi = vcap shall be added, so that the time of the last sample is (thigh + nadd,high ).
The remaining part of the high speed phase of the interim capped speed cycle, whic h is identical with the same 
part of the base cycle, shall then be added, so that the time of the last sam ple is (1 477 + nadd,high ).EN Offi cial Jour nal of the European Union L 423/230 26.11.2021  
In a next step, the first part of the extra high speed phase (if applicable) of the interim capped speed cycle up to 
the last sam ple in the extra high speed phase where v = vcap shall be added. The time of this sample in the interim 
capped speed is refer red to as texhigh , so that the time of this sample in the final capped speed cycle is (texhigh + 
nadd,high ).
Then nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sample is (texhigh + nadd,high + 
nadd,exhigh ).
The remaining part of the extra high speed phase (if applicable) of the interim capped speed cycle, whic h is 
identical with the same part of the base cycle, shall then be added, so that the time of the last sample is (1 800 + 
nadd,high + nadd,exhigh ).
The length of the final capped speed cycle is equivalent to the length of the base cycle excep t for diffe rences 
caused by the rounding process according to paragraph 6.1.8. of this Regulation for nadd,high and nadd,exhigh .
9.2.3.2.3. This paragraph is only applicable for Level 1A.
vmax, high ≤ vcap < vmax, exhigh
The first part of the final capped speed cycle consists of the vehicle speed trace of the interim capped speed cycle 
up to the last sample in the extra high speed phase where v = vcap. The time of this sam ple is refer red to as texhigh .
Then, nadd,exhigh samples with vi = vcap shall be added, so that the time of the last sam ple is (texhigh + nadd,exhigh ).
The remaining part of the extra high speed phase of the interi m capped speed cycle, which is identical with the 
same part of the base cycle, shall then be added, so that the time of the last sample is (1 800 + nadd,exhigh ).
The length of the final capped speed cycle is equivalent to the length of the base cycle excep t for diffe rences 
caused by the rounding process according to paragraph 6.1.8. of this Regulation for nadd,exhigh .
10. ALLO CATION OF CYCLES TO VEHICLES
10.1. A vehicle of a certain class shall be tested on the cycle of the same class, i.e. Class 1 vehicles on the Class 1 cycle, 
Class 2 vehicles on the Class 2 cycle, Class 3a vehicles on the Class 3a cycle, and Class 3b vehicles on the Class 
3b cycle. However , at the request of the manufacturer and with appro val of the responsible author ity, a vehicle 
may be tested on a numer ically higher cycle class, e.g. a Class 2 vehicle may be tested on a Class 3 cycle. In this 
case the diffe rences between Classes 3a and 3b shall be respecte d and the cycle may be down scaled according to 
paragraphs 8. to 8.4. inclusive of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/231  
ANNEX B2 
Gear selection and shif t point deter mination for vehicles equipped with manual transmissions 
1. GENERAL APPR OACH
1.1. The shifting procedures descr ibed in this annex shall apply to vehicles equipped with manual shift transmissions.
1.2. The prescr ibed gears and shifting points are based on the balance between the power required to overcome driving 
resistance and acceleration, and the power provided by the engine in all possible gears at a specific cycle phase.
1.3. The calculation to deter mine the gears to use shall be based on engine speeds and full load power curves versus engine 
speed.
1.4. For vehicles equipped with a dual-range transmission (low and high), only the rang e designed for normal on-road 
operation shall be considered for gear use determination.
1.5. The prescr iptions for clutc h operation shall not be applied if the clutch is operat ed automatically without the need of 
an engag ement or disengag ement of the driver.
1.6. This annex shall not apply to vehicles tested according to Annex B8.
2. REQUIRED DATA AND PRECALCUL ATIONS
The follo wing data are required and calculations shall be performed in order to deter mine the gears to be used when 
driving the cycle on a chassis dynamometer:
(a) Prated, the maximum rated engine power as declared by the manuf acturer , kW;
(b) nidle, the rated engine speed declared by the manufacturer as the engine speed at whic h the engine develops its 
maximum power, min–1;
(c) nidle, idling speed, min–1.
nidle shall be measured over a period of at least 1 minute at a sam pling rate of at least 1 Hz with the engine running 
in warm condition, the gear lever placed in neutral, and the clutc h engag ed. The conditions for temperature, 
peripheral and auxiliar y devices, etc. shall be the same as descr ibed in Annex B6 for the Type 1 test.
The value to be used in this annex shall be the arithmetic average over the measur ing period and rounded 
according to paragraph 6.1.8. of this Regulation to the nearest 10 min–1;
(d) ng, the number of forward gears.
The forward gears in the transmission range designed for normal on-road operation shall be numbered in 
descending order of the ratio between engine speed in min–1 and vehicle speed in km/h. Gear 1 is the gear with 
the highest ratio, gear ng is the gear with the lowest ratio. ng determines the number of forward gears;
(e) (n/v) i, the ratio obtained by dividing the engine speed n by the vehicle speed v for each gear i, for i = 1 to ng, min–1/ 
(km/h). (n/v) i shall be calculat ed according to the equations in paragraph 8. of Annex B7;
(f) f0, f1, f2, road load coeffi cients select ed for testing, N, N/(km/h), and N/(km/h)2 respectively ;
(g) nmax
nmax1 = n95_high, the maximum engine speed where 95 per cent of rated power is reach ed, min – 1;EN Offi cial Jour nal of the European Union L 423/232 26.11.2021  
If n95_high cannot be deter mined because the engine speed is limite d to a lower value nlim for all gears and the 
corresponding full load power is higher than 95 per cent of rated power, n95_high shall be set to nlim.
nmax2 = (n/v)( ng vmax) × vmax,cy cle
nmax3 = (n/v)( ng vmax) × vmax,vehicle
where:
vmax,cycle is the maximum speed of the vehicle speed trace according to Annex B1, km/h;
vmax,vehicle is the maximum speed of the vehicle according to paragraph 2.(i) of this annex, km/h;
(n/v)(ng vmax)is the ratio obtained by dividing engine speed n by the vehicle speed v for the gear ng vmax, min–1/ 
(km/h );
ng vmax is defined in paragraph 2.(i) of this annex;
nmax is the maximum of nmax1, nmax2 and nmax3, min–1.
(h) Pwot(n), the full load power curve over the engine speed range
The power curve shall consist of a sufficient number of data sets (n, Pwot) so that the calculation of interi m points 
between consecutive data sets can be performed by linear interpolation. Deviation of the linear interpolati on from 
the full load power curve according to UN Regulation No. 85 shall not exceed 2 per cent. The first data set shall be 
at nmin_dr ive_set (see (k)(3) below) or lower. The last data set shall be at nmax or higher engine speed. Data sets need 
not be spaced equally but all data sets shall be repor ted.
The data sets and the values Prated and nrated shall be taken from the power curve as declared by the manufa cturer .
The full load power at engine speeds not covered by UN Regulation No. 85 shall be determined according to the 
method descr ibed in UN Regulation No. 85;
(i) Determination of ng vmax and vmax
ng vmax, the gear in which the maximum vehicle speed is reached and shall be determined as follows:
If vmax(ng) ≥ vmax(ng–1) and vmax(ng–1) ≥ vmax(ng–2), then:
ng vmax = ng and vmax = vmax(ng).
If vmax(ng) < vmax(ng–1) and vmax(ng–1) ≥ vmax(ng–2), then:
ng vmax = ng–1 and vmax = vmax(ng–1),
other wise, ng vmax = ng–2 and vmax = vmax(ng–2)
where:
vmax(ng) is the vehicle speed at which the required road load power equals the available power Pwot in gear 
ng (see Figure A2/1a).
vmax(ng–1) is the vehicle speed at which the required road load power equals the available power Pwot in the 
next lower gear (gear ng–1). See Figure A2/1b.
vmax(ng–2) is the vehicle speed at which the required road load power equals the available power Pwot in the 
gear ng–2.
Vehicle speed values rounded according to paragraph 6.1.8. of this Regulation to one place of decimal shall be 
used for the deter mination of vmax and ng vmax.
The required road load power, kW, shall be calculat ed using the following equation:
Prequired ¼ðf0×vÞþðf 1×v2Þþðf 2×v3Þ
3600EN Offi cial Jour nal of the European Union 26.11.2021 L 423/233  
where:
v is the vehicle speed specifi ed abov e, km/h.
The available power at vehicle speed vmax in gear ng, gear ng–1 or gear ng–2 shall be determined from the full load 
power curve, Pwot(n), by using the followi ng equations:
nng = (n/v) ng × vmax(ng);
nng–1 = (n/v) ng–1 × vmax(ng–1);
nng–2 = (n/v) ng–2 × vmax(ng–2),
and by reducing the power values of the full load power curve by 10 per cent.
The method descr ibed abov e shall be extended to even lower gears, i.e. ng–3, ng–4, etc. if necessar y.
If, for the purpose of limiting maximum vehicle speed, the maximum engine speed is limited to nlim which is 
lowe r than the engine speed corresponding to the intersection of the road load power curve and the available 
power curve, then:
ng vmax = ng and vmax = nlim / (n/v)(ng).
Figure A2/1a
An example where ng vmax is the highest gear
EN Offi cial Jour nal of the European Union L 423/234 26.11.2021  
Figure A2/1b
An example where ng vmax is the 2nd highest gear
(j) Exclusion of a crawler gear
Gear 1 may be excl uded at the request of the manuf acturer if all of the followi ng conditions are fulfilled:
(1) The vehicle family is homologat ed to tow a trailer;
(2) (n/v) 1 × (vmax / n95_high ) > 6,74;
(3) (n/v) 2 × (vmax / n95_high ) > 3,85;
(4) The vehicle, having a mass mt as defined in the equation below , is able to pull awa y from standstill within 4 
seconds, on an uphill gradient of at least 12 per cent, on five separate occasions within a period of 5 minutes .
mt = mr0 + 25 kg + (MC – mr0 – 25 kg) × 0,28
(factor 0,28 in the above equation shall be used for catego ry 2 vehicles with a gross vehicle mass up to 3,5 
tons and shall be replaced by factor 0,15 in the case of categor y 1 vehicles),
where:
vmax is the maximum vehicle speed as specified in paragraph 2. (i) of this annex. Only the vmax value 
resulting from the intersecti on of the required road load power curve and the available power 
curve of the relevant gear shall be used for the conditions in (2) and (3) above. A vmax value 
resulting from a limitation of the engine speed which prevents this inter section of curves 
shall not be used;
(n/v)(ng vmax)is the ratio obtained by dividing the engine speed n by the vehicle speed v for gear ng vmax, 
min–1/(km/h);
mr0 is the mass in running order , kg;
MC is the technically permissible maximum laden mass of the combination (see paragraph 3.2.27. 
of this Regulation), kg.
In this case, gear 1 shall not be used when driving the cycle on a chassis dynamometer and the gears shall be 
renumbered starting with the second gear as gear 1.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/235  
(k) Defi nition of nmin_dr ive
nmin_dr ive is the minimum engine speed when the vehicle is in motion, min–1;
(1) For ngear = 1, nmin_dr ive = nidle,
(2) For ngear = 2,
(i) for transitions from first to second gear:
nmin_dr ive = 1,15 ×n idle,
(ii) for decelerations to standstill:
nmin_dr ive = nidle,
(iii) for all other driving conditions:
nmin_dr ive = 0,9 × nidle.
(3) For ngear > 2, nmin_dr ive shall be deter mined by:
nmin_dr ive = nidle + 0,125 × (nrated – nidle).
This value shall be refer red to as nmin_dr ive_set .
nmin_dr ive_set shall be rounded according to paragraph 6.1.8. of this Regulation to the nearest integ er.
Values higher than nmin_dr ive_set may be used for ngear > 2 if request ed by the manufacturer . In this case, the 
manufacturer may specify one value for acceleration/constant speed phases (nmin_dr ive_up ) and a diffe rent value for 
deceleration phases (nmin_dr ive_down ).
Samples whic h have acceleration values ≥ – 0,1389 m/s2 shall belong to the acceleration/constant speed phases. 
This phase specification shall only be used for the determination of the initial gear according to paragraph 3.5. of 
this annex and shall not be applied to the requirements specifi ed in paragraph 4. of this annex.
In addition, for an initial period of time (tstar t_phase ), the manuf acturer may specify higher values (nmin_dr ive_star t or 
nmin_dr ive_up_star t and nmin_drive_down_star t) for the values nmin_dr ive or nmin_dr ive_up and nmin_dr ive_down for ngear > 2 than 
specifi ed abov e.
The initial time period shall be specifi ed by the manufacturer but shall not exceed the low speed phase of the cycle 
and shall end in a stop phase so that there is no change of nmin_dr ive within a shor t trip.
All individually chosen nmin_dr ive values shall be equal to or higher than nmin_dr ive_set but shall not excee d (2 × 
nmin_dr ive_set ).
All individually chosen nmin_dr ive values and tstar t_phase shall be recorded.
Only nmin_dr ive_set shall be used as the lower limit for the full load power curve according to paragraph 2(h) above.
(l) TM, test mass of the vehicle, kg.
3. CALCUL ATIONS OF REQUIRED POWER, ENGINE SPEEDS, AVAILABLE POWER, AND POSSIBLE GEAR TO BE USED
3.1. Calculation of required power
For each second j of the cycle trace, the power required to overcome driving resistance and to accelerate shall be 
calculat ed using the followi ng equation:
Prequired,j ¼ðf0×vjÞþðf 1×v2
jÞþðf 2×v3
jÞ
3600 !
þðkr×a j×vj×TMÞ
3600EN Offi cial Jour nal of the European Union L 423/236 26.11.2021  
where:
Prequired,j is the required power at second j, kW;
aj is the vehicle acceleration at second j, m/s2, and is calculated as follows :
aj¼ðvjþ1 – vjÞ
3,6×ðtjþ1 – tjÞ;
j = tstar t to tend – 1,
tstar t is the time at whic h the applicable test cycle starts (see paragraph 3 of Annex B1 of this 
Regulation), s;
tend is the time at which the applicable test cycle ends (see paragraph 3 of Annex B1 of this 
Regulation), s;
The acceleration value at second tend (second 1 611 for class 1 cycle and second 1 800 for class 2 and 3 cycles) may be 
set to 0 in order to avoid emp ty cells.
kr is a factor taking the iner tial resistances of the drivetrain during acceleration into account and is 
set to 1,03.
3.2. Determination of engine speeds
For any vj<1,0 km/h, it shall be assumed that the vehicle is standing still and the engine speed shall be set to nidle. 
The gear lever shall be placed in neutral with the clutc h enga ged excep t 1 second before beginning an acceleration 
from standstill where first gear shall be selected with the clutc h disengag ed.
For each vj≥1,0 km/h of the cycle trace and each gear i, i¼1to ng the engine speed, ni,j, shall be calculat ed using the 
follo wing equation:
ni,j¼n
v��
i×vj
The calculation shall be performed with floating point numbers; the results shall not be rounded.
3.3. Selection of possible gears with respect to engine speed
The followi ng gears may be select ed for driving the speed trace at vj:
(a) All gears i < ng vmax where nmin_dr ive ≤ ni,j ≤ nmax1;
(b) All gears i ≥ ng vmax where nmin_dr ive ≤ ni,j ≤ nmax2;
(c) Gear 1, if n1,j < nmin_dr ive.
If aj < 0 and ni,j ≤ nidle, ni,j shall be set to nidle and the clutc h shall be disengag ed.
If aj ≥ 0 and ni,j < max(1,15 × nidle ; min. engine speed of the Pwot(n) curve), ni,j shall be set to the maximum of (1,15 × 
nidle) or the min. engine speed of the Pwot(n) curve, and the clutc h shall be set to “undefi ned”.
“Unde fined” covers any status of the clutc h between disenga ged and engaged, depending on the individual engine and 
transmission design. In such a case, the real engine speed may deviate from the calculat ed engine speed.
With regar d to the definition of nmin_dr ive in paragraph 2 (k) the requirements (a) to (c) specif ied abov e can be expressed 
as follows for deceleration phases:
Dur ing a deceleration phase, gears with ngear > 2 shall be used as long as the engine speed does not drop below 
nmin_dr ive.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/237  
Gear 2 shall be used during a deceleration phase within a shor t trip of the cycle (not at the end of a shor t trip) as long 
as the engine speed does not drop below (0,9 × nidle).
If the engine speed drops below nidle, the clutc h shall be disengag ed.
If the deceleration phase is the last part of a shor t trip shor tly before a stop phase, the second gear shall be used as long 
as the engine speed does not drop below nidle. This requirement shall be applied to the whole deceleration phase 
ending at standstill.
A deceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1,0 km/h and with strictly 
monot onic decrease of vehicle speed (see paragraph 4. of this annex).
3.4. Calculation of available power
For each engine speed value nk of the full load power curve as specifi ed in paragraph 2 (h) of this annex the available 
power, Pavailable_k , shall be calculated using the following equation:
Pavailable k¼Pwot�
nkÞ×�
1 – ðSM þASMÞ�
where:
Pwot is the power available at nk at full load condition from the full load power curve;
SM is a safety margin accounting for the diffe rence between the stationar y full load condition power 
curve and the power available during transition conditions. SM shall be set to 10 per cent ;
ASM is an additional power safety margin whic h may be applied at the request of the manufacturer .
When request ed, the manufacturer shall provi de the ASM values (in per cent reduction of the wot power) together 
with data sets for Pwot(n) as shown by the exam ple in Table A2/1. Linear interpolati on shall be used between 
consecutive data points. ASM is limite d to 50 per cent.
The application of an ASM requires the approval of the responsible author ity.
Table A2/1
n PwotSM
per centASM
per centPavailable
min–1kW kW
700 6,3 10,0 20,0 4,4
1 000 15,7 10,0 20,0 11,0
1 500 32,3 10,0 15,0 24,2
1 800 56,6 10,0 10,0 45,3
1 900 59,7 10,0 5,0 50,8
2 000 62,9 10,0 0,0 56,6
3 000 94,3 10,0 0,0 84,9
4 000 125,7 10,0 0,0 113,2
5 000 157,2 10,0 0,0 141,5
5 700 179,2 10,0 0,0 161,3
5 800 180,1 10,0 0,0 162,1
6 000 174,7 10,0 0,0 157,3
6 200 169,0 10,0 0,0 152,1
6 400 164,3 10,0 0,0 147,8
6 600 156,4 10,0 0,0 140,8EN Offi cial Jour nal of the European Union L 423/238 26.11.2021  
For each possible gear i and each vehicle speed value of the cycle trace vj (j as specified in paragraph 3.1. of this annex) 
and each engine speed value ni,j ≥ nmin of the full load power curve the available power shall be calculat ed from 
adjacent nk, Pavailable_k values of the full load power curve by linear interpolation.
3.5. Determination of possible gears to be used
The possible gears to be used shall be determined by the follo wing conditions:
(a) The conditions of paragraph 3.3. of this annex are fulfilled , and
(b) For ngear > 2, if Pavailable i,j≥Prequired,j :
The initial gear to be used for each second j of the cycle trace is the highest final possible gear , imax. When starting from 
standstill, only the first gear shall be used.
The lowest final possible gear is imin.
4. ADDITIONAL REQUIREMENTS FOR CORRECTIONS AND/OR MODIFICA TIONS OF GEAR USE
The initial gear selection shall be check ed and modifi ed in order to avoid too frequent gearshif ts and to ensure 
driveability and practicality .
An acceleration phase is a time period of more than 2 seconds with a vehicle speed ≥ 1,0 km/h and with strictly 
monot onic increase of vehicle speed. A deceleration phase is a time period of more than 2 seconds with a vehicle 
speed ≥ 1,0 km/h and with strictly monotonic decrease of vehicle speed. A constant speed phase is a time period of 
more than 2 seconds with a constant vehicle speed ≥ 1,0 km/h.
The end of an acceleration/deceleration phase is determi ned by the last time sample in which the vehicle speed is 
higher/lower than the vehicle speed of the previous time sample. In this conte xt the end of a deceleration phase could 
be the beginning of an acceleration phase. In this case the requirements for acceleration phases overrule the 
requirements for deceleration phases.
Corrections and/or modifications shall be made according to the followi ng requirements:
The modification check descr ibed in paragraph 4.(a) of this annex shall be applied to the complet e cycle trace twice 
prior to the application of paragraphs 4.(b) to 4.(f) of this annex.
(a) If a one step higher gear (n + 1) is required for only 1 second and the gears before and after are the same (n) or one 
of them is one step lower (n – 1), gear (n + 1) shall be corrected to gear n.
Examples:
Gear sequence – 1, i, – 1 shall be replaced by:
– 1, – 1, – 1;
Gear sequence – 1, i, – 2 shall be replaced by:
– 1, – 1, – 2;
Gear sequence – 2, i, – 1 shall be replaced by:
– 2, – 1, – 1.
If, during acceleration or constant speed phases or transitions from constant speed to acceleration or acceleration 
to constant speed phases where these phases only contain upshif ts, a gear is used for only one second, the gear in 
the followi ng second shall be correcte d to the gear before, so that a gear is used for at least 2 seconds.
Examples:
Gear sequence 1, 2, 3, 3, 3, 3, 3 shall be replaced by:
1, 1, 2, 2, 3, 3, 3.
Gear sequence 1, 2, 3, 4, 5, 5, 6, 6, 6, 6, 6 shall be replaced by:
1, 1, 2, 2, 3, 3, 4, 4, 5, 5, 6.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/239  
This requirement shall not be applied to down shifts during an acceleration phase or if the use of a gear for just 
one second follows immediately after such a down shift or if the down shift occurs right at the beginning of an 
acceleration phase. In these cases, the down shifts shall be first corrected according to paragraph 4.(b) of this 
annex.
Example:
Gear sequence 4, 4, 3, 4, 5, 5, 5, where the first second or the third second determines the start of an acceleration 
phase and where paragraph 4.(b) does not apply in the further course of the acceleration phase, shall be replaced 
by:
4, 4, 4, 4, 5, 5, 5.
However , if the gear at the beginning of an acceleration phase is one step lowe r than the gear in the previous 
second and the gears in the follo wing (up to five) seconds are the same as the gear in the previous second but 
followe d by a downs hift, so that the application of paragraph 4.(c) would correct them to the same gear as at the 
beginning of the acceleration phase, the application of paragraph 4.(c) should be performe d instead.
Example:
For a speed trace sequence
19,6 18,3 18,0 18,3 18,5 17,9 15,0 km/h
with an initial gear use of
3 3 2 3 3 2 2,
the gears in the fourth and fifth second shall be corrected to a one step lowe r gear (which would be done by an 
application of paragraph 4.(c)) instea d of a correction of the gear at the beginning of the acceleration phase 
(second three), so that the correction results in the follo wing gear sequence
3 3 2 2 2 2 2
Further more, if the gear in the first second of an acceleration phase is the same as the gear in the previous second 
and the gear in the following seconds is one step higher , the gear in the 2nd second of the acceleration phase shall 
be replaced by the gear used in the first second of the acceleration phase.
Example:
For a speed trace sequence
30,9 25,5 21,4 20,2 22,9 26,6 30,2 km/h
with an initial gear use of
3 3 2 2 3 3 3,
the gear in the fifth second (the 2nd second of the acceleration phase) shall be correcte d to a one step lower gear in 
order to ensure the use of a gear within the acceleration phase for at least two seconds, so that the correction 
results in the followi ng gear sequence
3 3 2 2 2 3 3
Gears shall not be skipped during upshif ts within acceleration phases.
However , an upshif t by two gears is permitted at the transition from an acceleration phase to a constant speed 
phase if the duration of the constant speed phase exceeds 5 seconds.EN Offi cial Jour nal of the European Union L 423/240 26.11.2021  
(b) If a down shift is required during an acceleration phase or at the beginning of the acceleration phase, the gear 
required during this downs hift shall be noted (iDS). The starting point of a correction procedure is defined by 
either the last previous second when iDS was identif ied or by the starting point of the acceleration phase if all 
time samples before have gears > iDS. The highest gear of the time sample s before the downs hift determines the 
reference gear iref for the down shift. A downshif t where iDS = iref – 1 is refer red to as a one step downshif t, a 
downs hift where iDS = iref – 2 is refer red to as a two step downs hift, a downs hift where iDS = iref – 3 is refer red to 
as a three step down shift. The followi ng check shall then be applied.
(i) One step down shifts
Working forward from the starting point of the correction procedure to the end of the acceleration phase, the 
latest occur rence of a 10 second window containing iDS for either 2 or more consecutive seconds, or 2 or 
more individual seconds, shall be identif ied. The last usag e of iDS in this window defines the end point of the 
correction procedure. Between the start and end of the correction period, all requirements for gears great er 
than iDS shall be corrected to a requirement of iDS.
From the end of the correction period (in case of 10 second windows containing iDS for either 2 or more 
consecutive seconds, or 2 or more individual seconds) or from the starting point of the correction 
procedure (in case that all 10 second windows contain iDS only for one second or some 10 second windows 
contain no iDS at all) to the end of the acceleration phase all downshif ts with a duration of only one second 
shall be remo ved.
(ii) Two or three step down shifts
Working forward from the star ting point of the correction procedure to the end of the acceleration 
phase, the latest occur rence of iDS shall be identif ied. From the star ting point of the correction 
procedure all requirements for gears greater than or equal to iDS up to the latest occur rence of iDS shall 
be corrected to (iDS + 1).
(iii) One step down shifts and two step and/or three step downs hifts
If one step down shifts as well as two step and/or three step downshif ts occur during an acceleration phase, 
three step down shifts shall be corrected before two or one step downshif ts are corrected and two step 
down shifts shall be corrected before one step downs hifts are correcte d. In such cases, the starting point of 
the correction procedure for the two or one step downshif ts is the second immediat ely follo wing the end of 
the correction period for the three step down shifts and the starting point of the correction procedure for the 
one step down shifts is the second immediately followi ng the end of the correction period for the two step 
down shifts. If a three step down shift occurs after a one or two step down shift, it shall overrule these 
down shifts in the time period before the three step down shift. If a two step down shift occurs after a one step 
down shift, it shall overrule the one step downs hift in the time period before the two step down shift.
Examples are shown in Tables A2/2 to A2/6.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/241  
Table A2/2
Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18
Star t of 
accel.Down - 
shift, 
iDS = 3Down- 
shift, iDS 
= 3End of 
accel.
Initial gear 
use2 2 3 3 4 4 4 4 3 4 4 4 4 4 4 3 4 4 4
Star t of 
cor- 
rection 
chec k
iref = 4
First 10 second window for the correction chec k
Last 10 second windo w for the correction check
Latest 10 second window containing iDS twice
End of 
cor- 
rection
Correction 3 3 3 3 3 3 3 3 3 3
Remov al
Final gear use 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4EN Offi cial Jour nal of the European Union L 423/242 26.11.2021  
Table A2/3
Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18
Star t of 
accel.Down - 
shift, 
iDS = 3Down - 
shift, 
iDS = 3End of 
accel.
Initial gear 
use2 2 3 3 4 4 3 4 4 4 4 4 4 4 4 4 4 3 4
Star t of 
cor- 
rection 
chec k
iref = 4
First 10 second window for the correction chec k
Last 10 second windo w for the correction check
Latest 10 second windo w containing iDS twice
End of 
cor- 
rection
Correction 3 3
Remov al 4
Final gear use 2 2 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4EN Offi cial Jour nal of the European Union 26.11.2021 L 423/243  
Table A2/4
Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18
Star t of 
accel.Down - 
shift, 
iDS = 3Down - 
shift, 
iDS = 3End of 
accel.
Initial gear 
use4 4 4 3 4 4 4 4 4 4 4 4 4 4 3 4 4 5 5
Star t of 
cor- 
rection 
chec k
iref = 4
First 10 second window for the correction chec k
Last 10 second windo w for the correction check
No 10 second window containing iDS twice
End of 
cor- 
rection
Correction
Remov al 4 4
Final gear use 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5EN Offi cial Jour nal of the European Union L 423/244 26.11.2021  
Table A2/5
Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18 j+19
Star t of 
accel.Down- 
shift, 
iDS1 = 5Down- 
shift by 
2 steps, 
iDS1 = 4Down- 
shift by 
1 step, 
iDS2 = 5End of 
accel.
Initial gear 
use6 6 6 5 5 4 4 4 4 4 5 6 6 6 6 6 6 6 5 5
Star t of 
cor- 
rection 
check 
for iDS1Star t of 
cor- 
rection 
check 
for iDS2
iref = 6 iref = 6
Latest 10 second window containing iDS1 twice or more Latest 10 second window containing iDS2 twice or more
End of 
cor- 
rection 
for iDS1End of 
cor- 
rection 
for iDS2
Correction 4 4 4 4 4 5 5 5 5 5 5 5
Remov al
Final gear 
use4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5EN Offi cial Jour nal of the European Union 26.11.2021 L 423/245  
Table A2/6
Time j j+1 j+2 j+3 j+4 j+5 j+6 j+7 j+8 j+9 j+10 j+11 j+12 j+13 j+14 j+15 j+16 j+17 j+18
Star t of 
accel.Down - 
shift, 
iDS1 = 3Down - 
shift, 
iDS2 = 4Down - 
shift, 
iDS3 = 5End of 
accel.
Initial gear 
use4 3 3 4 5 5 4 5 5 6 6 6 6 5 5 6 6 6 6
Star t of 
cor- 
rection 
chec k 
for iDS1Star t of 
cor- 
rection 
chec k 
for iDS2Star t of 
cor- 
rection 
chec k 
for iDS3
iref = 4 iref = 5 iref = 6
Latest 10 second window containing iDS1 twice or more
Latest 10 second window containing iDS2 twice or more
Latest 10 second window containing iDS3 twice or more
End of 
cor- 
rection 
for iDS1End of 
cor- 
rection 
for iDS2End of 
cor- 
rection 
for iDS3
Correction 3 4 4 5 5 5 5
Remov al
Final gear use 3 3 3 4 4 4 4 5 5 5 5 5 5 5 5 6 6 6 6EN Offi cial Jour nal of the European Union L 423/246 26.11.2021  
This correction shall not be perf ormed for gear 1. The requirements of the 3rd sub-paragraph of paragraph 3.3. (If 
aj ≥ 0…..) shall not be applied for gear corrections descr ibed in this paragraph for gears > 2.
The modification chec k descr ibed in paragraph 4.(c) of this annex shall be applied to the compl ete cycle trace 
twice prior to the application of paragraphs 4.(d) to 4.(f) of this annex.
(c) If gear i is used for a time sequence of 1 to 5 seconds and the gear prior to this sequence is one step lower and the 
gear after this sequence is one or two steps lowe r than within this sequence or the gear prior to this sequence is 
two steps lower and the gear after this sequence is one step lower than within the sequence, the gear for the 
sequence shall be corrected to the maximum of the gears before and after the sequence.
Examples:
(i) Gear sequence – 1, i, – 1 shall be replaced by:
– 1, – 1, – 1;
Gear sequence – 1, i, – 2 shall be replaced by:
– 1, – 1, – 2;
Gear sequence – 2, i, – 1 shall be replaced by:
– 2, – 1, – 1.
(ii) Gear sequence – 1, i, i, – 1 shall be replaced by:
– 1, – 1, – 1, – 1;
Gear sequence – 1, i, i, – 2 shall be replaced by:
i - 1, – 1, – 1, – 2;
Gear sequence – 2, i, i, – 1 shall be replaced by:
– 2, – 1, – 1, – 1.
(iii) Gear sequence – 1, i, i, i, – 1shall be replaced by:
i – 1, i – 1, i – 1, i – 1, – 1;
Gear sequence i – 1, i, i, i, – 2 shall be replaced by:
– 1, – 1, – 1, – 1, – 2;
Gear sequence – 2, i, i, i, – 1 shall be replaced by:
– 2, – 1, – 1, – 1, – 1.
(iv) Gear sequence – 1, i, i, i, i, – 1 shall be replaced by:
– 1, – 1, – 1, – 1, – 1, – 1;
Gear sequence – 1, i, i, i, i, – 2 shall be replaced by:
– 1, – 1, – 1, – 1, – 1, – 2;
Gear sequence – 2, i, i, i, i, – 1 shall be replaced by:
– 2, – 1, – 1, – 1, – 1, – 1.
(v) Gear sequence – 1, i, i, i, i, i, – 1 shall be replaced by:
– 1, – 1, – 1, – 1, – 1, i – 1, – 1;
Gear sequence i – 1, i, i, i, i, i, – 2 shall be replaced by:
– 1, – 1, – 1, – 1, – 1, – 1, – 2;
Gear sequence – 2, i, i, i, i, i, – 1 shall be replaced by:
– 2, – 1, – 1, – 1, – 1, – 1, – 1.
In all cases (i) to (v), i – 1 ≥ imin shall be fulfilled.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/247  
(d) No upshif t to a higher gear shall be performe d within a deceleration phase.
(e) No upshif t to a higher gear at the transition from an acceleration or constant speed phase to a deceleration phase 
shall be performed if one of the gears in the first two seconds followi ng the end of the deceleration phase is lowe r 
than the upshif ted gear or is gear 0.
Example:
If vi ≤ vi+1 and vi+2 < vi+1 and gear i = 4 and gear (i + 1 = 5) and gear (i + 2 = 5), then gear (i + 1) and gear (i + 2) 
shall be set to 4 if the gear for the phase following the deceleration phase is gear 4 or lower . For all following 
cycle trace points with gear 5 within the deceleration phase, the gear shall also be set to 4. If the gear following 
the deceleration phase is gear 5, an upshif t shall be performe d.
If there is an upshif t during the transition and the initial deceleration phase by 2 gears, an upshif t by 1 gear shall 
be performe d instead. In this case, no further modifi cations shall be performed in the follo wing gear use checks.
(f) Other gear modifications for deceleration phases
A down shift to first gear is not permitted during deceleration phases. If such a down shift would be necessar y in 
the last part of a shor t trip just before a stop phase, since the engine speed would drop below nidle in 2nd gear, gear 
0 shall be used instead and the gear lever shall be placed in neutral and the clutc h shall be engag ed.
If the first gear is required in a time period of at least 2 seconds immediately before a deceleration to stop, this gear 
should be used until the first sam ple of the deceleration phase. For the rest of the deceleration phase, gear 0 shall 
be used and the gear lever shall be placed in neutral and the clutc h shall be engag ed.
If during a deceleration phase the duration of a gear period (a time sequence with constant gear) between two gear 
periods of 3 seconds or more is only 1 second, it shall be replaced by gear 0 and the clutch shall be diseng aged.
If during a deceleration phase the duration of a gear period between two gear periods of 3 seconds or more is 2 
seconds, it shall be replaced by gear 0 for the 1st second and for the 2nd second with the gear that follows after the 
2 second period. The clutch shall be disenga ged for the 1st second.
Example: A gear sequence 5, 4, 4, 2 shall be replaced by 5, 0, 2, 2.
This requirement shall only be applied if the gear that follows after the 2 second period is > 0.
If several gear periods with durations of 1 or 2 seconds follo w one another , corrections shall be performe d as 
follows:
A gear sequence i, i, i, – 1, – 1, – 2 or i, i, i, – 1, – 2, – 2 shall be changed to i, i, i, 0, – 2, – 2.
A gear sequence such as i, i, i, – 1, – 2, – 3 or i, i, i, – 2, – 2, – 3 or other possible combinations shall be chang ed to 
i, i, i, 0, – 3, – 3.
This chang e shall also be applied to gear sequences where the acceleration is ≥ 0 for the first 2 seconds and < 0 for 
the 3rd second or where the acceleration is ≥ 0 for the last 2 seconds.
For extreme transmission designs, it is possible that gear periods with durations of 1 or 2 seconds follo wing one 
another may last up to 7 seconds. In such cases, the correction abov e shall be compl emented by the following 
correction requirements in a second step .
A gear sequence j, 0, i, i, – 1, k with j > (i + 1) and k ≤ (i – 1) but k > 0 shall be changed to j, 0, – 1, – 1, – 1, k, if 
gear (i – 1) is one or two steps below imax for second 3 of this sequence (one after gear 0).
If gear (i – 1) is more than two steps below imax for second 3 of this sequence, a gear sequence j, 0, i, i, – 1, k with j 
> (i + 1) and k ≤ (i –1) but k > 0 shall be chang ed to j, 0, 0, k, k, k.
A gear sequence j, 0, i, i, i-2, k with j > (i + 1) and k ≤ (i – 2) but k > 0 shall be chang ed to j, 0, – 2, – 2 , – 2, k, if 
gear (i – 2) is one or two steps below imax for second 3 of this sequence (one after gear 0).EN Offi cial Jour nal of the European Union L 423/248 26.11.2021  
If gear (i – 2) is more than two steps below imax for second 3 of this sequence, a gear sequence j, 0, i, i, – 2, k with j 
> (i + 1) and k ≤ (i – 2) but k > 0 shall be changed to j, 0, 0, k, k, k.
In all cases specified abov e in this sub-paragraph (paragraph 4.(f) of this annex), the clutch disengag ement (gear 0) 
for 1 second is used in order to avoid too high engine speeds for this second. If this is not an issue and, if requeste d 
by the manuf acturer , it is allowed to use the lower gear of the following second directly instead of gear 0 for 
downs hifts of up to 3 steps. The use of this option shall be recorded.
If the deceleration phase is the last part of a shor t trip shor tly before a stop phase and the last gear > 0 before the 
stop phase is used only for a period of up to 2 seconds, gear 0 shall be used instead and the gear lever shall be 
placed in neutral and the clutc h shall be engag ed.
Examples: A gear sequence of 4, 0, 2, 2, 0 for the last 5 seconds before a stop phase shall be replaced by 4, 0, 0, 0, 
0. A gear sequence of 4, 3, 3, 0 for the last 4 seconds before a stop phase shall be replaced by 4, 0, 0, 0.
5. FINAL REQUIREMENTS
(a) Paragraphs 4.(a) to 4.(f) inclusive of this annex shall be applied sequentially , scanning the compl ete cycle trace in 
each case. Since modifications to paragraphs 4.(a) to 4.(f) inclusive of this annex may create new gear use 
sequences, these new gear sequences shall be check ed twice and modifi ed if necessar y.
(b) After the application of paragraph 4.(b) of this annex, a down shift by more than one gear could occur at the 
transition from a deceleration or constant speed phase to an acceleration phase.
In this case, the gear for the last sample of the deceleration or constant speed phase shall be replaced by gear 0 and 
the clutch shall be disengag ed. If the “suppress gear 0 during downshif ts” option according to paragraph 4.(f) of 
this annex is chosen, the gear of the following second (first second of the acceleration phase) shall be used inste ad 
of gear 0.
(c) In order to enable the assessment of the correctness of the calculation, the checksum of v*ge ar for v ≥ 1,0 km/h, 
rounded according to paragraph 6.1.8. of this Regulation to four places of decimal, shall be calculated and 
recorded.
6. CALCUL ATION TOOLS
Examples of gear shift calculating tools can be found in the same webpage as this Regulation. (1)
The followi ng tools are provided:
(a) ACCESS based tool,
(b) Matlab code tool
(c) NET core tool
These tools were validated by the compari son of calculation results between the ACCESS tool, the Matlab code and the 
.NET core code for 115 different vehicle configurations supplemente d by additional calculations for 7 of them with 
additional options like "apply speed cap", "suppress down scaling", "choose other vehicle class cycle" and "choose 
individual nmin_dr ive values".
The 115 vehicle configurations cover extreme technical designs for transmission and engines and all vehicle classes.
All three tools deliver identical results with respect to gear use and clutch operation and although only the text in 
Annex es B1 and B2 is legally binding the tools have achi eved a status that qualifies them as reference tools
(1)[link to be inser ted after final notifi cation]EN Offi cial Jour nal of the European Union 26.11.2021 L 423/249  
ANNEX B3 
Specif ications of reference fuels 
1. This annex provid es information relating to the specification for the reference fuels to be used when conducting Type 
1 tests.
2. Reser ved
3. Technical data on liquid fuels for testin g vehicles with positive-ignition engines
3.1. Gasoline/P etrol (nominal 90 RON, E0)
Table A3/1
This table is only applicable for Level 1B; 
Gasoline/petrol (nominal 90 RON , E0) 
Fuel proper ty or substance name UnitStandard
Test method
Minimum Maximum
Research octane number , RON 90 92 JIS K2280
Moto r octane number , MON 80 82 JIS K2280
Density g/cm30,720 0,734 JIS K2249
Vapour pressure kPa 56 60 JIS K2258
Distillation:
— 10 % distillation temperature K (°C) 318 (45) 328 (55) JIS K2254
— 50 % distillation temperature K (°C) 363 (90) 373 (100) JIS K2254
— 90 % distillation temperature K (°C) 413 (140) 443 (170) JIS K2254
— final boiling point K (°C) 488 (215) JIS K2254
— olefins % v/v 15 25 JIS K2536-1
JIS K2536-2
— aromatics % v/v 20 45 JIS K2536-1
JIS K2536-2
JIS K2536-3
— benzene % v/v 1,0 JIS K2536-2
JIS K2536-3
JIS K2536-4
Oxygen cont ent not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-6
Exist ent gum mg/100 ml 5 JIS K2261
Sulphur cont ent wt ppm 10 JIS K2541-1
JIS K2541-2
JIS K2541-6
JIS K2541-7EN Offi cial Jour nal of the European Union L 423/250 26.11.2021  
Lead content not to be detect ed JIS K2255
Ethanol not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-6
Methanol not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
MTBE not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
Kerosene not to be detect ed JIS K2536-2
JIS K2536-4
3.2. [Reser ved]
3.3. Gasoline/petrol (nominal 100 RON, E0)
Table A3/3
This table is only applicable for Level 1B; 
Gasoline/petrol (nominal 100 RON , E0) 
Fuel Proper ty or Substance Name UnitStandard
Test method
Minimum Maximum
Research octane number , RON 99 101 JIS K2280
Moto r octane number , MON 86 88 JIS K2280
Density g/cm30,740 0,754 JIS K2249
Vapour pressure kPa 56 60 JIS K2258
Distillation:
— 10 % distillation temperature K (°C) 318 (45) 328 (55) JIS K2254
— 50 % distillation temperature K (°C) 363 (90) 373 (100) JIS K2254
— 90 % distillation temperature K (°C) 413 (140) 443 (170) JIS K2254
— final boiling point K (°C) 488 (215) JIS K2254
— olefins % v/v 15 25 JIS K2536-1
JIS K2536-2
— aromatics % v/v 20 45 JIS K2536-1
JIS K2536-2
JIS K2536-3EN Offi cial Jour nal of the European Union 26.11.2021 L 423/251  
— benzene% v/v 1,0 JIS K2536-2
JIS K2536-3
JIS K2536-4
Oxygen cont ent not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-6
Exist ent gum mg/100 ml 5 JIS K2261
Sulphur cont ent wt ppm 10 JIS K2541-1
JIS K2541-2
JIS K2541-6
JIS K2541-7
Lead content not to be detect ed JIS K2255
Ethanol not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-6
Methanol not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
MTBE not to be detect ed JIS K2536-2
JIS K2536-4
JIS K2536-5
JIS K2536-6
Kerosene not to be detect ed JIS K2536-2
JIS K2536-4
3.4. [Reser ved]
3.5. [Reser ved]
3.6. Gasoline/petrol (nominal 95 RON, E10)
Table A3/6
This table is only applicable for Level 1A. 
Gasoline/petrol (nominal 95 RON , E10) 
Paramet er UnitLimits (a)
Test method (b)
Minimum Maximum
Research octane number , RON (c) 95,0 98,0 EN ISO 5164
Moto r octane number , MON (c) 85,0 89,0 EN ISO 5163
Density at 15 °C kg/m3743,0 756,0 EN ISO 12185
Vapour pressure kPa 56,0 60,0 EN 13016-1
Water cont ent % v/v 0,05 EN 12937EN Offi cial Jour nal of the European Union L 423/252 26.11.2021  
Appearance at – 7 °C clear and bright
Distillation:
— evaporate d at 70 °C % v/v 34,0 46,0 EN-ISO 3405
— evaporate d at 100 °C % v/v 54,0 62,0 EN-ISO 3405
— evaporate d at 150 °C % v/v 86,0 94,0 EN-ISO 3405
— final boiling point °C 170 195 EN-ISO 3405
Residue % v/v 2,0 EN-ISO 3405
Hydrocarbon analysis:
— olefins % v/v 6,0 13,0 EN 22854
— aromatics % v/v 25,0 32,0 EN 22854
— benzene % v/v 1,00 EN 22854
EN 238
— saturates % v/v To be recorded EN 22854
Carbon/hy drogen ratio To be recorded
Carbon/o xygen ratio To be recorded
Induction period(d) minutes 480 EN-ISO 7536
Oxygen cont ent(e) % m/m 3,3 3,7 EN 22854
Solvent washed gum
(Existe nt gum conte nt)mg/100 ml 4 EN-ISO 6246
Sulphur cont ent(f) mg/kg 10 EN ISO 20846
EN ISO 20884
Copper corrosion Class 1 EN-ISO 2160
Lead content mg/l 5 EN 237
Phosphor us content (g) mg/l 1,3 ASTM D 3231
Ethanol (e) % v/v 9,0 10,0 EN 22854
(a)The values quoted in the specificatio ns are ‘true values ’. In establishing of their limit values the terms of ISO 4259 "Petroleum 
products – Determ ination and application of precision data in relation to methods of test" have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account ; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessar y for technical reasons, the manufact urer of fuels shall never theless aim at a zero 
value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum 
limits. Should it be necessar y to clarify whether a fuel meets the requirements of the specificat ions, the terms of ISO 4259 shall 
be applied.
(b)Equivalent EN/ISO methods will be adopt ed when issued for proper ties listed above.
(c)A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 
228:2008.
(d)The fuel may contain oxidation inhibitors and metal deactivato rs normally used to stabilise refiner y gasoline streams, but 
deterg ent/dispersive additives and solvent oils shall not be added.
(e)Ethanol is the only oxygenat e that shall be intentionally added to the reference fuel. The Ethanol used shall conf orm to EN 15376.
(f)The actual sulphur content of the fuel used for the Type 1 test shall be recorded.
(g)There shall be no intentional addition of compounds containing phosphor us, iron, manganese, or lead to this reference fuel.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/253  
3.7. Ethanol (nominal 95 RON, E85)
Table A3/7
This paragraph is only applicable for Level 1A. 
Ethanol (nominal 95 RON , E85) 
Paramet er UnitLimits (a)
Test method (b)
Minimum Maximum
Research octane number , RON 95 EN ISO 5164
Moto r octane number , MON 85 EN ISO 5163
Density at 15 °C kg/m3To be recorded ISO 3675
Vapour pressure kPa 40 60 EN ISO 13016-1 
(DVPE)
Sulphur cont ent(c)(d) mg/kg 10 EN ISO 20846 EN 
ISO 20884
Oxidation stability minutes 360 EN ISO 7536
Exist ent gum cont ent (solvent washed) mg/ 100 ml 5 EN-ISO 6246
Appearance: This shall be determined 
at ambient temperature or 15 °C 
whic hever is higher .Clear and bright, visibly free of 
suspended or precipitate d 
contaminantsVisual inspection
Ethanol and higher alcohols (g) % v/v 83 85 EN 1601
EN 13132
EN 14517
Higher alcohols (C3-C8) % v/v 2
Methanol % v/v 0,5
Petrol (e) % v/v Balance EN 228
Phosphor us mg/l 0,3 (f) ASTM D 3231
Water cont ent % v/v 0,3 ASTM E 1064
Inorg anic chlor ide cont ent mg/l 1 ISO 6227
pHe 6,5 9 ASTM D 6423
Copper strip corrosion (3 h at 50 °C) Rating Class 1 EN ISO 2160
Acidity , (as acetic acid CH3COO H) % (m/m)
(mg/l)0,005 -40 ASTM D 1613
Carbon/hy drogen ratio Record
Carbon/o xygen ratio Record
(a)The values quoted in the specificatio ns are ‘true values ’. In establishing of their limit values the terms of ISO 4259 "Petroleum 
products — Determ ination and application of precision data in relation to methods of test" have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account ; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, whic h is necessar y for technical reasons, the 
manufacturer of fuels shall never theless aim at a zero value where the stipulated maximum value is 2R and at the mean value in 
the case of quotations of maximum and minimum limits. Should it be necessar y to clarify whether a fuel meets the requirements 
of the specifications, the terms of ISO 4259 shall be applied.
(b)In cases of disput e, the procedures for resolving the disput e and interpretation of the results based on test method precision, 
descr ibed in EN ISO 4259 shall be used.EN Offi cial Jour nal of the European Union L 423/254 26.11.2021  
(c)In cases of national dispute concer ning sulphur content, either EN ISO 20846 or EN ISO 20884 shall be called up (similar to the 
reference in the national Annex of EN 228).
(d)The actual sulphur content of the fuel used for the Type 1 test shall be recorded.
(e)The unleaded petrol content can be determined as 100 minus the sum of the percentag e content of water and alcohols.
(f)There shall be no intentional addition of compounds containing phosphor us, iron, manganese, or lead to this reference fuel.
(g)Ethanol to meet specificatio n of EN 15376 is the only oxygena te that shall be intentional ly added to this reference fuel.
4.Techn ical data on gaseo us fuels for testing vehicles with positive-ignition engines
4.1. LPG (A and B)
Table A3/8
This table is only applicable for Level 1A. 
LPG (A and B) 
Parameter Unit Fuel E1 Fuel E2 Fuel J Fuel K Test method
Com position: ISO 7941
C3-cont ent % vol 30 ± 2 85 ± 2Wint er:
min. 15,
max. 35
Summer:
max. 10KS M ISO 7941
Propane and 
prop ylene conte nt% mole Min 20,
max 30JIS K2240
C4-cont ent % vol BalanceWint er:
min.60,
Summer:
min. 85KS M ISO 7941
Butane and 
butylene cont entMin 70,
max 80JIS K2240
Butadiene max. 0,5 KS M ISO 7941
C3,  C4 % vol Max. 2 Max. 2
Olefins % vol Max. 12 Max. 15
Evaporation residue mg/kg Max. 50 Max. 50 EN 15470
Evaporation residue 
(100 ml)ml - 0,05 ASTM D2158
Water at 0 °C Free EN 15469EN Offi cial Jour nal of the European Union 26.11.2021 L 423/255  
Total sulphur 
conte ntmg/kg Max. 10 Max 10 ASTM 6667
Max 40KS M 2150, ASTM 
D4486,
ASTM D5504
Hydroge n sulphide None None ISO 8819
Copper strip 
corrosionrating Class 1 Class 1 ISO 6251 (a)
Copper corrosion 40 °C, 
1 h- 1 KS M ISO 6251
Odour Charact eristic
Moto r octane 
numberMin. 89 Min. 89 EN 589
Annex B
Vapour pressure 
(40 °C)MPa - 1,27KS M ISO 4256,
KS M ISO 8973
Density (15 °C) kg/m3500 620KS M 2150,
KS M ISO 3993,
KS M ISO 8973
(a)This method may not accurately determine the presence of corrosive material s if the sample contains corrosion inhibitors or 
other chemicals whic h diminish the corrosivity of the sample to the copper strip. Theref ore, the addition of such compo unds for 
the sole purpose of biasing the test method is prohibited.
4.2. NG/biomethane
4.2.1. "G20" "High Gas" (nominal 100 per cent Methane)
Table A3/9
This table is only applicable for Level 1A. 
"G20" "High Gas" (nominal 100 per cent methane) 
Characteristics Units BasisLimits
Test method
Minimum Maximum
Com position:
Methane % mole 100 99 100 ISO 6974
Balance (a) % mole — — 1 ISO 6974
N2 % mole ISO 6974
Sulphur cont ent mg/m3(b) — — 10 ISO 6326-5
Wobbe Index (net) MJ/m3(c) 48,2 47,2 49,2
(a)Iner ts (different from N2) + C2 + C2+.
(b)Value to be deter mined at 293,15 K (20 °C) and 101,325 kPa.
(c)Value to be deter mined at 273,15 K (0 °C) and 101,325 kPa.EN Offi cial Jour nal of the European Union L 423/256 26.11.2021  
4.2.2. [Reser ved]
4.2.3. "G25" "Low Gas" (nominal 86 per cent Methane)
Table A3/11
This table is only applicable for Level 1A. 
"G25" "Lo w Gas" (nominal 86 per cent methane) 
Characteristics Units BasisLimits
Test method
Minimum Maximum
Com position:
Methane % mole 86 84 88 ISO 6974
Balance (a) % mole — — 1 ISO 6974
N2 % mole 14 12 16 ISO 6974
Sulphur cont ent mg/m3(b) — — 10 ISO 6326-5
Wobbe Index (net) MJ/m3(c) 39,4 38,2 40,6
(a)Iner ts (different from N2) + C2 + C2+.
(b)Value to be deter mined at 293,15 K (20 °C) and 101,325 kPa.
(c)Value to be deter mined at 273,15 K (0 °C) and 101,325 kPa.
4.2.4. "J-Gas" (nominal 85 per cent Methane)
Table A3/12
This table is only applicable for Level 1B. 
"J-Gas" (nominal 85 per cent methane) 
Characteristics UnitsLimits
Minimum Maximum
Methane % mole 85
Ethane % mole 10
Propane % mole 6
Butane % mole 4
HC of C3+C 4 % mole 8
HC of C5 or more % mole 0,1
Other gases (H2+O 2+N 2+CO+C O2) % mole 1,0
Sulphur content mg/Nm310
Wobbe Index WI 13,260 13,730
Gross Calor ific value kcal/Nm310,410 11,050
Maximum combustion speed MCP 36,8 37,5EN Offi cial Jour nal of the European Union 26.11.2021 L 423/257  
4.2.5. Hydroge n
Table A3/13
This paragraph is only applicable for Level 1A. 
Hydrogen 
Characteristics UnitsLimits
Test method
Minimum Maximum
Hydroge n purity % mole 98 100 ISO 14687-1
Total hydrocarbon μmol/mol 0 100 ISO 14687-1
Water(a) μmol/mol 0 (b) ISO 14687-1
Oxygen μmol/mol 0 (b) ISO 14687-1
Argon μmol/mol 0 (b) ISO 14687-1
Nitroge n μmol/mol 0 (b) ISO 14687-1
CO μmol/mol 0 1 ISO 14687-1
Sulphur μmol/mol 0 2 ISO 14687-1
Permanent particulat es(c) ISO 14687-1
(a)Not to be condensed.
(b)Combined water, oxygen, nitrog en and argon: 1 900 μmol/mol.
(c)The hydrogen shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to damage the fuelling 
station equipment or the vehicle (engine) being fuelled.
5.Techn ical data on liquid fuels for testing vehicles with compres sion ignition engines
5.1. J-Diesel (nominal 53 Cetane, B0)
Table A3/14
This table is only applicable for Level 1B. 
J-Diesel (nominal 53 ceta ne, B0) 
Fuel Proper ty or Substance Name UnitsSpecification
Test method
Minimum Maximum
Cetane number 53 57 JIS K2280
Density g/cm30,824 0,840 JIS K2249
Distillation:
— 50 % distillation temperature K (°C) 528 (255) 568 (295) JIS K2254
— 90 % distillation temperature K (°C) 573 (300) 618 (345) JIS K2254
— final boiling point K (°C) 643 (370) JIS K2254
Flash point K (°C) 331(58) JIS K2265–3
Kinematic viscosity at 30 °C mm2/s 3,0 4,5 JIS K2283EN Offi cial Jour nal of the European Union L 423/258 26.11.2021  
All aromatic series vol % 25 JIS Method HPLC
Polycyclic aromatic hydrocarbons vol % 5,0 JIS Method HPLC
Sulphur cont ent wt ppm 10 JIS K2541-1
JIS K2541-2
JIS K2541-6
JIS K2541-7
FAME % 0,1 Method prescr ibed in 
the Japanese 
concentration 
measurement 
procedure 
announcement
Triglyceride % 0,01 Method prescr ibed in 
the Japanese 
concentration 
measurement 
procedure 
announcement
5.2. [Reser ved]
5.3. [Reser ved]
5.4. E-Diesel (nominal 52 Cetane, B7)
Table A3/17
This table is only applicable for Level 1A. 
E-Diesel (nominal 52 ceta ne, B7) 
Parameter UnitLimits (a)
Test method
Minimum Maximum
Cetane Index 46,0 EN-ISO 4264
Cetane number (b) 52,0 56,0 EN-ISO 5165
Density at 15 °C kg/m3833,0 837,0 EN-ISO 12185
Distillation:
— 50 % point °C 245,0 — EN-ISO 3405
— 95 % point °C 345,0 360,0 EN-ISO 3405
— final boiling point °C — 370,0 EN-ISO 3405
Flash point °C 55 — EN ISO 2719
Cloud point °C — - 10 EN 116
Viscosity at 40 °C mm2/s 2,30 3,30 EN-ISO 3104
Polycyclic aromatic 
hydrocarbons% m/m 2,0 4,0 EN 12916EN Offi cial Jour nal of the European Union 26.11.2021 L 423/259  
Sulphur cont ent mg/kg — 10,0 EN ISO 20846/
EN ISO 20884
Copper corrosion (3 hours, 
50 °C)— Class 1 EN-ISO 2160
Conradson carbon residue (10 % 
DR)% m/m — 0,20 EN-ISO10370
Ash content % m/m — 0,010 EN-ISO 6245
Total contamination mg/kg 24 EN 12662
Water cont ent mg/kg — 200 EN-ISO12937
Acid number mg KOH/g — 0,10 EN ISO 6618
Lubricity (HFRR wear scan 
diamete r at 60 °C)μm — 400 EN ISO 12156
Oxidation stability at 110 °C(c) h 20,0 EN 15751
FAME (d) % v/v 6,0 7,0 EN 14078
(a)The values quoted in the specifications are 'true values'. In establishing of their limit values the terms of ISO 4259 Petroleum 
products – Determ ination and application of precision data in relation to methods of test have been applied and in fixing a 
minimum value, a minimum difference of 2R above zero has been taken into account ; in fixing a maximum and minimum 
value, the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessar y for technical reasons, the manufact urer of fuels shall never theless aim at a 
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and 
minimum limits. Should it be necessar y to clarify whether a fuel meets the requirements of the specificatio ns, the terms of ISO 
4259 shall be applied.
(b)The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However , in the case of a 
dispute between fuel supplier and fuel user , the terms of ISO 4259 may be used to resolve such disput es provided replicate 
measurements, of sufficient number to achi eve the necessar y precision, are made in pref erence to sing le determinations.
(c)Even though oxidation stability is controlled, it is likely that shelf life will be limited. Adv ice shall be sought from the supplier as 
to storag e conditions and life.
(d)FAME conten t to meet the specification of EN 14214.
6.Techn ical data on fuels for testing fuel cell vehicles
6.1. Com pressed hydrog en gas for fuel cell vehicles
Table A3/18
Hydrogen for fuel cell vehicles 
Characteristics UnitsLimits
Test Method
Minimum Maximum
Hydroge n fuel index (a) % mole 99,97
Total non-hydrog en gases μmol/mol 300
Maximum concentration of individual contaminants (f)
Water (H2O) μmol/mol 5e
Total hydrocarbons (b)(Methane 
basis)μmol/mol 2e
Oxygen (O 2) μmol/mol 5e
Helium (He) μmol/mol 300eEN Offi cial Jour nal of the European Union L 423/260 26.11.2021  
Total Nitrogen (N2) and Argon 
(Ar) (b)μmol/mol 100e
Carbon dioxide (CO 2) μmol/mol 2e
Carbon mono xide (CO) μmol/mol 0,2e
Total sulfur compo unds (c)(H2S 
basis)μmol/mol 0,004e
Formaldeh yde (HCHO) μmol/mol 0,01e
Formic acid (HC OOH) μmol/mol 0,2e
Ammonia (NH 3) μmol/mol 0,1e
Total halogenat ed compo unds (d)
(Halog enate ion basis)μmol/mol 0,05e
For the constituents that are additive, such as total hydrocarbons and total sulfur compo unds, the sum of the constituents are to be 
less than or equal to the acceptable limit.
(a)The hydrog en fuel index is deter mined by subtracting the “total non-hydrog en gases” in this table, expressed in mole per cent, 
from 100 mole per cent.
(b)Total hydrocarbons include oxygen ated organic species. Total hydrocarbons shall be measured on a carbon basis (μmolC/mol). 
Total hydrocarbons may exceed 2 μmol/mol due only to the presence of methane, in whic h case the summation of methane, 
nitrog en and argon shall not exceed 100 μmol/mol.
(c)As a minimum, total sulphur compounds include H2S, COS, CS2 and mercaptans, whic h are typically found in natural gas.
(d)Total halogenat ed compo unds include, for exam ple, hydrog en bromide (HBr), hydrog en chloride (HCl), chlorine (Cl2), and 
organic halides (R-X).
(e)Test method shall be documented.
(f)The analysis of specific contaminants depending on the production process shall be exem pted. A vehicle manufact urer shall 
provide the responsible author ity reasons for exemp ting specific contaminants.
7.Techn ical data on fuels for Type 4 test on evaporative emissions
For Level 1B :
For the vehicle in which manufacturer does not recommend the use of E10 fuel, the fuels defined in paragraph 3.1. or 
3.3. in this annex shall be used instead of the fuels defined in this paragraph.
Table A3/19
Petrol reference fuel for Type 4 test 
Param eter UnitLimits
Test method
Minimum Maximum
Research octane number , RON 95,0 98,0 EN ISO 5164
JIS K2280
Density at 15 °C kg/m3743,0 756,0 EN ISO 12185
JIS K2249-1,2,3
Vapour pressure kPa 56,0 60,0 EN 13016-1
JIS K2258-1,2
Distillation:
— evaporate d at 70 °C % v/v 34,0 46,0 EN ISO 3405EN Offi cial Jour nal of the European Union 26.11.2021 L 423/261  
— evaporate d at 100 °C% v/v 54,0 62,0 EN ISO 3405
— evaporate d at 150 °C % v/v 86,0 94,0 EN ISO 3405
Hydrocarbon analysis:
— olefins % v/v 6,0 13,0 EN 22854
— aromatics % v/v 25,0 32,0 EN 22854
— benzene % v/v - 1,00 EN 22854
EN 238
JIS K2536-2,3,4
Oxygen conte nt % m/m 3,3 3,7 EN 22854
JIS K2536-2,4,6
Sulphur conte nt mg/kg — 10 EN ISO 20846
EN ISO 20884
JIS K2541-1,2,6,7
Lead content mg/l Not detec ted EN 237
JIS K2255
Ethanol % v/v 9,0 10,0 EN 22854
JIS K2536-2,4,6
MTBE Not detec ted JIS K2536-2,4,5,6 (a)
Methanol Not detec ted JIS K2536-2,4,5,6 (a)
Kerosene Not detec ted JIS K2536-2,4 (a)
(a)Other method that is traceable to national or international standard may be used.EN Offi cial Jour nal of the European Union L 423/262 26.11.2021  
ANNEX B4 
Road load and dynamometer setting 
1. SCOPE
This annex descr ibes the determi nation of the road load of a test vehicle and the transfe r of that road load to a 
chassis dynamometer .
2. TERMS AND DEFINITIONS
2.1. For the purpose of this document, the term s and definit ions given in paragraph 3. of this Regulation shall have 
primacy . Where definitions are not provi ded in paragraph 3. of this Regulation, definitions given in 
ISO 3833:1977 "Road vehicles – Types – Terms and definitions" shall apply .
2.2. Reference speed points shall start at 20 km/h in incremental steps of 10 km/h and with the highest reference 
speed according to the followi ng provi sions:
(a) The highest referen ce speed point shall be 130 km/h or the reference speed point immediate ly above the 
maximum speed of the applicable test cycle if this value is less than 130 km/h. In the case that the 
applicable test cycle contains less than the 4 cycle phases (Low , Medium, High and Extra High) and at the 
request of the manufacturer and with appro val of the responsible author ity, the highest reference speed 
may be increased to the referen ce speed point immediately abov e the maximum speed of the next higher 
phase, but no higher than 130 km/h; in this case road load determination and chassis dynamomete r 
setting shall be done with the same referen ce speed points;
(b) If a reference speed point applicable for the cycle plus 14 km/h is more than or equal to the maximum 
vehicle speed vmax, this reference speed point shall be excl uded from the coastdown test and from chassis 
dynamometer setting. The next lower reference speed point shall become the highest reference speed 
point for the vehicle.
2.3. Unless other wise specified, a cycle energy demand shall be calculat ed according to paragraph 5. of Annex B7 
over the targe t speed trace of the applicable drive cycle.
2.4. f0, f1, f2 are the road load coeffi cients of the road load equation F = f0 + f1 × v + f2 × v2 deter mined according to 
this annex.
f0 is the constant road load coeffi cient and shall be rounded according to paragraph 6.1.8. of this 
Regulation to one place of decimal, N;
f1 is the first order road load coeff icient and shall be rounded according to paragraph 6.1.8. of this 
Regulation to three places of decimal, N/(km/h);
f2 is the second order road load coefficient and shall be rounded according to paragraph 6.1.8. of this 
Regulation to five places of decimal, N/(km/h)2.
Unless other wise state d, the road load coefficients shall be calculat ed with a least square regression analysis 
over the rang e of the referen ce speed points.
2.5. Rotational mass
2.5.1. Determination of mr
mr is the equivalent effective mass of all the wheels and vehicle compo nents rotating with the wheels on the 
road while the gearbo x is placed in neutral, in kilograms (kg). mr shall be measured or calculated using an 
appropr iate technique agreed upon by the responsible author ity. Alter natively , mr may be estimat ed to be 3 
per cent of the sum of the mass in running order and 25 kg.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/263  
2.5.2. Application of rotational mass to the road load
Coastdown times shall be transferr ed to forces and vice versa by taking into account the applicable test mass 
plus mr. This shall apply to measurements on the road as well as on a chassis dynamometer .
2.5.3. Application of rotational mass for the iner tia setting
If the vehicle is tested on a dynamometer in 4WD operation, the equivalent iner tia mass of the chassis 
dynamomet er shall be set to the applicable test mass.
Other wise, the equivalent iner tia mass of the chassis dynamometer shall be set to the test mass plus either the 
equivalent effective mass of the wheels not influencing the measurement results or 50 per cent of mr.
2.6. Additional masses for setting the test mass shall be applied such that the weight distr ibution of that vehicle is 
appro ximat ely the same as that of the vehicle with its mass in running order . In the case of Categor y N vehicles 
or passeng er vehicles derived from Categor y N vehicles, the additional masses shall be locat ed in a 
representative manner and shall be justif ied to the responsible author ity upon their request. The weight 
distr ibution of the vehicle shall be recorded and shall be used for any subsequent road load determination 
testing.
3. GENERAL REQUIREMENTS
The manufacturer shall be responsible for the accuracy of the road load coeffi cients and shall ensure this for 
each production vehicle within the road load family . Tolerances within the road load determi nation, 
simulation and calculation methods shall not be used to underestimate the road load of production vehicles. 
At the request of the responsible author ity, the accuracy of the road load coefficients of an individual vehicle 
shall be demonstrated.
3.1. Overall measurement accuracy , precision, resolution and frequency
The required overall measurement accuracy shall be as follows:
(a) Vehicle speed accuracy: ± 0,2 km/h with a measurement frequency of at least 10 Hz;
(b) Time: min. accuracy: ± 10 ms; min. precision and resolution:10 ms;
(c) Wheel torq ue accuracy: ± 6 Nm or ± 0,5 per cent of the maximum measured total torque, whichever is 
greate r, for the whole vehicle, with a measurement frequency of at least 10 Hz;
(d) Wind speed accuracy: ± 0,3 m/s, with a measurement frequency of at least 1 Hz;
(e) Wind direction accuracy: ± 3°, with a measurement frequency of at least 1 Hz;
(f) Atmospher ic temperature accuracy: ± 1 °C, with a measurement frequency of at least 0,1 Hz;
(g) Atmospher ic pressure accuracy: ± 0,3 kPa, with a measurement frequency of at least 0,1 Hz;
(h) Vehicle mass accuracy measured on the same weighing scale before and after the test: ± 10 kg (± 20 kg for 
vehicles > 4 000 kg);
(i) Tyre pressure accuracy: ± 5 kPa;
(j) Wheel rotational speed accuracy: ± 0,05 s-1 or 1 per cent, whic hever is great er.
3.2. Wind tunnel criteria
3.2.1. Wind velocity
The wind velocity during a measurement shall remain within ± 2 km/h at the centre of the test section. The 
possible wind velocity shall be at least 140 km/h.EN Offi cial Jour nal of the European Union L 423/264 26.11.2021  
3.2.2. Air temperature
The air temperature during a measurement shall remain within ± 3 °C at the centre of the test section. The air 
temperature distr ibution at the nozzle outlet shall remain within ± 3 °C.
3.2.3. Turbulence
For an equally-spaced 3 by 3 grid over the entire nozzle outlet, the turbulence intensity , Tu, shall not exceed 1 
per cent. See Figure A4/1.
Figure A4/1
Turbulence intensity
Tu¼u0
U∞
where:
Tu is the turbulence intensit y;
u'is the turbulent velocity fluctuation, m/s;
U∞ is the free flow velocity , m/s.
3.2.4. Solid blockag e ratio
The vehicle blockag e ratio εsb expressed as the quotient of the vehicle frontal area and the area of the nozzle 
outlet as calculated using the followi ng equation, shall not exceed 0,35.
εsb¼Af
Anozzle
where:
εsb is the vehicle bloc kage ratio;
Af is the frontal area of the vehicle, m2;
Anozzle is the nozzle outlet area, m2.
3.2.5. Rotating wheels
To properly determine the aerodynamic influence of the wheels, the wheels of the test vehicle shall rotate at 
such a speed that the resulting vehicle velocity is within ± 3 km/h of the wind velocity .
3.2.6. Moving belt
To simulate the fluid flow at the underbody of the test vehicle, the wind tunnel shall have a mov ing belt 
exte nding from the front to the rear of the vehicle. The speed of the moving belt shall be within ± 3 km/h of 
the wind velocity .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/265  
3.2.7. Fluid flow angle
At nine equally distr ibut ed points over the nozzle area, the root mean square deviation of both the pitch angle 
α and the yaw angle β (Y-, Z-plane) at the nozzle outlet shall not exceed 1°.
3.2.8. Air pressure
At nine equally distr ibuted points over the nozzle outlet area, the standard deviation of the total pressure at 
the nozzle outlet shall be less than or equal to 0,02.
σΔPt
q��
≤0,02
where:
σ is the standard deviation of the pressure ratio ΔPt
q��
;
ΔPt is the variation of total pressure between the measurement points, N/m2;
q is the dynamic pressure, N/ m2.
The absolute diffe rence of the pressure coeffi cient cp over a distance 3 metres ahead and 3 metres behind the 
centre of the balance in the emp ty test section and at a height of the centre of the nozzle outlet shall not 
deviate more than ± 0,02.
jcpx¼þ3m – cpx¼ – 3mj≤ 0,02
where:
cp is the pressure coeffi cient.
3.2.9. Boundar y layer thickness
At x¼0(balance cent er point), the wind velocity shall have at least 99 per cent of the inflow velocity 30 mm 
abov e the wind tunnel floor .
δ99ðx¼0mÞ≤30 mm
where:
δ99 is the distance perpendicular to the road where 99 per cent of free stream velocity is reached 
(boundar y layer thickness).
3.2.10. Restraint bloc kage ratio
The restraint system mounting shall not be in front of the vehicle. The relative blockag e ratio of the vehicle 
frontal area due to the restraint system, εrestr, shall not excee d 0,10.
εrestr¼Arestr
Afwhere:
εrestr is the relative blockag e ratio of the restraint system;
Arestr is the frontal area of the restraint system projected on the nozzle face, m2;
Af is the frontal area of the vehicle, m2.
3.2.11. Measurement accuracy of the balance in the x-direction
The inaccuracy of the resulting force in the x-direction shall not excee d ± 5 N. The resolution of the measured 
force shall be within ± 3 N.
3.2.12. Measurement precision
The precision of the measured force shall be within ± 3 N.EN Offi cial Jour nal of the European Union L 423/266 26.11.2021  
4. ROAD LOAD MEASUREMENT ON ROAD
4.1. Requirements for road test
4.1.1. Atmospher ic conditions for road test
Atmospher ic conditions (wind conditions, atmospher ic temperature and atmospher ic pressure) shall be 
measured according to paragraph 3.1. of this annex. Only those atmospher ic conditions measured during 
coastdo wn time measurements and/or torque measurement shall be used for checking data validity and 
corrections.
4.1.1.1. Permissible wind conditions when using stationar y anemometr y and on-board anemometr y
4.1.1.1.1. Permissible wind conditions when using stationar y anemometr y
The wind speed shall be measured at a location and height abov e the road level alongside the test road where 
the most representative wind conditions will be exper ienced. In cases where tests in opposit e directions 
cannot be perf ormed at the same part of the test track (e.g. on an oval test track with an obligat ory driving 
direction), the wind speed and direction shall be measured at the opposit e parts of the test track.
The wind conditions during run pairs shall meet all of the followi ng criteria:
(a) Wind speed shall be less than 5 m/s over a 5 second mov ing averag e period;
(b) Peak wind speeds shall not exce ed 8 m/s for more than 2 consecutive seconds;
(c) The arithmetic average vect or component of the wind speed across the test road shall be less than 2 m/s.
The wind correction shall be calculated according to paragraph 4.5.3. of this annex.
4.1.1.1.2. Permissible wind conditions when using on-board anemometr y
For testing with an on-board anemometer , a device as descr ibed in paragraph 4.3.2. of this annex shall be 
used.
The wind conditions during run pairs shall meet all of the followi ng criteria:
(a) The arithmetic average of the wind speed shall be less than 7 m/s;
(b) Peak wind speeds shall not exce ed 10 m/s for more than 2 consecutive seconds;
(c) The arithmetic average vect or component of the wind speed across the road shall be less than 4 m/s.
4.1.1.2. Atmospher ic temperature
The atmospher ic temperature should be within the range of 5 °C up to and including 40 °C.
At the option of the manufa cturer , coastdo wns may be perf ormed between 1 °C and 5 °C.
If the diffe rence between the highest and the lowest measured temperature during the coastdown test is more 
than 5 °C, the temperature correction shall be applied separately for each run with the arithmetic averag e of 
the ambient temperature of that run.
In that case, the values of the road load coeff icients f0, f1 and f2 shall be determined and corrected for each run 
pair. The final set of f0, f1 and f2 values shall be the arithmetic average of the individually correcte d coeffi cients 
f0, f1 and f2 respectively .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/267  
4.1.2. Test road
The road surface shall be flat, even, clean, dry and free of obstacles or wind barriers that might impede the 
measurement of the road load, and its textur e and compo sition shall be representative of current urban and 
highwa y road surfaces, i.e. no airstr ip-specif ic surface. The longitudinal slope of the test road shall not excee d 
1 per cent. The local slope between any points 3 metres apar t shall not deviate more than 0,5 per cent from 
this longitudinal slope. If tests in opposit e directions cannot be performed at the same part of the test track 
(e.g. on an oval test track with an oblig ator y driving direction), the sum of the longitudinal slopes of the 
parallel test track segments shall be between 0 and an upward slope of 0,1 per cent. The maximum camber of 
the test road shall be 1,5 per cent.
4.2. Preparation
4.2.1. Test vehicle
Each test vehicle shall conf orm in all its compo nents with the production series, (e.g. side mirrors shall be 
same position as during normal vehicle operation, body gaps shall not be sealed), or, if the vehicle is diffe rent 
from the production vehicle, a full descr iption shall be recorded.
4.2.1.1. Requirements for test vehicle selection
4.2.1.1.1. Without using the interpol ation method
A test vehicle (vehicle H) with the combination of road load relevant charact eristics (i.e. mass, aerodynamic 
drag and tyre rolling resistance) producing the highest cycle energy demand shall be selected from the family 
(see paragraphs 6.3.2. and 6.3.3. of this Regulation).
If the aerodynamic influence of the different wheels within one interpol ation family is not known, the 
selection shall be based on the highest expected aerodynamic drag. As a guideline, the highest aerodynamic 
drag may be expect ed for wheels with (a) the largest width, (b) the largest diamet er, and (c) the most open 
structure design (in that order of importance).
The wheel selection shall be performed additional to the requirement of the highest cycle energy demand.
4.2.1.1.2. Using an interpolation method
At the request of the manufacturer , an interpolation method may be applied.
In this case, two test vehicles shall be selecte d from the family complying with the respective family 
requirement.
Test vehicle H shall be the vehicle producing the higher , and prefe rably highest, cycle energy demand of that 
selection, test vehicle L the one producing the lower, and preferably lowe st, cycle energy demand of that 
selection.
All items of optional equipment and/or body shapes that are chosen not to be considered when applying the 
interpolation method shall be identical for both test vehicles H and L such that these items of optional 
equipment produce the highest combination of the cycle energy demand due to their road load relevant 
charact eristics (i.e. mass, aerodynamic drag and tyre rolling resistance).
In the case where individual vehicles can be supplied with a compl ete set of standard wheels and tyres and in 
addition a complet e set of snow tyres (mark ed with 3 Peaked Mountain and Snowf lake – 3PMS) with or 
without wheels, the additional wheels/tyres shall not be considered as optional equipment.
4.2.1.1.2.1. The following requirements between vehicles H and L shall be fulfilled for the road load relevant 
charact eristics:
(a) To allow extrapolating road load coeffi cients:
(i) If f0_ind is below f*0_L or abov e f0_H as defined in paragraph 3.2.3.2.2.4. of Annex B7 while performin g 
the calculation in paragraph 3.2.3.2.2.4. of Annex B7, the followi ng minimum diffe rences between H 
and L are required:EN Offi cial Jour nal of the European Union L 423/268 26.11.2021  
Rolling resistance of at least 1.0 kg/tonne and a mass of at least 30 kg; in case of RR between 0 
and 1,0, the minimum of the mass difference is replaced with 100 kg instead of 30 kg;
(ii) If f2_ind is below f*2_L or abov e f2_H as defined in paragraph 3.2.3.2.2.4. of Annex B7 while performin g 
the calculation in paragraph 3.2.3.2.2.4. of Annex B7, the followi ng minimum differ ence between H 
and L is required:
Aerodynamic drag (CD × Af) of at least 0,05 m2. If the manufacturer can demonstrate that the results 
after an extrapolation are still rational, the minimum criteria in points (i) to (iii) above can be waived.
(b) For each road load charact eristic (i.e. mass, aerodynamic drag and tyre rolling resistance) as well as for the 
road load coeffi cients f0 and f2, the value of vehicle H shall be higher than that of vehicle L, other wise the 
worst case shall be applied for that road load relevant charact eristic. At the request of the manuf acturer 
and upon appro val by the responsible author ity the requirements of this point can be waived.
4.2.1.1.2.2. To achi eve a sufficient diffe rence between vehicle H and vehicle L on a particular road load relevant 
charact eristic, or in order to fulfil criteria of paragraph 4.2.1.1.2.1. of this annex, the manufacturer may 
artificially worsen vehicle H, e.g. by applying a higher test mass.
4.2.1.2. Requirements for families
4.2.1.2.1. Requirements for applying the interpolati on family without using the interpolation method
For the criteria defining an interpolati on family , see paragraph 6.3.2. of this Regulation.
4.2.1.2.2. Requirements for applying the interpolati on family using the interpolati on method are:
(a) Fulfi lling the interpolation family criteria listed in paragraph 6.3.2. of this Regulation;
(b) Fulfi lling the requirements in paragraphs 2.3.1. and 2.3.2. of Annex B6;
(c) Performi ng the calculations in paragraph 3.2.3.2. of Annex B7.
4.2.1.2.3. Requirements for applying the road load family
4.2.1.2.3.1. At the request of the manufacturer and upon fulfilling the criteria of paragraph 6.3.3. of this Regulation, the 
road load values for vehicles H and L of an interpolation family shall be calculated.
4.2.1.2.3.2. Test vehicles H and L as defined in paragraph 4.2.1.1.2. of this annex shall be refer red to as HR and LR for the 
purpose of the road load family .
4.2.1.2.3.3. The diffe rence in cycle energy demand between HR and LR of the road load family shall be at least 4 per cent 
and shall not exceed 35 per cent based on HR over a complet e WLTC Class 3 cycle.
If more than one transmission is included in the road load family , a transmission with the highest power losses 
shall be used for road load determi nation.
4.2.1.2.3.4. If the road load delta of the vehicle option causing the friction differ ence is determined according to 
paragraph 6.8. of this annex, a new road load family shall be calculat ed which includes the road load delta in 
both vehicle L and vehicle H of that new road load family .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/269  
f0,N¼f0,Rþf0,Delta
f1,N¼f1,Rþf1,Delta
f2,N¼f2,Rþf2,Delta
where:
N refers to the road load coefficients of the new road load family ;
R refers to the road load coefficients of the referen ce road load family ;
Delta refers to the delta road load coefficients deter mined in paragraph 6.8.1. of this annex.
4.2.1.3. Allowab le combinations of test vehicle selection and family requirements
Table A4/1 shows the permissible combinations of test vehicle selection and family requirements as descr ibed 
in paragraphs 4.2.1.1. and 4.2.1.2. of this annex.
Table A4/1
Permissible combinations of test vehicle selection and family requirements 
Requirements to be 
fulfilled:(1) w/o 
inter polation 
method(2) Interpo lation 
method w/o road 
load family(3) Applying the 
road load fami ly(4) Interpo lation method 
using one or more road 
load famil ies
Road load test 
vehiclePara-
graph 4.2.1.1.1. of 
this annex.Para-
graph 4.2.1.1.2. of 
this annex.Para-
graph 4.2.1.1.2. of 
this annex.n.a.
Fami ly Para-
graph 4.2.1.2.1. of 
this annex.Para-
graph 4.2.1.2.2. of 
this annex.Para-
graph 4.2.1.2.3. of 
this annex.Paragraph 4.2.1.2.2. of 
this annex.
Additional none none none Application of column 
(3) "Applying the road 
load family" and 
application of 
paragraph 4.2.1.3.1. of 
this annex.
4.2.1.3.1. Deriving road loads of an interpolation family from a road load family
Road loads HR and/or LR shall be determined according to this annex.
The road load of vehicle H (and L) of an interpolation family within the road load family shall be calculat ed 
according to paragraphs 3.2.3.2.2. to 3.2.3.2.2.4. inclusive of Annex B7 by:
(a) Using HR and LR of the road load family inste ad of H and L as inputs for the equations;
(b) Using the road load parameters (i.e. test mass, Δ(C D×A f) compared to vehicle LR, and tyre rolling resistance) 
of vehicle H (or L) of the interpolati on family as inputs for the individual vehicle;
(c) Repeating this calculation for each H and L vehicle of ever y interpolation family within the road load 
family .
The road load interpolation shall only be applied on those road load-relevant charact eristics that were 
identified to be different between test vehicle LR and HR. For other road load-relevant charact eristic(s), the 
value of vehicle HR shall apply .EN Offi cial Jour nal of the European Union L 423/270 26.11.2021  
H and L of the interpolati on family may be derived from diffe rent road load families. If that differ ence between 
these road load families comes from applying the delta method, refer to paragraph 4.2.1.2.3.4. of this annex.
4.2.1.4. Application of the road load matr ix family
A vehicle that fulfils the criteria of paragraph 6.3.4. of this Regulation that is:
(a) Representative of the intended series of compl ete vehicles to be covered by the road load matr ix family in 
term s of estimated worst CD value and body shape; and
(b) Representative of the intended series of vehicles to be covered by the road load matr ix family in terms of 
estimate d average of the mass of optional equipment
shall be used to determine the road load.
In the case that no representative body shape for a compl ete vehicle can be determi ned, the test vehicle shall be 
equipped with a square box with rounded corners with radii of maximum of 25 mm and a width equal to the 
maximum width of the vehicles covered by the road load matr ix family , and a total height of the test vehicle of 
3,0 m ± 0,1 m, including the box.
The manufacturer and the responsible author ity shall agree whic h vehicle test model is representative.
The values for vehicle test mass, tyre rolling resistance and frontal area, of both a vehicle HM and LM shall be 
determined in such a way that vehicle HM produces the highest cycle energy demand and vehicle LM the 
lowest cycle energy from the road load matr ix family . The manuf acturer and the responsible author ity shall 
agree on the vehicle paramete rs for vehicles HM and LM.
The road load of all individual vehicles of the road load matr ix family , including HM and LM, shall be calculated 
according to paragraph 5.1. of this annex.
4.2.1.5. Movable aerodynamic body parts
Movable aerodynamic body parts on the test vehicles shall operat e during road load determination as intende d 
under WLTP Type 1 test conditions (test temperature, vehicle speed and acceleration rang e, engine load, etc.).
Ever y vehicle system that dynamically modif ies the vehicle’ s aerodynamic drag (e.g. vehicle height control) 
shall be considered to be a mov able aerodynamic body part. Appropr iate requirements shall be added if 
future vehicles are equipped with mov able aerodynamic items of optional equipment whose influence on 
aerodynamic drag justif ies the need for further requirements.
4.2.1.6. Weighing
Before and after the road load determination procedure, the selected vehicle shall be weighed, including the 
test driver and equipment, to deter mine the arithmetic average mass mav. The mass of the vehicle shall be 
great er than or equal to the test mass of vehicle H or of vehicle L at the start of the road load determination 
procedure.
4.2.1.7. Test vehicle conf iguration
The test vehicle conf iguration shall be recorded and shall be used for any subsequent coastdown testing.
4.2.1.8. Test vehicle condition
4.2.1.8.1. Run-in
The test vehicle shall be suitably run-in for the purpose of the subsequent test for at least 10 000 but no more 
than 80 000 km.
At the request of the manufacturer , a vehicle with a minimum of 3 000 km may be used.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/271  
4.2.1.8.2. Manuf acturer's specifi cations
The vehicle shall conf orm to the manufact urer ’s intended production vehicle specific ations regar ding tyre 
pressures descr ibed in paragraph 4.2.2.3. of this annex, wheel alignment descr ibed in paragraph 4.2.1.8.3. of 
this annex, ground clearance, vehicle height, drivetrain and wheel bear ing lubr icants, and brak e adjustment to 
avoid unrepresentative parasitic drag.
4.2.1.8.3. Wheel alignment
Toe and camber shall be set to the maximum deviation from the longitudinal axis of the vehicle in the rang e 
defined by the manuf acturer . If a manufacturer prescr ibes values for toe and camber for the vehicle, these 
values shall be used. At the request of the manufa cturer , values with higher deviations from the longitudinal 
axis of the vehicle than the prescr ibed values may be used. The prescr ibed values shall be the reference for all 
maint enance during the lifetime of the vehicle.
Other adjustable wheel alignment parameter s (such as caster) shall be set to the values recommended by the 
manuf acturer . In the absence of recommended values, they shall be set to the arithmetic average of the rang e 
defined by the manufacturer .
Such adjustable parameter s and set values shall be recorded.
4.2.1.8.4. Closed panels
Dur ing the road load deter mination, the engine compar tment cover , lugg age compar tment cover , manually- 
operat ed mov able panels and all windows shall be closed.
4.2.1.8.5. Vehicle coastdo wn mode
If the deter mination of dynamomet er settings cannot meet the criteria descr ibed in paragraphs 8.1.3. or 8.2.3. 
of this annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdo wn mode. 
The vehicle coastdown mode shall be approved and its use shall be recorded by the responsible author ity.
If a vehicle is equipped with a vehicle coastdown mode, it shall be enga ged both during road load 
determination and on the chassis dynamometer .
4.2.2. Tyres
4.2.2.1. Tyre rolling resistance
Tyre rolling resistances shall be measured according to Annex 6 to UN Regulation No. 117, 02 series of 
amendments, or an intern ationally-accep ted equivalent. The rolling resistance coeffi cients shall be aligned 
according to the respective regional procedures (e.g. EU 1235/2011), and catego rised according to the rolling 
resistance classes in Table A4/2.
Table A4/2
Energy efficiency classes according to rolling resist ance coef ficients (RR C) for C1, C2 and C3 tyres and 
the RRC values to be used for those energy efficiency classes in the inter polation, kg/tonne 
Energy 
effic iency 
class Range of RRC for C1 tyres Range of RRC for C2 tyres Range of RRC for C3 tyres
1 RRC ≤ 6,5 RRC ≤ 5,5 RRC ≤ 4,0
2 6,5 < RRC ≤ 7,7 5,5 < RRC ≤ 6,7 4,0 < RRC ≤ 5,0
3 7,7 < RRC ≤ 9,0 6,7 < RRC ≤ 8,0 5,0 < RRC ≤ 6,0
4 9,0 < RRC ≤ 10,5 8,0 < RRC ≤ 9,2 6,0 < RRC ≤ 7,0
5 10,5 < RRC ≤ 12,0 9,2 < RRC ≤ 10,5 7,0 < RRC ≤ 8,0
6 RRC > 12,0 RRC > 10,5 RRC > 8,0EN Offi cial Jour nal of the European Union L 423/272 26.11.2021  
Energy 
effic iency 
classValue of RRC to be used for 
interpolation for C1 tyresValue of RRC to be used for 
interpolation for C2 tyresValue of RRC to be used for 
interpolation for C3 tyres
1 RRC = 5,9 (*) RRC = 4,9 (*) RRC = 3,5 (*)
2 RRC = 7,1 RRC = 6,1 RRC = 4,5
3 RRC = 8,4 RRC = 7,4 RRC = 5,5
4 RRC = 9,8 RRC = 8,6 RRC = 6,5
5 RRC = 11,3 RRC = 9,9 RRC = 7,5
6 RRC = 12,9 RRC = 11,2 RRC = 8,5
(*)For Level 1A only: in case the actual RRC value is lower than this value, the actual rolling resistance value of the tyre or 
any higher value up to the RRC value indicated here shall be used for inter polation
If the interpolation method is applied to rolling resistance, the actual rolling resistance values for the tyres 
fitted to the test vehicles L and H shall be used as input for the interpolati on method. For an individual vehicle 
within an interpolati on family , the RRC value for the energy efficiency class of the tyres fitted shall be used.
In the case where individual vehicles can be supplied with a compl ete set of standard wheels and tyres and in 
addition a complet e set of snow tyres (mark ed with 3 Peaked Mountain and Snowf lake – 3PMS) with or 
without wheels, the additional wheels/tyres shall not be considered as optional equipment.
4.2.2.2. Tyre condition
Tyres used for the test shall:
(a) Not be older than 2 years after the production date;
(b) Not be specially conditioned or treated (e.g. heat ed or artificially aged), with the excep tion of grinding in 
the original shape of the tread;
(c) Be run-in on a road for at least 200 km before road load determination;
(d) Have a constant tread depth before the test between 100 and 80 per cent of the original tread depth at any 
point over the full tread width of the tyre.
After measurement of tread depth, the driving distance shall be limite d to 500 km. If 500 km are exceed ed, the 
tread dept h shall be measured again.
4.2.2.3. Tyre pressure
The front and rear tyres shall be inflated to the lower limit of the tyre pressure range for the respective axle for 
the select ed tyre at the coastdo wn test mass, as specified by the vehicle manufacturer .
4.2.2.3.1. Tyre pressure adjustment
If the differ ence between ambient and soak temperature is more than 5 °C, the tyre pressure shall be adjusted 
as follo ws:
(a) The tyres shall be soaked for more than 1 hour at 10 per cent above the target pressure;
(b) Prior to testing, the tyre pressure shall be reduced to the inflation pressure as specifi ed in 
paragraph 4.2.2.3. of this annex, adjusted for difference between the soaking environment temperature 
and the ambient test temperature at a rate of 0,8 kPa per 1 °C using the follo wing equation:
Δpt¼0,8×ðT soak – T ambÞEN Offi cial Jour nal of the European Union 26.11.2021 L 423/273  
where:
Δptis the tyre pressure adjustment added to the tyre pressure defined in paragraph 4.2.2.3. of this 
annex, kPa;
0,8 is the pressure adjustment factor , kPa/°C;
Tsoak is the tyre soaking temperature, °C;
Tamb is the test ambient temperature, °C.
(c) Between the pressure adjustment and the vehicle warm-up, the tyres shall be shielded from external heat 
sources including sun radiation.
4.2.3. Instr umentation
Any instr uments shall be installed in such a manner as to minimise their effects on the aerodynamic 
charact eristics of the vehicle.
If the effect of the installed instr ument on (CD × Af) is expected to be greater than 0,015 m2, the vehicle with 
and without the instr ument shall be measured in a wind tunnel fulfilling the criteria in paragraph 3.2. of this 
annex in order to determine the value of CD × Af. The corresponding difference shall be subtracted from f2. At 
the request of the manufa cturer , and with approval of the responsible author ity, the deter mined value may be 
used for similar vehicles where the influence of the equipment is expected to be the same.
4.2.4. Vehicle warm-up
4.2.4.1. On the road
Warming up shall be only performe d by driving the vehicle.
4.2.4.1.1. Before warm-up, the vehicle shall be decelerat ed with the clutch disenga ged or an automat ic transmission 
placed in neutral by moderate braking from 80 to 20 km/h within 5 to 10 seconds. After this braking, there 
shall be no further actuation or manual adjustment of the braking system.
At the request of the manuf acturer and upon approval of the responsible author ity, the brakes may also be 
activat ed after the warm-up with the same deceleration as descr ibed in this paragraph and only if necessar y.
4.2.4.1.2. Warming up and stabilization
All vehicles shall be driven at 90 per cent of the maximum speed of the applicable WLTC. The vehicle may be 
driven at 90 per cent of the maximum speed of the next higher phase (see Table A4/3) if this phase is added to 
the applicable WLTC warm-up procedure as defined in paragraph 7.3.4. of this annex. The vehicle shall be 
warmed up for at least 20 minut es until stable conditions are reach ed.
Table A4/3
Warming-up and stabilization across phases (as applicable) 
Cycle class Applicable WLTC90 per cent of maximum 
speedNext higher phase
Class 1 Low 1 + Medium 1 58km/h NA
Class 2Low 2 + Medium 2 + High 2 + 
Extra High 2111 km/h NA
Low2 + Medium 2 + High 2 77km/h Extra High (111 km/h)
Class 3Low 3 + Medium 3 + High 3 + 
Extra High 3118 km/h NA
Low3 + Medium 3 + High 3 88km/h Extra High (118 km/h)EN Offi cial Jour nal of the European Union L 423/274 26.11.2021  
4.2.4.1.3. Criterion for stable condition
Refer to paragraph 4.3.1.4.2. of this annex.
4.3. Measurement and calculation of road load using the coastdown method
The road load shall be determined by using either the stationar y anemometr y (paragraph 4.3.1. of this annex) 
or the on-board anemometr y (paragraph 4.3.2. of this annex) method.
4.3.1. Coastdown method using stationar y anemometr y
4.3.1.1. Selection of reference speeds for road load curve deter mination
Reference speeds for road load determi nation shall be selected according to paragraph 2.2. of this annex.
4.3.1.2. Data collection
Dur ing the test, elapsed time and vehicle speed shall be measured at a minimum frequency of 10 Hz.
4.3.1.3. Vehicle coastdo wn procedure
4.3.1.3.1. Follo wing the vehicle warm-up procedure descr ibed in paragraph 4.2.4. of this annex and immediately prior 
to each coastdown run, the vehicle shall be accelerat ed to 10 to 15 km/h abov e the highest reference speed 
and shall be driven at that speed for a maximum of 1 minute . After that, the coastdown run shall be started 
immediate ly.
4.3.1.3.2. Dur ing a coastdown run, the transmission shall be in neutral. Any mov ement of the steer ing wheel shall be 
avoided as much as possible, and the vehicle brak es shall not be operat ed.
4.3.1.3.3. The test shall be repeate d until the coastdo wn data satisfy the statistical precision requirements as specifi ed in 
paragraph 4.3.1.4.2. of this annex.
4.3.1.3.4. Although it is recommended that each coastdown run should be performe d without interrupti on, if data 
cannot be collected in a sing le run for all the referen ce speed points, the coastdown test may be performe d 
with coastdo wn runs where the first and last referen ce speeds are not necessar ily the highest and lowest 
reference speeds. In this case, the followi ng additional requirements shall apply:
(a) At least one reference speed in each coastdown run shall overlap with the immediat ely higher speed rang e 
coastdown run. This reference speed shall be referred to as a split point ;
(b) At each overlapped referen ce speed, the averag e force of the immediately lower speed coastdown run shall 
not deviate from the averag e force of the immediate ly higher speed coastdown run by ± 10 N or ± 5 per 
cent, whichever is greater;
(c) Overlapped referen ce speed data of the lower speed coastdown run shall be used only for chec king 
criterion (b) and shall be excl uded from evaluation of the statistical precision as defined in 
paragraph 4.3.1.4.2. of this annex;
(d) The overlapped speed may be less than 10 km/h but shall not be less than 5 km/h. In this case, overlap 
criterion (b) shall be check ed by either extrapolating the polynomial curves for the lower and higher 
speed segment to a 10 km/h overlap, or by compari ng the averag e force in the specific speed range.
4.3.1.3.5. It is recommended that coastdown runs should be conduct ed successively without undue dela y between runs. 
If there is a dela y between runs (e.g. for a driver break , checking vehicle integrity, etc.), the vehicle shall be 
warmed up again as descr ibed in paragraph 4.2.4. and the coastdown runs shall be re-commenced from this 
point.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/275  
4.3.1.4. Coastdown time measurement
4.3.1.4.1. The coastdown time corresponding to reference speed vjas the elapsed time from vehicle speed (vjþ5km=h ) 
to (vj – 5km=h ) shall be measured.
4.3.1.4.2. These measurements shall be carried out in opposite directions until a minimum of three pairs of 
measurements have been obtained that satisfy the statistical precision pj defined in the followi ng equation:
pj¼h×σ j
√n×Δt pj≤0,030
where:
pj is the statistical precision of the measurements made at reference speed vj;
n is the number of pairs of measurements;
Δtpj is the harmonic average of the coastdown time at reference speed vj in seconds given by the followi ng 
equation:
Δtpj¼n
∑n
i¼11
Δtji
where:
Δtji is the harmonic averag e coastdo wn time of the ith pair of measurements at velocity vj, seconds, s, 
given by the followi ng equation:
Δtji¼2
1
Δtjai !
þ1
Δtjbi !
where:
Δtjaiand Δtjbi are the coastdo wn times of the ith measurement at referen ce speed vj, in seconds, s, in the 
respective directions a and b;
σj is the standard deviation, expressed in seconds, s, defined by:
σj¼ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ffi
1
n – 1∑n
i¼1ðΔt ji – Δt pjÞ2r
h is a coeff icient given in Table A4/4.
Table A4/4
Coeff icient h as a function of n 
n h n h
3 4,3 17 2,1
4 3,2 18 2,1
5 2,8 19 2,1
6 2,6 20 2,1
7 2,5 21 2,1
8 2,4 22 2,1
9 2,3 23 2,1
10 2,3 24 2,1EN Offi cial Jour nal of the European Union L 423/276 26.11.2021  
11 2,2 25 2,1
12 2,2 26 2,1
13 2,2 27 2,1
14 2,2 28 2,1
15 2,2 29 2,0
16 2,1 30 2,0
4.3.1.4.3. If during a measurement in one direction any exte rnal factor or driver action occurs that obviously influences 
the road load test, that measurement and the corresponding measurement in the opposit e direction shall be 
reject ed. All the rejected data and the reason for rejection shall be recorded, and the number of rejected pairs 
of measurement shall not exceed 1/3 of the total number of measurement pairs. In the case of split runs, the 
rejection criteria shall be applied at each split run speed rang e.
Due to uncer tainty of data validity and for practical reasons, more than the minimum number of run pairs 
required in paragraph 4.3.1.4.2. of this annex may be perf ormed, but the total number of run pairs shall not 
excee d 30 runs including the rejecte d pairs as descr ibed in this paragraph. In this case, data evaluation shall 
be carried out as descr ibed in paragraph 4.3.1.4.2. of this annex starting from the first run pair, then 
including as man y consecutive run pairs as needed to reach the statistical precision on a data set containing 
no more than 1/3 of rejecte d pairs. The remaining run pairs shall be disrega rded.
4.3.1.4.4. The following equation shall be used to comput e the arithmetic average of the road load where the harmonic 
average of the alternate coastdo wn times shall be used:
Fj¼1
3,6×ðm avþmrÞ×2×Δv
Δtj
where:
Δv is 5 km/h;
Δtj is the harmonic average of alternate coastdown time measurements at velocity vj, seconds, s, given by:
Δtj¼2
1
Δtjaþ1
Δtjb
where:
Δtjaand Δtjb are the harmonic average coastdown times in directions a and b, respectively , corresponding 
to reference speed vj, in seconds, s, given by the following two equations:
Δtja¼n
∑n
i¼11
tjai
and:
Δtjb¼n
∑n
i¼11
tjbi.
where:
mav is the arithmetic average of the test vehicle masses at the beginning and end of road load 
determination, kg;
mr is the equivalent effective mass of rotating compo nents according to paragraph 2.5.1. of this annex;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/277  
The coeffi cients, f0, f1 and f2, in the road load equation shall be calculat ed with a least squares regression 
analysis.
In the case that the tested vehicle is the representative vehicle of a road load matr ix family , the coeffi cient f1 
shall be set to zero and the coefficients f0 and f2 shall be recalculat ed with a least squares regression analysis.
4.3.1.4.5. Correction to referen ce conditions
The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected to reference conditions as 
specified in paragraph 4.5. of this annex.
4.3.2. Coastdown method using on-board anemometr y
The vehicle shall be warmed up and stabilised according to paragraph 4.2.4. of this annex.
4.3.2.1. Additional instr umentation for on-board anemometr y
The on-board anemomet er and instr umentation shall be calibrated by means of operation on the test vehicle 
where such calibration occurs during the warm-up for the test.
4.3.2.1.1. Relative wind speed shall be measured at a minimum frequency of 1 Hz and to an accuracy of 0,3 m/s. Vehicle 
bloc kage shall be account ed for in the calibration of the anemometer .
4.3.2.1.2. Wind direction shall be relative to the direction of the vehicle. The relative wind direction (yaw) shall be 
measured with a resolution of 1 degree and an accuracy of 3 degrees; the dead band of the instr ument shall 
not exceed 10 degrees and shall be direct ed towards the rear of the vehicle.
4.3.2.1.3. Before the coastdown, the anemomet er shall be calibrated for speed and yaw offset as specified in ISO 
10521-1:2006(E) Annex A.
4.3.2.1.4. Anemomete r blockag e shall be corrected for in the calibration procedure as descr ibed in ISO 
10521-1:2006(E) Annex A in order to minimise its effect.
4.3.2.2. Selection of vehicle speed range for road load curve determination
The test vehicle speed rang e shall be selected according to paragraph 2.2. of this annex.
4.3.2.3. Data collection
Dur ing the procedure, elapsed time, vehicle speed, and air velocity (speed, direction) relative to the vehicle, 
shall be measured at a minimum frequency of 5 Hz. Ambient temperature shall be synchr onised and sam pled 
at a minimum frequency of 0,1 Hz.
4.3.2.4. Vehicle coastdo wn procedure
The measurements shall be carried out in run pairs in opposit e directions until a minimum of ten consecutive 
runs (five pairs) have been obtained. Should an individual run fail to satisfy the required on-board 
anemometr y test conditions, that pair, i.e. that run and the corresponding run in the opposite direction, shall 
be rejecte d. All valid pairs shall be included in the final analysis with a minimum of 5 pairs of coastdown 
runs. See paragraph 4.3.2.6.10. of this annex for statistical validation criteria.
The anemomet er shall be installed in a position such that the effect on the operating characteri stics of the 
vehicle is minimised.EN Offi cial Jour nal of the European Union L 423/278 26.11.2021  
The anemomete r shall be installed according to one of the options below:
(a) Using a boom appro ximatel y 2 metres in front of the vehicle’s forward aerodynamic stagnation point ;
(b) On the roof of the vehicle at its centreline. If possible, the anemomete r shall be mount ed within 30 cm 
from the top of the windshield;
(c) On the engine compar tment cover of the vehicle at its centreline, mount ed at the midpoint position 
between the vehicle front and the base of the windshield.
In all cases, the anemomete r shall be mounted parallel to the road surface. In the event that positions (b) or (c) 
are used, the coastdown results shall be analytically adjusted for the additional aerodynamic drag induced by 
the anemomet er. The adjustment shall be made by testing the coastdown vehicle in a wind tunnel both with 
and without the anemomet er installed in the same position as used on the track. The calculated difference 
shall be the incremental aerodynamic drag coeffi cient CD combined with the frontal area, which shall be used 
to correct the coastdo wn results.
4.3.2.4.1. Follo wing the vehicle warm-up procedure descr ibed in paragraph 4.2.4. of this annex and immediately prior 
to each coastdown run, the vehicle shall be accelerat ed to 10 to 15 km/h abov e the highest reference speed 
and shall be driven at that speed for a maximum of 1 minute . After that, the coastdown run shall be started 
immediate ly.
4.3.2.4.2. Dur ing a coastdo wn run, the transmission shall be in neutral. Any steering wheel mov ement shall be avoided 
as much as possible, and the vehicle’s brak es shall not be operat ed.
4.3.2.4.3. Although it is recommended that each coastdown run be performe d without interr uption, if data cannot be 
collect ed in a sing le run for all the reference speed points the coastdown test may be perf ormed with 
coastdo wn runs where the first and last referen ce speeds are not necessar ily the highest and lowest reference 
speeds. For split runs, the following additional requirements shall apply:
(a) At least one reference speed in each coastdown run shall overlap with the immediat ely higher speed rang e 
coastdown run. This reference speed shall be referred to as a split point ;
(b) At each overlapped referen ce speed, the averag e force of the immediately lower speed coastdown run shall 
not deviate from the averag e force of the immediately higher speed range coastdo wn run by ± 10 N or ± 5 
per cent, whichever is greater;
(c) Overlapped referen ce speed data of the lower speed coastdown run shall be used only for chec king 
criterion (b) and shall be excl uded from evaluation of the statistical precision as defined in 
paragraph 4.3.1.4.2. of this annex;
(d) The overlapped speed may be less than 10 km/h but shall not be less than 5 km/h. In this case, overlap 
criterion (b) shall be check ed by either extrapolating the polynomial curves for the lower and higher 
speed segment to a 10 km/h overlap, or by compari ng the averag e force in the specific speed range.
4.3.2.4.4. It is recommended that coastdown runs should be conduct ed successively without undue dela y between runs. 
If there is a dela y between runs (e.g. for a driver break , checking vehicle integrity, etc.), the vehicle shall be 
warmed up again as descr ibed in paragraph 4.2.4. and the coastdown runs shall be re-commenced from this 
point.
4.3.2.5. Determination of the equation of motion
Symbols used in the on-board anemomete r equations of motion are liste d in Table A4/5.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/279  
Table A4/5
Symbols used in the on-board anemometer equations of motion 
Symbol Units Descr iption
Af m2frontal area of the vehicle
a0 … an degrees–1aerodynamic drag coefficients as a function of yaw angle
Am N mech anical drag coeffi cient
Bm N/(km/h) mech anical drag coeffi cient
Cm N/(km/h)2mech anical drag coeffi cient
CDðYÞ aerodynamic drag coefficient at yaw angle Y
D N drag
Daero N aerodynamic drag
Df N front axle drag (including driveline)
Dgrav N grav itational drag
Dmech N mech anical drag
Dr N rear axle drag (including driveline)
Dtyre N tyre rolling resistance
ðdh=dsÞ - sine of the slope of the track in the direction of travel (+ indicates 
ascending)
ðdv=dtÞ m/s2acceleration
g m/s2grav itational constant
mav kg arithmetic averag e mass of the test vehicle before and after road load 
determination
me kg effective vehicle mass including rotating compo nents
ρ kg/m3air density
t s time
T K temperature
v km/h vehicle speed
vr km/h relative wind speed
Y degrees yaw angle of apparent wind relative to direction of vehicle travel
4.3.2.5.1. General form
The general form of the equation of motion is as follows :
 – m edv
dt��
¼DmechþDaeroþDgrav
where:
Dmech¼DtyreþDfþDr;
Daero¼1
2��
ρCDðYÞA fv2
r;
Dgrav¼m×g×dh
ds��EN Offi cial Jour nal of the European Union L 423/280 26.11.2021  
In the case that the slope of the test track is equal to or less than 0.1 per cent over its length, Dgrav may be set to 
zero.
4.3.2.5.2. Mech anical drag modelling
Mech anical drag consisting of separate compo nents representing tyre Dtyre and front and rear axle frictional 
losses Df and Dr (including transmission losses) shall be modelled as a three-te rm polynomial as a function of 
vehicle speed v as in the equation below:
Dmech¼AmþBmvþCmv2
where Am, Bm, and Cm are determined in the data analysis using the least squares method. These constants 
reflect the combined driveline and tyre drag.
In the case that the tested vehicle is the representative vehicle of a road load matr ix family , the coeff icient Bm 
shall be set to zero and the coeffi cients Am and Cm shall be recalculated with a least squares regression analysis.
4.3.2.5.3. Aerodynamic drag modelling
The aerodynamic drag coeffi cient CD(Y) shall be modelled as a five-term polynomial as a function of yaw angle 
Y as in the equation below:
CDðYÞ¼a0þa1Yþa2Y2þa3Y3þa4Y4
a0 to a4 are constant coefficients whose values are determi ned in the data analysis.
The aerodynamic drag shall be determined by combining the drag coeffi cient with the vehicle’ s frontal area Af 
and the relative wind velocity vr:.
Daero¼1
2��
×ρ×A f×v2
r×C DYðÞ
Daero¼1
2��
×ρ×A f×v2
ra0þa1Yþa2Y2þa3Y3þa4Y4ð Þ
4.3.2.5.4. Final equation of motion
Through substitution, the final form of the equation of motion becomes:
-medv
dt��
¼AmþBmvþCmv2þ1
2��
×ρ×A f×v2
ra0þa1Yþa2Y2þa3Y3þa4Y4ð Þþ m×g×dh
ds��
4.3.2.6. Data reduction
A three-te rm equation shall be generat ed to descr ibe the road load force as a function of velocity , 
F¼AþBvþCv2, corrected to standard ambient temperature and pressure conditions, and in still air. The 
method for this analysis process is descr ibed in paragraphs 4.3.2.6.1. to 4.3.2.6.10. inclusive of this annex.
4.3.2.6.1. Determining calibration coeffi cients
If not previously determined, calibration factors to correct for vehicle bloc kage shall be determi ned for relative 
wind speed and yaw angle. Vehicle speed v, relative wind velocityv rand yawY measurements during the 
warm-up phase of the test procedure shall be recorded. Paired runs in alternate directions on the test track at 
a constant velocity of 80 km/h shall be performed, and the arithmetic average values of v, vr and Y for each 
run shall be deter mined. Calibration factors that minimize the total errors in head and cross winds over all 
the run pairs, i.e. the sum of ðhead i–head iþ1Þ2, etc., shall be select ed where head i and head iþ1refer to wind 
speed and wind direction from the paired test runs in opposing directions during the vehicle warm-up/ 
stabilization prior to testing.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/281  
4.3.2.6.2. Deriving second by second obser vations
From the data collect ed during the coastdown runs, values for v, ðdh
dsÞðdv
dtÞ, v2
r, and Y shall be determined by 
applying calibration factors obtained in paragraphs 4.3.2.1.3. and 4.3.2.1.4. of this annex. Data filtering shall 
be used to adjust sam ples to a frequency of 1 Hz.
4.3.2.6.3. Preliminar y analysis
Using a linear least squares regression technique, all data points shall be analysed at once to determine Am, Bm, 
Cm, a0, a1, a2, a3 and a4 given me,ðdh
dsÞ,ðdv
dtÞ,v,v r,and ρ.
4.3.2.6.4. Data outliers
A predicte d force meðdv
dtÞshall be calculat ed and compared to the obser ved data points. Data points with 
excessiv e deviations, e.g., over three standard deviations, shall be flagged.
4.3.2.6.5. Data filtering (optional)
Appropr iate data filteri ng techniques may be applied and the remaining data points shall be smoothed out.
4.3.2.6.6. Data elimination
Data points gathered where yaw angles are greate r than ± 20 degrees from the direction of vehicle travel shall 
be flagged. Data points gathered where relative wind is less than + 5 km/h (to avoid conditions where tailwind 
speed is higher than vehicle speed) shall also be flagged . Data analysis shall be restr icted to vehicle speeds 
within the speed rang e select ed according to paragraph 4.3.2.2. of this annex.
4.3.2.6.7. Final data analysis
All data that has not been flagged shall be analysed using a linear least squares regression technique. Given 
me,ðdh
dsÞ,ðdv
dtÞ,v,v r,and ρ, Am, Bm, Cm, a0, a1, a2, a3 and a4 shall be deter mined.
4.3.2.6.8. Constrained analysis (opt ional)
To bette r separate the vehicle aerodynamic and mecha nical drag, a constrained analysis may be applied such 
that the vehicle’ s frontal area Af and the drag coeffi cient CD may be fixed if they have been previously 
determined.
4.3.2.6.9. Correction to referen ce conditions
Equations of motion shall be corrected to referen ce conditions as specifi ed in paragraph 4.5. of this annex.
4.3.2.6.10. Statistical criteria for on-board anemometr y
The excl usion of each sing le pair of coastdo wn runs shall change the calculat ed road load for each coastdown 
reference speed vj less than the conver gence requirement, for all iand j:
ΔFiðvjÞ=Fðv jÞ≤0,030ffiffiffiffiffiffiffiffiffiffi
n – 1pEN Offi cial Jour nal of the European Union L 423/282 26.11.2021  
where:
ΔFiðvjÞ is the diffe rence between the calculat ed road load with all coastdown runs and the calculat ed 
road load with the ith pair of coastdo wn runs excluded, N;
Fðv jÞ is the calculat ed road load with all coastdown runs included, N;
vj is the referen ce speed, km/h;
n is the number of pairs of coastdown runs, all valid pairs are included.
In the case that the converg ence requirement is not met, pairs shall be removed from the analysis, starting with 
the pair giving the highest chang e in calculat ed road load, until the convergence requirement is met, as long as 
a minimum of 5 valid pairs are used for the final road load determination.
4.4. Measurement and calculation of running resistance using the torq ue meter method
As an alternative to the coastdown methods, the torq ue meter method may also be used in which the running 
resistance is deter mined by measur ing wheel torq ue on the driven wheels at the reference speed points for 
time periods of at least 5 seconds.
4.4.1. Installation of torque mete rs
Wheel torque meters shall be installed between the wheel hub and the wheel of each driven wheel, measur ing 
the required torque to keep the vehicle at a constant speed.
The torq ue meter shall be calibrated on a regular basis, at least once a year, traceable to national or 
international standards, in order to meet the required accuracy and precision.
4.4.2. Procedure and data sampling
4.4.2.1. Selection of reference speeds for running resistance curve deter mination
Reference speed points for running resistance determination shall be select ed according to paragraph 2.2. of 
this annex.
The reference speeds shall be measured in descending order . At the request of the manufacturer , there may be 
stabilization periods between measurements but the stabilization speed shall not excee d the speed of the next 
reference speed.
4.4.2.2. Data collection
Data sets consisting of actual speed vji actual torque Cji and time over a period of at least 5 seconds shall be 
measured for ever y vj at a sampling frequency of at least 10 Hz. The data sets collect ed over one time period 
for a reference speed vj shall be refer red to as one measurement.
4.4.2.3. Vehicle torque meter measurement procedure
Prior to the torque meter method test measurement, a vehicle warm-up shall be performe d according to 
paragraph 4.2.4. of this annex.
Dur ing test measurement, steering wheel mov ement shall be avoided as much as possible, and the vehicle 
brak es shall not be operat ed.
The test shall be repeated until the running resistance data satisfy the measurement precision requirements as 
specified in paragraph 4.4.3.2. of this annex.
4.4.2.4. Velocity deviation
Dur ing a measurement at a sing le reference speed point, the velocity deviation from the arithmetic average 
velocity (vji-vjm) calculated according to paragraph 4.4.3. of this annex, shall be within the values in 
Table A4/6.
Additionally , the arithmetic averag e velocity vjm at ever y referen ce speed point shall not deviate from the 
reference speed vj by more than ± 1 km/h or 2 per cent of the reference speed vj, whic hever is great er.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/283  
Table A4/6
Velocity deviation 
Time period, s Velocity deviation, km/h
5– 10 ±0,2
10– 15 ±0,4
15– 20 ±0,6
20– 25 ±0,8
25– 30 ±1,0
≥ 30 ±1,2
4.4.2.5. Atmospher ic temperature
Tests shall be performed under the same temperature conditions as defined in paragraph 4.1.1.2. of this 
annex.
4.4.3. Calculation of arithmetic average velocity and arithmetic averag e torq ue
4.4.3.1. Calculation process
Arithmetic averag e velocity vjm, km/h, and arithmetic average torque Cjm, in Nm, of each measurement shall be 
calculat ed from the data sets collect ed according to the requirements of paragraph 4.4.2.2. of this annex using 
the following equations:
vjm¼1
k∑k
i¼1vji
and
Cjm¼1
k∑k
i¼1Cji – C js
where:
vji is the actual vehicle speed of the ith data set at reference speed point j, km/h;
k is the number of data sets in a sing le measurement ;
Cji is the actual torque of the ith data set, Nm;
Cjs is the compen sation term for speed drift, Nm, given by the follo wing equation:
Cjs¼ðm stþmrÞ×α jrj.
Cjs
1
k∑k
i¼1Cjishall be no greater than 0,05 and may be disregar ded if αj is not great er than ±  0,005 m/s2;
mst is the test vehicle mass at the start of the measurements and shall be measured immediately before the 
warm-up procedure and no earlier , kg;
mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this annex, 
kg;
rj is the dynamic radius of the tyre determined at a referen ce point of 80 km/h or at the highest 
referen ce speed point of the vehicle if this speed is lower than 80 km/h, calculat ed using the 
follo wing equation:
rj¼1
3,6×vjm
2×πnEN Offi cial Jour nal of the European Union L 423/284 26.11.2021  
where:
n is the rotational frequency of the driven tyre, s–1;
αj is the arithmetic average acceleration, m/s2, calculat ed using the follo wing equation:
αj¼1
3,6×k∑k
i¼1tivji – ∑k
i¼1ti∑k
i¼1vji
k×∑k
i¼1t2
i – ½∑k
i¼1ti�2
where:
ti is the time at whic h the ith data set was sampled, s.
4.4.3.2. Measurement precision
The measurements shall be carried out in opposit e directions until a minimum of three pairs of measurements 
at each referen ce speed vi have been obtained, for whic h Cj¯satisfi es the precision ρj according to the followi ng 
equation:
ρj¼h×sffiffiffinp×Cj¯≤0,030
where:
n is the number pairs of measurements for Cjm;
Cj¯is the running resistance at the speed vj, Nm, given by the equation:
Cj¯¼1
n∑n
i¼1Cjmi
where:
Cjmi is the arithmetic average torque of the ith pair of measurements at speed vj, Nm, and given by:
Cjmi¼1
2×ðC jmaiþCjmbiÞ
where:
Cjmai and Cjmbi are the arithmetic average torques of the ith measurement at speed vj deter mined in 
paragraph 4.4.3.1. of this annex for each direction, a and b respectively , Nm;
s is the standard deviation, Nm, calculat ed using the follo wing equation:
s¼ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ffi
1
k – 1∑k
i¼1ðCjmi – Cj¯Þ2r
h is a coeff icient as a function of n as given in Table A4/4 in paragraph 4.3.1.4.2. of this annex.
4.4.4. Running resistance curve deter mination
The arithmetic average speed and arithmetic average torque at each reference speed point shall be calculat ed 
using the followi ng equations:
Vjm = ½ × (vjma + vjmb)
Cjm = ½ × (Cjma +C jmb)
The following least squares regression curve of arithmetic average running resistance shall be fitted to all the 
data pairs (vjm, Cjm) at all reference speeds descr ibed in paragraph 4.4.2.1. of this annex to deter mine the 
coefficients c0, c1 and c2.
The coeffi cients, c0, c1 and c2, as well as the coastdown times measured on the chassis dynamometer (see 
paragraph 8.2.4. of this annex) shall be recorded.
In the case that the tested vehicle is the representative vehicle of a road load matr ix family , the coeffi cient c1 
shall be set to zero and the coefficients c0 and c2 shall be recalculated with a least squares regression analysis.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/285  
4.5. Correction to referen ce conditions and measurement equipment
4.5.1. Air resistance correction factor
The correction factor for air resistance K2 shall be deter mined using the followi ng equation:
K2¼T
293K×100kPa
P
where:
T is the arithmetic average atmospher ic temperature of all individual runs, Kelvin (K);
P is the arithmetic average atmospher ic pressure, kPa.
4.5.2. Rolling resistance correction factor
The correction factor K0 for rolling resistance, in Celsius–1 (°C–1), may be determined based on empir ical data 
and approved by the responsible author ity for the particular vehicle and tyre combination to be tested, or 
may be assumed to be as follo ws:
K0¼8,6×10 – 3°C – 1
4.5.3. Wind correction
4.5.3.1. Wind correction when using stationar y anemometr y
Wind correction may be waived when the arithmetic average wind speed for each valid run pair is 2 m/s or 
less. In the case that wind speed is measured at more than one part of the test track, such as when the test is 
perf ormed on an oval test track (see paragraph 4.1.1.1.1. of this annex), the wind speed shall be averaged at 
each measurement location and the higher of two average wind speeds shall be used to determine whether a 
wind speed correction is to be applied or may be waived.
4.5.3.1.1. The wind correction resistance w1 for the coastdown method or w2 for the torque meter method shall be 
calculat ed using the follo wing equations:
w1¼3,62×f2×v2
w
or:w2¼3,62×c2×v2
w
where:
w1 is the wind correction resistance for the coastdo wn method, N;
f2 is the coeff icient of the aerodynamic term determined according to paragraph 4.3.1.4.4. of this 
annex;
vw in the case that wind speed is measured at only one point, vw is the arithmetic average vect or 
compo nent of the wind speed parallel to the test road during all valid run pairs m/s;
vw in the case that the wind speed is measured at two points, vw is the lowe r of the two arithmetic 
average vect or components of the wind speed parallel to the test road during all valid run pairs, m/s;
w2 is the wind correction resistance for the torq ue meter method, Nm;
c2 is the coeff icient of the aerodynamic term for the torque meter method determined according to 
paragraph 4.4.4. of this annex.
4.5.3.2. Wind correction when using on-board anemometr y
In the case that the coastdo wn method is based on on-board anemometr y, w1 and w2 in the equations in 
paragraph 4.5.3.1.1. of this annex shall be set to zero, as the wind correction is already applied according to 
paragraph 4.3.2. of this annex.EN Offi cial Jour nal of the European Union L 423/286 26.11.2021  
4.5.4. Test mass correction factor
The correction factor K1 for the test mass of the test vehicle shall be deter mined using the followi ng equation:
K1¼ 1 – TM
mav��
where:
TM is the test mass of the test vehicle, kg;
mav is the arithmetic average of the test vehicle masses at the beginning and end of road load 
determination, kg.
4.5.5. Road load curve correction
4.5.5.1. The curve determined in paragraph 4.3.1.4.4. of this annex shall be corrected to reference conditions as 
follows:
F�¼��
f0ð1 – K 1Þ – w 1�
þf1v�
×�
1þK0ðT – 20Þ�
þK2f2v2
where:
F*is the correcte d road load, N;
f0 is the constant road load coeffi cient, N;
f1 is the first order road load coefficient, N/(km/h);
f2 is the second order road load coeff icient, N/(km/h)2;
K0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this annex;
K1 is the test mass correction as defined in paragraph 4.5.4. of this annex;
K2 is the correction factor for air resistance as defined in paragraph 4.5.1. of this annex;
T is the arithmetic average atmospher ic temperature during all valid run pairs, °C;
v is vehicle velocity , km/h;
w1 is the wind resistance correction as defined in paragraph 4.5.3. of this annex, N.
The result of the calculation below shall be used as the target road load coeffi cient At in the calculation of the 
chassis dynamometer load setting descr ibed in paragraph 8.1. of this annex:
��
f0ð1 – K 1Þ – w 1��
×�
1þK0ðT – 20Þ�
:
The result of the calculation below shall be used as the target road load coeff icient Bt in the calculation of the 
chassis dynamometer load setting descr ibed in paragraph 8.1. of this annex:
(f1 × (1 + K0 × (T–20))).
The result of the calculation below shall be used as the target road load coeff icient Ct in the calculation of the 
chassis dynamometer load setting descr ibed in paragraph 8.1. of this annex:
(K2 × f2).
4.5.5.2. The curve determined in paragraph 4.4.4. of this annex shall be correcte d to reference conditions and 
measurement equipment installed according to the follo wing procedure.
4.5.5.2.1. Correction to referen ce conditions
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/287  
where:
C*is the correcte d running resistance, Nm;
c0 is the constant term as determined in paragraph 4.4.4. of this annex, Nm;
c1 is the coeffi cient of the first order term as deter mined in paragraph 4.4.4. of this annex, Nm/(km/h);
c2 is the coeffi cient of the second order term as determined in paragraph 4.4.4. of this annex, 
Nm/(km/h)2;
K0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this annex;
K1 is the test mass correction as defined in paragraph 4.5.4. of this annex;
K2 is the correction factor for air resistance as defined in paragraph 4.5.1. of this annex;
v is the vehicle velocity , km/h;
T is the arithmetic average atmospher ic temperature during all valid run pairs, °C;
w2 is the wind correction resistance as defined in paragraph 4.5.3. of this annex.
4.5.5.2.2. Correction for installed torque meters
If the running resistance is deter mined according to the torque meter method, the running resistance shall be 
corrected for effects of the torque measurement equipment installed outside the vehicle on its aerodynamic 
charact eristics.
The running resistance coeffi cient c2 shall be corrected using the following equation:
c2corr = K2 × c2 × (1 + (Δ(C D × Af))/(C D’ × Af’))
where:
Δ(C D × Af) = (CD × Af) - (CD’ × Af’)
CD’ × 
Af’is the product of the aerodynamic drag coeff icient multiplied by the frontal area of the vehicle with 
the torq ue meter measurement equipment installed measured in a wind tunnel fulfilling the criteria 
of paragraph 3.2. of this annex, m2;
CD × 
Afis the product of the aerodynamic drag coeff icient multiplied by the frontal area of the vehicle with 
the torque meter measurement equipment not installed measured in a wind tunnel fulfilling the 
criteria of paragraph 3.2. of this annex, m2.
4.5.5.2.3. Target running resistance coeffi cients
The result of the calculation below shall be used as the target running resistance coefficient at in the calculation 
of the chassis dynamomete r load setting descr ibed in paragraph 8.2. of this annex:
��
c0ð1 – K 1Þ – w 2��
×�
1þK0ðT – 20Þ�
:
The result of the calculation below shall be used as the targe t running resistance coeff icient bt in the 
calculation of the chassis dynamometer load setting descr ibed in paragraph 8.2. of this annex:
(c1 × (1 + K0 × (T–20))).
The result of the calculation below shall be used as the target running resistance coeffi cient ct in the calculation 
of the chassis dynamomete r load setting descr ibed in paragraph 8.2. of this annex:
(c2corr × r).
5. METHOD FOR THE CALCUL ATION OF ROAD LOAD OR RUNNING RESIST ANCE BASE D ON VEHICLE PARAMETERS
5.1. Calculation of road load and running resistance for vehicles based on a representative vehicle of a road load 
matr ix family
If the road load of the representative vehicle is determined according to a coastdo wn method descr ibed in 
paragraph 4.3. of this annex or according to the wind tunnel method descr ibed in paragraph 6. of this annex, 
the road load of an individual vehicle shall be calculat ed according to paragraph 5.1.1. of this annex.EN Offi cial Jour nal of the European Union L 423/288 26.11.2021  
If the running resistance of the representative vehicle is determined according to the torque mete r method 
descr ibed in paragraph 4.4. of this annex, the running resistance of an individual vehicle shall be calculat ed 
according to paragraph 5.1.2. of this annex.
5.1.1. For the calculation of the road load of vehicles of a road load matr ix family , the vehicle parameter s descr ibed 
in paragraph 4.2.1.4. of this annex and the road load coefficients of the representative test vehicle determined 
in paragraph 4.3. of this annex shall be used.
5.1.1.1. The road load force for an individual vehicle shall be calculated using the followi ng equation:
Fc¼f0þðf1×vÞþðf2×v2Þ
where:
Fc is the calculat ed road load force as a function of vehicle velocity , N;
f0 is the constant road load coeffi cient, N, defined by the equation:
f0 = Max((0,05 × f0r + 0,95 × (f0r × TM/TM r + (RR–RRr
1000) × 9,81 × TM));
(0,2 × f0r + 0.8 × (f0r × TM/TM r + (RR–RRr
1000) × 9,81 × TM)))
f0r is the constant road load coeffi cient of the representative vehicle of the road load matr ix family , N;
f1 is the first order road load coefficient, N/(km/h), and shall be set to zero;
f2 is the second order road load coeff icient, N/(km/h)2, defined by the equation:
f2 = Max((0,05 × f2r + 0,95 × f2r × Af / Afr); (0,2 × f2r + 0,8 × f2r × Af / Afr))
f2r is the second order road load coefficient of the representative vehicle of the road load matr ix family , 
N/(km/h)2;
v is the vehicle speed, km/h;
TM is the actual test mass of the individual vehicle of the road load matr ix family , kg;
TM r is the test mass of the representative vehicle of the road load matr ix family , kg;
Af is the frontal area of the individual vehicle of the road load matr ix family , m2,
Afr is the frontal area of the representative vehicle of the road load matr ix family , m2;
RR is the tyre rolling resistance of the individual vehicle of the road load matr ix family , kg/tonne;
RR r is the tyre rolling resistance of the representative vehicle of the road load matr ix family , kg/tonne.
For the tyres fitted to an individual vehicle, the value of the rolling resistance RR shall be set to the class value 
of the applicable tyre energy efficiency class according to Table A4/2 of Annex B4.
If the tyres on the front and rear axles belong to diffe rent energy effic iency classes, the weight ed mean shall be 
used, calculated using the equation in paragraph 3.2.3.2.2.2. of Annex B7.
If the same tyres were fitted to test vehicles L and H, the value of RR ind when using the interpolation method 
shall be set to RR H.
5.1.2. For the calculation of the running resistance of vehicles of a road load matr ix family , the vehicle parameter s 
descr ibed in paragraph 4.2.1.4. of this annex and the running resistance coeff icients of the representative test 
vehicle determined in paragraph 4.4. of this annex shall be used.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/289  
5.1.2.1. The running resistance for an individual vehicle shall be calculat ed using the followi ng equation:
Cc¼c0þc1×vþc2×v2
where:
Cc is the calculat ed running resistance as a function of vehicle velocity , Nm;
c0 is the constant running resistance coeffi cient, Nm, defined by the equation:
c0 = r’/1,02 × Max((0,05 × 1,02 × c0r/r’ + 0,95 × (1,02 × c0r/r’ × TM/TM r + (RR–RRr
1000) × 9,81 × TM));
(0,2 × 1,02 × c0r/r’ + 0,8 × (1,02 × c0r/r’ × TM/TM r + (RR–RRr
1000) × 9,81 × TM)))
c0r is the constant running resistance coefficient of the representative vehicle of the road load matr ix 
family , Nm;
c1 is the first order running resistance coeff icient, Nm/(km/h), and shall be set to zero;
c2 is the second order running resistance coeff icient, Nm/(km/h)2, defined by the equation:
c2 = r’/1,02 × Max((0,05 × 1,02 × c2r/r’ + 0,95 × 1,02 × c2r/r’ × Af / Afr); (0,2 × 1,02 × c2r/r’ + 0,8 × 1,02 ×c 2r/r’ 
× Af / Afr))
c2r is the second order running resistance coefficient of the representative vehicle of the road load matr ix 
family , N/(km/h)2;
v is the vehicle speed, km/h;
TM is the actual test mass of the individual vehicle of the road load matr ix family , kg;
TMr is the test mass of the representative vehicle of the road load matr ix family , kg;
Af is the frontal area of the individual vehicle of the road load matr ix family , m2;
Afr is the frontal area of the representative vehicle of the road load matr ix family , m2;
RR is the tyre rolling resistance of the individual vehicle of the road load matr ix family , kg/tonne;
RR r is the tyre rolling resistance of the representative vehicle of the road load matr ix family , kg/tonne;
r’ is the dynamic radius of the tyre on the chassis dynamomet er obtained at 80 km/h, m;
1,02 is an appro ximat e coefficient compensating for drivetrain losses.
5.2. Calculation of the default road load based on vehicle parameter s
5.2.1. As an alternati ve for determining road load with the coastdown or torque meter method, a calculation method 
for defa ult road load may be used.
For the calculation of a default road load based on vehicle parameters, several parameter s such as test mass, 
width and height of the vehicle shall be used. The default road load Fc shall be calculat ed for the reference 
speed points.
5.2.2. The default road load force shall be calculated using the following equation:
Fc¼f0þðf1×vÞþðf2×v2Þ
where:
Fc is the calculat ed default road load force as a function of vehicle velocity , N;
f0 is the constant road load coeffi cient, N, defined by the following equation:
f0¼0,140×TM ;EN Offi cial Jour nal of the European Union L 423/290 26.11.2021  
f1 is the first order road load coefficient, N/(km/h), and shall be set to zero;
f2 is the second order road load coeff icient, N/(km/h)2, defined by the followi ng equation:
f2¼ð2,8×10 – 6×TMÞ þð0,0170×width×heightÞ ;
v is vehicle velocity , km/h;
TM test mass, kg;
width vehicle width as defined in 6.2. of Standard ISO 612:1978, m;
height vehicle height as defined in 6.3. of Standard ISO 612:1978, m.
6. WIND TUNNEL METHOD
The wind tunnel method is a road load measurement method using a combination of a wind tunnel and a 
chassis dynamomete r or of a wind tunnel and a flat belt dynamomete r. The test benches may be separate 
facilities or integrated with one another .
6.1. Measurement method
6.1.1. The road load shall be determi ned by:
(a) Adding the road load forces measured in a wind tunnel and those measured using a flat belt 
dynamometer; or
(b) Adding the road load forces measured in a wind tunnel and those measured on a chassis dynamometer .
6.1.2. Aerodynamic drag shall be measured in the wind tunnel.
6.1.3. Rolling resistance and drivetrain losses shall be measured using a flat belt or a chassis dynamometer , 
measur ing the front and rear axles simultaneously .
6.2. Approv al of the facilities by the responsible author ity
The results of the wind tunnel method shall be compar ed to those obtained using the coastdown method to 
demonstrate qualifi cation of the facilities and recorded.
6.2.1. Three vehicles shall be select ed by the responsible author ity. The vehicles shall cover the rang e of vehicles (e.g. 
size, weight) planned to be measured with the facilities concer ned.
6.2.2. Two separate coastdown tests shall be performe d with each of the three vehicles according to paragraph 4.3. 
of this annex, and the resulting road load coeffi cients, f0, f1 and f2, shall be determined according to that 
paragraph and corrected according to paragraph 4.5.5. of this annex. The coastdo wn test result of a test 
vehicle shall be the arithmetic average of the road load coefficients of its two separate coastdown tests. If 
more than two coastdo wn tests are necessar y to fulfil the approval of facilities' criteria, all valid tests shall be 
averaged .
6.2.3. Measurement with the wind tunnel method according to paragraphs 6.3. to 6.7. inclusive of this annex shall 
be performed on the same three vehicles as selected in paragraph 6.2.1. of this annex and in the same 
conditions, and the resulting road load coeff icients, f0, f1 and f2, shall be determi ned.
If the manuf acturer chooses to use one or more of the available alternative procedures within the wind tunnel 
method (i.e. paragraph 6.5.2.1. on preconditioning, paragraphs 6.5.2.2. and 6.5.2.3. on the procedure, 
including paragraph 6.5.2.3.3. on dynamometer setting), these procedures shall also be used also for the 
appro val of the facilities.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/291  
6.2.4. Approv al criteria
The facility or combination of facilities used shall be approved if both of the follo wing two criteria are fulfilled:
(a) The difference in cycle energy , expressed as εk, between the wind tunnel method and the coastdown 
method shall be within ±  0.05 for each of the three vehicles k according to the follo wing equation:
εk¼Ek,WTM
Ek,coastdown – 1
where:
εk is the differ ence in cycle energy over a complet e Class 3 WLTC for vehicle k between the wind 
tunnel method and the coastdown method, per cent ;
Ek,W TM is the cycle energy over a complet e Class 3 WLTC for vehicle k, calculat ed with the road load 
derived from the wind tunnel method (WTM) calculated according to paragraph 5. of 
Annex B7, J;
Ek,coastdown is the cycle energy over a complet e Class 3 WLTC for vehicle k, calculat ed with the road load 
derived from the coastdown method calculated according to paragraph 5. of Annex B7, J.; and
(b) The arithmetic average x¯of the three differ ences shall be within 0.02.
x¯¼jε1þε 2þε 3
3j
The approval shall be recorded by the responsible author ity including measurement data and the facilities 
concer ned.
The facility may be used for road load deter mination for a maximum of two years after the appro val has been 
grant ed.
Each combination of roller chassis dynamometer or mov ing belt and wind tunnel shall be approved separately .
Ever y combination of wind speeds (see paragraph 6.4.3. of this annex) used for the determination of road load 
values shall be validat ed separately .
6.3. Vehicle preparation and temperature
Conditioning and preparation of the vehicle shall be perf ormed according to paragraphs 4.2.1. and 4.2.2. of 
this annex and applies to both the flat belt or roller chassis dynamomet ers and the wind tunnel measurements.
In the case that the alternati ve warm-up procedure descr ibed in paragraph 6.5.2.1. of this annex is applied, the 
targe t test mass adjustment, the weighing of the vehicle and the measurement shall all be perf ormed without 
the driver in the vehicle.
The flat belt or the chassis dynamometer test cells shall have a temperature set point of 20 °C with a tolerance 
of ± 3 °C. At the request of the manuf acturer , the set point may also be 23 °C with a tolerance of ± 3 °C.
6.4. Wind tunnel procedure
6.4.1. Wind tunnel criteria
The wind tunnel design, test methods and the corrections shall provid e a value of (CD × Af) representative of 
the on-road (CD × Af) value and with a repeatability of ± 0,015 m2.
For all (CD × Af) measurements, the wind tunnel criteria liste d in paragraph 3.2. of this annex shall be met with 
the following modifi cations:
(a) The solid blockag e ratio descr ibed in paragraph 3.2.4. of this annex shall be less than 25 per cent ;
(b) The belt surface contacting any tyre shall exceed the length of that tyre's contact area by at least 20 per 
cent and shall be at least as wide as that contact patch;EN Offi cial Jour nal of the European Union L 423/292 26.11.2021  
(c) The standard deviation of total air pressure at the nozzle outlet descr ibed in paragraph 3.2.8. of this annex 
shall be less than 1 per cent ;
(d) The restraint system blockag e ratio descr ibed in paragraph 3.2.10. of this annex shall be less than 3 per 
cent ;
(e) Additionally to the requirement defined in paragraph 3.2.11. of this annex, when measur ing Class 1 
vehicles, the precision of the measured force shall not excee d ± 2,0 N.
6.4.2. Wind tunnel measurement
The vehicle shall be in the condition descr ibed in paragraph 6.3. of this annex.
The vehicle shall be placed parallel to the longitudinal centre line of the tunnel with a maximum tolerance of 
± 10 mm.
The vehicle shall be placed with a yaw angle of 0° within a tolerance of ± 0,1°.
Aerodynamic drag shall be measured for at least for 60 seconds and at a minimum frequency of 5 Hz. 
Alternatively , the drag may be measured at a minimum frequency of 1 Hz and with at least 300 subsequent 
sam ples. The result shall be the arithmetic average of the drag.
Prior to a test it shall be check ed that at the aerodynamic force measured at a wind speed of 0 km/h yields a 
result equal to 0 Newtons.
In the case that the vehicle has movable aerodynamic body parts, paragraph 4.2.1.5. of this annex shall apply . 
Where mov able parts are velocity-dependent, ever y applicable position shall be measured in the wind tunnel 
and evidence shall be provided to the responsible author ity indicating the relationship between reference 
speed, mov able part position, and the corresponding (CD × Af).
6.4.3. Wind speeds for wind tunnel measurement
The aerodynamic force shall be measured at two wind speeds under the followi ng speed conditions:
(a) Class 1 vehicles
Lowe r wind speed vlow to measure aerodynamic force shall be vlow < 80 km/h;
Higher wind speed vhigh shall be (vlow + 40 km/h ≤ vhigh high ≤ 150 km/h).
(b) Class 2 and 3 vehicles
Lowe r wind speed vlow to measure aerodynamic force shall be 80 km/h ≤ vlow low ≤ 100 km/h;
Higher wind speed shall be (vlow + 40 km/h ≤ vhigh high ≤ 150 km).
6.5. Flat belt applied for the wind tunnel method
6.5.1. Flat belt criteria
6.5.1.1. Descr iption of the flat belt test bench
The wheels shall rotate on flat belts that do not change the rolling charact eristics of the wheels compared to 
those on the road. The measured forces in the x-direction shall include the frictional forces in the drivetrain.
6.5.1.2. Vehicle restraint syste m
The dynamometer shall be equipped with a centr ing device aligning the vehicle within a tolerance of 
± 0,5 degrees of rotation around the z-axis. The restraint system shall maintain the centred drive wheel 
position throughout the coastdo wn runs of the road load deter mination within the followi ng limits:
6.5.1.2.1. Lateral position (y-axis)
The vehicle shall remain aligned in the y-direction and lateral mov ement shall be minimised.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/293  
6.5.1.2.2. Front and rear position (x-axis)
Additional to the requirement of paragraph 6.5.1.2.1. of this annex, both wheel axes shall be within ± 10 mm 
of the belt’s lateral centre lines.
6.5.1.2.3. Vertical force
The restraint system shall be designed so as to impose no vertical force on the drive wheels.
6.5.1.3. Accuracy of measured forces
Only the reaction force for turning the wheels shall be measured. No extern al forces shall be included in the 
result (e.g. force of the cooling fan air, vehicle restraints, aerodynamic reaction forces of the flat belt, 
dynamomet er losses, etc.).
The force in the x-direction shall be measured with an accuracy of ± 5 N.
6.5.1.4. Flat belt speed control
The belt speed shall be controlled with an accuracy of ± 0.1 km/h.
6.5.1.5. Flat belt surface
The flat belt surface shall be clean, dry and free from foreign mate rial that might cause tyre slippage.
6.5.1.6. Cooling
A current of air of variable speed shall be blown towards the vehicle. The set point of the linear velocity of the 
air at the blower outlet shall be equal to the corresponding dynamomet er speed above measurement speeds of 
5 km/h. The linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the 
corresponding measurement speed, whichever is greater .
6.5.2. Flat belt measurement
The measurement procedure may be performed according to either paragraph 6.5.2.2. or paragraph 6.5.2.3. 
of this annex.
6.5.2.1. Preconditioning
The vehicle shall be conditioned on the dynamomet er as descr ibed in paragraphs 4.2.4.1.1. to 4.2.4.1.3. 
inclusive of this annex.
The dynamometer load setting Fd for the preconditioning shall be:
Fd¼adþðbd×vÞþðcd×v2Þ
where in the case of applying paragraph 6.7.2.1:
ad = 0
bd = f1a;
cd¼f2a
or, where in the case of applying paragraph 6.7.2.2.:
ad = 0
bd = 0
cd¼ðCD×A fÞ×ρ0
2×1
3,62
The equivalent iner tia of the dynamomete r shall be the test mass.
The aerodynamic drag used for the load setting shall be determi ned in accordance with paragraph 6.7.2. of 
this annex and may be set directly as input. Other wise, ad, bd, and cd from this paragraph shall be used.EN Offi cial Jour nal of the European Union L 423/294 26.11.2021  
At the request of the manuf acturer , as an alternative to paragraph 4.2.4.1.2. of this annex, the warm-up may 
be conduct ed by driving the vehicle with the flat belt.
In this case, the warm-up speed shall be 110 per cent of the maximum speed of the applicable WLTC. The 
warm up is considered complet e when the vehicle has been driven for at least 1 200 seconds and the change 
of measured force over a period of 200 seconds is less than 5 N.
6.5.2.2. Measurement procedure with stabilised speeds
6.5.2.2.1. The test shall be conduct ed from the highest to the lowest reference speed point.
6.5.2.2.2. Immediate ly after the measurement at the previous speed point, the deceleration from the current to the next 
applicable reference speed point shall be performed in a smooth transition of appro ximat ely 1 m/s2.
6.5.2.2.3. The reference speed shall be stabilised for at least 4 seconds and for a maximum of 10 seconds. The 
measurement equipment shall ensure that the signal of the measured force is stabilised after that period.
6.5.2.2.4. The force at each referen ce speed shall be measured for at least 6 seconds while the vehicle speed is kept 
constant. The resulting force for that reference speed point FjDyno shall be the arithmetic averag e of the force 
during the measurement.
6.5.2.2.5. The steps in paragraphs 6.5.2.2.2. to 6.5.2.2.4. inclusive of this annex shall be repeate d for each reference 
speed.
6.5.2.3. Measurement procedure by deceleration
6.5.2.3.1. Preconditioning and dynamomete r setting shall be performe d according to paragraph 6.5.2.1. of this annex. 
Prior to each coastdo wn, the vehicle shall be driven at the highest referen ce speed or, in the case that the 
alternative warm-up procedure is used at 110 per cent of the highest referen ce speed, for at least 1 minute. 
The vehicle shall be subsequently accelerat ed to at least 10 km/h above the highest referen ce speed and the 
coastdo wn shall be started immediate ly.
6.5.2.3.2. The measurement shall be performe d according to paragraphs 4.3.1.3.1. to 4.3.1.4.4. inclusive of this annex 
but excluding paragraph 4.3.1.4.2., where Δtjaand Δtjbare replaced by Δtj. The measurement shall be stoppe d 
after two decelerations if the force of both coastdowns at each reference speed point is within ± 10 N, 
other wise at least three coastdowns shall be performed using the criteria set out in paragraph 4.3.1.4.2. of 
this annex.
6.5.2.3.3. The force fjDyno at each reference speed vj shall be calculat ed by removing the dynamometer set force:
fjDyno ¼fjDecel  – f dj
where:
fjDecel is the force determined according to the equation calculating Fj in paragraph 4.3.1.4.4. of this annex 
at reference speed point j, N;
fdj is the force deter mined to the equation calculating Fd in paragraph 6.5.2.1. of this annex at reference 
speed point j, N.
Alternatively , at the request of the manufa cturer , cd may be set to zero during the coastdown and for 
calculating fjDyno .
6.5.2.4. Measurement conditions
The vehicle shall be in the condition descr ibed in paragraph 4.3.1.3.2. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/295  
6.5.3. Measurement result of the flat belt method
The result of the flat belt dynamometer fjDyno shall be referred to as fj for the further calculations in 
paragraph 6.7. of this annex.
6.6. Chassis dynamometer applied for the wind tunnel method
6.6.1. Criteria
In addition to the descr iptions in paragraphs 1. and 2. of Annex B5, the criteria descr ibed in 
paragraphs 6.6.1.1. to 6.6.1.6. shall apply .
6.6.1.1. Descr iption of a chassis dynamometer
The front and rear axles shall be equipped with a sing le roller with a diamet er of not less than 1.2 metres.
6.6.1.2. Vehicle restraint syste m
The dynamomete r shall be equipped with a centr ing device aligning the vehicle. The restraint system shall 
maintain the centred drive wheel position within the follo wing recommended limits throughout the 
coastdo wn runs of the road load deter mination:
6.6.1.2.1. Vehicle position
The vehicle to be tested shall be installed on the chassis dynamometer roller as defined in paragraph 7.3.3. of 
this annex.
6.6.1.2.2. Vertical force
The restraint system shall fulfil the requirements of paragraph 6.5.1.2.3. of this annex.
6.6.1.3. Accuracy of measured forces
The accuracy of measured forces shall be as descr ibed in paragraph 6.5.1.3. of this annex apar t from the force 
in the x-direction that shall be measured with an accuracy as descr ibed in paragraph 2.4.1. of Annex B5.
6.6.1.4. Dynamomet er speed control
The roller speeds shall be controlled with an accuracy of ± 0,2 km/h.
6.6.1.5. Roller surface
The roller surface shall be clean, dry and free from foreign mater ial that might cause tyre slippage.
6.6.1.6. Cooling
The cooling fan shall be as descr ibed in paragraph 6.5.1.6. of this annex.
6.6.2. Dynamomet er measurement
The measurement shall be performed as descr ibed in paragraph 6.5.2. of this annex.
6.6.3. Correcting measured chassis dynamomete r forces to those on a flat surface
The measured forces on the chassis dynamomet er shall be correcte d to a reference equivalent to the road (flat 
surface) and the result shall be refer red to as fj.
fj¼fjDyno ×c1×ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi1
RWheel
RDyno×c2þ1vuutþfjDyno ×1 – c1ð ÞEN Offi cial Jour nal of the European Union L 423/296 26.11.2021  
where:
c1 is the tyre rolling resistance fraction of fjDyno ;
c2 is a chassis dynamometer -specific radius correction factor;
fjDyno is the force calculat ed in paragraph 6.5.2.3.3. of this annex for each reference speed j, N;
RWheel is one-half of the nominal design tyre diameter , m;
RDyno is the radius of the chassis dynamometer roller , m.
The manufacturer and the responsible author ity shall agree on the factors c1 and c2 to be used, based on 
correlation test evidence provid ed by the manuf acturer for the rang e of tyre charact eristics intended to be 
tested on the chassis dynamometer .
As an altern ative the follo wing conser vative equation may be used:
fj¼fjDyno ×ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi1
RWheel
RDyno×0,2þ1vuut
C2 shall be 0.2 excep t that 2.0 shall be used if the road load delta method (see paragraph 6.8. of this annex) is 
used and the road load delta calculated according to paragraph 6.8.1. of this annex is negativ e.
6.7. Calculations
6.7.1. Correction of the flat belt and chassis dynamometer results
The measured forces deter mined in paragraphs 6.5. and 6.6. of this annex shall be corrected to reference 
conditions using the followi ng equation:
FDj¼�
fjð1 – K 1Þ�
×�
1þK0ðT – 293Þ�
where:
FDj is the correcte d resistance measured at the flat belt or chassis dynamomete r at referen ce speed j, N;
fj is the measured force at referen ce speed j, N;
K0 is the correction factor for rolling resistance as defined in paragraph 4.5.2. of this annex, K–1;
K1 is the test mass correction as defined in paragraph 4.5.4. of this annex, N;
T is the arithmetic average temperature in the test cell during the measurement, K.
6.7.2. Calculation of the aerodynamic force
The calculation in paragraph 6.7.2.1. shall be applied consider ing the results of both wind speeds. However , if the diffe rence 
of the product of the drag coeffi cient and frontal area ðCD×A fÞmeasured at the wind speeds vlow and vhigh is less than 
0.015 m2, the calculation in paragraph 6.7.2.2. may be applied at the request of the manuf acturer .
6.7.2.1. The aerodynamic force of each wind speed F0wind , Flow, and Fhigh shall be calculat ed using the equation below .
FAw¼ðCD×A fÞw×ρ0
2×v2
w
3,62
where:
ðCD×A fÞj is the product of the drag coefficient and frontal area measured in the wind tunnel at a certain 
referen ce speed point j, if applicable, m2;
ρ0 is the dry air density defined in paragraph 3.2.10. of this Regulation, kg/m3;
Fw is the aerodynamic force calculated at wind speed w, N;
vw is the applicable wind speed, km/h.
w is the referen ce to the applicable wind speed "0wind", "low" and "high";EN Offi cial Jour nal of the European Union 26.11.2021 L 423/297  
F0wind is the aerodynamic force at 0 km/h, N;
Flow is the aerodynamic force at vlow, N;
Fhigh is the aerodynamic force at vhigh, N.
The aerodynamic force coefficients f1a and f2a shall be calculat ed with a least square regression analysis using 
F0wind , Flow, and Fhigh and the equation below:
F¼f1a×vþf2a×v2
The final result for the aerodynamic force FAj shall be calculat ed with the equation below at each reference 
speed point vj. If the vehicle is equipped with velocity-dependent mov able aerodynamic body parts, the 
corresponding aerodynamic force shall be applied for the reference speed points concer ned.
FAj¼f1a×vjþf2a×v2
j
6.7.2.2. The aerodynamic force shall be calculat ed using the equation below , where the final ðCD×A fÞof that wind 
speed shall be used that is also used for deter mination of optional equipment within the interpolation 
method. If the vehicle is equipped with velocity-dependent movable aerodynamic body parts, the 
corresponding (CD × Af) values shall be applied for the reference speed points concer ned.
FAj¼ðCD×A fÞj×ρ0
2×v2
j
3,62
where:
FAj is the aerodynamic force calculated at reference speed j, N;
ðCD×A fÞjis the product of the drag coefficient and frontal area measured in the wind tunnel at a certain 
referen ce speed point j, if applicable, m2;
ρ0 is the dry air density defined in paragraph 3.2.10. of this Regulation, kg/m3;
vj is the referen ce speed j, km/h.
6.7.3. Calculation of road load values
The total road load as a sum of the results of paragraphs 6.7.1. and 6.7.2. of this annex shall be calculat ed 
using the followi ng equation:
F�
j¼FDjþFAj
for all applicable reference speed points j, N.
For all calculated F�
j, the coeffi cients f0, f1 and f2 in the road load equation shall be calculat ed with a least 
squares regression analysis and shall be used as the target coefficients in paragraph 8.1.1. of this annex.
In the case that the vehicle tested according to the wind tunnel method is representative of a road load matr ix 
family vehicle, the coefficient f1 shall be set to zero and the coeffi cients f0 and f2 shall be recalculat ed with a 
least squares regression analysis.
6.8. Road load delta method
For the purpose of including options when using the interpol ation method which are not incor porat ed in the 
road load interpolation (i.e. aerodynamics, rolling resistance and mass), a delta in vehicle friction may be 
measured by the road load delta method (e.g. friction diffe rence between brak e systems). The following steps 
shall be performe d:
(a) The friction of reference vehicle R shall be measured;
(b) The friction of the vehicle with the option (vehicle N) causing the difference in friction shall be measured;
(c) The difference shall be calculat ed according to paragraph 6.8.1. of this annex.EN Offi cial Jour nal of the European Union L 423/298 26.11.2021  
These measurements shall be perf ormed on a flat belt according to paragraph 6.5. of this annex or on a chassis 
dynamomet er according to paragraph 6.6. of this annex, and the correction of the results (excluding 
aerodynamic force) calculated according to paragraph 6.7.1. of this annex.
The application of this method is permitted only if the follo wing criterion is fulfilled:
j1
n∑n
j¼1ðFDj,R – F Dj,NÞj≤25N
where:
FDj,R is the correcte d resistance of vehicle R measured on the flat belt or chassis dynamomete r at reference 
speed j calculated according to paragraph 6.7.1. of this annex, N;
FDj,N is the corrected resistance of vehicle N measured on the flat belt or chassis dynamometer at reference 
speed j calculated according to paragraph 6.7.1. of this annex, N;
n is the total number of speed points.
This altern ative road load deter mination method may only be applied if vehicles R and N have identical 
aerodynamic resistance and if the measured delta appropr iately covers the entire influence on the vehicle's 
energy consum ption. This method shall not be applied if the overall accuracy of the absolute road load of 
vehicle N is compromised in any way.
6.8.1. Determination of delta flat belt or chassis dynamometer coeff icients
The delta road load shall be calculat ed using the followi ng equation:
FDj,Delta ¼FDj,N – F Dj,R
where:
FDj,Delta is the delta road load at referen ce speed j, N;
FDj,N is the corrected resistance measured on the flat belt or chassis dynamomet er at reference speed j 
calculat ed according to paragraph 6.7.1. of this annex for vehicle N, N;
FDj,R is the correcte d resistance of the reference vehicle measured on the flat belt or chassis dynamometer at 
reference speed j calculat ed according to paragraph 6.7.1. of this annex for reference vehicle R, N.
For all calculated FDj,Delta , the coeffi cients f0,Delta , f1,Delta and f2,Delta in the road load equation shall be calculat ed 
with a least squares regression analysis.
6.8.2. Determination of total road load
If the interpolation method (see paragraph 3.2.3.2. of Annex B7) is not used, the road load delta coefficients 
for vehicle N shall be calculated according to the follo wing equations:
f0,N¼f0,Rþf0,Delta
f1,N¼f1,Rþf1,Delta
f2,N¼f2,Rþf2,Delta
where:
N refers to the road load coefficients of vehicle N;
R refers to the road load coefficients of reference vehicle R;
Delta refers to the delta road load coeffi cients determined in paragraph 6.8.1. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/299  
7. TRANSFERRING ROAD LOAD TO A CHASSIS DYNAMOMETER
7.1. Preparation for chassis dynamomet er test
7.1.0. Selection of dynamomet er operation
The test shall be carried out in accordance with paragraph 2.4.2.4. of Annex B6.
7.1.1. Laboratory conditions
7.1.1.1. Roller(s)
The chassis dynamometer roller(s) shall be clean, dry and free from foreign mate rial that might cause tyre 
slippage . The dynamometer shall be run in the same coupled or uncoupled state as the subsequent Type 1 
test. Chassis dynamometer speed shall be measured from the roller coupled to the power absor ption unit.
7.1.1.1.1. Tyre slippage
Additional weight may be placed on or in the vehicle to eliminate tyre slippage. The manufacturer shall 
perf orm the load setting on the chassis dynamomete r with the additional weight. The additional weight shall 
be present for both load setting and the emissions and fuel consum ption tests. The use of any additional 
weight shall be recorded.
7.1.1.2. Room temperature
The laboratory atmospher ic temperature shall be at a set point of 23 °C and shall not deviate by more than 
± 5 °C during the test unless other wise required by any subsequent test.
7.2. Preparation of chassis dynamometer
7.2.1. Iner tia mass setting
The equivalent iner tia mass of the chassis dynamometer shall be set according to paragraph 2.5.3. of this 
annex. If the chassis dynamomet er is not capable to meet the iner tia setting exactly , the next higher iner tia 
setting shall be applied with a maximum increase of 10 kg.
7.2.2. Chassis dynamometer warm-up
The chassis dynamometer shall be warmed up in accordance with the dynamomete r manuf acturer ’s 
recommendations, or as appropr iate, so that the frictional losses of the dynamomete r may be stabilized.
7.3. Vehicle preparation
7.3.1. Tyre pressure adjustment
The tyre pressure at the soak temperature of a Type 1 test shall be set to no more than 50 per cent abov e the 
lower limit of the tyre pressure range for the selected tyre, as specified by the vehicle manufact urer (see 
paragraph 4.2.2.3. of this annex), and shall be recorded.
7.3.2. If the determination of dynamomete r settings cannot meet the criteria descr ibed in paragraph 8.1.3. of this 
annex due to non-reproducible forces, the vehicle shall be equipped with a vehicle coastdo wn mode. The 
coastdo wn mode shall be approved by the responsible author ity and its use shall be included in all relevant 
test repor ts.
If a vehicle is equipped with a vehicle coastdown mode, it shall be enga ged both during road load 
determination and on the chassis dynamometer .
7.3.3. Vehicle placement on the dynamometer
The tested vehicle shall be placed on the chassis dynamometer in a straight ahead position and restrained in a 
safe manner .EN Offi cial Jour nal of the European Union L 423/300 26.11.2021  
7.3.3.1. In the case that a sing le roller chassis dynamometer is used, the vehicle shall be positioned and stay positioned 
throughout the procedure according to the requirements in 7.3.3.1.1. to 7.3.3.1.3.
7.3.3.1.1. Rotational alignment (rotation around z-axis)
The vehicle shall be positioned in line with the x-axis in order to minimise rotation around the z-axis
7.3.3.1.2. Lateral position (y-axis)
The vehicle shall remain aligned in the y-direction and lateral mov ement shall be minimised.
7.3.3.1.3. Front and rear position (x-axis)
For all rotating wheels the centre of the tyre’ s contact patch on the roller shall be within ± 25 mm or ± 2 per 
cent of the roller diamete r, whichever is smaller , from the top of the roller .
7.3.3.1.4. The tested vehicle shall be restrained with a system compliant with paragraph 2.3.2. of Annex B5.
If the torque meter method is used, the tyre pressure shall be adjuste d such that the dynamic radius is within 
0,5 per cent of the dynamic radius rj calculated using the equations in paragraph 4.4.3.1. of this annex at the 
80 km/h reference speed point. The dynamic radius on the chassis dynamomete r shall be calculated 
according to the procedure descr ibed in paragraph 4.4.3.1. of this annex.
If this adjustment is outside the range defined in paragraph 7.3.1. of this annex, the torque mete r method shall 
not apply .
7.3.4. Vehicle warm-up
7.3.4.1. The vehicle shall be warmed up with the applicable WLTC. In the case that the vehicle was warmed up at 90 
per cent of the maximum speed of the next higher phase during the procedure defined in 
paragraph 4.2.4.1.2. of this annex, this higher phase shall be added to the applicable WLTC.
Table A4/7
Vehicle war m-up 
Vehicle class Applicable WLTC Adop t next higher phase Warm-up cycle
Class 1 Low1+ Medium 1 NA Low 1+ Medium 1
Class 2Low2 + Medium 2 + High 2 + 
Extra High 2NA Low 2 + Medium 2 + High 2 + 
Extra High 2
Low 2 + Medium 2 + High 2 Yes (Extra High 2)
No Low2+ Medium 2+ High 2
Class 3Low3 + Medium 3 + High 3 + 
Extra High 3Low3 + Medium 3 + High 3 + 
Extra High 3Low 3 + Medium 3 + High 3 + 
Extra High 3
Low 3 + Medium 3 + High 3 Yes (Extra High 3)
No Low 3 + Medium 3 + High 3
7.3.4.2. If the vehicle is already warmed up, the WLTC phase applied in paragraph 7.3.4.1. of this annex, with the 
highest speed, shall be driven.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/301  
7.3.4.3. Alternative warm-up procedure
7.3.4.3.1. At the request of the vehicle manufacturer and with approval of the responsible author ity, an alternati ve 
warm-up procedure may be used. The approved altern ative warm-up procedure may be used for vehicles 
within the same road load family and shall satisfy the requirements outlined in paragraphs 7.3.4.3.2. to 
7.3.4.3.5. inclusive of this annex.
7.3.4.3.2. At least one vehicle representing the road load family shall be selecte d.
7.3.4.3.3. The cycle energy demand calculat ed according to paragraph 5. of Annex B7 with corrected road load 
coefficients f0a, f1a and f2a, for the alternative warm-up procedure shall be equal to or higher than the cycle 
energy demand calculated with the target road load coeffi cients f0, f1, and f2, for each applicable phase.
The corrected road load coeffi cients f0a, f1a and f2a, shall be calculated according to the following equations:
f0a¼f0þAdalt – A dWLTC
f1a¼f1þBdalt – B dWLTC
f2a¼f2þCdalt – C dWLTC
where:
Ad_alt, Bd_alt and Cd_alt are the chassis dynamomete r setting coeffi cients after the altern ative warm-up 
procedure;
Ad_WL TC, Bd_WL TC and 
Cd_WL TCare the chassis dynamometer setting coefficients after a WLTC warm-up procedure 
descr ibed in paragraph 7.3.4.1. of this annex and a valid chassis dynamometer load 
setting according to paragraph 8. of this annex.
7.3.4.3.4. The correcte d road load coefficients f0a, f1a and f2a, shall be used only for the purpose of paragraph 7.3.4.3.3. 
of this annex. For other purposes, the target road load coefficients f0, f1 and f2, shall be used as the target road 
load coeffi cients.
7.3.4.3.5. Details of the procedure and of its equivalency shall be provided to the responsible author ity.
8. CHASSIS DYNAMOMETER LOAD SETTING
8.1. Chassis dynamometer load setting using the coastdown method
This method is applicable when the road load coefficients f0, f1 and f2 have been deter mined.
In the case of a road load matr ix family , this method shall be applied when the road load of the representative 
vehicle is deter mined using the coastdown method descr ibed in paragraph 4.3. of this annex. The target road 
load values are the values calculated using the method descr ibed in paragraph 5.1. of this annex.
8.1.1. Initial load setting
For a chassis dynamomete r with coeffi cient control, the chassis dynamometer power absor ption unit shall be 
adjust ed with the arbitrar y initial coeffi cients, Ad, Bd and Cd, of the following equation:
Fd¼AdþBdvþCdv2
where:
Fd is the chassis dynamometer setting load, N;
v is the speed of the chassis dynamometer roller , km/h.EN Offi cial Jour nal of the European Union L 423/302 26.11.2021  
The followi ng are recommended coefficients to be used for the initial load setting:
(a) Ad¼0,5×A t,Bd¼0,2×B t,Cd¼Ct
for sing le-axis chassis dynamometers, or
Ad¼0,1×A t,Bd¼0,2×B t,Cd¼Ct
for dual-axis chassis dynamometers, where At, Bt and Ct are the target road load coefficients;
(b) Empi rical values, such as those used for the setting for a similar type of vehicle.
For a chassis dynamometer of polygonal control, adequate load values at each reference speed shall be set to 
the chassis dynamometer power absor ption unit.
8.1.2. Coastdown
The coastdown test on the chassis dynamometer shall be perf ormed with the procedure given in 
paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex and shall start no later than 120 seconds after compl etion of 
the warm-up procedure. Consecutive coastdown runs shall be started immediate ly. At the request of the 
manuf acturer and with approval of the responsible author ity, the time between the warm-up procedure and 
coastdo wns using the iterative method may be extended to ensure a proper vehicle setting for the coastdown. 
The manufacturer shall provi de the responsible author ity with evidence for requir ing additional time and 
evidence that the chassis dynamomete r load setting parameter s (e.g. coolant and/or oil temperature, force on 
a dynamometer) are not affected.
8.1.3. Verification
8.1.3.1. The target road load value shall be calculat ed using the targe t road load coeff icient, At, Bt and Ct, for each 
reference speed, vj:
Ftj¼AtþBtvjþCtv2
j
where:
At, Bt and Ct are the target road load parameters;
Ftj is the target road load at reference speed vj, N;
vj is the jth reference speed, km/h.
8.1.3.2. The measured road load shall be calculat ed using the followi ng equation:
Fmj¼1
3,6×ðTM þmrÞ×2×Δv
Δtj
where:
Δv is 5 km/h;
Fmj is the measured road load for each reference speed vj, N;
TM is the test mass of the vehicle, kg;
mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this annex, 
kg;
Δtj is the coastdown time corresponding to speed vj, s.
8.1.3.3. The coeffi cients As, Bs and Cs in the road load equation of the simulated road load on the chassis dynamomete r 
shall be calculated using a least squares regression analysis:
Fs¼AsþðBs×vÞþðCs×v2Þ
The simulat ed road load for each reference speed vj shall be determined using the following equation, using the 
calculat ed As, Bs and Cs:
Fsj¼AsþðBs×vjÞþðCs×v2
j)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/303  
8.1.3.4. For dynamometer load setting, two differ ent methods may be used. If the vehicle is accelerat ed by the 
dynamomet er, the methods descr ibed in paragraph 8.1.3.4.1. of this annex shall be used. If the vehicle is 
accelerat ed under its own power, the methods in paragraphs 8.1.3.4.1. or 8.1.3.4.2. of this annex shall be 
used and the minimum acceleration multiplied by speed shall be 6 m2/sec3. Vehicles which are unable to 
achi eve 6 m2/s3 shall be driven with the acceleration control fully applied.
8.1.3.4.1. Fixed run method
8.1.3.4.1.1. The dynamomete r software shall perform a total of four coastdo wns. From the first coastdown, the 
dynamomet er setting coeffi cients for the second run shall be calculat ed according to paragraph 8.1.4. of this 
annex. Following the first coastdown, the software shall perform three additional coastdowns with either the 
fixed dynamometer setting coeffi cients determi ned after the first coastdown or the adjusted dynamomet er 
setting coeffi cients according to paragraph 8.1.4. of this annex.
8.1.3.4.1.2. The final dynamomete r setting coefficients A, B and C shall be calculat ed using the followi ng equations:
A¼At – ∑4
n¼2ðAsn – A dnÞ
3
B¼Bt – ∑4
n¼2ðBsn – B dnÞ
3
C¼Ct – ∑4
n¼2ðCsn – C dnÞ
3
where:
At, Bt and Ct are the target road load parameters;
Asn, Bsnand Csnare the simulat ed road load coeff icients of the nth run;
Adn, Bdnand Cdnare the dynamomete r setting coeffi cients of the nth run;
n is the index number of coastdowns including the first stabilisation run.
8.1.3.4.2. Iterative method
The calculat ed forces in the specifi ed speed rang es shall either be within ± 10 N after a least squares regression 
of the forces for two consecutive coastdo wns when compar ed with the target values, or additional coastdowns 
shall be performed after adjusting the chassis dynamometer load setting according to paragraph 8.1.4. of this 
annex until the tolerance is satisfied.
8.1.4. Adjustment
The chassis dynamomet er setting load shall be adjusted according to the followi ng equations:
F�
dj¼Fdj – F j¼Fdj – F sjþFtj
¼ðA dþBdvjþCdv2
jÞ – ðA sþBsvjþCsv2
jÞþðA tþBtvjþCtv2
jÞ
¼ðA dþAt – A sÞþðBdþBt – B sÞvjþðCdþCt – C sÞv2
j
Theref ore:
A�
d¼AdþAt – A s
B�
d¼BdþBt – B s
C�
d¼CdþCt – C sEN Offi cial Jour nal of the European Union L 423/304 26.11.2021  
where:
Fdj is the initial chassis dynamomete r setting load, N;
F�
djis the adjuste d chassis dynamometer setting load, N;
Fj is the adjustment road load equal to ðFsj – F tjÞ, N;
Fsj is the simulat ed road load at reference speed vj, N;
Ftj is the target road load at reference speed vj, N;
A�
d, B�
dand C�
dare the new chassis dynamometer setting coeff icients.
8.1.5. At, Bt and Ct shall be used as the final values of f0, f1 and f2, and shall be used for the follo wing purposes:
(a) Determination of downs caling, paragraph 8. of Annex B1;
(b) Determination of gearshif t points, Annex B2;
(c) Interp olation of CO 2 and fuel consum ption, paragraph 3.2.3. of Annex B7;
(d) Calculation of results of electr ic and hybr id-electr ic vehicles, paragraph 4. of Annex B8.
8.2. Chassis dynamometer load setting using the torque mete r method
This method is applicable when the running resistance is determined using the torq ue meter method descr ibed 
in paragraph 4.4. of this annex.
In the case of a road load matr ix family , this method shall be applied when the running resistance of the 
representative vehicle is determi ned using the torq ue mete r method as specifi ed in paragraph 4.4. of this 
annex. The target running resistance values are the values calculat ed using the method specifi ed in 
paragraph 5.1. of this annex.
8.2.1. Initial load setting
For a chassis dynamomet er of coeff icient control, the chassis dynamometer power absor ption unit shall be 
adjust ed with the arbitrar y initial coeffi cients, Ad, Bd and Cd, of the following equation:
Fd¼AdþBdvþCdv2
where:
Fd is the chassis dynamometer setting load, N;
v is the speed of the chassis dynamometer roller , km/h.
The followi ng coefficients are recommended for the initial load setting:
(a) Ad¼0,5×at
r0,Bd¼0,2×bt
r0,Cd¼ct
r0
For sing le-axis chassis dynamometers, or
Ad¼0,1×at
r0,Bd¼0,2×bt
r0,Cd¼ct
r0
For dual-axis chassis dynamomet ers, where:
at, bt and ct are the target running resistance coefficients; and
r' is the dynamic radius of the tyre on the chassis dynamomete r obtained at 80 km/h, m, or
(b) Empi rical values, such as those used for the setting for a similar type of vehicle.
For a chassis dynamomete r of polygonal control, adequat e load values at each reference speed shall be set for 
the chassis dynamometer power absor ption unit.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/305  
8.2.2. Wheel torq ue measurement
The torque measurement test on the chassis dynamometer shall be performe d with the procedure defined in 
paragraph 4.4.2. of this annex. The torque meter(s) shall be identical to the one(s) used in the preceding road 
test.
8.2.3. Verification
8.2.3.1. The target running resistance (torque) curve shall be determined using the equation in paragraph 4.5.5.2.1. of 
this annex and may be written as follows :
C�
t¼atþbt×vjþct×v2
j
8.2.3.2. The simulat ed running resistance (torque) curve on the chassis dynamomete r shall be calculat ed according to 
the method descr ibed and the measurement precision specified in paragraph 4.4.3.2. of this annex, and the 
running resistance (torque) curve determination as descr ibed in paragraph 4.4.4. of this annex with 
applicable corrections according to paragraph 4.5. of this annex, all with the excep tion of measur ing in 
opposit e directions, resulting in a simulat ed running resistance curve:
C�
s¼C0sþC1s×vjþC2s×v2
j
The simulat ed running resistance (torque) shall be within a tolerance of ± 10 N×r ’ from the target running 
resistance at ever y speed referen ce point where r’ is the dynamic radius of the tyre in metres on the chassis 
dynamomet er obtained at 80 km/h.
If the tolerance at any reference speed does not satisfy the criterion of the method descr ibed in this paragraph, 
the procedure specified in paragraph 8.2.3.3. of this annex shall be used to adjust the chassis dynamometer 
load setting.
8.2.3.3. Adjustment
The chassis dynamomet er load setting shall be adjuste d using the followi ng equation:
F�
dj¼Fdj – Fej
r0¼Fdj – Fsj
r0þFtj
r0
¼ðAdþBdvjþCdv2
jÞ – ðasþb svjþc sv2
jÞ
r0 þðatþb tvjþc tv2
jÞ
r0
¼ Adþðat – a sÞ
r0� �
þ Bdþðbt – b sÞ
r0� �
vjþ Cdþðct – c sÞ
r0� �
v2
j
theref ore:
A�
d¼Adþat – a s
r0
B�
d¼Bdþbt – b s
r0
C�
d¼Cdþct – c s
r0
where:
F�
djis the new chassis dynamomet er setting load, N;
Fej is the adjustment road load equal to (Fsj-Ftj), Nm;
Fsj is the simulat ed road load at reference speed vj, Nm;
Ftj is the target road load at reference speed vj, Nm;EN Offi cial Jour nal of the European Union L 423/306 26.11.2021  
A�
d, B�
dand C�
dare the new chassis dynamometer setting coeff icients;
r’ is the dynamic radius of the tyre on the chassis dynamomet er obtained at 80 km/h, m.
Paragraphs 8.2.2. and 8.2.3. of this annex shall be repeated until the tolerance in paragraph 8.2.3.2. of this 
annex is met.
8.2.3.4. The mass of the driven axle(s), tyre specifi cations and chassis dynamomet er load setting shall be recorded 
when the requirement of paragraph 8.2.3.2. of this annex is fulfilled.
8.2.4. Transf orming running resistance coeff icients to road load coeff icients f0, f1, f2
8.2.4.1. If the vehicle does not coast down in a repeatable manner and a vehicle coastdown mode according to 
paragraph 4.2.1.8.5. of this annex is not feasible, the coeffi cients f0, f1 and f2 in the road load equation shall 
be calculated using the equations in paragraph 8.2.4.1.1. of this annex. In any other case, the procedure 
descr ibed in paragraphs 8.2.4.2. to 8.2.4.4. inclusive of this annex shall be performe d.
8.2.4.1.1. f0¼c0
r×1,02
f1¼c1
r×1,02
f2¼c2
r×1,02
where:
c0, c1, c2 are the running resistance coefficients determined in paragraph 4.4.4. of this annex, Nm, 
Nm/(km/h), Nm/(km/h)2;
r is the dynamic tyre radius of the vehicle with whic h the running resistance was deter mined, m;
1,02 is an appro ximat e coefficient compensating for drivetrain losses.
8.2.4.1.2. The determined f0, f1, f2 values shall not be used for a chassis dynamomet er setting or any emission or rang e 
testing. They shall be used only in the following cases:
(a) Determination of downs caling, paragraph 8. of Annex B1;
(b) Determination of gearshif t points, Annex B2;
(c) Interp olation of CO 2 and fuel consum ption, paragraph 3.2.3. of Annex B7;
(d) Calculation of results of electr ic and hybr id-electr ic vehicles, paragraph 4. of Annex B8.
8.2.4.2. Once the chassis dynamometer has been set within the specifi ed tolerances, a vehicle coastdo wn procedure 
shall be performed on the chassis dynamometer as outlined in paragraph 4.3.1.3. of this annex. The 
coastdo wn times shall be recorded.
8.2.4.3. The road load Fj at reference speed vj, N, shall be determined using the followi ng equation:
Fj¼1
3,6×ðTM þmrÞ×2×Δv
Δtj
where:
Fj is the road load at reference speed vj, N;
TM is the test mass of the vehicle, kg;
mr is the equivalent effective mass of rotating components according to paragraph 2.5.1. of this annex, 
kg;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/307  
Δv = 5 km/h
Δtj is the coastdown time corresponding to speed vj, s.
8.2.4.4. The coeffi cients f0, f1 and f2 in the road load equation shall be calculated with a least squares regression 
analysis over the referen ce speed range.EN Offi cial Jour nal of the European Union L 423/308 26.11.2021  
ANNEX B5 
Test equipment and calibrations 
1. TEST BENCH SPECIFICA TIONS AND SETTINGS
1.1. Cooling fan specifications
1.1.1. A variable speed current of air shall be blown towards the vehicle. The set point of the linear velocity of the 
air at the blower outlet shall be equal to the corresponding roller speed above roller speeds of 5 km/h. The 
linear velocity of the air at the blower outlet shall be within ± 5 km/h or ± 10 per cent of the corresponding 
roller speed, whic hever is great er.
1.1.2. The above-mentioned air velocity shall be determined as an averag ed value of a number of measur ing points 
that:
(a) For fans with rectangular outlets, are locat ed at the centre of each rectang le dividing the whole of the fan 
outlet into 9 areas (dividing both horizontal and vertical sides of the fan outlet into 3 equal parts). The 
centre area shall not be measured (as shown in Figure A5/1);
Figure A5/1
Fan with rect angular outlet
(b) For fans with circular outlets, the outlet shall be divided into 8 equal sectors by vertical, horizontal 
and 45° lines. The measurement points shall lie on the radial centre line of each sector (22,5°) at two- 
thirds of the outlet radius (as shown in Figure A5/2).
Figure A5/2
Fan with circular outlet
These measurements shall be made with no vehicle or other obstr uction in front of the fan. The device 
used to measure the linear velocity of the air shall be locat ed between 0 and 20 cm from the air outlet.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/309  
1.1.3. The outlet of the fan shall have the following character istics:
(a) An area of at least 0,3 m2; and
(b) A width/diameter of at least 0,8 metre.
1.1.4. The position of the fan shall be as follo ws:
(a) Height of the lower edge abov e ground: appro ximatel y 20 cm;
(b) Distance from the front of the vehicle: appro ximat ely 30 cm;
(c) Appro ximately on the longitudinal centreline of the vehicle.
1.1.5. At the request of the manuf acturer and if considered appropr iate by the responsible author ity, the height, 
lateral position and distance from the vehicle of the cooling fan may be modified.
If the specified fan conf iguration is impractical for special vehicle designs, such as vehicles with rear - 
mount ed engines or side air intake s, or it does not provi de adequate cooling to properly represent in-use 
operation, at the request of the manufacturer and if considered appropr iate by the responsible author ity, 
the height, capacity , longitudinal and lateral position of the cooling fan may be modified and additional 
fans whic h may have different specif ications (including constant speed fans) may be used.
1.1.6. In the cases descr ibed in paragraph 1.1.5. of this annex, the position and capacity of the cooling fan(s) and 
details of the justification supplied to the responsible author ity shall be recorded. For any subsequent 
testing, similar positions and specif ications shall be used in consideration of the justif ication to avoid non- 
representative cooling charact eristics.
2. CHASSIS DYNAMOMETER
2.1. General requirements
2.1.1. The dynamomet er shall be capable of simulating road load with three road load coeffi cients that can be 
adjust ed to shape the load curve.
2.1.2. The chassis dynamomete r may have a sing le or twin-roller conf iguration. In the case that twin-roller chassis 
dynamomet ers are used, the rollers shall be permanently coupled or the front roller shall drive, directly or 
indirectly , any iner tial masses and the power absor ption device.
2.2. Specific requirements
The followi ng specific requirements relat e to the dynamometer manuf acturer's specifi cations.
2.2.1. The roller run-out shall be less than 0,25 mm at all measured locations.
2.2.2. The roller diamete r shall be within ± 1,0 mm of the specifi ed nominal value at all measurement locations.
2.2.3. The dynamometer shall have a time measurement system for use in determining acceleration rates and for 
measur ing vehicle/dynamometer coastdo wn times. This time measurement system shall not exce ed an 
accuracy of ± 0,001 per cent after at least 1 000 seconds of operation. This shall be verified upon initial 
installation.
2.2.4. The dynamomete r shall have a speed measurement system with an accuracy of at least ± 0,080 km/h. This 
shall be verified upon initial installation.
2.2.5. The dynamomete r shall have a response time (90 per cent response to a tractive effort step change ) of less 
than 100 ms with instantaneous accelerations that are at least 3 m/s2. This shall be verified upon initial 
installation and after major maint enance.EN Offi cial Jour nal of the European Union L 423/310 26.11.2021  
2.2.6. The base iner tia of the dynamomete r shall be state d by the dynamometer manuf acturer and shall be 
confir med to within 0,5 per cent or 7,5 kg whic hever is the great er for each measured base iner tia and 
± 0,2 per cent relative to any arithmetic average value by dynamic derivation from trials at constant 
acceleration, deceleration and force.
2.2.7. Roller speed shall be measured at a frequency of not less than 10 Hz.
2.3. Additional specif ic requirements for a chassis dynamomete r in 4WD operation
2.3.1. For testing in 4WD operation, the chassis dynamomet er shall have a sing le roller configuration. The 4WD 
control system shall be designed such that the followi ng requirements are fulfilled when tested with a 
vehicle driven over the WLTC.
2.3.1.1. Road load simulation shall be applied such that the dynamomet er in 4WD operation reproduces the same 
propor tioning of forces as would be encounter ed when driving the vehicle on a smooth, dry, level road 
surface.
2.3.1.2. Upon initial installation and after major maintenance, the requirements of paragraph 2.3.1.2.1. of this 
annex and of either paragraph 2.3.1.2.2. or 2.3.1.2.3. of this annex shall be satisfied. The speed difference 
between the front and rear rollers shall be assessed by applying a 1 second movin g average filter to roller 
speed data acquired at a minimum frequency of 20 Hz.
2.3.1.2.1. The difference in distance covered by the front and rear rollers shall be less than 0,2 per cent of the distance 
driven over the WLTC. The absolute number shall be integrated for the calculation of the total difference in 
distance over the WLTC.
2.3.1.2.2. The diffe rence in distance covered by the front and rear rollers shall be less than 0,1 m in any 200 ms time 
period.
2.3.1.2.3. The speed difference of all roller speeds shall be within ± 0,16 km/h.
2.3.2. Vehicle restraint system for sing le roller chassis dynamomet ers
2.3.2.1. Vertical force
In addition to the requirement of paragraph 7.3.3.1.3. of Annex B4, the restraint system shall be designed so 
that the vertical force imposed to the vehicle is minimised and is the same during the chassis dynamomete r 
setting and all tests. This criteria is fulfilled, if either the restraint system is designed such that it cannot 
impose any different vertical force, or if a procedure to demonstrate how this requirement can be met is 
agreed between the responsible author ity and the manufacturer .
2.3.2.2. Restraint stiffness
The restraint system shall exhibit suffi cient stiffness in order to minimize any mov ements and rotations. 
Only limited mov ements along the z-axis and rotations over the y-axis are allowed to avoid non-neg ligible 
effects towards the test results and to fulfil the requirements of paragraph 2.3.2.1. of this annex.
2.4. Chassis dynamometer calibration
2.4.1. Force measurement system
The accuracy of the force transducer shall be at least ± 10 N for all measured increments. This shall be 
verified upon initial installation, after major maint enance and within 370 days before testin g.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/311  
2.4.2. Dynamomet er parasitic loss calibration
The dynamomete r's parasitic losses shall be measured and update d if any measured value diffe rs from the 
current loss curve by more than 9.0 N. This shall be verified upon initial installation, after major 
maint enance and within 35 days before testing.
2.4.3. Verification of road load simulation without a vehicle
The dynamomete r performa nce shall be verified by performin g an unloaded coastdown test upon initial 
installation, after major maintenance, and within 7 days before testing. The arithmetic average coastdown 
force error shall be less than 10 N or 2 per cent, which ever is greate r, at each reference speed point.
3. EXHA UST GAS DILUTION SYSTEM
3.1. Syste m specification
3.1.1. Over view
3.1.1.1. A full flow exhaust dilution system shall be used. The total vehicle exhaust shall be continuously diluted with 
ambient air under controlled conditions using a constant volume sampler . A critical flow ventur i (CFV) or 
multiple critical flow ventur is arrang ed in parallel, a positive displacement pump (PDP), a subsonic ventur i 
(SSV), or an ultrasonic flow mete r (UFM) may be used. The total volume of the mixture of exhaust and 
dilution air shall be measured and a continuously propor tional sam ple of the volume shall be collect ed for 
analysis. The quantities of exhaust gas compo unds shall be determined from the sample concentrations, 
corrected for their respective content of the dilution air and the totalised flow over the test period.
3.1.1.2. The exhaust dilution system shall consist of a connecting tube, a mixing device and dilution tunnel, dilution 
air conditioning, a suction device and a flow measurement device. Sam pling probes shall be fitted in the 
dilution tunnel as specifi ed in paragraphs 4.1., 4.2. and 4.3. of this annex.
3.1.1.3. The mixing device refer red to in paragraph 3.1.1.2. of this annex shall be a vessel such as that illustrate d in 
Figure A5/3 in whic h vehicle exhaust gases and the dilution air are combined so as to produce a 
homog eneous mixture at the sampli ng position.
3.2. General requirements
3.2.1. The vehicle exhaust gases shall be dilut ed with a suffi cient amount of ambient air to prevent any water 
condensation in the sam pling and measur ing system at all conditions that may occur during a test.
3.2.2. The mixture of air and exhaust gases shall be homogeneous at the point where the sampli ng probes are 
locat ed (see paragraph 3.3.3. of this annex). The sampli ng probes shall extract representative samples of the 
dilut ed exhaust gas.
3.2.3. The system shall enable the total volume of the diluted exhaust gases to be measured.
3.2.4. The sampling system shall be gas-tight. The design of the variable dilution sampli ng system and the 
mat erials used in its constr uction shall be such that the concentration of any compo und in the diluted 
exhaust gases is not affect ed. If any compo nent in the system (heat exchanger , cyclone separator , suction 
device, etc.) chang es the concentration of any of the exhaust gas compounds and the system atic error 
cannot be corrected, sam pling for that compo und shall be carried out upstream from that component.EN Offi cial Jour nal of the European Union L 423/312 26.11.2021  
3.2.5. All parts of the dilution system in contact with raw or dilut ed exhaust gas shall be designed to minimise 
deposition or alteration of the particulate or particles. All parts shall be made of electr ically conductive 
mat erials that do not react with exhaust gas compo nents, and shall be electr ically grounded to prevent 
electrostatic effects.
3.2.6. If the vehicle being tested is equipped with an exhaust pipe compr ising several branches , the connecting 
tubes shall be connected as near as possible to the vehicle without adversely affect ing their operation.
3.3. Specific requirements
3.3.1. Connection to vehicle exhaust
3.3.1.1. The start of the connecting tube is the exit of the tailpipe. The end of the connecting tube is the sample 
point, or first point of dilution.
For multiple tailpipe conf igurations where all the tailpipes are combined, the start of the connecting tube 
shall be taken at the last joint of where all the tailpipes are combined. In this case, the tube between the exit 
of the tailpipe and the start of the connecting tube may or may not be insulated or heate d.
3.3.1.2. The connecting tube between the vehicle and dilution system shall be designed so as to minimize heat loss.
3.3.1.3. The connecting tube shall satisfy the followi ng requirements:
(a) Be less than 3,6 metres long, or less than 6,1 metres long if heat-insulated. Its internal diamet er shall not 
exceed 105 mm; the insulating mate rials shall have a thickness of at least 25 mm and ther mal 
conductivity shall not exce ed 0,1 W/m–1K–1 at 400 °C. Opti onally , the tube may be heated to a 
temperature abov e the dew point. This may be assumed to be achi eved if the tube is heate d to 70 °C;
(b) Not cause the static pressure at the exhaust outlets on the vehicle being tested to differ by more than 
0,75 kPa at 50 km/h, or more than 1,25 kPa for the duration of the test from the static pressures 
recorded when nothing is connected to the vehicle exhaust pipes. The pressure shall be measured in the 
exhaust outlet or in an extension having the same diameter and as near as possible to the end of the 
tailpipe. Sampli ng systems capable of maintaining the static pressure to within 0,25 kPa may be used if 
a written request from a manufacturer to the responsible author ity substantiates the need for the tighte r 
tolerance;
(c) No compo nent of the connecting tube shall be of a mate rial that might affect the gaseous or solid 
compo sition of the exhaust gas. To avoid generation of any particles from elastome r connector s, 
elastom ers emplo yed shall be as ther mally stable as possible and have minimum exposure to the 
exhaust gas. It is recommended not to use elastom er connector s to bridge the connection between the 
vehicle exhaust and the connecting tube.
3.3.2. Dilution air conditioning
3.3.2.1. The dilution air used for the primar y dilution of the exhaust in the CVS tunnel shall pass through a medium 
capable of reducing particles of the most penetrating particle size in the filter mat erial by ≤ 99,95 per cent, 
or through a filter of at least Class H13 of EN 1822:2009. This represents the specifi cation of High 
Efficiency Particulat e Air (HEP A) filters. The dilution air may optionally be charcoal-scrubbe d before being 
passed to the HEP A filter. It is recommended that an additional coarse particle filter be situated before the 
HEP A filter and after the charcoal scrubber , if used.
3.3.2.2. At the vehicle manufa cturer's request, the dilution air may be sampled according to good engineer ing 
practice to deter mine the tunnel contr ibution to backg round particulat e and particle levels (if PN 
measurement is required), which can be subsequently subtracted from the values measured in the dilut ed 
exhaust. See paragraph 2.1.3. of Annex B6.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/313  
3.3.3. Dilution tunnel
3.3.3.1. Prov ision shall be made for the vehicle exhaust gases and the dilution air to be mixed. A mixing device may 
be used.
3.3.3.2. The homogeneity of the mixture in any cross-section at the location of the sampli ng probe shall not vary by 
more than ± 2 per cent from the arithmetic averag e of the values obtained for at least five points located at 
equal intervals on the diameter of the gas stream.
3.3.3.3. For PM and PN ( if PN measurement is required) emissions sampling, a dilution tunnel shall be used that:
(a) Consists of a straight tube of electr ically-conductive mate rial that is grounded;
(b) Causes turbulent flow (Rey nolds number ≥ 4 000 ) and be of suffi cient length to cause compl ete mixing 
of the exhaust and dilution air;
(c) Is at least 200 mm in diameter;
(d) May be insulated and/or heated.
3.3.4. Suction device
3.3.4.1. This device may have a rang e of fixed speeds to ensure suffi cient flow to prevent any water condensation. 
This result is obtained if the flow is either:
(a) Twice as high as the maximum flow of exhaust gas produced by accelerations of the driving cycle; or
(b) Suffic ient to ensure that the CO2 concentration in the dilut e exhaust sample bag is less than 3 per cent 
by volume for petrol and diesel, less than 2,2 per cent by volume for LPG and less than 1,5 per cent by 
volume for NG/biomethane.
3.3.4.2. Com pliance with the requirements in paragraph 3.3.4.1. of this annex may not be necessar y if the CVS 
syste m is designed to inhibit condensation by such techniques, or combination of techniques, as:
(a) Reducing water content in the dilution air (dilution air dehumidif ication);
(b) Heating of the CVS dilution air and of all compo nents up to the dilut ed exhaust flow measurement 
device and, optionally , the bag sampling system including the sample bags and also the system for the 
measurement of the bag concentrations.
In such cases, the selection of the CVS flow rate for the test shall be justified by showing that condensation 
of wate r cannot occur at any point within the CVS, bag sampling or analytical system.
3.3.5. Volume measurement in the primar y dilution system
3.3.5.1. The method of measur ing total dilut e exhaust volume incor porate d in the constant volume sampler shall be 
such that measurement is accurat e to ± 2 per cent under all operating conditions. If the device cannot 
compe nsate for variations in the temperature of the mixture of exhaust gases and dilution air at the 
measur ing point, a heat exchange r shall be used to maintain the temperature to within ± 6 °C of the 
specified operating temperature for a PDP CVS, ± 11 °C for a CFV CVS, ± 6 °C for a UFM CVS, and ± 11 °C 
for an SSV CVS .
3.3.5.2. If necessar y, some form of prot ection for the volume measur ing device may be used e.g. a cyclone separator , 
bulk stream filter, etc.
3.3.5.3. A temperature sensor shall be installed immediately before the volume measur ing device. This temperature 
sensor shall have an accuracy of ± 1 °C and a response time of 1 second or less at 62 per cent of a given 
temperature variation (value measured in water or silicone oil).EN Offi cial Jour nal of the European Union L 423/314 26.11.2021  
3.3.5.4. Measurement of the pressure diffe rence from atmospher ic pressure shall be taken upstream from and, if 
necessar y, downs tream from the volume measur ing device.
3.3.5.5. The pressure measurements shall have a precision and an accuracy of ± 0,4 kPa during the test. See 
Table A5/5.
3.3.6. Recommended system descr iption
Figure A5/3 is a schematic drawing of exhaust dilution system s that meet the requirements of this annex.
The followi ng compo nents are recommended:
(a) A dilution air filter, whic h may be pre-heated if necessar y. This filter shall consist of the following filters 
in sequence: an optional activate d charcoal filter (inlet side), and a HEP A filter (outlet side). It is 
recommended that an additional coarse particle filter be situated before the HEP A filter and after the 
charcoal filter, if used. The purpose of the charcoal filter is to reduce and stabilize the hydrocarbon 
concentrations of ambient emissions in the dilution air;
(b) A connecting tube by which vehicle exhaust is admitte d into a dilution tunnel;
(c) An optional heat exchang er as descr ibed in paragraph 3.3.5.1. of this annex;
(d) A mixing device in which exhaust gas and dilution air are mixed homog eneously , and which may be 
locat ed close to the vehicle so that the length of the connecting tube is minimized;
(e) A dilution tunnel from whic h particulate and, if applicable, particles are sampled;
(f) Some form of prot ection for the measurement system may be used e.g. a cyclone separator , bulk stream 
filter, etc.;
(g) A suction device of suffi cient capacity to handle the total volume of dilut ed exhaust gas.
Exact conf ormity with these figures is not essential. Additional components such as instr uments, valves, 
solenoids and switch es may be used to provid e additional information and co-ordinate the functions of the 
compo nent system.
Figure A5/3
Exhaust dilution system
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/315  
3.3.6.1. Positive displacement pump (PDP)
A positive displacement pump (PDP) full flow exhaust dilution system satisfies the requirements of this 
annex by metering the flow of gas through the pump at constant temperature and pressure. The total 
volume is measured by counting the revolu tions made by the calibrated positive displacement pump. The 
propor tional sam ple is achieved by sampli ng with pump, flow mete r and flow control valve at a constant 
flow rate.
3.3.6.2. Critical flow ventur i (CFV)
3.3.6.2.1. The use of a CFV for the full flow exhaust dilution system is based on the principles of flow mecha nics for 
critical flow. The variable mixture flow rate of dilution and exhaust gas is maintained at sonic velocity that 
is directly propor tional to the square root of the gas temperature. Flow is continually monitor ed, comput ed 
and integrat ed throughout the test.
3.3.6.2.2. The use of an additional critical flow sampli ng ventur i ensures the propor tionality of the gas samples taken 
from the dilution tunnel. As both pressure and temperature are equal at the two ventur i inlets, the volume of 
the gas flow diver ted for sam pling is propor tional to the total volume of dilut ed exhaust gas mixture 
produced, and thus the requirements of this annex are fulfilled.
3.3.6.2.3. A measur ing CFV tube shall measure the flow volume of the diluted exhaust gas.
3.3.6.3. Subsonic flow ventur i (SSV)
3.3.6.3.1. The use of an SSV (Figure A5/4) for a full flow exhaust dilution syste m is based on the principles of flow 
mec hanics. The variable mixture flow rate of dilution and exhaust gas is maintained at a subsonic velocity 
that is calculat ed from the physical dimensions of the subsonic ventur i and measurement of the absolute 
temperature (T) and pressure (P) at the ventur i inlet and the pressure in the throat of the ventur i. Flow is 
continually monitored, comput ed and integrat ed throughout the test.
3.3.6.3.2. An SSV shall measure the flow volume of the dilut ed exhaust gas.
Figure A5/4
Schematic of a subsonic ventur i tube (SSV)
3.3.6.4. Ultrasonic flow meter (UFM)
3.3.6.4.1. A UFM measures the velocity of the diluted exhaust gas in the CVS piping using the principle of ultrasonic 
flow detection by means of a pair, or multiple pairs, of ultrasonic transmitters/receivers mounted within the 
pipe as in Figure A5/5. The velocity of the flowing gas is determined by the difference in the time required 
for the ultrasonic signal to travel from transmitter to receiver in the upstream direction and the 
down stream direction. The gas velocity is conver ted to standard volumet ric flow using a calibration factor 
for the tube diamete r with real time corrections for the dilut ed exhaust temperature and absolute pressure.EN Offi cial Jour nal of the European Union L 423/316 26.11.2021  
3.3.6.4.2. Com ponents of the system include:
(a) A suction device fitted with speed control, flow valve or other method for setting the CVS flow rate and 
also for maintaining constant volumetr ic flow at standard conditions;
(b) A UFM;
(c) Temperature and pressure measurement devices, T and P, required for flow correction;
(d) An optional heat exchanger for controlling the temperature of the dilut ed exhaust to the UFM. If 
installed, the heat exchanger shall be capable of controlling the temperature of the dilut ed exhaust to 
that specified in paragraph 3.3.5.1. of this annex. Throughout the test, the temperature of the 
air/exhaust gas mixture measured at a point immediate ly upstream of the suction device shall be within 
± 6 °C of the arithmetic average operating temperature during the test.
Figure A5/5
Schematic of an ultrasonic flow meter (UFM)
3.3.6.4.3. The followi ng conditions shall apply to the design and use of the UFM type CVS:
(a) The velocity of the diluted exhaust gas shall provide a Reynolds number higher than 4 000 in order to 
maintain a consistent turbulent flow before the ultrasonic flow meter;
(b) An ultrasonic flow meter shall be installed in a pipe of constant diamet er with a length of 10 times the 
internal diamet er upstream and 5 times the diamete r down stream;
(c) A temperature sensor (T) for the dilut ed exhaust shall be installed immediately before the ultrasonic flow 
meter. This sensor shall have an accuracy of ± 1 °C and a response time of 0,1 seconds at 62 per cent of a 
given temperature variation (value measured in silicone oil);
(d) The absolute pressure (P) of the dilut ed exhaust shall be measured immediately before the ultrasonic 
flow meter to within ± 0,3 kPa;
(e) If a heat exchanger is not installed upstream of the ultrasonic flow meter, the flow rate of the dilut ed 
exhaust, corrected to standard conditions, shall be maintained at a constant level during the test. This 
may be achieved by control of the suction device, flow valve or other method.
3.4. CVS calibration procedure
3.4.1. General requirements
3.4.1.1. The CVS system shall be calibrated by using an accurate flow meter and a restr icting device and at the 
intervals liste d in Table A5/4. The flow through the syste m shall be measured at various pressure readings 
and the control parameters of the syste m measured and relat ed to the flows. The flow mete ring device (e.g. 
calibrate d ventur i, laminar flow element (LFE), calibrated turbine meter) shall be dynamic and suitable for 
the high flow rate encount ered in constant volume sampler testing. The device shall be of certified accuracy .
3.4.1.2. The following paragraphs descr ibe methods for calibrating PDP , CFV , SSV and UFM units using a laminar 
flow meter, whic h gives the required accuracy , along with a statistical chec k on the calibration validity .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/317  
3.4.2. Calibration of a positive displacement pump (PDP)
3.4.2.1. The followi ng calibration procedure outlines the equipment, the test conf iguration and the various 
paramete rs that are measured to establish the flow rate of the CVS pump. All the parameters relat ed to the 
pump are simultaneously measured with the parameter s related to the flow mete r that is connected in 
series with the pump. The calculat ed flow rate (given in m3/min at pump inlet for the measured absolute 
pressure and temperature) shall be subsequently plotted versus a correlation function that includes the 
relevant pump paramete rs. The linear equation that relat es the pump flow and the correlation function 
shall be subsequently determined. In the case that a CVS has a multiple speed drive, a calibration for each 
rang e used shall be performe d.
3.4.2.2. This calibration procedure is based on the measurement of the absolute values of the pump and flow mete r 
paramete rs relating the flow rate at each point. The following conditions shall be maintained to ensure the 
accuracy and integrity of the calibration curve:
3.4.2.2.1. The pump pressures shall be measured at tappings on the pump rather than at the extern al piping on the 
pump inlet and outlet. Pressure taps that are mount ed at the top centre and bott om centre of the pump 
drive head plate are exposed to the actual pump cavity pressures, and theref ore reflect the absolute pressure 
differentials.
3.4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow meter is sensitive to inlet 
temperature oscillations that cause data points to be scattered. Gradual changes of ± 1 °C in temperature are 
accept able as long as they occur over a period of several minute s.
3.4.2.2.3. All connections between the flow mete r and the CVS pump shall be free of leakage.
3.4.2.3. Dur ing an exhaust emissions test, the measured pump parameter s shall be used to calculat e the flow rate 
from the calibration equation.
3.4.2.4. Figure A5/6 of this annex shows an exam ple of a calibration set-up. Variations are permissible, provid ed that 
the responsible author ity approves them as being of compar able accuracy . If the set-up shown in 
Figure A5/6 is used, the followi ng data shall be found within the limits of accuracy given:
Barometr ic pressure (cor rected), Pb ± 0,03 kPa
Ambient temperature, T ± 0,2 °C
Air temperature at LFE, ETI ± 0,15 °C
Pressure depression upstream of LFE, EPI ± 0,01 kPa
Pressure drop across the LFE matr ix, EDP ± 0,0015 kPa
Air temperature at CVS pump inlet, PTI ± 0,2 °C
Air temperature at CVS pump outlet, PTO ± 0,2 °C
Pressure depression at CVS pump inlet, PPI ± 0,22 kPa
Pressure head at CVS pump outlet, PPO ± 0,22 kPa
Pump revolu tions during test period, n ± 1 min–1
Elapsed time for period (minimum 250 s), t ± 0,1 sEN Offi cial Jour nal of the European Union L 423/318 26.11.2021  
Figure A5/6
PDP calibration conf iguration
3.4.2.5. After the system has been connecte d as shown in Figure A5/6, the variable restr ictor shall be set in the wide- 
open position and the CVS pump shall run for 20 minut es before starting the calibration.
3.4.2.5.1. The restr ictor valve shall be reset to a more restr icted condition in increments of pump inlet depression 
(about 1 kPa) that will yield a minimum of six data points for the total calibration. The system shall be 
allowed to stabilize for 3 minut es before the data acquisition is repeate d.
3.4.2.5.2. The air flow rate Qs at each test point shall be calculat ed in standard m3/min from the flow meter data using 
the manuf acturer's prescr ibed method.
3.4.2.5.3. The air flow rate shall be subsequently conver ted to pump flow V0 in m3/rev at absolute pump inlet 
temperature and pressure.
V0¼Qs
n×Tp
273,15K×101,325kPa
Pp
where:
V0 is the pump flow rate at Tp and Pp, m3/rev ;
Qs is the air flow at 101,325 kPa and 273,15 K (0 °C), m3/min;
Tp is the pump inlet temperature, Kelvin (K);
Pp is the absolute pump inlet pressure, kPa;
n is the pump speed, min–1.
3.4.2.5.4. To compen sate for the inter action of pump speed pressure variations at the pump and the pump slip rate, 
the correlation function x0 between the pump speed n, the pressure differ ential from pump inlet to pump 
outlet and the absolute pump outlet pressure shall be calculated using the followi ng equation:
x0¼1
nffiffiffiffiffiffiffiΔPp
PerEN Offi cial Jour nal of the European Union 26.11.2021 L 423/319  
where:
x0 is the correlation function;
ΔPp is the pressure diffe rential from pump inlet to pum p outlet, kPa;
Pe absolute outlet pressure ðPPO þPbÞ, kPa.
A linear least squares fit shall be performe d to generate the calibration equations having the following form:
V0¼D0 – M×x 0
n¼A – B×ΔP p
where B and M are the slopes, and A and D0 are the intercep ts of the lines.
3.4.2.6. A CVS system having multiple speeds shall be calibrated at each speed used. The calibration curves generat ed 
for the range s shall be appro ximately parallel and the intercept values D0 shall increase as the pump flow 
rang e decreases.
3.4.2.7. The calculat ed values from the equation shall be within 0,5 per cent of the measured value of V0. Values of M 
will vary from one pump to another . A calibration shall be performe d at initial installation and after major 
maint enance.
3.4.3. Calibration of a critical flow ventur i (CFV)
3.4.3.1. Calibration of a CFV is based upon the flow equation for a critical ventur i:
Qs¼KvPffiffiffi
Tp
where:
Qs is the flow, m3/min;
Kv is the calibration coeff icient ;
P is the absolute pressure, kPa;
T is the absolute temperature, Kelvin (K).
Gas flow is a function of inlet pressure and temperature.
The calibration procedure descr ibed in paragraphs 3.4.3.2. to 3.4.3.3.3.4. inclusive of this annex establishes 
the value of the calibration coeff icient at measured values of pressure, temperature and air flow.
3.4.3.2. Measurements for flow calibration of a critical flow ventur i are required and the followi ng data shall be 
within the limits of accuracy given:
Barometr ic pressure (cor rected), Pb ± 0,03 kPa,
LFE air temperature, flow meter , ETI ± 0,15 °C,
Pressure depression upstream of LFE, EPI ± 0,01 kPa,
Pressure drop across LFE matr ix, EDP ± 0,0015 kPa,
Air flow, Qs ± 0,5 per cent,
CFV inlet depression, PPI ± 0,02 kPa,
Temp erature at ventur i inlet, Tv ± 0,2 °C.
3.4.3.3. The equipment shall be set up as shown in Figure A5/7 and check ed for leaks. Any leak s between the flow- 
measur ing device and the critical flow ventur i will seriously affect the accuracy of the calibration and shall 
theref ore be prevented.EN Offi cial Jour nal of the European Union L 423/320 26.11.2021  
Figure A5/7
CFV calibration conf iguration
3.4.3.3.1. The variable-f low restr ictor shall be set to the open position, the suction device shall be started and the 
syste m stabilized. Data from all instr uments shall be collect ed.
3.4.3.3.2. The flow restr ictor shall be varied and at least eight readings across the critical flow rang e of the ventur i shall 
be made.
3.4.3.3.3. The data recorded during the calibration shall be used in the follo wing calculation:
3.4.3.3.3.1. The air flow rate Qs at each test point shall be calculat ed from the flow meter data using the manufacturer's 
prescr ibed method.
Values of the calibration coeff icient shall be calculat ed for each test point :
Kv¼QsffiffiffiffiffiTvp
Pv
where:
Qs is the flow rate, m3/min at 273,15 K (0 °C) and 101,325, kPa;
Tv is the temperature at the ventur i inlet, Kelvin (K);
Pv is the absolute pressure at the ventur i inlet, kPa.
3.4.3.3.3.2. Kv shall be plotted as a function of ventur i inlet pressure Pv. For sonic flow Kv will have a relatively constant 
value. As pressure decreases (vacuum increases), the ventur i becomes unchoked and Kv decreases. These 
values of Kv shall not be used for further calculations.
3.4.3.3.3.3. For a minimum of eight points in the critical region, an arithmetic average Kv and the standard deviation 
shall be calculated.
3.4.3.3.3.4. If the standard deviation exceeds 0,3 per cent of the arithmetic average Kv, corrective action shall be taken.
3.4.4. Calibration of a subsonic ventur i (SSV)EN Offi cial Jour nal of the European Union 26.11.2021 L 423/321  
3.4.4.1. Calibration of the SSV is based upon the flow equation for a subsonic ventur i. Gas flow is a function of inlet 
pressure and temperature, and the pressure drop between the SSV inlet and throat.
3.4.4.2. Data analysis
3.4.4.2.1. The airflow rate, QSSV, at each restr iction setting (minimum 16 settings) shall be calculat ed in standard m3/s 
from the flow mete r data using the manuf acturer's prescr ibed method. The disc harge coeffi cient Cd shall be 
calculat ed from the calibration data for each setting using the followi ng equation:
Cd¼QSSV
d2
V×pp×ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ffi
1
T×ðr1,426
p  – r1,713
pÞ×1
1 – r4
D×r1,426
p ! ( )vuut
where:
QSSV is the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s;
T is the temperature at the ventur i inlet, Kelvin (K);
dV is the diamete r of the SSV throat, m;
rpis the ratio of the SSV throat pressure to inlet absolute static pressure, 1 – Δp
pp;
rD is the ratio of the SSV throat diamete r dV to the inlet pipe inner diamet er D;
Cd is the disc harge coeff icient of the SSV ;
pp is the absolute pressure at ventur i inlet, kPa.
To deter mine the rang e of subsonic flow, Cd shall be plotted as a function of Reynolds number Re at the SSV 
throat. The Reynolds number at the SSV throat shall be calculat ed using the follo wing equation:
Re¼A1×QSSV
dV×μ
where:
μ¼b×T1,5
SþT
A1 is 25,55152 in SI, 1
m3��min
s��mm
m��
;
QSSV is the airflow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s;
dV is the diamete r of the SSV throat, m;
μ is the absolute or dynamic viscosity of the gas, kg/ms;
b is 1,458×106(empi rical constant), kg/ms K0,5;
S is 110,4 (empir ical constant), Kelvin (K).
3.4.4.2.2. Because QSSV is an input to the Re equation, the calculations shall be started with an initial estimat e for QSSV 
or Cd of the calibration ventur i, and repeated until QSSV conver ges. The conver gence method shall be 
accurat e to at least 0,1 per cent.
3.4.4.2.3. For a minimum of sixteen points in the region of subsonic flow, the calculated values of Cd from the 
resulting calibration curve fit equation shall be within ± 0,5 per cent of the measured Cd for each calibration 
point.
3.4.5. Calibration of an ultrasonic flow meter (UFM)EN Offi cial Jour nal of the European Union L 423/322 26.11.2021  
3.4.5.1. The UFM shall be calibrate d against a suitable reference flow mete r.
3.4.5.2. The UFM shall be calibrated in the CVS conf iguration that will be used in the test cell (diluted exhaust piping, 
suction device) and chec ked for leaks. See Figure A5/8.
3.4.5.3. A heat er shall be installed to condition the calibration flow in the event that the UFM system does not 
include a heat exchange r.
3.4.5.4. For each CVS flow setting that will be used, the calibration shall be performe d at temperatures from room 
temperature to the maximum that will be exper ienced during vehicle testing.
3.4.5.5. The manufact urer's recommended procedure shall be follo wed for calibrating the electronic portions 
(tempe rature (T) and pressure (P) sensors) of the UFM.
3.4.5.6. Measurements for flow calibration of the ultrasonic flow meter are required and the followi ng data (in the 
case that a laminar flow element is used) shall be found within the limits of accuracy given:
Barometr ic pressure (cor rected), Pb ± 0,03 kPa,
LFE air temperature, flow meter , ETI ± 0,15 °C,
Pressure depression upstream of LFE, EPI ± 0,01 kPa,
Pressure drop across (EDP) LFE matr ix ± 0,0015 kPa,
Air flow, Qs ± 0,5 per cent,
UFM inlet depression, Pact ± 0,02 kPa,
Temp erature at UFM inlet, Tact ± 0,2 °C,
3.4.5.7. Procedure
3.4.5.7.1. The equipment shall be set up as shown in Figure A5/8 and check ed for leaks. Any leak s between the flow- 
measur ing device and the UFM will seriously affect the accuracy of the calibration.
Figure A5/8
UFM calibration conf iguration
3.4.5.7.2. The suction device shall be started. Its speed and/or the position of the flow valve shall be adjuste d to 
provide the set flow for the validation and the system stabilised. Data from all instr uments shall be collect ed.
3.4.5.7.3. For UFM systems without a heat exchanger , the heat er shall be operat ed to increase the temperature of the 
calibration air, allowed to stabilise and data from all the instr uments recorded. The temperature shall be 
increased in reasonable steps until the maximum dilut ed exhaust temperature expecte d during the 
emissions test is reac hed.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/323  
3.4.5.7.4. The heat er shall be subsequently turned off and the suction device speed and/or flow valve shall be adjuste d 
to the next flow setting that will be used for vehicle emissions testing after which the calibration sequence 
shall be repeated.
3.4.5.8. The data recorded during the calibration shall be used in the followi ng calculations. The air flow rate Qs at 
each test point shall be calculat ed from the flow meter data using the manufacturer's prescr ibed method.
Kv¼Qreference
Qs
where:
Qs is the air flow rate at standard conditions (101,325 kPa, 273,15 K (0 °C)), m3/s;
Qreference is the air flow rate of the calibration flow meter at standard conditions (101,325 kPa, 
273,15 K (0 °C)), m3/s;
Kv is the calibration coeff icient.
For UFM system s without a heat exchanger , Kv shall be plotted as a function of Tact.
The maximum variation in Kv shall not exceed 0.3 per cent of the arithmetic average Kv value of all the 
measurements taken at the different temperatures.
3.5. Syste m verification procedure
3.5.1. General requirements
3.5.1.1. The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a 
kno wn mass of an emissions gas compo und into the system whilst it is being operated under normal test 
conditions and subsequently analysing and calculating the emission gas compo unds according to the 
equations of Annex B7. The CFO method descr ibed in paragraph 3.5.1.1.1. of this annex and the 
grav imetr ic method descr ibed in paragraph 3.5.1.1.2. of this annex are both kno wn to give sufficient 
accuracy .
The maximum permissible deviation between the quantity of gas introduced and the quantity of gas 
measured is ± 2 per cent.
3.5.1.1.1. Critical flow orifice (CFO) method
The CFO method meters a constant flow of pure gas (CO, CO2, or C3H8) using a critical flow orifice device.
A kno wn mass of pure carbon mono xide, carbon dioxide or propane gas shall be introduced into the CVS 
syste m through the calibrated critical orifice. If the inlet pressure is high enough, the flow rate q which is 
restr icted by means of the critical flow orifice, is independent of orifice outlet pressure (critical flow). The 
CVS system shall be operated as in a normal exhaust emissions test and enough time shall be allowed for 
subsequent analysis. The gas collect ed in the sam ple bag shall be analysed by the usual equipment (see 
paragraph 4.1. of this annex) and the results compared to the concentration of the kno wn gas samples. If 
deviations exceed ± 2 per cent, the cause of the malfunction shall be deter mined and corrected.
3.5.1.1.2. Gravimetr ic method
The gravimet ric method weighs a quantity of pure gas (CO, CO 2, or C3H8).
The weight of a small cylinder filled with either pure carbon mono xide, carbon dioxide or propane shall be 
determined with a precision of ± 0,01 g. The CVS system shall operate under normal exhaust emissions test 
conditions while the pure gas is injected into the system for a time sufficient for subsequent analysis. The 
quantity of pure gas involved shall be deter mined by means of diffe rential weighing. The gas accumulate d in 
the bag shall be analysed by means of the equipment normally used for exhaust gas analysis as descr ibed in 
paragraph 4.1. of this annex. The results shall be subsequently compared to the concentration figures 
comput ed previously . If deviations excee d ± 2 per cent, the cause of the malfunction shall be deter mined 
and corrected.EN Offi cial Jour nal of the European Union L 423/324 26.11.2021  
4. EMISSIONS MEASUREMENT EQUIPMENT
4.1. Gaseous emissions measurement equipment
4.1.1. Syste m overview
4.1.1.1. A continuously propor tional sam ple of the dilut ed exhaust gases and the dilution air shall be collect ed for 
analysis.
4.1.1.2. The mass of gaseous emissions shall be determined from the propor tional sample concentrations and the 
tota l volume measured during the test. Sample concentrations shall be correcte d to take into account the 
respective compo und concentrations in dilution air.
4.1.2. Sam pling system requirements
4.1.2.1. The sample of diluted exhaust gases shall be taken upstream from the suction device.
With the excep tion of paragraphs 4.1.3.1. (hydrocarbon sampling system ), paragraph 4.2. (PM measurement 
equipment) and paragraph 4.3. (PN measurement equipment) of this annex, the dilut e exhaust gas sample 
may be taken down stream of the conditioning devices (if any).
4.1.2.2. The bag sampli ng flow rate shall be set to provid e suffi cient volume s of dilution air and diluted exhaust in 
the CVS bags to allow concentration measurement and shall not exceed 0.3 per cent of the flow rate of the 
dilut e exhaust gases, unless the dilut ed exhaust bag fill volume is added to the integrat ed CVS volume.
4.1.2.3. A sam ple of the dilution air shall be taken near the dilution air inlet (after the filter if one is fitted).
4.1.2.4. The dilution air sample shall not be contaminated by exhaust gases from the mixing area.
4.1.2.5. The sampli ng rate for the dilution air shall be comparable to that used for the dilut e exhaust gases.
4.1.2.6. The mater ials used for the sam pling operations shall be such as not to change the concentration of the 
emissions compo unds.
4.1.2.7. Filters may be used in order to extract the solid particles from the sam ple.
4.1.2.8. Any valve used to direct the exhaust gases shall be of a quick -adjustment, quic k-acting type.
4.1.2.9. Quic k-fast ening, gas-tight connections may be used between three-wa y valves and the sample bags, the 
connections sealing themselves automa tically on the bag side. Other systems may be used for conve ying the 
sam ples to the analyser (e.g. three-wa y stop valves).
4.1.2.10. Sam ple storage
4.1.2.10.1. The gas samples shall be collect ed in sam ple bags of sufficient capacity so as not to impede the sample flow.
4.1.2.10.2. The bag mater ial shall be such as to affect neither the measurements themselves nor the chemical 
compo sition of the gas samp les by more than ± 2 per cent after 30 minute s (e.g., laminat ed polyeth ylene/ 
polyamide films, or fluor inated polyhydro carbons).
4.1.3. Sam pling systemsEN Offi cial Jour nal of the European Union 26.11.2021 L 423/325  
4.1.3.1. Hydrocarbon sampling system (heated flame ionisation detector , HFID)
4.1.3.1.1. The hydrocarbon sampling system shall consist of a heated sampling probe, line, filter and pump. The 
sam ple shall be take n upstream of the heat exchanger (if fitted). The sampling probe shall be installed at the 
same distance from the exhaust gas inlet as the particulat e sam pling probe and in such a way that neither 
interferes with samples taken by the other . It shall have a minimum internal diamete r of 4 mm.
4.1.3.1.2. All heat ed parts shall be maintained at a temperature of 190 °C ± 10 °C by the heating system.
4.1.3.1.3. The arithmetic average concentration of the measured hydrocarbons shall be determined by integrat ion of 
the second-by -second data divided by the phase or test duration.
4.1.3.1.4. The heat ed sampling line shall be fitted with a heat ed filter FH having a 99 per cent efficiency for particles 
≥ 0,3 μm to extract any solid particles from the continuous flow of gas required for analysis.
4.1.3.1.5. The sampli ng system dela y time (from the probe to the analyser inlet) shall be no more than 4 seconds.
4.1.3.1.6. The HFID shall be used with a constant mass flow (heat exchang er) syste m to ensure a representative samp le, 
unless compensation for varying CVS volume flow is made.
4.1.4. Analysers
4.1.4.1. General requirements for gas analysis
4.1.4.1.1. The analysers shall have a measur ing rang e compati ble with the accuracy required to measure the 
concentrations of the exhaust gas sample compo unds.
4.1.4.1.2. If not defined other wise, measurement errors shall not exceed ± 2 per cent (intr insic error of analyser) 
disrega rding the reference value for the calibration gases.
4.1.4.1.3. The ambient air sample shall be measured on the same analyser with the same rang e.
4.1.4.1.4. No gas drying device shall be used before the analysers unless it is shown to have no effect on the conte nt of 
the compo und in the gas stream.
4.1.4.2. Carbon mono xide (CO) and carbon dioxide (CO 2) analysis
The analysers shall be of the non-dispersive infrared (NDIR) absor ption type.
4.1.4.3. Hydrocarbons (HC) analysis for all fuels other than diesel fuel
The analyser shall be of the flame ionization (FID) type calibrated with propane gas expressed in equivalent 
carbon atoms (C1).
4.1.4.4. Hydrocarbons (HC) analysis for diesel fuel and optionally for other fuels
The analyser shall be of the heated flame ionization type with detec tor, valves, pipew ork, etc., heat ed to 
190 °C ± 10 °C. It shall be calibrated with propane gas expressed equivalent to carbon atoms (C1).
4.1.4.5. Methane (CH 4) analysisEN Offi cial Jour nal of the European Union L 423/326 26.11.2021  
The analyser shall be either a gas chromat ograph combined with a flame ionization detec tor (FID), or a 
flame ionization detector (FID) combined with a non-methane cutter (NMC-FID), calibrated with methane 
or propane gas expressed equivalent to carbon atoms (C1).
4.1.4.6. Nitrog en oxides (NO x) analysis
The analysers shall be of chemiluminescent (CLA) or non-dispersive ultra-violet resonance absor ption 
(NDUV) types.
4.1.4.11. Hydrog en (H2) analysis (if applicable)
The analyser shall be of the sector field mass spectrometr y type, calibrated with hydrogen.
4.1.4.12. Water (H2O) analysis (if applicable)
The analyser shall be of the non-dispersive infrared analyzer (NDIR) absor ption type. The NDIR shall be 
calibrate d either with wate r vapour or with prop ylene (C3H6). If the NDIR is calibrated with wate r vapour , it 
shall be ensured that no water condensation can occur in tubes and connections during the calibration 
process. If the NDIR is calibrated with prop ylene, the manuf acturer of the analyzer shall provid e the 
information for converting the concentration of prop ylene to its corresponding concentration of water 
vapour . The values for conver sion shall be periodically check ed by the manufacturer of the analyzer , and at 
least once per year .
4.1.5. Recommended system descr iptions
4.1.5.1. Figure A5/9 is a schematic drawing of the gaseous emissions sampling system.
Figure A5/9
Full flow exhaus t dilution system schematic
4.1.5.2. Example s of system compo nents are as listed below .
4.1.5.2.1. Two sampling probes for continuous sampli ng of the dilution air and of the dilut ed exhaust gas/air mixture.
4.1.5.2.2. A filter to extract solid particles from the flows of gas collect ed for analysis.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/327  
4.1.5.2.3. Pumps and flow controller to ensure constant unif orm flow of dilut ed exhaust gas and dilution air samples 
taken during the course of the test from sampli ng probes and flow of the gas samples shall be such that, at 
the end of each test, the quantity of the samples is suffi cient for analysis.
4.1.5.2.4. Quic k-acting valves to diver t a constant flow of gas samples into the sample bags or to the outside vent.
4.1.5.2.5. Gas-tight, quic k-lock coupling elements between the quick -acting valves and the sam ple bags. The coupling 
shall close automatically on the sam pling bag side. As an alternati ve, other methods of transpor ting the 
sam ples to the analyser may be used (three-wa y stopcoc ks, for instance).
4.1.5.2.6. Bags for collecting samples of the dilut ed exhaust gas and of the dilution air during the test.
4.1.5.2.7. A sam pling critical flow ventur i to take propor tional sample s of the diluted exhaust gas (CFV -CVS only).
4.1.5.3. Additional compo nents required for hydrocarbon sampli ng using a heat ed flame ionization detector (HFID) 
as shown in Figure A5/10.
4.1.5.3.1. Heated sample probe in the dilution tunnel located in the same vertical plane as the particulate and, if 
applicable, particle sam ple probes.
4.1.5.3.2. Heated filter located after the samp ling point and before the HFID.
4.1.5.3.3. Heated selection valves between the zero/calibration gas supplies and the HFID.
4.1.5.3.4. Means of integrat ing and recording instantaneous hydrocarbon concentrations.
4.1.5.3.5. Heated samp ling lines and heat ed components from the heat ed probe to the HFID.
Figure A5/10
Components required for hydrocarbon sampling using an HFID
4.2. PM measurement equipmentEN Offi cial Jour nal of the European Union L 423/328 26.11.2021  
4.2.1. Specification
4.2.1.1. Syste m overview
4.2.1.1.1. The particulat e sampling unit shall consist of a sampling probe (PSP), locat ed in the dilution tunnel, a 
particle transfer tube (PTT), a filter holder(s) (FH), pump(s), flow rate regulators and measur ing units. See 
Figures A5/11, A5/12 and A5/13.
4.2.1.1.2. A particle size pre-classif ier (PCF), (e.g. cyclone or impa ctor) may be used. In such case, it is recommended 
that it be emp loyed upstream of the filter holder .
Figure A5/11
Alter nativ e particulate sampling probe conf iguration
4.2.1.2. General requirements
4.2.1.2.1. The sampling probe for the test gas flow for particulate shall be arrange d within the dilution tunnel so that a 
representative sam ple gas flow can be taken from the homogeneous air/exhaust mixture and shall be 
upstream of a heat exchanger (if any).
4.2.1.2.2. The particulat e sample flow rate shall be propor tional to the total mass flow of dilut ed exhaust gas in the 
dilution tunnel to within a tolerance of ± 5 per cent of the particulat e sample flow rate. The verification of 
the propor tionality of the particulat e sam pling shall be made during the commissioning of the system and 
as required by the responsible author ity.
4.2.1.2.3. The sampled dilut e exhaust gas shall be maintained at a temperature abov e 20 °C and below 52 °C within 
20 cm upstream or down stream of the particulate sampli ng filter face. Heating or insulation of components 
of the particulat e sam pling syste m to achi eve this is permitted .
In the event that the 52 °C limit is exceed ed during a test where periodic regeneration event does not occur , 
the CVS flow rate shall be increased or double dilution shall be applied (assuming that the CVS flow rate is 
already sufficient so as not to cause condensation within the CVS , sam ple bags or analytical syste m).
4.2.1.2.4. The particulate sample shall be collect ed on a sing le filter mount ed within a holder in the sampled dilut e 
exhaust gas flow.
4.2.1.2.5. All parts of the dilution syste m and the sam pling system from the exhaust pipe up to the filter holder that 
are in contact with raw and diluted exhaust gas shall be designed to minimise deposition or alter ation of the 
particulate. All parts shall be made of electr ically conductive mat erials that do not react with exhaust gas 
compo nents, and shall be electr ically grounded to prevent electrostatic effects.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/329  
4.2.1.2.6. If it is not possible to compen sate for variations in the flow rate, provision shall be made for a heat 
exchange r and a temperature control device as specifi ed in paragraphs 3.3.5.1. or 3.3.6.4.2. of this annex, 
so as to ensure that the flow rate in the syste m is constant and the sampling rate according ly propor tional.
4.2.1.2.7. Temperatures required for the measurement of PM shall be measured with an accuracy of ± 1 °C and a 
response time (t90–t10) of 15 seconds or less.
4.2.1.2.8. The sample flow from the dilution tunnel shall be measured with an accuracy of ± 2,5 per cent of reading or 
± 1,5 per cent full scale, which ever is the least.
The accuracy specified abov e of the sample flow from the CVS tunnel is also applicable where double 
dilution is used. Consequently , the measurement and control of the secondar y dilution air flow and dilut ed 
exhaust flow rates through the filter shall be of a higher accuracy .
4.2.1.2.9. All data channels required for the measurement of PM shall be logged at a frequency of 1 Hz or faster . 
Typically , these would include:
(a) Diluted exhaust temperature at the particulat e samp ling filter;
(b) Samp ling flow rate;
(c) Secondar y dilution air flow rate (if secondar y dilution is used);
(d) Secondar y dilution air temperature (if secondar y dilution is used).
4.2.1.2.10. For double dilution systems , the accuracy of the dilut ed exhaust transferred from the dilution tunnel Vep 
defined in paragraph 3.3.2. of Annex B7 in the equation is not measured directly but deter mined by 
differential flow measurement.
The accuracy of the flow meters used for the measurement and control of the double dilut ed exhaust passing 
through the particulate sampli ng filters and for the measurement/control of secondar y dilution air shall be 
sufficient so that the differ ential volume Vep shall meet the accuracy and propor tional sam pling 
requirements specified for sing le dilution.
The requirement that no condensation of the exhaust gas occur in the CVS dilution tunnel, diluted exhaust 
flow rate measurement system, CVS bag collection or analysis system s shall also apply in the case that 
double dilution syste ms are used.
4.2.1.2.11. Each flow meter used in a particulate sampli ng and double dilution system shall be subjected to a linear ity 
verification as required by the instr ument manuf acturer .EN Offi cial Jour nal of the European Union L 423/330 26.11.2021  
Figure A5/12
Particulate sampling system
Figure A5/13
Double dilution particulate sampling system
4.2.1.3. Specific requirements
4.2.1.3.1. Sam ple probeEN Offi cial Jour nal of the European Union 26.11.2021 L 423/331  
4.2.1.3.1.1. The sam ple probe shall deliver the particle size classif ication performa nce specified in paragraph 4.2.1.3.1.4. 
of this annex. It is recommended that this performance be achieved by the use of a shar p-edged , open-ended 
probe facing directly into the direction of flow plus a pre-classif ier (cyclone impact or, etc.). An appropr iate 
sam ple probe, such as that indicated in Figure A5/11, may altern atively be used provi ded it achi eves the 
pre-classification perf ormance specifi ed in paragraph 4.2.1.3.1.4. of this annex.
4.2.1.3.1.2. The sam ple probe shall be installed at least 10 tunnel diameters downstream of the exhaust gas inlet to the 
tunnel and have an internal diamete r of at least 8 mm.
If more than one simultaneous sam ple is drawn from a sing le samp le probe, the flow drawn from that probe 
shall be split into identical sub-f lows to avoid sampling artefacts.
If multiple probes are used, each probe shall be shar p-edged , open-ended and facing directly into the 
direction of flow. Probes shall be equally spaced around the central longitudinal axis of the dilution tunnel, 
with a spacing between probes of at least 5 cm.
4.2.1.3.1.3. The distance from the sam pling tip to the filter mount shall be at least five probe diamete rs, but shall not 
exce ed 2 000 mm.
4.2.1.3.1.4. The pre-classif ier (e.g. cyclone, impact or, etc.) shall be locat ed upstream of the filter holder assembly . The 
pre-classifier 50 per cent cut point particle diameter shall be between 2,5 μm and 10 μm at the volumetr ic 
flow rate selected for sampling PM. The pre-classifier shall allow at least 99 per cent of the mass 
concentration of 1 μm particles entering the pre-classif ier to pass through the exit of the pre-classifier at the 
volumetr ic flow rate selecte d for samp ling PM.
4.2.1.3.2. Particle transfe r tube (PTT)
Any bends in the PTT shall be smooth and have the largest possible radii.
4.2.1.3.3. Secondar y dilution
4.2.1.3.3.1. As an option, the sample extracted from the CVS for the purpose of PM measurement may be dilut ed at a 
second stage, subject to the followi ng requirements:
4.2.1.3.3.1.1. Secondar y dilution air shall be filtered through a medium capable of reducing particles in the most 
penetrating particle size of the filter mater ial by ≥ 99,95 per cent, or through a HEP A filter of at least 
Class H13 of EN 1822:2009. The dilution air may optionally be charcoal-scr ubbed before being passed to 
the HEP A filter. It is recommended that an additional coarse particle filter be situated before the HEP A filter 
and after the charcoal scrubber , if used.
4.2.1.3.3.1.2. The secondar y dilution air should be injected into the PTT as close to the outlet of the diluted exhaust from 
the dilution tunnel as possible.
4.2.1.3.3.1.3. The residence time from the point of secondar y dilut ed air injection to the filter face shall be at least 
0,25 seconds, but no long er than 5 seconds.
4.2.1.3.3.1.4. If the double dilut ed sample is retur ned to the CVS , the location of the sample retur n shall be select ed so that 
it does not interfere with the extraction of other samples from the CVS .
4.2.1.3.4. Sam ple pump and flow meter
4.2.1.3.4.1. The sample gas flow measurement unit shall consist of pumps, gas flow regulator s and flow measur ing 
units.
4.2.1.3.4.2. The temperature of the gas flow in the flow meter may not fluctuate by more than ± 3 °C excep t:
(a) When the sampling flow meter has real time monitori ng and flow control operating at a frequency of 
1 Hz or faster;
(b) Dur ing regeneration tests on vehicles equipped with periodically rege nerating after-treatment devices.EN Offi cial Jour nal of the European Union L 423/332 26.11.2021  
Should the volume of flow chang e unaccep tably as a result of excessive filter loading, the test shall be 
invalidated. When it is repeated , the flow rate shall be decreased.
4.2.1.3.5. Filter and filter holder
4.2.1.3.5.1. A valve shall be locat ed down stream of the filter in the direction of flow. The valve shall open and close 
within 1 second of the start and end of test.
4.2.1.3.5.2. For a given test, the gas filter face velocity shall be set to an initial value within the rang e 20 cm/s to 
105 cm/s and shall be set at the start of the test so that 105 cm/s will not be exceed ed when the dilution 
syste m is being operated with sampling flow propor tional to CVS flow rate.
4.2.1.3.5.3. Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters shall be used.
All filter types shall have a 0,3 μm DOP (di-octylphthalat e) or PAO (poly-alpha-olefin ) CS 68649-12-7 or CS 
68037-01-4 collection efficiency of at least 99 per cent at a gas filter face velocity of 5,33 cm/s measured 
according to one of the followi ng standards:
(a) U.S.A. Depar tment of Defense Test Method Standard, MIL -STD-282 method 102.8: DOP -Smoke 
Penetration of Aerosol-Filter Element ;
(b) U.S.A. Depar tment of Defense Test Method Standard, MIL -STD-282 method 502.1.1: DOP -Smoke 
Penetration of Gas-Mask Caniste rs;
(c) Institute of Envi ronmental Sciences and Techn ology , IEST -RP-CC021: Testing HEP A and ULP A Filte r 
Media.
4.2.1.3.5.4. The filter holder assembly shall be of a design that provid es an even flow distr ibution across the filter stain 
area. The filter shall be round and have a stain area of at least 1 075 mm2.
4.2.2. Weighing chamber (or room) and analytical balance specifications
4.2.2.1. Weighing chamber (or room) conditions
(a) The temperature of the weighing chamber (or room) in which the particulate sam pling filters are 
conditioned and weighed shall be maintained to within 22 °C ± 2 °C (22 °C ± 1 °C if possible) during all 
filter conditioning and weighing;
(b) Humidity shall be maintained at a dew point of less than 10,5 °C and a relative humidity of 45 per cent 
± 8 per cent ;
(c) Limit ed deviations from weighing chamber (or room) temperature and humidity specifi cations shall be 
permitted provid ed their total duration does not exceed 30 minutes in any one filter conditioning 
period;
(d) The levels of ambient contaminants in the weighing chamber (or room) environment that would settle 
on the particulat e sam pling filters during their stabilisation shall be minimised;
(e) Dur ing the weighing operation no deviations from the specified conditions are permitted .
4.2.2.2. Linear response of an analytical balance
The analytical balance used to determine the filter weight shall meet the linear ity verification criteria of 
Table A5/1 applying a linear regression. This implies a precision of at least ± 2 μg and a resolution of at 
least 1 μg (1 digit = 1 μg). At least 4 equally-spaced reference weights shall be tested. The zero value shall be 
within ± 1 μg.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/333  
Table A5/1
Analytical balance verification criter ia 
Measurement system Intercep t a0 Slope a1Standard error of 
estimat e ( SEE)Coeffic ient of 
deter mination r2
Particulat e balance ≤ 1 μg 0,99 – 1,01 ≤ 1 per cent max ≥ 0,998
4.2.2.3. Elimination of static electr icity effects
The effects of static electr icity shall be nullifie d. This may be achi eved by grounding the balance through 
placement upon an antistatic mat and neutralization of the particulate sampling filters prior to weighing 
using a polonium neutraliser or a device of similar effect. Alte rnatively , nullifica tion of static effects may be 
achi eved through equalization of the static charg e.
4.2.2.4. Buo yancy correction
The sample and reference filter weights shall be corrected for their buo yancy in air. The buo yancy correction 
is a function of sampling filter density , air density and the density of the balance calibration weight, and does 
not account for the buo yancy of the particulat e matt er itself.
If the density of the filter mat erial is not known, the following densities shall be used:
(a) PTFE coated glass fibre filter: 2 300 kg/m3;
(b) PTFE membrane filter: 2 144 kg/m3;
(c) PTFE membrane filter with polymethy lpentene suppor t ring: 920 kg/m3.
For stainless steel calibration weights, a density of 8 000 kg/m3 shall be used. If the mate rial of the 
calibration weight is diffe rent, its density shall be known and be used. International Recommendation OIML 
R 111-1 Edition 2004(E) (or equivalent) from International Org anization of Legal Metrology on calibration 
weights should be followed.
The followi ng equation shall be used:
Pef¼Peuncorr ×1 – ρa
ρw
1 – ρa
ρf0
B@1
CA
where:
Pef is the correcte d particulate sample mass, mg;
Peuncor r is the uncor rected particulat e sample mass, mg;
ρa is the density of the air, kg/m3;
ρw is the density of balance calibration weight, kg/m3;
ρf is the density of the particulat e sampling filter, kg/m3.
The density of the air ρashall be calculated using the followi ng equation:
ρa¼pb×M mix
R×T a
pb is the total atmospher ic pressure, kPa;
Ta is the air temperature in the balance environment, Kelvin (K);
Mmix is the molar mass of air in a balanced environment, 28,836 g mol–1;
R is the molar gas constant, 8,3144 J mol–1 K–1.EN Offi cial Jour nal of the European Union L 423/334 26.11.2021  
4.3. PN measurement equipment (if PN measurement is required)
4.3.1. Specification
4.3.1.1. Syste m overview
4.3.1.1.1. The particle sampli ng system shall consist of a probe or sampli ng point extracting a sample from a 
homog enously mixe d flow in a dilution system , a volatile particle remover (VPR) upstream of a particle 
number count er (PNC) and suitable transfer tubing. See Figure A5/14.
4.3.1.1.2. It is recommended that a particle size pre-classif ier (PCF) (e.g. cyclone, impactor , etc.) be locat ed prior to the 
inlet of the VPR. The PCF 50 per cent cut point particle diamet er shall be between 2,5 μm and 10 μm at the 
volumetr ic flow rate select ed for particle sam pling. The PCF shall allow at least 99 per cent of the mass 
concentration of 1 μm particles entering the PCF to pass through the exit of the PCF at the volumet ric flow 
rate select ed for particle sampling.
A sample probe acting as an appropr iate size-classificat ion device, such as that shown in Figure A5/11, is an 
accept able alternative to the use of a PCF.
4.3.1.2. General requirements
4.3.1.2.1. The particle sam pling point shall be locat ed within a dilution system. In the case that a double dilution 
syste m is used, the particle sampli ng point shall be locat ed within the primar y dilution system .
4.3.1.2.1.1. The sampling probe tip or PSP, and the PTT , together compris e the particle transfer system (PTS). The PTS 
conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet the following 
conditions:
(a) The sampling probe shall be installed at least 10 tunnel diamet ers down stream of the exhaust gas inlet, 
facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel;
(b) The sampling probe shall be upstream of any conditioning device (e.g. heat exchanger);
(c) The sampli ng probe shall be positioned within the dilution tunnel so that the sample is taken from a 
homog eneous diluent/exhaust mixture.
4.3.1.2.1.2. Sam ple gas drawn through the PTS shall meet the followi ng conditions:
(a) In the case that a full flow exhaust dilution system , is used it shall have a flow Reynolds number Re 
lower than 1 700 ;
(b) In the case that a double dilution system is used, it shall have a flow Reynolds number Re lower than 
1 700 in the PTT i.e. downs tream of the sampling probe or point ;
(c) Shall have a residence time ≤ 3 seconds.
4.3.1.2.1.3. Any other sam pling conf iguration for the PTS for whic h equivalent particle penetration at 30 nm can be 
demonstrate d shall be considered acceptable.
4.3.1.2.1.4. The outlet tube (OT), conducting the diluted sample from the VPR to the inlet of the PNC, shall have the 
following proper ties:
(a) An intern al diameter ≥ 4 mm;
(b) A sample gas flow residence time of ≤ 0,8 seconds.
4.3.1.2.1.5. Any other sampli ng conf iguration for the OT for which equivalent particle penetration at 30 nm can be 
demonstrate d shall be considered acceptable.
4.3.1.2.2. The VPR shall include devices for sample dilution and for volatile particle removal.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/335  
4.3.1.2.3. All parts of the dilution system and the sam pling syste m from the exhaust pipe up to the PNC, whic h are in 
contact with raw and dilut ed exhaust gas, shall be designed to minimize deposition of the particles. All parts 
shall be made of electr ically conductive mate rials that do not react with exhaust gas compo nents, and shall 
be electr ically grounded to prevent electrostatic effects.
4.3.1.2.4. The particle sampli ng system shall incor porate good aerosol sampli ng practice that includes the avoidance 
of shar p bends and abrupt chang es in cross-section, the use of smooth internal surfaces and the 
minimization of the length of the sampling line. Gradual changes in the cross-section are permitted.
4.3.1.3. Specific requirements
4.3.1.3.1. The particle sam ple shall not pass through a pump before passing through the PNC.
4.3.1.3.2. A sam ple pre-classif ier is recommended.
4.3.1.3.3. The sample preconditioning unit shall:
(a) Be capable of diluting the sample in one or more stages to achieve a particle number concentration 
below the upper threshold of the sing le particle count mode of the PNC and a gas temperature below 
35 °C at the inlet to the PNC;
(b) Include an initial heate d dilution stage that outputs a sam ple at a temperature of ≥ 150 °C and ≤ 350 °C 
± 10 °C, and dilut es by a factor of at least 10;
(c) Control heated stages to constant nominal operating temperatures, within the rang e ≥ 150 °C and 
≤ 400 °C ± 10 °C;
(d) Prov ide an indication of whether or not heate d stages are at their correct operating temperatures;
(e) Be designed to achieve a solid particle penetration efficiency of at least 70 per cent for particles of 
100 nm electr ical mobility diamet er;
(f) Achieve a particle concentration reduction factor frðdiÞfor particles of 30 nm and 50 nm electr ical 
mobility diameters that is no more than 30 per cent and 20 per cent respectively higher , and no more 
than 5 per cent lower than that for particles of 100 nm electr ical mobility diamete r for the VPR as a 
whole;
The particle concentration reduction factor at each particle size frðdiÞshall be calculated using the 
follo wing equation:
frðdiÞ¼NinðdiÞ
NoutðdiÞ
where:
NinðdiÞ is the upstream particle number concentration for particles of diamete r di;
NoutðdiÞ is the down stream particle number concentration for particles of diameter di;
di is the particle electr ical mobility diameter (30, 50 or 100 nm).
NinðdiÞand NoutðdiÞ shall be corrected to the same conditions.
The arithmetic averag e particle concentration reduction factor at a given dilution setting fr¯shall be 
calculat ed using the followi ng equation:
fr¯¼frð30nmÞþf rð50nmÞþf rð100nmÞ
3
It is recommended that the VPR is calibrated and validate d as a complet e unit ;
(g) Be designed according to good engineer ing practice to ensure particle concentration reduction factors 
are stable across a test;EN Offi cial Jour nal of the European Union L 423/336 26.11.2021  
(h) Also achieve more than 99,0 per cent vapor ization of 30 nm tetracontane (CH3(CH 2)38CH 3) particles, 
with an inlet concentration of ≥ 10 000 per cm3, by means of heating and reduction of partial pressures 
of the tetracontane.
4.3.1.3.4. The PNC shall:
(a) Operate under full flow operating conditions;
(b) Have a counting accuracy of ± 10 per cent across the range 1 per cm3 to the upper threshold of the 
sing le particle count mode of the PNC against a suitable traceable standard. At concentrations below 
100 per cm3, measurements averaged over exte nded sampli ng periods may be required to demonstrate 
the accuracy of the PNC with a high degree of statistical conf idence;
(c) Have a resolution of at least 0,1 particles per cm3 at concentrations below 100 per cm3;
(d) Have a linear response to particle number concentrations over the full measurement range in sing le 
particle count mode;
(e) Have a data repor ting frequency equal to or greater than a frequency of 0,5 Hz;
(f) Have a t90 response time over the measured concentration range of less than 5 seconds;
(g) Incor porate a coincidence correction function up to a maximum 10 per cent correction, and may make 
use of an internal calibration factor as determined in paragraph 5.7.1.3. of this annex but shall not mak e 
use of any other algor ithm to correct for or define the counting effic iency ;
(h) Have counting efficiencies at the differ ent particle sizes as specifi ed in Table A5/2.
Table A5/2
PNC counting efficiency 
Particle size electr ical mobility diameter (nm) PNC counting effic iency (per cent)
23 ± 1 50 ± 12
41 ± 1 > 90
4.3.1.3.5. If the PNC mak es use of a working liquid, it shall be replaced at the frequency specifi ed by the instr ument 
manuf acturer .
4.3.1.3.6. Where not held at a kno wn constant level at the point at whic h PNC flow rate is controlled, the pressure 
and/or temperature at the PNC inlet shall be measured for the purposes of correcting particle number 
concentration measurements to standard conditions.
4.3.1.3.7. The sum of the residence time of the PTS, VPR and OT plus the t90 response time of the PNC shall be no 
great er than 20 seconds.
4.3.1.4. Recommended system descr iption
The following paragraph contains the recommended practice for measurement of PN. However , systems 
meeting the perf ormance specifi cations in paragraphs 4.3.1.2. and 4.3.1.3. of this annex are acceptab le.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/337  
Figure A5/14
A recommended particle sampling system
4.3.1.4.1. Sam pling system descr iption
4.3.1.4.1.1. The particle sampling system shall consist of a sampling probe tip or particle sampli ng point in the dilution 
syste m, a PTT , a PCF, and a VPR, upstream of the PNC unit.
4.3.1.4.1.2. The VPR shall include devices for sample dilution (par ticle number dilut ers: PND 1 and PND 2) and particle 
evaporation (evaporation tube, ET).
4.3.1.4.1.3. The sampling probe or sampli ng point for the test gas flow shall be arrange d within the dilution tunnel so 
that a representative sample gas flow is taken from a homogene ous diluent/exhaust mixture.
5. CALIBRA TION INTER VALS AND PROCEDURES
5.1. Calibration inter vals
All instr uments in Table A5/3 shall be calibrate d at/af ter major maint enance inter vals.
Table A5/3
Instr ument calibration inter vals 
Instr ument checks Inter val Criterio n
Gas analyser linear ization 
(calibration)Ever y 6 months ± 2 per cent of reading
Mid-span Ever y 6 months ± 2 per cent
CO NDIR:
CO2/H 2O interferenceMonthly –1 to 3 ppm
NO x converter check Monthly > 95 per cent
CH 4 cutter chec k Yearly 98 per cent of ethaneEN Offi cial Jour nal of the European Union L 423/338 26.11.2021  
FID CH 4 response Yearly See paragraph 5.4.3. of this annex.
FID air/fuel flow At major maintenance According to the instr ument 
manuf acturer .
NO/NO 2 NDUV :
H2O, HC interferenceAt major maintenance According to the instr ument 
manuf acturer .
Laser infrared spectromet ers 
(modulat ed high resolution narrow 
band infrared analysers): 
interference checkYearly According to the instr ument 
manuf acturer .
QCL Yearly According to the instr ument 
manuf acturer .
GC methods See paragraph 7.2. of this annex. See paragraph 7.2. of this annex.
LC methods Yearly According to the instr ument 
manuf acturer .
Photoacou stics Yearly According to the instr ument 
manuf acturer .
FTIR: linear ity verification Within 370 days before testing See paragraph 7.1. of this annex.
Microgram balance linear ity Yearly See paragraph 4.2.2.2. of this 
annex.
PNC (par ticle number count er) (if 
applicable)See paragraph 5.7.1.1. of this 
annexSee paragraph 5.7.1.3. of this 
annex.
VPR (volatile particle remo ver) See paragraph 5.7.2.1. of this 
annex.See paragraph 5.7.2. of this annex.
Table A5/4
Const ant volume sampler (CVS ) calibration inter vals 
CVS Inter val Criterio n
CVS flow After overhaul ± 2 per cent
Temperature sensor Yearly ± 1 °C
Pressure sensor Yearly ± 0,4 kPa
Injection check Weekly ± 2 per cent
Table A5/5
Environmenta l data calibration inter vals 
Climate Inter val Criterio n
Temperature Yearly ± 1 °C
Moisture dew Yearly ± 5 per cent RH
Ambient pressure Yearly ± 0,4 kPa
Cooling fan After overhaul According to paragraph 1.1.1. of 
this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/339  
5.2. Analyser calibration procedures
5.2.1. Each analyser shall be calibrated as specifi ed by the instr ument manufacturer or at least as often as specifi ed 
in Table A5/3.
5.2.2. Each normally used operating rang e shall be linear ized by the following procedure:
5.2.2.1. The analyser linear ization curve shall be established by at least five calibration points spaced as unif ormly as 
possible. The nominal concentration of the calibration gas of the highest concentration shall be not less than 
80 per cent of the full scale.
5.2.2.2. The calibration gas concentration required may be obtained by means of a gas divider , diluting with purified 
N2 or with purified synthetic air.
5.2.2.3. The linear ization curve shall be calculated by the least squares method. If the resulting polynomial degree is 
great er than 3, the number of calibration points shall be at least equal to this polynomial degree plus 2.
5.2.2.4. The linear ization curve shall not diffe r by more than ± 2 per cent from the nominal value of each calibration 
gas.
5.2.2.5. From the trace of the linear ization curve and the linear ization points it is possible to verify that the 
calibration has been carried out correctly . The differ ent charact eristic parameter s of the analyser shall be 
indicate d, particularly:
(a) Analyser and gas compo nent ;
(b) Range ;
(c) Date of linear isation.
5.2.2.6. If the responsible author ity is satisfi ed that alternative technologies (e.g. comput er, electronically controlled 
rang e switc h, etc.) give equivalent accuracy , these alternatives may be used.
5.3. Analyser zero and calibration verification procedure
5.3.1. Each normally used operating rang e shall be check ed prior to each analysis in accordance with 
paragraphs 5.3.1.1. and 5.3.1.2. of this annex
5.3.1.1. The calibration shall be check ed by use of a zero gas and by use of a calibration gas according to 
paragraph 2.14.2.3. of Annex B6.
5.3.1.2. After testing, zero gas and the same calibration gas shall be used for re-chec king according to 
paragraph 2.14.2.4. of Annex B6.
5.4. FID hydrocarbon response chec k procedure
5.4.1. Detector response optimization
The FID shall be adjusted as specified by the instr ument manufa cturer . Propane in air shall be used on the 
most common operating rang e.
5.4.2. Calibration of the HC analyser
5.4.2.1. The analyser shall be calibrated using propane in air and purified synthetic air.
5.4.2.2. A calibration curve as descr ibed in paragraph 5.2.2. of this annex shall be established.
5.4.3. Response factors of different hydrocarbons and recommended limitsEN Offi cial Jour nal of the European Union L 423/340 26.11.2021  
5.4.3.1. The response factor, Rf, for a particular hydrocarbon compo und is the ratio of the FID C1 reading to the gas 
cylinder concentration, expressed as ppm C1.
The concentration of the test gas shall be at a level to give a response of appro ximat ely 80 per cent of full- 
scale deflection for the operating range. The concentration shall be known to an accuracy of ± 2 per cent in 
reference to a gravimetr ic standard expressed in volume. In addition, the gas cylinder shall be preconditioned 
for 24 hours at a temperature between 20 and 30 °C.
5.4.3.2. The methane factor RfCH4 shall be measured and deter mined when introducing an analyser into service, and 
yearly thereaf ter or after major maint enance inter vals, whic hever comes first.
The prop ylene response factor RfC3H6 and the toluene response factor RfC7H8 shall be measured when 
introducing an analyser into service. It is recommended that they be measured at or after major 
maint enance which might possibly affect the response factors.
The test gases to be used and the recommended response factors are:
Methane and purified air: 0,95 <RfCH4<1,15
or 1,00 < Rf < 1,05 for NG/biomethane fuelled vehicles
Prop ylene and purified air: 0,85 <RfC3H6 <1,10
Toluene and purified air: 0,85 <RfC7H8 <1,10
The factors are relative to an Rf of 1,00 for propane and purified air.
5.5. NO x converter efficiency test procedure
5.5.1. Using the test set up as shown in Figure A5/15 and the procedure descr ibed below , the efficiency of 
converters for the conversion of NO 2 into NO shall be tested by means of an ozonator as follows:
5.5.1.1. The analyser shall be calibrated in the most common operating rang e followi ng the manufacturer's 
specifications using zero and calibration gas (the NO cont ent of whic h shall amount to appro ximately 80 
per cent of the operating rang e and the NO 2 concentration of the gas mixture shall be less than 5 per cent 
of the NO concentration). The NO x analyser shall be in the NO mode so that the calibration gas does not 
pass through the conver ter. The indicate d concentration shall be recorded.
5.5.1.2. Via a T-fitting, oxygen or synthetic air shall be added continuously to the calibration gas flow until the 
concentration indicated is appro ximately 10 per cent less than the indicated calibration concentration given 
in paragraph 5.5.1.1. of this annex. The indicated concentration (c) shall be recorded. The ozonator shall be 
kept deactivated throughout this process.
5.5.1.3. The ozonat or shall now be activat ed to generate enough ozone to bring the NO concentration down to 20 
per cent (minimum 10 per cent) of the calibration concentration given in paragraph 5.5.1.1. of this annex. 
The indicated concentration (d) shall be recorded.
5.5.1.4. The NO x analyser shall be subsequently switc hed to the NO x mode, whereby the gas mixture (consisting of 
NO, NO 2, O2 and N2) now passes through the converter. The indicated concentration (a) shall be recorded.
5.5.1.5. The ozonator shall now be deactivated. The mixture of gases descr ibed in paragraph 5.5.1.2. of this annex 
shall pass through the conver ter into the detect or. The indicated concentration (b) shall be recorded.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/341  
Figure A5/15
NO x conv erter efficiency test conf iguration
5.5.1.6. With the ozonat or deactivated, the flow of oxygen or synthetic air shall be shut off. The NO 2 reading of the 
analyser shall then be no more than 5 per cent above the figure given in paragraph 5.5.1.1. of this annex.
5.5.1.7. The per cent efficiency of the NO x conver ter shall be calculated using the concentrations a, b, c and d 
determined in paragraphs 5.5.1.2. to 5.5.1.5. inclusive of this annex using the following equation:
Efficiency ¼ 1þa – b
c – d��
×100
The efficiency of the conver ter shall not be less than 95 per cent. The efficiency of the conver ter shall be 
tested in the frequency defined in Table A5/3.
5.6. Calibration of the microgram balance
The calibration of the microgram balance used for particulat e sampling filter weighing shall be traceable to a 
national or intern ational standard. The balance shall compl y with the linear ity requirements given in 
paragraph 4.2.2.2. of this annex. The linear ity verification shall be performe d at least ever y 12 months or 
whenever a system repair or change is made that could influence the calibration.
5.7. Calibration and validation of the particle sampli ng system (if PN measurement is required)
Example s of calibration/validation methods are available at: http://www .unece.org/trans/main/wp29/ 
wp29wgs/wp29gr pe/pm pFCP .html
5.7.1. Calibration of the PNC
5.7.1.1. The responsible author ity shall ensure the existence of a calibration certificate for the PNC demonstrating 
compl iance with a traceable standard within a 13-month period prior to the emissions test. Between 
calibrations either the counting efficiency of the PNC shall be monitored for deterioration or the PNC wick 
shall be routinely chang ed ever y 6 months. See Figures A5/16 and A5/17. PNC counting efficiency may be 
monit ored against a reference PNC or against at least two other measurement PNCs. If the PNC repor ts 
particle number concentrations within ± 10 per cent of the arithmetic average of the concentrations from 
the referen ce PNC, or a group of two or more PNCs, the PNC shall subsequently be considered stable, 
other wise mainte nance of the PNC is required. Where the PNC is monitored against two or more other 
measurement PNCs, it is permitted to use a reference vehicle running sequentially in differ ent test cells each 
with its own PNC.EN Offi cial Jour nal of the European Union L 423/342 26.11.2021  
Figure A5/16
Nominal PNC annual sequence
Figure A5/17
Extended PNC annual sequence (in the case that a full PNC calibration is delay ed)
5.7.1.2. The PNC shall also be recalibrat ed and a new calibration certificate issued following any major maintenance.
5.7.1.3. Calibration shall be traceable to a national or internatio nal standard calibration method by compar ing the 
response of the PNC under calibration with that of:
(a) A calibrated aerosol electrometer when simultaneously sampli ng electrostatically classif ied calibration 
particles; or
(b) A second PNC that has been directly calibrated by the method descr ibed above.
5.7.1.3.1. For the requirements of paragraph 5.7.1.3.(a), calibration shall be under taken using at least six standard 
concentrations spaced as unif ormly as possible across the PNC’s measurement range.
5.7.1.3.2. For the requirements of paragraph 5.7.1.3.(b), calibration shall be under taken using at least six standard 
concentrations across the PNC’s measurement rang e. At least 3 points shall be at concentrations below 
1 000 per cm3, the remaining concentrations shall be linearly spaced between 1 000 per cm3 and the 
maximum of the PNC’s range in sing le particle count mode.
5.7.1.3.3. For the requirements of paragraphs 5.7.1.3.(a) and 5.7.1.3.(b), the selected points shall include a nominal 
zero concentration point produced by attac hing HEP A filters of at least Class H13 of EN 1822:2008, or 
equivalent performa nce, to the inlet of each instr ument. With no calibration factor applied to the PNC 
under calibration, measured concentrations shall be within ± 10 per cent of the standard concentration for 
each concentration, with the excep tion of the zero point, other wise the PNC under calibration shall be 
reject ed. The gradient from a linear least squares regression of the two data sets shall be calculat ed and 
recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC under 
calibration. Linear ity of response is calculated as the square of the Pearson product moment correlation 
coefficient (r) of the two data sets and shall be equal to or great er than 0,97. In calculating both the gradient 
and r2, the linear regression shall be forced through the origin (zero concentration on both instr uments).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/343  
5.7.1.4. Calibration shall also include a check, according to the requirements of paragraph 4.3.1.3.4.(h) of this annex, 
on the PNC’s detection efficiency with particles of 23 nm electr ical mobility diamete r. A check of the 
counting efficiency with 41 nm particles is not required.
5.7.2. Calibration/validation of the VPR
5.7.2.1. Calibration of the VPR’s particle concentration reduction factors across its full rang e of dilution settings, at 
the instr ument ’s fixed nominal operating temperatures, shall be required when the unit is new and 
following any major maintenanc e. The periodic validation requirement for the VPR’s particle concentration 
reduction factor is limite d to a check at a sing le setting, typical of that used for measurement on particulate 
filter -equipped vehicles. The responsible author ity shall ensure the existen ce of a calibration or validation 
certificate for the VPR within a 6-month period prior to the emissions test. If the VPR incor porates 
temperature monitor ing alarms, a 13-month validation inter val is permitted .
It is recommended that the VPR is calibrated and validat ed as a compl ete unit.
The VPR shall be charact erised for particle concentration reduction factor with solid particles of 30, 50 
and 100 nm electr ical mobility diameter . Particle concentration reduction factors frðdÞ for particles of 
30 nm and 50 nm electr ical mobility diameters shall be no more than 30 per cent and 20 per cent higher 
respectively , and no more than 5 per cent lower than that for particles of 100 nm electr ical mobility 
diamet er. For the purposes of validation, the arithmetic average of the particle concentration reduction 
factor shall be within ± 10 per cent of the arithmetic average particle concentration reduction factor fr¯
determined during the primar y calibration of the VPR.
5.7.2.2. The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electr ical mobility 
diamet er and a minimum concentration of 5 000 particles per cm3 at the VPR inlet. As an option, a 
polydisperse aerosol with an electr ical mobility median diamet er of 50 nm may be used for validation. The 
test aerosol shall be ther mally stable at the VPR operating temperatures. Particle number concentrations 
shall be measured upstream and down stream of the components.
The particle concentration reduction factor for each monodisperse particle size, frðdiÞ, shall be calculat ed 
using the follo wing equation:
frðdiÞ¼NinðdiÞ
NoutðdiÞ
where:
NinðdiÞ is the upstream particle number concentration for particles of diamete r di;
NoutðdiÞ is the down stream particle number concentration for particles of diameter di;
di is the particle electr ical mobility diameter (30, 50 or 100 nm).
NinðdiÞand NoutðdiÞ shall be corrected to the same conditions.
The arithmetic average particle concentration reduction factor fr¯at a given dilution setting shall be 
calculat ed using the followi ng equation:
fr¯¼frð30nmÞþf rð50nmÞþf rð100nmÞ
3
Where a polydisperse 50 nm aerosol is used for validation, the arithmetic averag e particle concentration 
reduction factor fv¯at the dilution setting used for validation shall be calculated using the follo wing equation:
fv¯¼Nin
NoutEN Offi cial Jour nal of the European Union L 423/344 26.11.2021  
where:
Nin is the upstream particle number concentration;
Nout is the down stream particle number concentration.
5.7.2.3. The VPR shall demonstrate greater than 99,0 per cent remo val of tetracontane (CH 3(CH2)38CH 3) particles of 
at least 30 nm electr ical mobility diamete r with an inlet concentration ≥ 10 000 per cm3 when operat ed at 
its minimum dilution setting and manuf acturer's recommended operating temperature.
5.7.3. PN measurement system check procedures
On a monthly basis, the flow into the PNC shall have a measured value within 5 per cent of the PNC 
nominal flow rate when check ed with a calibrated flow meter.
5.8. Accuracy of the mixing device
In the case that a gas divider is used to perf orm the calibrations as defined in paragraph 5.2. of this annex, 
the accuracy of the mixing device shall be such that the concentrations of the dilut ed calibration gases may 
be determi ned to within ± 2 per cent. A calibration curve shall be verified by a mid-span chec k as descr ibed 
in paragraph 5.3. of this annex. A calibration gas with a concentration below 50 per cent of the analyser 
rang e shall be within 2 per cent of its certified concentration.
6. REFERENCE GASES
For Level 1B only:
In the case that gases within the following tolerance of the stated value are not available in the Japan 
Calibration Service Syste m (JCSS), a gas with a wider , but most tight, tolerance available in the JCSS may be 
used.
6.1. Pure gases
6.1.1. All values in ppm mean volume-ppm (vpm)
6.1.2. The followi ng pure gases shall be available, if necessar y, for calibration and operation:
6.1.2.1. Nitrog en:
Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO 2, ≤ 0,1 ppm NO, ≤ 0,1 ppm N2O, ≤0,1 ppm NH 3.
6.1.2.2. Synthetic air:
Purity: ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO 2, ≤ 0,1 ppm NO, ≤ 0,1 ppm NO 2; oxygen cont ent between 
18 and 21 per cent volume .
6.1.2.3. Oxyge n:
Purity: > 99,5 per cent vol. O2.
6.1.2.4. Hydrog en (and mixture containing helium or nitrogen ):
Purity: ≤ 1 ppm C1, ≤ 400 ppm CO 2; hydrogen content between 39 and 41 per cent volume.
6.1.2.5. Carbon mono xide:
Minimum purity 99,5 per cent.
6.1.2.6. Propane:
Minimum purity 99,5 per cent.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/345  
6.2. Calibration gases
The true concentration of a calibration gas shall be within ± 1 per cent of the stated value or as given below , 
and shall be traceable to national or international standards.
Mixtures of gases having the followi ng compo sitions shall be available with bulk gas specifi cations according 
to paragraphs 6.1.2.1. or 6.1.2.2. of this annex:
(a) C3H8 in synthetic air (see paragraph 6.1.2.2. of this annex);
(b) CO in nitroge n;
(c) CO2 in nitrogen;
(d) CH 4 in synthetic air;
(e) NO in nitrogen (the amount of NO 2 contained in this calibration gas shall not exceed 5 per cent of the 
NO cont ent).EN Offi cial Jour nal of the European Union L 423/346 26.11.2021  
ANNEX B6 
Type 1 test procedures and test conditions 
1. DESCRIPTION OF TESTS
1.1. The Type 1 test is used to verify the emissions of gaseous compo unds, particulate matte r, particle number (if 
PN measurement is required), CO 2 mass emission, fuel consump tion, electr ic energy consump tion and 
electr ic rang es over the applicable WLTP test cycle and OBFCM accuracy (where applicable).
1.1.1. The tests shall be carried out according to the method descr ibed in paragraph 2. of this annex or paragraph 3. 
of Annex B8 for pure electr ic, hybrid electr ic and compre ssed hydrogen fuel cell hybrid vehicles. Exhaust 
gases, particulate matt er and particle number (if PN measurement is required) shall be sampled and analysed 
by the prescr ibed methods.
1.1.2. When the reference fuel to be used is LPG or NG/biomethane, the follo wing provisions shall apply 
additionally .
1.1.2.1. Exhaust emissions approval of a parent vehicle
1.1.2.1.1. The parent vehicle should demonstrate its capability to adapt to any fuel compo sition that may occur across 
the mark et. In the case of LPG there are variations in C3/C4 compo sition. In the case of NG/biomethane there 
are generally two types of fuel, high calor ific fuel (H-gas) and low calor ific fuel (Lgas), but with a signif icant 
spread within both range s; they differ signif icantly in Wobbe index. These variations are reflected in the 
reference fuels.
1.1.2.1.2. In the case of vehicles fuelled by LPG, NG/biomethane, the parent vehicle(s) shall be tested in the Type 1 test on 
the two extreme referen ce fuels of Annex B3. In the case of NG/biomethane, if the transition from one fuel to 
another is in practice aided through the use of a switch , this switc h shall not be used during type appro val. In 
such a case on the manuf acturer's request and with the agreement of the approval author ity the pre- 
conditioning cycle referred in paragraph 2.6. of this annex may be extended.
1.1.2.1.3. The vehicle is considered to conf orm if, under the tests and referen ce fuels mentioned in paragraph 1.1.2.1.2. 
of this annex, the vehicle compl ies with the emission limits.
1.1.2.1.4. In the case of vehicles fuelled by LPG or NG/biomethane, the ratio of emission results "r" shall be deter mined 
for each pollutant as follows:
Type(s) of fuel Reference fuels Calculation of "r"
LPG and petrol or LPG only Fuel Ar¼B
AFuel B
NG/biomethane and petrol or  
NG/biomethane onlyFuel G20r¼G25
G20Fuel G25
1.1.2.2. Exhaust emissions approval of a member of the family:
For the type approval of a mono fuel gas vehicle and bi fuel gas vehicles operating in gas mode, fuelled by LPG 
or NG/Biomethane, as a member of the family , a Type 1 test shall be performe d with one gas reference fuel. 
This referen ce fuel may be either of the gas reference fuels. The vehicle is considered to compl y if the 
following requirements are met:EN Offi cial Jour nal of the European Union 26.11.2021 L 423/347  
1.1.2.2.1. The vehicle complies with the definition of a family member as defined in paragraph 6.3.6.3. of this 
Regulation;
1.1.2.2.2. If the test fuel is reference fuel A for LPG or G20 for NG/biomethane, the emission result shall be multiplied by 
the relevant factor "r" calculat ed in paragraph 1.1.2.1.4. of this annex if r > 1; if r < 1, no correction is needed;
1.1.2.2.3. If the test fuel is referen ce fuel B for LPG or G25 for NG/biomethane, the emission result shall be divided by the 
relevant factor "r" calculat ed in paragraph 1.1.2.1.4. of this annex if r < 1; if r > 1, no correction is needed;
1.1.2.2.4. On the manufacturer's request, the Type 1 test may be performe d on both reference fuels, so that no 
correction is needed;
1.1.2.2.5. The vehicle shall compl y with the emission limits valid for the relevant categor y for both measured and 
calculat ed emissions;
1.1.2.2.6. If repeated tests are made on the same engine the results on reference fuel G20, or A, and those on reference 
fuel G25, or B, shall first be averaged; the "r" factor shall then be calculat ed from these averaged results;
1.1.2.2.7. Without prejudice to paragraph 2.6.4.1.2. of this annex, during the Type 1 test it is permissible to use petrol 
only or simultaneously with gas when operating in gas mode provid ed that the energy consum ption of gas is 
higher than 80 per cent of the total amount of energy consumed during the test. This percentage shall be 
calculat ed in accordance with the method set out in Appendix 3 to this annex.
1.2. The number of tests shall be determined according to the flowchart in Figure A6/1. The limit value is the 
maximum allowe d value for the respective criteria emission as specifi ed in Table 1 of this Regulation.
1.2.1. The flowchart in Figure A6/1 shall be applicable only to the whole applicable WLTP test cycle and not to sing le 
phases.
1.2.2. The test results shall be the values after the applicable adjustments specif ied in the post-processing tables in 
Annex B7 and Annex B8 are applied.
1.2.3. Determination of total cycle values
1.2.3.1. If during any of the tests a criteria emissions limit is exceed ed, the vehicle shall be reject ed.
1.2.3.2. Depending on the vehicle type, the manufacturer shall declare as applicable the total cycle values of the CO 2 
mass emission, the electr ic energy consump tion, fuel consump tion, fuel efficiency , as well as PER and AER 
according to Table A6/1.
1.2.3.3. For Level 1A:
The declared value of the electr ic energy consump tion for OVC-HEVs under charge-d epleting operating 
condition shall not be determi ned according to Figure A6/1. It shall be take n as the type appro val value if the 
declared CO2 value is accep ted as the approval value. If that is not the case, the measured value of electr ic 
energy consum ption shall be taken as the type approval value. Evidence of a correlation between declared 
CO2 mass emission and electr ic energy consum ption shall be submitted to the responsible author ity in 
advance, if applicable.EN Offi cial Jour nal of the European Union L 423/348 26.11.2021  
For Level 1B
The declared value of the fuel efficiency for OVC-HEVs under charg e-depleting operating condition shall not 
be determined according to Figure A6/1. It shall be taken as the type approval value if the declared electr ic 
energy consump tion value is accept ed as the appro val value. If that is not the case, the measured value of fuel 
efficiency shall be taken as the type approval value. Evidence of a correlation between declared fuel efficiency 
and electr ic energy consum ption shall be submitted to the responsible author ity in advance, if applicable.
1.2.3.4. If after the first test all criteria in row 1 of the applicable Table A6/2 are fulfilled , all values declared by the 
manuf acturer shall be accept ed as the type approval value. If any one of the criteria in row 1 of the applicable 
Table A6/2 is not fulfilled , a second test shall be perf ormed with the same vehicle.
1.2.3.5. After the second test, the arithmetic averag e results of the two tests shall be calculated. If all criteria in row 2 of 
the applicable Table A6/2 are fulfilled by these arithmetic average results, all values declared by the 
manuf acturer shall be accept ed as the type approval value. If any one of the criteria in row 2 of the applicable 
Table A6/2 is not fulfilled , a third test shall be performe d with the same vehicle.
1.2.3.6. After the third test, the arithmetic average results of the three tests shall be calculat ed. For all parameters whic h 
fulfil the corresponding criterion in row 3 of the applicable Table A6/2, the declared value shall be taken as the 
type appro val value. For any parameter whic h does not fulfil the corresponding criterion in row 3 of the 
applicable Table A6/2, the arithmetic average result shall be taken as the type appro val value.
1.2.3.7. In the case that any one of the criterion of the applicable Table A6/2 is not fulfilled after the first or second 
test, at the request of the manufact urer and with the approval of the responsible author ity, the values may be 
re-declared as higher values for emissions or consum ption, or as lowe r values for electr ic rang es, in order to 
reduce the required number of tests for type approval.
1.2.3.8. Determination of the acceptance values
1.2.3.8.1. For Level 1A only
Additional to the requirement of paragraph 1.2.3.8.2., the following acceptance values for dCO2 1, dCO2 2, and 
dCO2 3 shall be used in relation to the criteria for the number of tests in Table A6/2:
dCO2 1 = 0,990
dCO2 2 = 0,995
dCO2 3 = 1,000
1.2.3.8.2. For Level 1A only:
If the charge depleting Type 1 test for OVC-HEVs consists of two or more applicable WLTP test cycles and the 
dCO2 x value is below 1,0, the dCO2 x value shall be replaced by 1,0.
1.2.3.9. In the case that a test result or an average of test results was taken and confir med as the type approval value, 
this result shall be referred to as the “declared value” for further calculations.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/349  
Table A6/1
Applicable rules for a manufacturer ’s declared values (total cycle values) (a)(as applicable) 
Power trainLevel 1A only
MCO2 (b)
(g/km)Level 1A:
FC
(kg/100 km)Level 1B;
FE (km/l or  
km/kg)Electr ic energy 
consump tion (c)
(Wh/km)All electr ic range / 
Pure Electr ic 
Range (c)
(km)
Vehicles tested 
according to Annex B6 
(pure ICE)MCO2
Paragraph 3. of 
Annex B7.FC
Paragraph 1.4. 
of Annex B7.FE
Paragraph 1.4. 
of Annex B7.- -
NOVC-FCHV -FC CS
Para -
graph -
4.2.1.2.1. of 
Annex B8.
.FECS
Para -
graph -
4.2.1.2.1. of 
Annex B8.- -
OVC-FCHVCD - FC ,CD N/A EC AC,CD AER
CS - FC CS N/A - -
NOVC-HEVMCO2,CS
Para -
graph 4.1.1. of 
Annex B8.-FECS
Para -
graph 4.1.1.1. 
of Annex B8.- -
OVC-HEVCDMCO2,CD
Para -
graph 4.1.2. of 
Annex B8.-FECD
Para -
graph 4.6.1. of 
Annex B8.For Level 1A: EC AC,CD
Paragraph 4.3.1. of 
Annex B8.
For Level 1B: EC
Paragraph 4.6.2. of 
Annex B8AER
Para-
graph 4.4.1.1. of 
Annex B8.
CSMCO2,CS
Para -
graph 4.1.1. of 
Annex B8.-FECS
Para -
graph 4.1.1.1. 
of Annex B8.- -
PEV - - -EC WLTC
Paragraph 4.3.4.2. of 
Annex B8.PER WLTC
Paragraph 4.4.2. 
of Annex B8.
(a)The declared value shall be the value to whic h the necessar y corrections, as applicable, are applied
(b)Rounding to 2 places of decimal according to paragraph 6.1.8. of this Regulation
(c)Rounding to one place of decimal according to paragraph 6.1.8. of this RegulationEN Offi cial Jour nal of the European Union L 423/350 26.11.2021  
Figure A6/1
Flowchar t for the number of Type 1 tests
Table A6/2
Criter ia for number of tests 
For pure ICE vehicles, NOVC-HEVs and OVC-HEVs charge-sust aining Type 1 test. 
Test Judg ement parameter Criteria emission For Level 1a: MCO2 For Level 1B: FE
Row 1 First test First test results ≤ Regulation limit × 
0,9≤ Declared value × 
dCO2 1(b)≥ Declared value × 
1,0
Row 2 Second test Arithmetic average 
of the first and 
second test results≤ Regulation limit × 
1,0 (a)≤ Declared value × 
dCO2 2(b)≥ Declared value × 
1,0
Row 3 Third test Arithmetic average 
of three test results≤ Regulation limit × 
1,0 (a)≤ Declared value × 
dCO2 3(b)≥ Declared value × 
1,0)
(a)Each test result shall fulfil the regulation limit.
(b)dCO2 1, dCO2 2, and dCO2 3 shall be determined according to paragraph 1.2.3.8. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/351  
For OVC-HEVs charg e-depleting Type 1 test.
Test Judg ement parameter Criteria emissionsFor Level 1A: 
MCO2,CDFor Level 1B;
ECFor Level 1A: AER
Row 1 First test First test results ≤ Regulation limit 
× 0,9 (a)≤ Declared 
value × 
dCO2 1(c)≤ Declared 
value ×1,0≥ Declared value 
× 1,0
Row 2 Second test Arithmetic average 
of the first and 
second test results≤ Regulation limit 
× 1,0 (b)≤ Declared 
value × 
dCO2 2(c)≤ Declared 
value ×1,0≥ Declared value 
× 1,0
Row 3 Third test Arithmetic average 
of three test results≤ Regulation limit 
× 1,0 (b)≤ Declared 
value × 
dCO2 3(c)≤ Declared 
value ×1,0≥ Declared value 
× 1,0
(a)"0,9" shall be replaced by “1,0” for charg e-depleting Type 1 test for OVC-HEVs, only if the charg e-depleting test contains two or more 
applicable WLTC cycles.
(b)Each test result shall fulfil the regulation limit.
(c)dCO2 1, dCO2 2, and dCO2 3 shall be determined according to paragraph 1.2.3.8. of this annex.
For PEVs
Test Judg ement parameterElectr ic energy 
consump tionPER
Row 1 First test First test results ≤ Declared value × 1,0 ≥ Declared value × 1,0
Row 2 Second test Arithmetic average of the 
first and second test results≤ Declared value × 1,0 ≥ Declared value × 1,0
Row 3 Third test Arithmetic average of three 
test results≤ Declared value × 1,0 ≥ Declared value × 1,0
For Level 1A only
For OVC-FCHVs charge-d epleting Type 1 test.
Test Judg ement parameter FC,CD EC AC,CD AER
Row 1 First test First test results ≤ Declared value × 
1,0≤ Declared value × 
1,0≥ Declared value × 
1,0
Row 2 Second test Arithmetic average 
of the first and 
second test results≤ Declared value 
×1,0≤ Declared value × 
1,0≥ Declared value × 
1,0
Row 3 Third test Arithmetic average 
of three test results≤ Declared value × 
1,0≤ Declared value × 
1,0≥ Declared value × 
1,0
For NOVC-FCHVs and OVC-FC HVs in CS condition (as applicable)
Test Judg ement parameter For Level 1A: FC CS For Level 1B: FECS
Row 1 First test First test results ≤ Declared value × 1,0 ≥ Declared value × 1,0EN Offi cial Jour nal of the European Union L 423/352 26.11.2021  
Row 2 Second test Arithmetic average of the 
first and second test results≤ Declared value × 1,0 ≥ Declared value × 1,0
Row 3 Third test Arithmetic average of three 
test results≤ Declared value × 1,0 ≥ Declared value × 1,0
1.2.4. Determination of phase-specific values
1.2.4.1. Phase-specific value for CO 2
1.2.4.1.1. After the total cycle declared value of the CO 2 mass emission is accept ed, the arithmetic average of the phase- 
specific values of the test results in g/km shall be multiplied by the adjustment factor CO2_AF to compen sate 
for the differ ence between the declared value and the test results. This corrected value shall be the type 
appro val value for CO 2.
CO2 AF¼Declaredvalue
Phasecombinedvalue
where:
Phasecombinedvalue ¼ðCO2 aveL×D LÞþðCO2 aveM×D MÞþðCO2 aveH×D HÞþðCO2 aveexH×D exHÞ
DLþD MþD HþD exH
where:
CO2 ave Lis the arithmetic average CO 2 mass emission result for the L phase test result(s), g/km;
CO2 aveMis the arithmetic average CO 2 mass emission result for the M phase test result(s), g/km;
CO2 ave His the arithmetic average CO 2 mass emission result for the H phase test result(s), g/km;
CO2 aveexHis the arithmetic average CO 2 mass emission result for the exH phase test result(s), g/km;
DL is theoretical distance of phase L, km;
DM is theoretical distance of phase M, km;
DH is theoretical distance of phase H, km;
DexH is theoretical distance of phase exH, km.
1.2.4.1.2. If the total cycle declared value of the CO2 mass emission is not accept ed, the type approval phase-specif ic CO 2 
mass emission value shall be calculat ed by taking the arithmetic average of the all test results for the respective 
phase.
1.2.4.2. Phase-specific values for fuel consum ption
The fuel consump tion value shall be calculat ed by the phase-specif ic CO2 mass emission using the equations in 
paragraph 1.2.4.1. of this annex and the arithmetic average of the emissions.
2. TYPE 1 TEST
2.1. Over view
2.1.1. The Type 1 test shall consist of prescr ibed sequences of dynamometer preparation, fuelling, soaking, and 
operating conditions.
2.1.2. The Type 1 test shall consist of vehicle operation on a chassis dynamometer on the applicable WLTC for the 
interpolation family . A propor tional part of the dilut ed exhaust emissions shall be collect ed continuously for 
subsequent analysis using a constant volume sampler .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/353  
2.1.3. Backg round concentrations shall be measured for all compo unds for which dilut e mass emissions 
measurements are conduct ed. For exhaust emissions testing, this requires sam pling and analysis of the 
dilution air.
2.1.3.1. Backg round particulate measurement
2.1.3.1.1. Where the manufa cturer requests subtraction of either dilution air or dilution tunnel backg round particulate 
mass from emissions measurements, these backg round levels shall be determined according to the procedures 
listed in paragraphs 2.1.3.1.1.1. to 2.1.3.1.1.3. inclusive of this annex.
2.1.3.1.1.1. The maximum permissible backg round correction shall be a mass on the filter equivalent to 1 mg/km at the 
flow rate of the test.
2.1.3.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted.
2.1.3.1.1.3. Where subtraction of the background contr ibution gives a negative result, the backg round level shall be 
considered to be zero.
2.1.3.1.2. Dilution air background particulate mass level shall be deter mined by passing filtered dilution air through the 
particulate backg round filter. This shall be drawn from a point immediately down stream of the dilution air 
filters. Background levels in μg/m3 shall be determined as a rolling arithmetic averag e of at least 14 
measurements with at least one measurement per week.
2.1.3.1.3. Dilution tunnel backg round particulate mass level shall be determined by passing filtered dilution air through 
the particulate back ground filter. This shall be drawn from the same point as the particulat e matt er sample. 
Where secondar y dilution is used for the test, the secondar y dilution system shall be active for the purposes 
of backg round measurement. One measurement may be performed on the day of test, either prior to or after 
the test.
2.1.3.2. Backg round particle number determi nation (if PN measurement is required)
2.1.3.2.1. Where a manuf acturer requests a backg round correction, these background levels shall be deter mined as 
follows:
2.1.3.2.1.1. The backg round value may be either calculated or measured. The maximum permissible back ground 
correction shall be related to the maximum allowable leak rate of the particle number measurement system 
(0,5 particles per cm3) scaled from the particle concentration reduction factor, PCRF , and the CVS flow rate 
used in the actual test;
2.1.3.2.1.2. Either the responsible author ity or the manufa cturer may request that actual backg round measurements are 
used instead of calculated ones.
2.1.3.2.1.3. Where subtraction of the backg round contr ibution gives a negative result, the PN result shall be considered to 
be zero.
2.1.3.2.2. The dilution air back ground particle number level shall be determined by sam pling filtere d dilution air. This 
shall be drawn from a point immediately down stream of the dilution air filters into the PN measurement 
syste m. Background levels in particles per cm3 shall be deter mined as a rolling arithmetic averag e of least 14 
measurements with at least one measurement per week.
2.1.3.2.3. The dilution tunnel backg round particle number level shall be determi ned by sampling filtered dilution air. 
This shall be drawn from the same point as the PN sample. Where secondar y dilution is used for the test the 
secondar y dilution system shall be active for the purposes of backg round measurement. One measurement 
may be performed on the day of test, either prior to or after the test using the actual PCRF and the CVS flow 
rate utilised during the test.
2.2. General test cell equipment
2.2.1. Parameter s to be measuredEN Offi cial Jour nal of the European Union L 423/354 26.11.2021  
2.2.1.1. The followi ng temperatures shall be measured with an accuracy of ± 1,5 °C:
(a) Test cell ambient air;
(b) Dilution and sampli ng system temperatures as required for emissions measurement syste ms defined in 
Annex B5.
2.2.1.2. Atmospher ic pressure shall be measurable with a precision of ± 0,1 kPa.
2.2.1.3. Specific humidity H shall be measurable with a precision of ± 1 g H2O/kg dry air.
2.2.2. Test cell and soak area
2.2.2.1. Test cell
2.2.2.1.1. The test cell shall have a temperature set point of 23 °C. The tolerance of the actual value shall be within 
± 5 °C. The air temperature and humidity shall be measured at the test cell's cooling fan outlet at a minimum 
frequency of 0,1 Hz. For the temperature at the start of the test, see paragraph 2.8.1. of this annex.
2.2.2.1.2. The specifi c humidity H of either the air in the test cell or the intake air of the engine shall be such that :
5,5≤H≤12,2 (g H2O/kg dry air)
2.2.2.1.3. Humidity shall be measured continuously at a minimum frequency of 0,1 Hz.
2.2.2.2. Soak area
The soak area shall have a temperature set point of 23 °C and the tolerance of the actual value shall be within 
± 3 °C on a 5-minute running arithmetic averag e and shall not show a syste matic deviation from the set point. 
The temperature shall be measured continuously at a minimum frequency of 0,033 Hz (ever y 30 s).
2.3. Test vehicle
2.3.1. General
The test vehicle shall conf orm in all its compo nents with the production series, or, if the vehicle is different 
from the production series (e.g. for worst case testing), a full descr iption shall be recorded. In selecting the test 
vehicle, the manuf acturer and the responsible author ity shall agree whic h vehicle model is representative for 
the interpolation family .
In the case that vehicles within an interpolation family are equipped with differ ent emission control systems 
that could have an effect on the emission behaviour , the manuf acturer shall either demonstrat e to the 
responsible author ity that the test vehicle(s) select ed and its (their) results from the Type 1 test are 
representative for the interpolation family , or demonstrate the fulfilment of the criteria emission within the 
interpolation family by testing one or more individual vehicles that differ in their emission control systems.
For the measurement of emissions, the road load as determined with test vehicle H shall be applied. In the case 
of a road load matr ix family , for the measurement of emissions, the road load as calculat ed for vehicle HM 
according to paragraph 5.1. of Annex B4 shall be applied.
If at the request of the manufacturer the interpolatio n method is used (see paragraph 3.2.3.2. of Annex B7), an 
additional measurement of emissions shall be performe d with the road load as determined with test vehicle L. 
Tests on vehicles H and L should be performed with the same test vehicle and shall be tested with the shor test 
n/v ratio (with a tolerance of ± 1,5 per cent) within the interpolation family . In the case of a road load matr ix 
family , an additional measurement of emissions shall be perf ormed with the road load as calculated for 
vehicle LM according to paragraph 5.1. of Annex B4.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/355  
Road load coeffi cients and the test mass of test vehicle L and H may be taken from different road load matr ix 
families. They may also be take n from diffe rent road load families as long as the differ ence between these road 
load families has been demonstrated to and accept ed by the responsible author ity, and results from either 
applying paragraph 6.8. of Annex B4 or tyres taken from differ ent tyre catego ries, while the requirements in 
paragraph 2.3.2. of this annex are maintained.
2.3.2. CO2 interpol ation range
2.3.2.1. The interpolation method shall only be used if the diffe rence in CO2 over the applicable cycle resulting from 
step 9 in Table A7/1 of Annex B7 between test vehicles L and H is between a minimum of 5 g/km and a 
maximum defined in paragraph 2.3.2.2. of this annex.
2.3.2.2. The maximum diffe rence in CO 2 emissions allowed over the applicable cycle resulting from step 9 in 
Table A7/1 of Annex B7 between test vehicles L and H shall be 20 per cent plus 5 g/km of the CO 2 emissions 
from vehicle H, but at least 15 g/km and not exceed ing 30 g/km. See Figure A6/2.
Figure A6/2
Inter polation range for pure ICE vehicles
This restr iction does not apply in relation to the application of a road load matr ix family or when the 
calculation of the road load of vehicles L and H is based on the default road load.
2.3.2.2.1. The allowed interpolation range defined in paragraph 2.3.2.2. of this annex may be increased by 10 g/km CO2 
(see Figure A6/3) if a vehicle M is tested within that family and the conditions according to paragraph 2.3.2.4. 
of this annex are fulfilled. This increase is allowe d only once within an interpol ation family .EN Offi cial Jour nal of the European Union L 423/356 26.11.2021  
Figure A6/3
Inter polation range for pure ICE vehicles with vehicle M
2.3.2.3. At the request of the manufacturer and with appro val of the responsible author ity, the application of the 
interpolation method on individual vehicle values within a family may be extende d if the maximum 
extrapolation of an individual vehicle (Step 10 in Table A7/1 of Annex B7) is not more than 3 g/km above the 
CO2 emission of vehicle H (Step 9 in Table A7/1 of Annex B7) and/or is not more than 3 g/km below the CO2 
emission of vehicle L (Step 9 in Table A7/1 of Annex B7). This extrapolation is valid only within the absolute 
boundar ies of the interpolation range specifi ed in paragraph 2.3.2.2.
For the application of a road load matr ix family , or when the calculation of the road load of vehicles L and H is 
based on the default road load, extrapolation is not permitted.
2.3.2.4. Vehicle M
Vehicle M is a vehicle within the interpolation family between the vehicles L and H with a cycle energy demand 
whic h is pref erably closest to the average of vehicles L and H.
The limits of the selection of vehicle M (see Figure A6/4) are such that neither the differ ence in CO 2 emission 
values between vehicles H and M nor the difference in CO 2 emission values between vehicles M and L is 
great er than the allowe d CO 2 range in accordance with paragraph 2.3.2.2. of this annex. The defined road 
load coeffi cients and the defined test mass shall be recorded.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/357  
Figure A6/4
Limits for the selection of vehicle M
For Level 1A
The linear ity of the corrected measured and averaged CO2 mass emission for vehicle M, MCO2,c,6,M according to 
step 6 of Table A7/1 of Annex B7, shall be verified against the linearly interpolated CO2 mass emission 
between vehicles L and H over the applicable cycle by using the correcte d measured  and averaged CO 2 mass 
emission MCO2,c,6,H of vehicle H and MCO2,c,6,L of vehicle L, according to step 6 of Table A7/1 of Annex B7, for 
the linear CO2 mass emission interpolation.
For Level 1B
An additional averaging of tests using the CO 2-output of step 4a is necessar y (not descr ibed in Table A7/1). 
The linear ity of the corrected measured and averaged CO2 mass emission for vehicle M, MCO2,c,4a,M according 
to step 4a of Table A7/1 of Annex B7, shall be verified against the linearly interpolate d CO 2 mass emission 
between vehicles L and H over the applicable cycle by using the correcte d measured  and averaged CO 2 mass 
emission MCO2,c,4a,H values of vehicle H and MCO2 ,c,4a,L of vehicle L, according to step 4a used in of Table A7/1 
of Annex B7, for the linear CO2 mass emission interpolation.
For Level 1A and Level 1B
The linear ity criterion for vehicle M (see Figure A6/5) shall be considered fulfilled, if the CO 2 mass emission of 
the vehicle M over the applicable WLTC minus the CO2 mass emission derived by interpolati on is less than 
2 g/km or 3 per cent of the interpol ated value, which ever value is lower , but at least 1 g/km.
Figure A6/5
Linear ity criter ion for vehicle M
EN Offi cial Jour nal of the European Union L 423/358 26.11.2021  
If the linear ity criterion is fulfilled, the CO2 values of individual vehicles shall be interpolated between vehicles 
L and H.
If the linear ity criterion is not fulfilled, the interpolation family shall be split into two sub-families for vehicles 
with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand between 
vehicles M and H. In such a case, the final CO 2 mass emissions of vehicle M shall be deter mined in accordance 
with the same process as for vehicles L or H. See step 9 in Table A7/1 of Annex B7.
For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H 
necessar y for the application of the interpol ation method on individual values shall be substitute d by the 
corresponding parameter of vehicle M.
For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L 
necessar y for the application of the interpol ation method on individual values shall be substitute d by the 
corresponding parameter of vehicle M.
2.3.3. Run-in
The vehicle shall be presented in good technical condition. It shall have been run-in and driven between 3 000
and 15 000 km before the test. The engine, transmission and vehicle shall be run-in in accordance with the 
manuf acturer ’s recommendations.
2.4. Settings
2.4.1. Dynamomet er settings and verification shall be performe d according to Annex B4.
2.4.2. Dynamomet er operation
2.4.2.1. Auxiliar y devices shall be switched off or deactivated during dynamometer operation unless their operation is 
required by legislation (e.g. daylight running lamps).
2.4.2.1.1. For Level 1A only
If the vehicle is equipped with a coasting functionality , this functionality shall be deactivated either by a switc h 
or by the vehicle’ s dynamomete r operation mode during chassis dynamometer testing, excep t for tests where 
the coasting functionality is explicitly required by the test procedure.
2.4.2.2. The vehicle ’s dynamomete r operation mode, if any, shall be activated by using the manufacturer's instr uction 
(e.g. using vehicle steer ing wheel buttons in a special sequence, using the manuf acturer ’s workshop tester, 
remo ving a fuse).
For Level 1A
The manufacturer shall provid e the responsible author ity a list of the deactivated devices and/or functionalities 
and justification for the deactivation. The dynamometer operation mode shall be appro ved by the responsible 
author ity and the use of a dynamometer operation mode shall be recorded.
For Level 1B
The manuf acturer shall provid e the responsible author ity a list of the deactivate d devices and justif ication for 
the deactivation. The dynamometer operation mode shall be appro ved by the responsible author ity and the 
use of a dynamomet er operation mode shall be recorded.
2.4.2.3. For Level 1A
The vehicle ’s dynamomete r operation mode shall not activat e, modulat e, dela y or deactivate the operation of 
any part (with the excl usion of the coasting functionality) that affects the emissions and fuel consump tion 
under the test conditions. Any device that affects the operation on a chassis dynamometer shall be set to 
ensure a proper operation.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/359  
For Level 1B
The vehicle ’s dynamomete r operation mode shall not activat e, modulat e, dela y or deactivate the operation of 
any part that affects the emissions and fuel consum ption under the test conditions. Any device that affects the 
operation on a chassis dynamomet er shall be set to ensure a proper operation.
2.4.2.4. Allocation of dynamomete r type to test vehicle
2.4.2.4.1. If the test vehicle has two powered axles, and under WLTP conditions it is partially or permanently operated 
with two axles being powered or recuperating energy over the applicable cycle the vehicle shall be tested on a 
dynamomet er in 4WD operation which fulfils the specifications in paragraphs 2.2. and 2.3. of Annex B5.
2.4.2.4.2. If the test vehicle is tested with only one powered axle, the test vehicle shall be tested on a dynamomete r 
in 2WD operation whic h fulfils the specifi cations in paragraph 2.2. of Annex B5.
At the request of the manufact urer and with the approval of the approval author ity a vehicle with one 
powered axle may be tested on a 4WD dynamometer in 4WD operation mode.
2.4.2.4.3. If the test vehicle is operat ed with two axles being powered in dedicate d driver-selectable modes which are not 
intended for normal daily operation but only for special limite d purposes, such as ‘mountain mode’ or 
‘mainte nance mode’, or when the mode with two powered axles is only activated in an off-road situation, the 
vehicle shall be tested on a dynamometer in 2WD operation which fulfils the specifications in paragraph 2.2. 
of Annex B5.
At the request of the manufacturer and with the approval of the approval author ity, the vehicle may be tested 
on a 4WD dynamometer in 4WD operation mode.
2.4.2.4.4. If the test vehicle is tested on a 4WD dynamometer in 2WD operation the wheels on the non-po wered axle 
may rotat e during the test, provid ed that the vehicle dynamomete r operation mode and vehicle coastdo wn 
mode suppor t this way of operation.EN Offi cial Jour nal of the European Union L 423/360 26.11.2021  
Figure A6/5a
Possible test conf igurations on 2WD and 4WD dynamometers
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/361  
2.4.2.5. Demonstration of equivalency between a dynamomet er in 2WD operation and a dynamometer in 4WD 
operation
2.4.2.5.1. At the request of the manufacturer and with the approval of the approval author ity, the vehicle whic h has to 
be tested on a dynamomete r in 4WD operation may altern atively be tested on a dynamomet er in 2WD 
operation if the followi ng conditions are met:
(a) The test vehicle is conver ted to have only one powered axle;
(b) The manufacturer demonstrates to the approval author ity that the CO 2, fuel consump tion and/or 
electr ical energy consum ption of the conver ted vehicle is the same or higher as for the non-conver ted 
vehicle being tested on a dynamomete r in 4WD operation;
(c) A safe operation is ensured for the test (e.g. by remo ving a fuse or dismounting a drive shaf t) and an 
instr uction is provided together with the dynamomete r operation mode;
(d) The conversion is only applied to the vehicle tested at the chassis dynamomete r, the road load 
determination procedure shall be applied to the uncon verted test vehicle.
2.4.2.5.2. This demonstration of equivalency shall apply to all vehicles in the same road load family . At the request of the 
manuf acturer , and with approval of the approval author ity, this demonstration of equivalency may be 
exte nded to other road load families upon evidence that a vehicle from the worst-case road load family was 
select ed as the test vehicle.
2.4.2.6. Information on whether the vehicle was tested on a 2WD dynamomete r or a 4WD dynamomete r and whether 
it was tested on a dynamomete r in 2WD operation or 4WD operation shall be included in all relevant test 
repor ts. In the case that the vehicle was tested on a 4WD dynamomete r, with that dynamometer in 2WD 
operation, this information shall also indicate whether or not the wheels on the non-po wered wheels were 
rotating.
2.4.3. The vehicle’ s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collect ed.
2.4.4. The settings of the powertrain and vehicle controls shall be those prescr ibed by the manuf acturer for series 
production.
2.4.5. Tyres shall be of a type specif ied as original equipment by the vehicle manufacturer . Tyre pressure may be 
increased by up to 50 per cent above the pressure specified in paragraph 4.2.2.3. of Annex B4. The same tyre 
pressure shall be used for the setting of the dynamomete r and for all subsequent testing. The tyre pressure used 
shall be recorded.
2.4.6. Reference fuel
The appropr iate reference fuel as specif ied in Annex B3 shall be used for testing.
2.4.7. Test vehicle preparation
2.4.7.1. The vehicle shall be appro ximat ely horizontal during the test so as to avoid any abnor mal distr ibution of the 
fuel.
2.4.7.2. If necessar y, the manufacturer shall provide additional fittings and adap ters, as required to accommodat e a fuel 
drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample 
collection.EN Offi cial Jour nal of the European Union L 423/362 26.11.2021  
2.4.7.3. For PM sampli ng during a test when the rege nerating device is in a stabilized loading condition (i.e. the vehicle 
is not undergoing a regeneration), it is recommended that the vehicle has compl eted more than 1/3 of the 
mileag e between sche duled rege nerations or that the periodically regenerat ing device has undergone 
equivalent loading off the vehicle.
2.5. Preliminar y testing cycles
Preliminar y testing cycles may be carried out if request ed by the manufacturer to follow the speed trace within 
the prescr ibed limits.
2.6. Test vehicle preconditioning
2.6.1. Vehicle preparation
2.6.1.1. Fuel tank fillin g
The fuel tank(s) shall be filled with the specif ied test fuel. If the existing fuel in the fuel tank(s) does not meet 
the specifications contained in paragraph 2.4.6. of this annex, the existing fuel shall be drained prior to the 
fuel fill. The evaporative emission control system shall neither be abnor mally purged nor abnor mally loaded.
2.6.1.2. REESSs charging
Before the preconditioning test cycle, the REESSs shall be fully charg ed. At the request of the manuf acturer , 
charging may be omitt ed before preconditioning. The REESSs shall not be charged again before offici al testing.
2.6.1.3. Tyre pressures
The tyre pressure of the driving wheels shall be set in accordance with paragraph 2.4.5. of this annex.
2.6.1.4. Gaseous fuel vehicles
Between the tests on the first gaseo us reference fuel and the second gaseous referen ce fuel, for vehicles with 
positive ignition engines fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with 
either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the 
second referen ce fuel.
2.6.2. Test cell
2.6.2.1. Temperature
Dur ing preconditioning, the test cell temperature shall be the same as defined for the Type 1 test 
(paragraph 2.2.2.1.1. of this annex).
2.6.2.2. Backg round measurement
In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with 
residue from a previous test on a high particulat e emitting vehicle, it is recommended, for the purpose of 
sam pling equipment preconditioning, that a 120 km/h steady state drive cycle of 20 minute s duration be 
driven by a low particulate emitting vehicle. Longe r and/or higher speed running is permissible for sam pling 
equipment preconditioning if required. Dilution tunnel background measurements, if applicable, shall be 
taken after the tunnel preconditioning, and prior to any subsequent vehicle testing.
2.6.3. Procedure
2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operat ed through the 
applicable WLTCs. The vehicle need not be cold, and may be used to set the dynamomete r load.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/363  
2.6.3.2. The dynamomete r load shall be set according to paragraphs 7. and 8. of Annex B4. In the case that a 
dynamomet er in 2WD operation is used for testing, the road load setting shall be carried out on a 
dynamomet er in 2WD operation, and in the case that a dynamomete r in 4WD operation is used for testin g 
the road load setting shall be carried out on a dynamometer in 4WD operation.
2.6.4. Operating the vehicle
2.6.4.1. The powertrain start procedure shall be initiat ed by means of the devices provi ded for this purpose according 
to the manufacturer's instr uctions.
A non-vehicle initiat ed switc hing of mode of operation during the test shall not be permitted unless other wise 
specified.
2.6.4.1.1. If the initiation of the powertrain start procedure is not successful, e.g. the engine does not start as anticipate d 
or the vehicle displa ys a start error, the test is void, preconditioning tests shall be repeated and a new test shall 
be driven.
2.6.4.1.2. In the cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol 
and switched automat ically to LPG or NG/biomethane after a predete rmined period of time that cannot be 
change d by the driver. This period of time shall not exceed 60 seconds.
It is also permissible to use petrol only or simultaneously with gas when operating in gas mode provided that 
the energy consump tion of gas is higher than 80 per cent of the total amount of energy consumed during the 
Type 1 test. This percentage shall be calculat ed in accordance with the method set out in Appendix 3 to this 
annex.
2.6.4.2. The cycle starts on initiation of the powertrain start procedure.
2.6.4.3. For preconditioning, the applicable WLTC shall be driven.
At the request of the manufact urer or the responsible author ity, additional WLTCs may be perf ormed in order 
to bring the vehicle and its control syste ms to a stabilized condition.
The extent of such additional preconditioning shall be included in all relevant test repor ts.
2.6.4.4. Accelerations
The vehicle shall be operat ed with the necessar y accelerat or control movement to accurate ly follo w the speed 
trace.
The vehicle shall be operat ed smoothly following representative shift speeds and procedures.
For manual transmissions, the accelerator control shall be released during each shift and the shift shall be 
accompl ished in minimum time.
If the vehicle cannot follow the speed trace, it shall be operat ed at maximum available power until the vehicle 
speed reach es the respective targe t speed again.
2.6.4.5. Deceleration
Dur ing decelerations, the driver shall deactivate the accelerat or control but shall not manually disengag e the 
clutc h until the point specifi ed in paragraphs 3.3. or 4.(f) of Annex B2.
If the vehicle decelerate s faster than prescr ibed by the speed trace, the accelerator control shall be operat ed 
such that the vehicle accurately follows the speed trace.
If the vehicle decelerates too slowly to follo w the intended deceleration, the brakes shall be applied such that it 
is possible to accurate ly follow the speed trace.EN Offi cial Jour nal of the European Union L 423/364 26.11.2021  
2.6.4.6. Brak e application
Dur ing stationar y/idling vehicle phases, the brak es shall be applied with appropr iate force to prevent the drive 
wheels from turning.
2.6.5. Use of the transmission
2.6.5.1. Manual shift transmissions
2.6.5.1.1. The gear shift prescr iptions specifi ed in Annex B2 shall be followe d. Vehicles tested according to Annex B8 
shall be driven according to paragraph 1.5. of that annex.
2.6.5.1.2. The gear change shall be started and compl eted within ± 1.0 second of the prescr ibed gear shift point.
2.6.5.1.3. The clutch shall be depressed within ± 1.0 second of the prescr ibed clutc h operating point.
2.6.5.2. Automatic shift transmissions
2.6.5.2.1. After initial engagement, the select or shall not be operat ed at any time during the test. Initial engag ement shall 
be done 1 second before beginning the first acceleration.
2.6.5.2.2. Vehicles with an automatic transmission with a manual mode shall not be tested in manual mode.
2.6.6. Driver-selectable modes
2.6.6.1. Vehicles equipped with a predominant mode shall be tested in that mode. At the request of the manufa cturer , 
the vehicle may alternatively be tested with the driver-selectable mode in the worst-case position for CO 2 
emissions.
The manufacturer shall provide evidence to the responsible author ity of the existen ce of a mode that fulfils the 
requirements of paragraph 3.5.9. of this Regulation. With the agreement of the responsible author ity, the 
predominant mode may be used as the only mode for the determination of criteria emissions, CO 2 emissions, 
and fuel consump tion.
2.6.6.2. If the vehicle has no predominant mode because it has two or more conf igurable start modes, the worst case 
mode for CO 2 emissions and fuel consum ption within those conf igurable start modes shall be tested and may 
be used as the only mode for the determination of criteria emissions, CO2 emissions and fuel consump tion.
2.6.6.3. If the vehicle has no predominant mode or the request ed predominant mode is not agreed by the responsible 
author ity as being a predominant mode, or there are not two or more conf igurable start modes, the vehicle 
shall be tested for criteria emissions, CO2 emissions, and fuel consump tion in the best case mode and worst 
case mode. Best and worst case modes shall be identif ied by the evidence provided on the CO2 emissions and 
fuel consum ption in all modes. CO 2 emissions and fuel consump tion shall be the arithmetic average of the 
test results in both modes. Test results for both modes shall be recorded.
At the request of the manuf acturer , the vehicle may alternatively be tested with the driver-selectable mode in 
the worst case position for CO 2 emissions.
2.6.6.4. On the basis of technical evidence provid ed by the manufacturer and with the agreement of the responsible 
author ity, the dedicat ed driver-selectable modes for very special limited purposes shall not be considered (e.g. 
maint enance mode, crawler mode). All remaining modes used for forward driving shall be considered and the 
criteria emissions limits shall be fulfilled in all these modes.
2.6.6.5. Paragraphs 2.6.6.1. to 2.6.6.4. inclusive of this annex shall apply to all vehicle syste ms with driver-selectable 
modes, including those not solely specific to the transmission.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/365  
2.6.7. Voiding of the Type 1 test and compl etion of the cycle
If the engine stops unexpected ly, the preconditioning or Type 1 test shall be declared void.
After compl etion of the cycle, the engine shall be switch ed off. The vehicle shall not be restar ted until the 
beginning of the test for which the vehicle has been preconditioned.
2.6.8. Data required, quality control
2.6.8.1. Speed measurement
Dur ing the preconditioning, speed shall be measured against time or collected by the data acquisition system 
at a frequency of not less than 1 Hz so that the actual driven speed can be assessed.
2.6.8.2. Distance travelled
The distance actually driven by the vehicle shall be recorded for each WLTC phase.
2.6.8.3. Speed trace tolerances
Vehicles that cannot attain the acceleration and maximum speed values required in the applicable WLTC shall 
be operat ed with the accelerat or control fully activated until they once again reach the required speed trace. 
Speed trace violations under these circumstances shall not void a test. Deviations from the driving cycle shall 
be recorded.
2.6.8.3.1. Unless other wise stated in the specific sections, the follo wing tolerances shall be permitted between the actual 
vehicle speed and the prescr ibed speed of the applicable test cycles based on the driving events:
2.6.8.3.1.1. Tolerance (1)
(a) Upper limit: 2,0 km/h higher than the highest point of the trace within ± 5,0 second of the given point in 
time;
(b) Lowe r limit: 2,0 km/h lowe r than the lowest point of the trace within ± 5,0 second of the given time.
2.6.8.3.1.2. Tolerance (2)
(a) Upper limit: 2,0 km/h higher than the highest point of the trace within ± 1,0 second of the given point in 
time;
(b) Lowe r limit: 2,0 km/h lowe r than the lowest point of the trace within ± 1,0 second of the given time.
(i) Speed tolerances great er than those prescr ibed shall be accept ed provided the tolerances are never 
exceeded for more than 1 second on any one occasion.
(ii) There shall be no more than ten such deviations per test cycle.
2.6.8.3.1.3. Tolerance (3)
IWR For Level 1A and 1B in the range of – 2,0 to + 4,0 per cent
RMSSE For Level 1A less than 1,3 km/h
For Level 1B less than 0,8 km/h
2.6.8.3.1.4. Tolerance (4)
IWR For Level 1A and 1B in the range of – 2,0 to + 4,0 per cent
RMSSE For Level 1A less than 1,3 km/h
For Level 1B manuf acturer declared criteria but shall not be 
great er than 1,3 km/hEN Offi cial Jour nal of the European Union L 423/366 26.11.2021  
2.6.8.3.1.5. IWR and RMSSE drive trace indices shall be calculated in accordance with the requirements of paragraph 7. of 
Annex B7.
2.6.8.3.2. The vehicle operation events and tolerances to be permitted for these events are as follows :
Vehicle operationWarm-up cycle for 
dynamometer settingPre-conditioningPerfor mance parameter 
measurement test after 
preconditioning
Annex B6 and B8;
Type 1 TestsTolerance (1) Tolerance (2) Tolerance (2)*and
Tolerance (3)
Annex C3:
Type 4 TestTolerance (1) Tolerance (2) Tolerance (2)*
Annex C5 Appendix 1;
OBD Demonstration TestsTolerance (1) Tolerance (2) Tolerance (2)*
COP Tests Tolerance (1) Tolerance (2) Tolerance (2)*and
Tolerance (4)
Derive run-in factor for COP Tolerance (1) Tolerance (2) Tolerance (2)*and
Tolerance (3)
*the tolerance shall not be shown to the driver
If the speed trace is outside the respective validity range for any of the tests , those individual tests shall be 
considered invalid.
Figure A6/6
Speed trace toler ances
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/367  
2.7. Soaking
2.7.1. After preconditioning and before testing, the test vehicle shall be kept in an area with ambient conditions as 
specified in paragraph 2.2.2.2. of this annex.
2.7.2. The vehicle shall be soaked for a minimum of 6 hours and a maximum of 36 hours with the engine 
compar tment cover opened or closed. If not excluded by specifi c provisions for a particular vehicle, cooling 
may be accompl ished by forced cooling down to the set point temperature. If cooling is accelerat ed by fans, 
the fans shall be placed so that the maximum cooling of the drive train, engine and exhaust after-treatment 
syste m is achi eved in a homogeneous manner .
2.8. Emission and fuel consum ption test (Type 1 test)
2.8.1. The test cell temperature at the start of the test shall be within ± 3 °C of the set point of 23 °C. The engine oil 
temperature and coolant temperature, if any, shall be within ± 2 °C of the set point of 23 °C.
2.8.2. The test vehicle shall be pushed onto a dynamometer .
2.8.2.1. The drive wheels of the vehicle shall be placed on the dynamometer without starting the engine.
2.8.2.2. The drive-wheel tyre pressures shall be set in accordance with the provisions of paragraph 2.4.5. of this annex.
2.8.2.3. The engine compar tment cover shall be closed.
2.8.2.4. An exhaust connecting tube shall be attached to the vehicle tailpipe(s) immediately before starting the engine.
2.8.2.5. The tested vehicle shall be placed on the chassis dynamometer according to paragraphs 7.3.3. to 7.3.3.1.4. of 
Annex B4.
2.8.3. Star ting of the power train and driving
2.8.3.1. The powertrain start procedure shall be initiat ed by means of the devices provi ded for this purpose according 
to the manufacturer's instr uctions.
2.8.3.2. The vehicle shall be driven as descr ibed in paragraphs 2.6.4. to 2.6.8. inclusive of this annex over the 
applicable WLTC, as descr ibed in Annex B1.
2.8.4. RCB data shall be measured for each phase of the WLTC as defined in Appendix 2 to this annex.
2.8.5. Actual vehicle speed shall be sam pled with a measurement frequency of 10 Hz and the drive trace indices 
descr ibed in paragraph 7. of Annex B7 shall be calculated and repor ted.
2.8.6. This paragraph applies to Level 1A only
Actual vehicle speed sample d with a measurement frequency of 10 Hz together with actual time shall be 
applied for corrections of CO 2 results against the target speed and distance as defined in Annex B6b.
2.9. Gaseous sampling
Gaseous samples shall be collect ed in bags and the compounds analysed at the end of the test or a test phase, 
or the compo unds may be analysed continuously and integrat ed over the cycle.EN Offi cial Jour nal of the European Union L 423/368 26.11.2021  
2.9.1. The followi ng steps shall be taken prior to each test:
2.9.1.1. The purged, evacuate d sample bags shall be connecte d to the dilute exhaust and dilution air sample collection 
syste ms.
2.9.1.2. Measur ing instr uments shall be started according to the instr ument manuf acturer's instr uctions.
2.9.1.3. The CVS heat exchanger (if installed) shall be pre-heated or pre-cooled to within its operating test temperature 
tolerance as specif ied in paragraph 3.3.5.1. of Annex B5.
2.9.1.4. Com ponents such as sample lines, filters, chillers and pumps shall be heat ed or cooled as required until 
stabilised operating temperatures are reac hed.
2.9.1.5. CVS flow rates shall be set according to paragraph 3.3.4. of Annex B5, and sam ple flow rates shall be set to the 
appropr iate levels.
2.9.1.6. Any electronic integra ting device shall be zeroed and may be re-zeroed before the start of any cycle phase.
2.9.1.7. For all continuous gas analysers, the appropr iate ranges shall be select ed. These may be switc hed during a test 
only if switch ing is performed by changing the calibration over which the digital resolution of the instr ument 
is applied. The gains of an analyser ’s analogue operational amplifiers may not be switc hed during a test.
2.9.1.8. All continuous gas analysers shall be zeroed and calibrated using gases fulfilling the requirements of 
paragraph 6. of Annex B5.
2.10. Sam pling for PM determi nation
2.10.1. The steps descr ibed in paragraphs 2.10.1.1. to 2.10.1.2.2. inclusive of this annex shall be taken prior to each 
test.
2.10.1.1. Filter selection
A sing le particulate sam ple filter without back -up shall be emplo yed for the compl ete applicable WLTC. In 
order to accommodate regional cycle variations, a sing le filter may be emplo yed for the first three phases and 
a separate filter for the fourth phase.
2.10.1.2. Filter preparation
2.10.1.2.1. At least 1 hour before the test, the filter shall be placed in a petr i dish prot ecting against dust contamination 
and allowing air exchange, and placed in a weighing chamber (or room) for stabilization.
At the end of the stabilization period, the filter shall be weighed and its weight shall be recorded. The filter 
shall subsequently be stored in a closed petr i dish or sealed filter holder until needed for testing. The filter 
shall be used within 8 hours of its removal from the weighing chamber (or room).
The filter shall be retur ned to the stabilization room within 1 hour after the test and shall be conditioned for at 
least 1 hour before weighing.
2.10.1.2.2. The particulat e sample filter shall be carefully installed into the filter holder . The filter shall be handled only 
with forceps or tongs. Rough or abrasive filter handling will result in erroneous weight determination. The 
filter holder assembly shall be placed in a sample line through whic h there is no flow.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/369  
2.10.1.2.3. It is recommended that the microbalance be check ed at the start of each weighing session, within 24 hours of 
the sample weighing, by weighing one reference item of appro ximat ely 100 mg. This item shall be weighed 
three times and the arithmetic average result recorded. If the arithmetic average result of the weighings is 
± 5 μg of the result from the previous weighing session, the weighing session and balance are considered valid.
2.11. PN sampling (if PN measurement is required)
2.11.1. The steps descr ibed in paragraphs 2.11.1.1. to 2.11.1.2. inclusive of this annex shall be taken prior to each 
test:
2.11.1.1. The particle specific dilution system and measurement equipment shall be started and made ready for 
sam pling;
2.11.1.2. The correct function of the PNC and VPR elements of the particle sampling system shall be conf irmed 
according to the procedures listed in paragraphs 2.11.1.2.1. to 2.11.1.2.4. inclusive of this annex.
2.11.1.2.1. A leak check, using a filter of appropr iate performa nce attache d to the inlet of the entire PN measurement 
syste m, VPR and PNC, shall repor t a measured concentration of less than 0,5 particles per cm3.
2.11.1.2.2. Each day, a zero check on the PNC, using a filter of appropr iate perf ormance at the PNC inlet, shall repor t a 
concentration of ≤ 0,2 particles per cm3. Upon remo val of the filter, the PNC shall show an increase in 
measured concentration to at least 100 particles per cm3 when sam pling ambient air and a retur n to 
≤ 0,2 particles per cm3 on replacement of the filter .
2.11.1.2.3. It shall be conf irmed that the measurement syste m indicates that the evaporation tube, where featured in the 
syste m, has reac hed its correct operating temperature.
2.11.1.2.4. It shall be confir med that the measurement system indicates that the diluter PND 1 has reached its correct 
operating temperature.
2.12. Sam pling during the test
2.12.1. The dilution system , samp le pumps and data collection syste m shall be started.
2.12.2. The PM and, if PN measurement is required, PN sam pling systems shall be started.
2.12.3. Particle number , if PN measurement is required, shall be measured continuously . The arithmetic average 
concentration shall be determined by integrating the analyser signals over each phase.
2.12.4. Sam pling shall begin before or at the initiation of the powertrain start procedure and end on conclusion of the 
cycle.
2.12.5. Sam ple switc hing
2.12.5.1. Gaseous emissions
Sam pling from the dilut ed exhaust and dilution air shall be switc hed from one pair of sample bags to 
subsequent bag pairs, if necessar y, at the end of each phase of the applicable WLTC to be driven.
2.12.5.2. Particulat e
The requirements of paragraph 2.10.1.1. of this annex shall apply .
2.12.6. Dynamomet er distance shall be recorded for each phase.EN Offi cial Jour nal of the European Union L 423/370 26.11.2021  
2.13. Ending the test
2.13.1. The engine shall be turned off immediately after the end of the last part of the test.
2.13.2. The constant volume sampler , CVS , or other suction device shall be turned off, or the exhaust tube from the 
tailpipe or tailpipes of the vehicle shall be disconnected.
2.13.3. The vehicle may be removed from the dynamomet er.
2.14. Post-test procedures
2.14.1. Gas analyser check
Zero and calibration gas reading of the analysers used for continuous diluted measurement shall be chec ked. 
The test shall be considered accepta ble if the diffe rence between the pre-test and post-t est results is less than 2 
per cent of the calibration gas value.
2.14.2. Bag analysis
2.14.2.1. Exhaust gases and dilution air contained in the bags shall be analysed as soon as possible. Exhaust gases shall, 
in any event, be analysed not later than 30 minutes after the end of the cycle phase.
The gas reactivity time for compo unds in the bag shall be take n into consideration.
2.14.2.2. As soon as practical prior to analysis, the analyser range to be used for each compound shall be set to zero 
with the appropr iate zero gas.
2.14.2.3. The calibration curves of the analysers shall be set by means of calibration gases of nominal concentrations of 
70 to 100 per cent of the range.
2.14.2.4. The zero settings of the analysers shall be subsequently rechec ked: if any reading diffe rs by more than 2 per 
cent of the range from that set in paragraph 2.14.2.2. of this annex, the procedure shall be repeated for that 
analyser .
2.14.2.5. The samples shall be subsequently analysed.
2.14.2.6. After the analysis, zero and calibration points shall be rech ecked using the same gases. The test shall be 
considered accept able if the difference is less than 2 per cent of the calibration gas value.
2.14.2.7. The flow rates and pressures of the various gases through analysers shall be the same as those used during 
calibration of the analysers.
2.14.2.8. The content of each of the compo unds measured shall be recorded after stabilization of the measur ing device.
2.14.2.9. The mass and number of all emissions, where applicable, shall be calculated according to Annex B7.
2.14.2.10. Calibrations and checks shall be perf ormed either:
(a) Before and after each bag pair analysis; or
(b) Before and after the compl ete test.
In case (b), calibrations and checks shall be perf ormed on all analysers for all rang es used during the test.
In both cases, (a) and (b), the same analyser rang e shall be used for the corresponding ambient air and exhaust 
bags.
2.14.3. Particulat e sam ple filter weighingEN Offi cial Jour nal of the European Union 26.11.2021 L 423/371  
2.14.3.1. The particulat e sam ple filter shall be retur ned to the weighing chamber (or room) no later than 1 hour after 
compl etion of the test. It shall be conditioned in a petr i dish, which is protect ed again st dust contamination 
and allows air exchange, for at least 1 hour , and weighed. The gross weight of the filter shall be recorded.
2.14.3.2. At least two unused reference filters shall be weighed within 8 hours of, but prefe rably at the same time as, the 
sam ple filter weighings. Reference filters shall be of the same size and mate rial as the sample filter.
2.14.3.3. If the specific weight of any reference filter changes by more than ± 5 μg between sample filter weighings, the 
sam ple filter and reference filters shall be reconditioned in the weighing chamber (or room) and reweighed.
2.14.3.4. The compari son of reference filter weighings shall be made between the specifi c weights and the rolling 
arithmetic average of that reference filter's specifi c weights. The rolling arithmetic average shall be calculat ed 
from the specifi c weights collected in the period after the reference filters were placed in the weighing 
chamber (or room). The averaging period shall be at least one day but not more than 15 days.
2.14.3.5. Multiple reconditionings and reweighings of the sample and reference filters are permitted until a period of 
80 hours has elapsed follo wing the measurement of gases from the emissions test. If, prior to or at the 
80-hour point, more than half the number of reference filters meet the ± 5 μg criterion, the sample filter 
weighing may be considered valid. If, at the 80-hour point, two reference filters are emplo yed and one filter 
fails the ± 5 μg criterion, the sample filter weighing may be considered valid under the condition that the sum 
of the absolut e differ ences between specifi c and rolling means from the two reference filters shall be less than 
or equal to 10 μg.
2.14.3.6. In the case that less than half of the reference filters meet the ± 5 μg criterion, the sam ple filter shall be 
discarded, and the emissions test repeated. All reference filters shall be discarded and replaced within 
48 hours. In all other cases, reference filters shall be replaced at least ever y 30 days and in such a manner that 
no sample filter is weighed without compari son to a referen ce filter that has been present in the weighing 
chamber (or room) for at least one day.
2.14.3.7. If the weighing chamber (or room) stability criteria outlined in paragraph 4.2.2.1. of Annex B5 are not met, 
but the reference filter weighings meet the abov e criteria, the vehicle manufacturer has the option of 
accept ing the sample filter weights or voidi ng the tests, repair ing the weighing chamber (or room) control 
syste m and re-running the test.EN Offi cial Jour nal of the European Union L 423/372 26.11.2021  
Appendix 1 
Emissions test procedure for all vehicles equipped with periodically regenerating systems 
1. GENERAL
1.1. This appendix defines the specifi c provisions regarding testing a vehicle equipped with periodically regenera ting 
system s as defined in paragraph 3.8.1. of this Regulation.
1.2. Dur ing cycles where regeneration occurs, emission standards need not apply . If a periodic rege neration occurs at 
least once per Type 1 test and has already occur red at least once during vehicle preparation or the distance between 
two successive periodic rege nerations is more than 4 000 km of driving repeated Type 1 tests, it does not require a 
special test procedure. In this case, this appendix does not apply and a Ki factor of 1,0 shall be used.
1.3. The provisions of this appendix shall not apply to PN emissions.
1.4. At the request of the manuf acturer , and with approval of the responsible author ity, the test procedure specific to 
periodically regenerating syste ms need not apply to a regenerat ive device if the manuf acturer provid es data 
demonstrating that, during cycles where rege neration occurs, emissions remain below the emissions limits specifi ed 
in paragraph 6.3.10. of this Regulation for the relevant vehicle categor y. In this case, a fixed Ki value of 1,05 shall be 
used for CO2 and fuel consum ption.
2. TEST PROCEDURE
The test vehicle shall be capable of inhibiting or permitting the regenera tion process provid ed that this operation 
has no effect on original engine calibrations. Prevention of regeneration is only permitted during loading of the 
regener ation system and during the preconditioning cycles. It is not permitted during the measurement of 
emissions during the regenera tion phase. The emission test shall be carried out with the unch anged, original 
equipment manufacturer's (OEM) control unit. At the request of the manuf acturer and with agreement of the 
responsible author ity, an "engineer ing control unit" which has no effect on original engine calibrations may be used 
during Ki deter mination.
2.1. Exhaust emissions measurement between two WLTCs with rege neration events
2.1.1. The arithmetic average emissions between regeneration events and during loading of the regenerative device shall be 
determined from the arithmetic mean of several appro ximat ely equidistant (if more than two) Type 1 tests. As an 
alternative, the manuf acturer may provide data to show that the emissions remain constant (± 15 per cent) on 
WLTCs between regener ation events. In this case, the emissions measured during the Type 1 test may be used. In 
any other case, emissions measurements for at least two Type 1 cycles shall be compl eted: one immediate ly after 
regener ation (before new loading) and one as close as possible prior to a regenerat ion phase. All emissions 
measurements shall be carried out according to this annex and all calculations shall be carried out according to 
paragraph 3. of this appendix.
2.1.2. The loading process and Ki determi nation shall be made during the Type 1 driving cycle on a chassis dynamomete r 
or on an engine test benc h using an equivalent test cycle. These cycles may be run continuously (i.e. without the 
need to switch the engine off between cycles). After any number of compl eted cycles, the vehicle may be removed 
from the chassis dynamomete r and the test continued at a later time.
For Class 2 and Class 3 vehicles, at the request of the manufa cturer and with the agreement of the responsible 
author ity the Ki can be determined either with or without the Extra High phase.
Upon request of the manufact urer and with approval of the responsible author ity, a manufacturer may develop an 
alternative procedure and demonstrate its equivalency , including filter temperature, loading quantity and distance 
driven. This may be done on an engine benc h or on a chassis dynamometer .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/373  
2.1.3. The number of cycles D between two WLTCs where regener ation events occur , the number of cycles over which 
emission measurements are made n and the mass emissions measurement M0
sijfor each compo und i over each 
cycle j shall be recorded.
2.2. Measurement of emissions during regeneration events
2.2.1. Preparation of the vehicle, if required, for the emissions test during a rege neration phase, may be compl eted using 
the preconditioning cycles in paragraph 2.6. of this annex or equivalent engine test bench cycles, depending on the 
loading procedure chosen in paragraph 2.1.2. of this appendix.
2.2.2. The test and vehicle conditions for the Type 1 test descr ibed in this Regulation apply before the first valid emission 
test is carried out.
2.2.3. Regeneration shall not occur during the preparation of the vehicle. This may be ensured by one of the following 
methods:
(a) A "dummy" regenera ting system or partial system may be fitted for the preconditioning cycles;
(b) Any other method agreed between the manufacturer and the responsible author ity.
2.2.4. A cold start exhaust emissions test including a regenera tion process shall be performe d according to the applicable 
WLTC.
2.2.5. If the regeneration process requires more than one WLTC, each WLTC shall be compl eted. Use of a sing le particulat e 
sample filter for multiple cycles required to compl ete regeneration is permissible.
If more than one WLTC is required, subsequent WLTC(s) shall be driven immediately , without switching the engine 
off, until complet e rege neration has been achi eved. In the case that the number of gaseo us emission bags required 
for the multiple cycles would exceed the number of bags available, the time necessar y to set up a new test shall be 
as shor t as possible. The engine shall not be switc hed off during this period.
2.2.6. The emission values during regener ation Mri for each compound i shall be calculat ed according to paragraph 3. of 
this appendix. The number of applicable test cycles d measured for compl ete rege neration shall be recorded.
3. CALCUL ATIONS
3.1. Calculation of the exhaust and CO2 emissions, and fuel consum ption of a sing le regener ative system
Msi¼∑n
j¼1M0
sij
nforn≥1
Mri¼∑d
j¼1M0
rij
dford≥1
Mpi¼Msi×DþM ri×d
Dþd
where for each compo und i considered:
M0
sijis the mass emissions of compo und i over test cycle j without regeneration, g/km;
M0
rijis the mass emissions of compo und i over test cycle j during regenera tion, g/km (if d>1, the first WLTC 
test shall be run cold and subsequent cycles hot);
Msi is the mean mass emissions of compound i without regeneration, g/km;EN Offi cial Jour nal of the European Union L 423/374 26.11.2021  
Mri is the mean mass emissions of compound i during regeneration, g/km;
Mpi is the mean mass emissions of compound i, g/km;
n is the number of test cycles, between cycles where regenerative events occur , during which emissions 
measurements on Type 1 WLTCs are made, whic h is ≥ 1;
d is the number of compl ete applicable test cycles required for regeneration;
D is the number of compl ete applicable test cycles between two cycles where regeneration events occur .
The calculation of Mpi is shown graphically in Figure A6.App1/1.
Figure A6.App1/1
Parameters measured dur ing emissions test dur ing and betw een cycles where regeneration occurs 
(schematic example, the emissions dur ing D may increase or decrease)
3.1.1. Calculation of the regeneration factor Ki for each compound i considered
The manuf acturer may elect to deter mine for each compo und independently either additive offsets or multiplicative 
factors.
Ki factor: Ki¼Mpi
Msi
Ki offset: Ki¼Mpi – M si
Msi, Mpi and Ki results, and the manuf acturer ’s choice of type of factor shall be recorded. The Ki result shall be 
included in all relevant test repor ts. Msi, Mpi and Ki results shall be included in all relevant test sheets.
Ki may be deter mined followi ng the compl etion of a sing le regenera tion sequence comprising measurements before, 
during and after rege neration events as shown in Figure A6.App1/1.
3.2. Calculation of exhaust and CO 2 emissions, and fuel consum ption of multiple periodically regenerating systems
The following shall be calculat ed for one Type 1 operation cycle for criteria emissions and for CO 2 emissions. The 
CO2 emissions used for that calculation shall be from the result of step 3 descr ibed in Table A7/1 of Annex B7.
Msik¼∑nk
j¼1M0
sik,j
nkfor nj≥1EN Offi cial Jour nal of the European Union 26.11.2021 L 423/375  
Mrik¼∑dk
j¼1M0
rik,j
dkford≥1
Msi¼∑x
k¼1Msik×D k
∑x
k¼1Dk
Mri¼∑x
k¼1Mrik×dk
∑x
k¼1dk
Mpi¼Msi×∑x
k¼1DkþM ri×∑x
k¼1dk
∑x
k¼1ðDkþd kÞ
Mpi¼∑x
k¼1ðM sik×D kþM rik×dkÞ
∑x
k¼1ðDkþd kÞ
Ki factor: Ki¼Mpi
Msi
Ki offset: Ki¼Mpi – M si
where:
Msi is the mean mass emissions of all events k of compo und i without regener ation, g/km;
Mri is the mean mass emissions of all events k of compo und i during regener ation, g/km;
Mpi is the mean mass emission of all events k of compo und i, g/km;
Msik is the mean mass emissions of event k of compound i without regenerat ion, g/km;
Mrik is the mean mass emissions of event k of compound i during regenerat ion, g/km;
M0
sik,jis the mass emissions of event k of compo und i in g/km without rege neration measured at point j where 
1≤j≤n k, g/km;
M0
rik,jis the mass emissions of event k of compo und i during regenerat ion (when j>1, the first Type 1 test is run 
cold, and subsequent cycles are hot) measured at test cycle j where 1≤j≤d k, g/km;
nk is the number of complet e test cycles of event k, between two cycles where rege nerative phases occur , 
during which emissions measurements (Type 1 WLTCs or equivalent engine test bench cycles) are made, 
which is ≥ 2;
dk is the number of compl ete applicable test cycles of event k required for compl ete rege neration;
Dk is the number of compl ete applicable test cycles of event k between two cycles where rege nerative phases 
occur ;
x is the number of compl ete regeneration events.
The calculation of Mpi is shown graphically in Figure A6.App1/2.EN Offi cial Jour nal of the European Union L 423/376 26.11.2021  
Figure A6.App1/2
Parameters measured dur ing emissions test dur ing and betw een cycles where regeneration occurs 
(schematic example)
The calculation of Ki for multiple periodically regener ating system s is only possible after a certain number of 
regener ation events for each system .
After performi ng the complet e procedure (A to B, see Figure A6.App1/2), the original starting condition A should 
be reach ed again.
3.3. Ki factors and Ki offsets shall be rounded to four places of decimal. For Ki offsets, the rounding shall be based on the 
physical unit of the emission standard value.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/377  
Appendix 2 
Test procedure for rechargeable electr ic energy storage system monitorin g 
1. GENERAL
In the case that NOVC-HEVs, OVC-HEVs, NOVC-FCHVs and OVC-FCHVs (as applicable) are tested, Appendices 2 
and 3 to Annex B8 shall apply .
This appendix defines the specifi c provisions regarding the correction of test results for CO2 mass emission as a 
function of the energy balance ΔE REESS for all REESSs.
The corrected values for CO2 mass emission shall correspond to a zero energy balance (ΔEREESS ¼0), and shall be 
calculat ed using a correction coeffi cient determi ned as defined below .
2. MEASUREMENT EQUIPMENT AND INSTR UMENT ATION
2.1. Current measurement
REESS depletion shall be defined as negativ e current.
2.1.1. The REESS current(s) shall be measured during the tests using a clamp- on or closed type current transducer . The 
current measurement system shall fulfil the requirements specified in Table A8/1. The current transducer(s) shall be 
capable of handling the peak currents at engine starts and temperature conditions at the point of measurement.
In order to have an accurat e measurement, zero adjustment and degaussing shall be performe d before the test 
according to the instr ument manufacturer's instr uctions.
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connecte d directly to the REESS and 
shall include the total REESS current.
In case of shielded wires, appropr iate methods shall be applied in accordance with the responsible author ity.
In order to easily measure REESS current using exte rnal measur ing equipment, manufacturers should preferably 
integra te appropr iate, safe and accessible connection points in the vehicle. If this is not feasible, the manufacturer 
shall suppor t the responsible author ity by provi ding the means to connect a current transducer to the REESS cables 
in the manner descr ibed abov e.
2.1.3. The measured current shall be integrated over time at a minimum frequency of 20 Hz, yielding the measured value 
of Q, expressed in ampere-hours Ah. The measured current shall be integrat ed over time, yielding the measured 
value of Q, expressed in ampere-hours Ah. The integration may be done in the current measurement system.
2.2. Vehicle on-board data
2.2.1. Alternatively , the REESS current shall be determined using vehicle-based data. In order to use this measurement 
method, the follo wing information shall be accessible from the test vehicle:
(a) Integrat ed charging balance value since last ignition run in Ah;
(b) Integrat ed on-board data charging balance value calculat ed at a minimum sample frequency of 5 Hz;
(c) The charging balance value via an OBD connector as descr ibed in SAE J1962.
2.2.2. The accuracy of the vehicle on-board REESS charging and disc harging data shall be demonstrated by the 
manuf acturer to the responsible author ity.
The manufact urer may creat e a REESS monitori ng vehicle family to prove that the vehicle on-board REESS charging 
and discharging data are correct. The accuracy of the data shall be demonstrate d on a representative vehicle.EN Offi cial Jour nal of the European Union L 423/378 26.11.2021  
The followi ng family criteria shall be valid:
(a) Identical combustion processes (i.e. positive ignition, compres sion ignition, two- stroke, four-strok e);
(b) Identical charg e and/or recuperation strateg y (software REESS data module);
(c) On-board data availability ;
(d) Identical charging balance measured by REESS data module;
(e) Identical on-board charging balance simulation.
2.2.3. All REESS having no influence on CO 2 mass emissions shall be excl uded from monitori ng.
3. REESS ENER GY CHANGE-BASED CORRECTION PROCEDURE
3.1. Measurement of the REESS current shall start at the same time as the test starts and shall end immediately after the 
vehicle has driven the complet e driving cycle.
3.2. The electr icity balance Q measured in the electr ic power supply system shall be used as a measure of the difference 
in the REESS energy cont ent at the end of the cycle compared to the beginning of the cycle. The electr icity balance 
shall be deter mined for the total driven WLTC.
3.3. Separate values of Qphase shall be logged over the driven cycle phases.
3.4. Correction of CO 2 mass emission over the whole cycle as a function of the correction criterion c
3.4.1. Calculation of the correction criterion c
The correction criterion c is the ratio between the absolute value of the electr ic energy chang e ΔE REESS,j and the fuel 
energy and shall be calculat ed using the followi ng equations:
c¼jΔEREESS,j
Efuelj
where:
c is the correction criterion;
ΔE REESS,j is the electr ic energy change of all REESSs over period j determined according to paragraph 4.1. 
of this appendix, Wh;
j is, in this paragraph, the whole applicable WLTP test cycle;
Efuel is the fuel energy according to the follo wing equation:
Efuel¼10×HV×FC nb×d
where:
Efuel is the energy content of the consumed fuel over the applicable WLTP test cycle, Wh;
HV is the heating value according to Table A6.App2/1, kWh/l;
FC nb is the non-balanced fuel consump tion of the Type 1 test, not correcte d for the energy balance, 
determined according to paragraph 6. of Annex B7, and using the results for criteria emissions 
and CO2 calculated in step 2 in Table A7/1, l/100 km;
d is the distance driven over the corresponding applicable WLTP test cycle, km;
10 convers ion factor to Wh.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/379  
3.4.2. The correction shall be applied if ΔEREESS is negative (cor responding to REESS disc harging)
At the request of the manuf acturer , the correction may be omitt ed and uncor rected values may be used if:
(a) ΔE REESS is positive (cor responding to REESS charging);
(b) the manufact urer can prove to the responsible author ity by measurement that there is no relation between 
ΔEREESS and CO2 mass emission and ΔEREESS and fuel consum ption respectively .
Table A6.App2/1
Energy content of fuel (as applicable) 
Fuel Petrol (E0) Petrol 
(E10)Ethanol 
(E85)Diesel (B0) Diesel (B7) LPG CNG
Heat value 8,92
kWh/l8,64
kWh/l6,41
kWh/l9,85
kWh/l9,79
kWh/l12,86 × ρ  
kWh/l11,39 MJ/m3
ρ = test fuel density at 15 °C (kg/l)
4. APPL YING THE CORRECTION FUNCTION
4.1. To apply the correction function, the electr ic energy change ΔEREESS,j of a period j of all REESSs shall be calculated 
from the measured current and the nominal voltag e:
ΔEREESS,j ¼∑n
i¼1ΔEREESS,j,i 
where:
ΔEREESS,j,i is the electr ic energy chang e of REESS i during the considered period j, Wh;
and:
ΔEREESS,j,i ¼1
3600×U REESS ×∫tend
t0IðtÞj,idt
where:
UREESS is the nominal REESS volta ge determined according to IEC 60050-482, V;
IðtÞj,iis the electr ic current of REESS i during the considered period j, deter mined according to 
paragraph 2. of this appendix, A;
t0 is the time at the beginning of the considered period j, s;
tend is the time at the end of the considered period j, s.
i is the index number of the considered REESS;
n is the total amount of REESS;
j is the index number for the considered period, where a period shall be any applicable cycle phase, 
combination of cycle phases and the applicable total cycle;
1
3600is the conver sion factor from Ws to Wh.EN Offi cial Jour nal of the European Union L 423/380 26.11.2021  
4.2. For correction of CO 2 mass emission, g/km, combustion process-specif ic Willans factors from Table A6.App2/3 
shall be used.
4.3. The correction shall be perf ormed and applied for the total cycle and for each of its cycle phases separate ly, and shall 
be recorded.
4.4. For this specifi c calculation, a fixed electr ic power supply system altern ator efficiency shall be used:
ηalternator¼0,67forelectricpowersupplysystemREESSalternators
4.5. The resulting CO2 mass emission difference for the considered period j due to load beha viour of the alternator for 
charging a REESS shall be calculated using the followi ng equation:
ΔM CO2,j ¼0,0036×ΔE REESS,j ×1
ηalternator×Willans factor ×1
dj
where:
ΔM CO2,j is the resulting CO 2 mass emission differ ence of period j, g/km;
ΔEREESS,j is the REESS energy change of the considered period j calculated according to paragraph 4.1. of 
this appendix, Wh;
dj is the driven distance of the considered period j, km;
j is the index number for the considered period, where a period shall be any applicable cycle phase, 
combination of cycle phases and the applicable total cycle;
0,0036 is the conver sion factor from Wh to MJ;
ηalternator is the effic iency of the altern ator according to paragraph 4.4. of this appendix;
Willans factor is the combustion process-specif ic Willans factor as defined in Table A6.App2/3, gCO 2/MJ;
4.5.1. The CO 2 values of each phase and the total cycle shall be corrected as follows:
For Level 1A;
MCO2,p,3 = MCO2,p,2b – ΔM CO2,j
MCO2,c,3 = MCO2,c,2b – ΔM CO2,j
For Level 1B
MCO2,p,3 = (M CO2,p,1 – ΔM CO2,j )
MCO2,c,3 = (M CO2,c,2 – ΔM CO2,j )
where:
ΔM CO2,j is the result from paragraph 4.5. of this appendix for a period j, g/km.
4.6. For the correction of CO2 emission, g/km, the Willans factors in Table A6.App2/3 shall be used.
Table A6.App2/3
Willans facto rs (as applicable) 
Naturally aspirated Pressure-char ged
Positive ignition Petrol (E0) l/MJ 0,0733 0,0778
gCO 2/MJ 175 186
Petrol (E10) l/MJ 0,0756 0,0803
gCO 2/MJ 174 184EN Offi cial Jour nal of the European Union 26.11.2021 L 423/381  
Naturally aspirated Pressure-char ged
CNG (G20) m3/MJ 0,0719 0,0764
gCO 2/MJ 129 137
LPG l/MJ 0,0950 0,101
gCO 2/MJ 155 164
E85 l/MJ 0,102 0,108
gCO 2/MJ 169 179
Com pression ignition Diesel (B0) l/MJ 0,0611 0,0611
gCO 2/MJ 161 161
Diesel (B7) l/MJ 0,0611 0,0611
gCO 2/MJ 161 161EN Offi cial Jour nal of the European Union L 423/382 26.11.2021  
Appendix 3 
Calculation of gas energy ratio for gaseous fuels (LPG and NG/biomethane) 
1. MEASUREMENT OF THE MASS OF GASEOUS FUEL CONSUMED DURING THE TYPE 1 TEST CYCLE
Measurement of the mass of gas consumed during the cycle shall be done by a fuel weighing system capable of 
measur ing the weight of the stora ge container during the test in accordance with the follo wing:
(a) An accuracy of ± 2 per cent of the difference between the readings at the beginning and at the end of the test or 
better .
(b) Precautions shall be taken to avoid measurement errors.
Such precautions shall at least include the careful installation of the device according to the instr ument 
manufacturer's recommendations and to good engineer ing practice.
(c) Other measurement methods are permitted if an equivalent accuracy can be demonstrated.
2. CALCUL ATION OF THE GAS ENER GY RATIO
The fuel consump tion value shall be calculat ed from the emissions of hydrocarbons, carbon mono xide, and carbon 
dioxide deter mined from the measurement results assuming that only the gaseous fuel is burned during the test.
The gas ratio of the energy consumed in the cycle shall be determined using the following equation:
Ggas¼Mgas×cf×104
FCnorm ×dist×ρ� �
where:
Ggas is the gas energy ratio, per cent ;
Mgas is the mass of the gaseous fuel consumed during the cycle, kg;
FC norm is the fuel consump tion (l/100 km for LPG, m3/100 km for NG/biomethane) calculat ed in accordance 
with paragraphs 6.6. and 6.7. of Annex B7;
dist is the distance recorded during the cycle, km;
ρ is the gas density:
ρ = 0,654 kg/m3 for NG/Biomethane;
ρ = 0,538 kg/litre for LPG;
cf is the correction factor, assuming the follo wing values:
cf = 1 in the case of LPG or G20 referen ce fuel;
cf = 0,78 in the case of G25 reference fuel.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/383  
ANNEX B6a 
Ambient Temperature Cor rection Test for the deter mination of CO2 emissions under representative 
regional temperature conditions 
This annex is only applicable for Level 1A;
1. INTR ODUCTION
This annex descr ibes the supplemental Ambient Temp erature Correction Test (ATCT) procedure to determi ne the 
CO2 emissions under representative regional temperature conditions.
1.1. The CO 2 emissions of ICE vehicles, NOVC-HEVs and the charg e sustaining value of OVC-HEVs shall be corrected 
in accordance with the requirements of this annex. No correction is required for the CO2 value of the charge 
depleting test. No correction is required for an Electr ic Range.
2. AMBIENT TEMPERA TURE CORRECTION TEST (ATCT) FAMIL Y
2.1. Only vehicles which are identical with respect to all the follo wing charact eristics are permitted to be part of the 
same ATCT Fam ily:
(a) Powertrain archit ecture (i.e. internal combustion, hybrid, fuel cell, or electr ic);
(b) Combustion process (i.e. two strok e or four strok e);
(c) Number and arrangement of cylinders;
(d) Method of engine combustion (i.e. indirect or direct injection);
(e) Type of cooling system (i.e. air, wate r, or oil);
(f) Method of aspiration (i.e. naturally aspirated, or charg ed);
(g) Fuel for whic h the engine is designed (i.e. petrol, diesel, NG, LPG, etc.);
(h) Catalytic conver ter (i.e. three-wa y catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s));
(i) Whether or not a particulat e trap is installed; and
(j) Exhaust gas recirculation (with or without, cooled or non-cooled).
In addition the vehicles shall be similar with respect to the followi ng charact eristics:
(k) The vehicles shall have a variation in engine cylinder capacity of no more than 30 per cent of the vehicle with 
the lowest capacity ; and
(l) Engine compar tment insulation shall be of a similar type regar ding mater ial, amount and location of the 
insulation. Manufacturers shall provid e evidence (e.g. by CAD drawings) to the approval author ity that for all 
vehicles in the family , the volume and weight of the insulation mat erial which will be installed is greater than 
90 per cent of that of the ATCT measured referen ce vehicle.
Difference in insulation mat erial and location may also be accept ed to be part of a sing le ATCT family under the 
condition that the test vehicle can be demonstrated as being the worst case with regards to engine compar tment 
insulation.
If the manufacturer can demonstrate to the Type Approv al Author ity that it is ensured that the worst case concep t 
is maintained (e.g. tested vehicle has no insulation), or if the ATCT is composed of a sing le Interp olation Fami ly. 
the requirements to document the insulation mater ials may be waived.
2.1.1. If active heat storage devices are installed, only vehicles that meet the following requirements shall be considered 
to be part of the same ATCT Fam ily:
(a) The heat capacity , defined by the enthalp y store d in the syste m, is within a rang e of 0 to 10 per cent abov e the 
enthalp y of the test vehicle; and
(b) The OEM can provid e evidence to the technical service that the time for heat release at engine start within a 
family is within a range of 0 to 10 per cent below the time for the heat release of the test vehicle.EN Offi cial Jour nal of the European Union L 423/384 26.11.2021  
2.1.2. Only vehicles that meet the criteria set out in paragraph 3.9.4. of this Annex B6a shall be considered to be part of 
the same ATCT Fam ily.
3. ATCT PROCEDURE
The Type 1 test specified in Annex B6 shall be carried out with the excep tion of the requirements specifi ed in 
paragraphs 3.1. to 3.9. of this Annex B6a. That requires also a new calculation and application of gearshif t points 
in accordance with Annex B2 taking into account the different road load as specif ied in paragraph 3.4. of this 
Annex B6a.
3.1. Ambient conditions for ATCT
3.1.1. The temperature (Treg) at which the vehicle should be soake d and tested for the ATCT shall be 14 °C.
3.1.2. The minimum soaking time (tsoak_A TCT) for the ATCT shall be 9 hours.
3.2. Test cell and soak area
3.2.1. Test cell
3.2.1.1. The test cell shall have a temperature set point equal to Treg. The actual temperature value shall be within ± 3 °C at 
the start of the test and within ± 5 °C during the test.
3.2.1.2. The specifi c humidity (H) of either the air in the test cell or the intak e air of the engine shall be such that:
3,0 ≤ H ≤ 8,1 (g H2O/kg dry air)
3.2.1.3. The air temperature and humidity shall be measured at the cooling fan outlet at a rate of 0,1 Hz.
3.2.2. Soak area
3.2.2.1. The soak area shall have a temperature set point equal to Treg and the actual temperature value shall be within 
± 3 °C on a 5 minute running arithmetic averag e and shall not show a systematic deviation from the set point. 
The temperature shall be measured continuously at a minimum frequency of 0,033 Hz.
3.2.2.2. The location of the temperature sensor for the soak area shall be representative to measure the ambient 
temperature around the vehicle and shall be check ed by the technical service.
The sensor shall be at least 10 cm awa y from the wall of the soak area and shall be shielded from direct air flow.
The air-flow conditions within the soak room in the vicinity of the vehicle shall represent a natural convecti on 
flow representative for the dimension of the room (no forced convecti on).
3.3. Test vehicle
3.3.1. The vehicle to be tested shall be representative of the family for whic h the ATCT data are determined (as descr ibed 
in paragraph 2.1. of this Annex B6a).
3.3.2. From the ATCT Fami ly, the Interp olation Fami ly with the lowest engine capacity shall be selected (see paragraph 2 
of this Annex B6a), and the test vehicle shall be in the ‘vehicle H’ configuration of this family .
3.3.3. Where applicable, the vehicle with the lowest enthalp y of the active heat storag e device and the slowest heat 
release for the active heat storag e device from the ATCT Fami ly shall be selecte d.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/385  
3.3.4. The test vehicle shall meet the requirements detailed in paragraph 2.3. of Annex B6 and paragraph 2.1. of this 
Annex B6a.
3.4. Settings
3.4.1. Road load and dynamometer settings shall be as specified in Annex B4, including the requirement for the room 
temperature to be at 23 oC.
To take account of the differ ence in air density at 14 oC when compared to the air density at 20 oC, the chassis 
dynamomete r shall be set as specifi ed in paragraphs 7. and 8. of Annex B4 with the excep tion that f2_TReg from 
the following equation shall be used as the target coeffi cient Ct.
f2_TReg = f2 * (Tref + 273)/(T reg + 273)
where:
f2 is the second order road load coeff icient, at reference conditions, N/(km/h)2;
Tref is the road load reference temperature as specifi ed in paragraph 3.2.10. of this Regulation, C;
Treg is the regional temperature, as defined in paragraph 3.1.1. of this Annex B6a, C.
In the case that a valid chassis dynamomete r setting of the 23 °C test is available, the second order chassis 
dynamomete r coefficient of Cd shall be adap ted in accordance with the following equation:
Cd_T reg = Cd + (f2_TReg – f2)
3.4.2. The ATCT test and its road load setting shall be performe d on a 2WD dynamometer in the case that the 
corresponding Type 1 test was done on a 2WD dynamometer; and it shall be perf ormed on a 4WD 
dynamomete r in the case that the corresponding Type 1 test was done on a 4WD dynamomete r.
3.5. Preconditioning
At the request of the manufacturer preconditioning may be under taken at Treg.
The engine temperature shall be within ± 2 °C of the set point of 23 °C or Treg, which ever temperature is chosen 
for the preconditioning.
3.5.1. Pure ICE vehicles shall be preconditioned as descr ibed in paragraph 2.6. of Annex B6.
3.5.2. NOVC-HEVs shall be preconditioned as descr ibed in paragraph 3.3.1.1. of Annex B8.
3.5.3. OVC-HEVs shall be preconditioned as descr ibed in paragraph 2.1.1. or 2.1.2. of Appendix 4 to Annex B8.
3.6. Soak procedure
3.6.1. After preconditioning and before testin g, vehicles shall be kept in a soak area with the ambient conditions 
descr ibed in paragraph 3.2.2. of this Annex B6a.
3.6.2. From the end of the preconditioning until the soaking at Treg, the vehicle shall not be exposed to a different 
temperature than Treg for longer than 10 minute s.
3.6.3. The vehicle shall then be kept in the soak area such that the time from the end of the preconditioning test to the 
beginning of the ATCT test is equal to tsoak_A TCT with a tolerance of an additional 15 minute s. At the request of the 
manuf acturer , and upon approval of the approval author ity, tsoak_A TCT can be exte nded by up to 120 minutes. In 
this case, the extended time shall be used for the cool down specifi ed in paragraph 3.9. of this Annex B6a.EN Offi cial Jour nal of the European Union L 423/386 26.11.2021  
3.6.4. The soak shall be performed without using a cooling fan and with all body parts positioned as intended under 
normal parking operation. The time between the end of the preconditioning and the start of the ATCT test shall 
be recorded.
3.6.5. The transfer from the soak area to the test cell shall be under taken as quickly as possible. The vehicle shall not be 
exposed to a temperature diffe rent from Treg for long er than 10 minute s.
3.7. ATCT Test
3.7.1. The test cycle shall be the applicable WLTC specifi ed in Annex B1 for that class of vehicle.
3.7.2. The procedures for under taking the emissions test as specified in Annex B6 for pure ICE vehicles and in Annex B8 
for NOVC-HEVs and for the charge-sustaining Type 1 test of OVC-HEVs shall be followed, with the excep tion that 
the ambient conditions for the test cell shall be those as descr ibed in paragraph 3.2.1. of this Annex B6a.
3.7.3. In particular , the tailpipe emissions defined by Table A7/1 Step no. 2 for pure ICE vehicles and Table A8/5 Step 
no. 2 for HEVs at an ATCT test shall not exceed the emission limits applicable to the vehicle tested defined in 
paragraph 6.3.10. of this Regulation.
3.8. Calculation and Documentation
3.8.1. The family correction factor , FCF, shall be calculat ed as follows:
FCF = MCO2 ,Treg / MCO2,23°
where
MCO2,23° is the CO2 mass emission of the average of all applicable Type 1 tests at 23 °C of vehicle H, after 
Step 3 of Table A7/1 of Annex B7 for pure ICE vehicles and after Step 3 of Table A8/5 of 
Annex B8 for OVC-HEVs and NOVC-HEVs, but without any further corrections, g/km;
MCO2,T reg is the CO2 mass emission over the complet e WLTC cycle of the test at regional temperature after 
Step 3 of Table A7/1 of Annex B7 for pure ICE vehicles and after Step 3 of Table A8/5 of 
Annex B8 for OVC-HEVs and NOVC-HEVs but without any further corrections, g/km. For 
OVC-HEVs and NOVC-HEVs, the KCO2 factor as defined in Appendix 2 to Annex B8 shall be 
used.
Both MCO2,23° and MCO2,T reg shall be measured on the same test vehicle.
The FCF shall be included in all relevant test repor ts.
The FCF shall be rounded to 4 points of decimal.
3.8.2. The CO 2 values for each pure ICE vehicle within the ATCT Fami ly (as defined in paragraph 2.3. of this Annex B6a) 
shall be calculated using the following equations:
MCO2,c,5 = MCO2,c,4 × FCF
MCO2,p,5 = MCO2,p,4 × FCF
where
MCO2,c,4 and MCO2,p,4 are the CO2 mass emissions over the compl ete WLTC, c, and the cycle phases, p, 
resulting from the previous calculation step, g/km;
MCO2,c,5 and MCO2,p,5 are the CO2 mass emissions over the compl ete WLTC, c, and the cycle phases, p, 
including the ATCT correction, and shall be used for any further corrections or any 
further calculations, g/km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/387  
3.8.3. The CO 2 values for each OVC-HEV and NOVC-HEV within the ATCT Fami ly (as defined in paragraph 2.3. of this 
Annex B6a) shall be calculat ed using the followi ng equations:
MCO2,CS,c,5 = MCO2,CS ,c,4 × FCF
MCO2,CS,p,5 = MCO2,CS,p,4 × FCF
where
MCO2,CS,c,4 and MCO2,CS,p,4 are the CO2 mass emissions over the compl ete WLTC, c, and the cycle phases, p, 
resulting from the previous calculation step, g/km;
MCO2,CS,c,5 and MCO2,CS,p,5 are the CO2 mass emissions over the compl ete WLTC, c, and the cycle phases, p, 
including the ATCT correction, and shall be used for any further corrections or any 
further calculations, g/km.
3.8.4. If a FCF is less than one, it is deemed to be equal to one, in the case of the worstcase approach , in accordance with 
paragraph 4.1. of this Annex B6a.
3.9. Prov ision for cool down
3.9.1. For the test vehicle serving as a reference vehicle for the ATCT Fami ly and all vehicles H of the interpolation 
families within the ATCT Fami ly, the end temperature of the engine coolant shall be measured after soaking at 
23 °C for the duration of tsoak_A TCT, with a tolerance of an additional 15 minutes, having beforehand driven the 
respective Type 1 test at 23 °C. The duration is measured from the end of that respective Type 1 test.
3.9.1.1. In the case that tsoak_A TCT was extended in the respective ATCT test, the same soaking time shall be used, with a 
tolerance of an additional 15 minute s.
3.9.2. The cool down procedure shall be under taken as soon as possible after the end of the Type 1 test, with a 
maximum dela y of 20 minutes. The measured soaking time is the time between the measurement of the end 
temperature and the end of the Type 1 test at 23 °C, and shall be included in all relevant test sheets.
3.9.3. The average temperature of the soak area of the last 3 hours shall be subtracted from the measured temperature of 
the engine coolant at the end of the soaking time specifi ed in paragraph 3.9.1. This is refer red to as ΔT_A TCT, 
rounded to the nearest whole number .
3.9.4. If ΔT_A TCT is higher or equal than – 2 °C from the test vehicle ΔT_A TCT, this Interp olation Fam ily shall be considered 
to be a member of the same ATCT Fami ly.
3.9.5. For all vehicles within an ATCT Fami ly the coolant shall be measured at the same location in the cooling system. 
That location shall be as close as possible to the engine so that the coolant temperature is as representative as 
possible to the engine temperature.
3.9.6. The measurement of the temperature of the soak areas shall be as specified in paragraph 3.2.2.2. of this 
Annex B6a.
4. ALTERNA TIVES IN THE MEASUREMENT PROCESS
4.1. Worst case approac h vehicle cool down or with regards to vehicle insulation
On request by the manuf acturer and with appro val by the approval author ity, the Type 1 test procedure for cool 
down may be applied instead of provisions of paragraph 3.6. of this Annex B6a. For that purpose:
(a) The provis ions of paragraph 2.7.2. of Annex B6 shall apply with the additional requirement of a minimum 
soak time of 9 hours.EN Offi cial Jour nal of the European Union L 423/388 26.11.2021  
(b) The engine temperature shall be within ± 2 °C of the set point Treg before the start of the ATCT test. That 
temperature shall be included in all relevant test sheets. In this case, the provision for cool down descr ibed in 
paragraph 3.9. of this Annex B6a and the criteria on engine compar tment insulation can be skipped for all 
vehicles in the family .
This alternative is not allowe d if the vehicle is equipped with an active heat storage device.
The application of that approac h shall be included in all relevant test repor ts.
The requirements to document the insulation mat erials may be waived.
4.2. ATCT family compo sed of a sing le Interp olation family
In the case, that the ATCT family consists of only one interpolati on family , the provi sion for cool down descr ibed 
in paragraph 3.9. of this Annex B6a can be skipped. This shall be included in all relevant test repor ts.
4.3. Alternative engine temperature measurement
In the case that measur ing the coolant temperature is not feasible, on request of the manufa cturer and with 
appro val of the approval author ity, instead of using the coolant temperature for the provision for cool down 
descr ibed in paragraph 3.9. of this Annex B6a, the engine oil temperature may be used. In that case, for all 
vehicles within the family the engine oil temperature shall be used.
The application of that procedure shall be included in all relevant test repor ts.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/389  
ANNEX B6b 
Cor rection of CO2 results against the targ et speed and distance 
This annex is only applicable for Level 1A;
1. GENERAL
This Annex B6b defines the specifi c provisions regarding the correction of CO2 test results for tolerances against the 
target speed and distance.
This Annex B6b applies to pure ICE vehicles only .
2. VEHICLE SPEED MEASUREMENT
2.1. The actual/measured vehicle speed (vmi; km/h) coming from the roller speed of the chassis dynamomete r shall be 
sampled with a measurement frequency of 10 Hz together with the actual time that corresponds to the actual speed.
2.2. The target speed (vi; km/h) between time points in Tables A1/1 to A1/12 in Annex B1 shall be deter mined by a linear 
interpolatio n method at a frequency of 10 Hz.
3. CORRECTION PROCEDURE
3.1. Calculation of the actual/measured and target power at the wheels
The power and the forces at the wheels from the targe t and actual/measured speed shall be calculat ed by applying the 
followi ng equations:
Fi = f0 + f1 ×ðViþV i – 1Þ
2+ f2 ×ðViþV i – 1Þ2
4+ (TM + mr) × ai
Pi = Fi ×ðViþV i – 1Þ
3,6x2× 0,001
Fmi = f0 + f1 ×ðVm iþVm i – 1Þ
2+ f2 ×ðVm iþVm i – 1Þ2
4+ (TM + mr) × ami
Pmi = Fmi ×ðVm iþVm i – 1Þ
3,6x2× 0,001
ai =ðVi – V i – 1Þ
3,6xðt i – t i – 1Þ
ami =ðVm i – Vm i – 1Þ
3,6xðt i – t i – 1Þ
where:
Fi is the target driving force during the period from (i–1) to (i), N;
Fmi is the actual/measured driving force during the period from (i–1) to (i), N;
Pi is the target power during the period from (i–1) to (i), kW;
Pmi is the actual/measured power during the period from (i–1) to (i), kW;
f0, f1, f2 are the road load coeffi cients from Annex B4, N, N/(km/h), N/(km/h)2;
Vi is the target speed at time (i); km/h;
Vm i is the actual/measured speed at time (i); km/h;
TM is the test mass of the vehicle, kg;
mr is the equivalent effective mass of rotating components in accordance with paragraph 2.5.1. of 
Annex B4, kg;EN Offi cial Jour nal of the European Union L 423/390 26.11.2021  
ai is the target acceleration during the period from (i–1) to (i), m/s2;
ami is the actual/measured acceleration during the period from (i–1) to (i), m/s2;
ti is the time, s.
3.2. In the next step an initial POVERR UN,1 is calculated using the following equation:
POVERR UN,1 = – 0,02 × PRATED
where:
POVERR UN,1 is the initial over run power , kW;
PRATED is the rated engine power , kW.
3.3. All calculated Pi and Pmi values that are below POVERR UN,1 shall be set to POVERR UN,1 in order to excl ude negative values 
not relevant for the CO2 emissions.
3.4. The Pm,j values shall be calculated for each individual phase of the WLTC using the followi ng equation:
Pm,j =∑tend
t0Pmi/n
where:
Pm,j is the average actual/measured power of the considered phase j, kW;
Pmi is the actual/measured power during the period from (i–1) to (i), kW;
t0 is the time at the beginning of the considered phase j, s;
tend is the time at the end of the considered phase j, s;
n is the number of time steps in the considered phase;
j is the index number for the considered phase.
3.5. The averag e RCB corrected CO2 mass emissions (g/km) for each phase of the applicable WLTC shall be expressed in 
units g/s using the follo wing equation:
MCO2,j = MCO2,RCB,j ×dm,j
tj
where:
MCO2,j is the average CO2 mass emission of phase j, g/s;
MCO2,RCB,j is the CO 2 mass emission from step 1 of Table A7/1 of Annex B7 for the considered WLTC phase j 
corrected in accordance with Appendix 2 to Annex B6, and with the requirement of applying the 
RCB correction without consider ing the correction criterion c;
dm,j is the actually driven distance of the considered phase j, km;
tj is the duration of considered phase j, s.
3.6. In the next step these CO 2 mass emissions (g/s) for each phase of the WLTC shall be correlated to the average Pm,j1 
values calculat ed in accordance with paragraph 3.4. of this Annex B6b.
The best fit of the data shall be calculated using the least square regression method. An example for this regression 
line (Veline line) is shown in Figure A6b /1.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/391  
Figure A6b/1
Exa mple of the Veline regression line.
3.7. The vehicle specific Veline equation-1 calculat ed from paragraph 3.6. of this Annex B6b defines the correlation 
between CO 2 emissions in g/s for the considered phase j and the average measured power at the wheel for the same 
phase j and is expressed with the follo wing equation:
MCO2,j = (kv,1 × Pm,j1) + Dv,1
where:
MCO2,j is the average CO2 mass emission of phase j, g/s;
Pm,j1 is the average actual/measured power of the considered phase j calculat ed using POVERR UN,1, kW;
kv,1 is the slope of the Veline equation-1, g CO 2/kWs;
Dv,1 is the constant of the Veline equation-1, g CO 2/s.
3.8. In the next step, a second POVERR UN,2 is calculat ed followi ng the equation:
POVERR UN,2 = - Dv,1/ kv,1
where:
POVERR UN,2 is the second over run power , kW;
kv,1 is the slope of the Veline equation-1, g CO 2/kWs;
Dv,1 is the constant of the Veline equation-1, g CO 2/s.
3.9. All calculat ed Pi and Pmi values from paragraph 3.1. of this Annex B6b that are below POVERR UN,2 shall be set to 
POVERR UN,2 in order to excl ude negativ e values not relevant for the CO 2 emissions.
3.10. The Pm,j2 values shall be comput ed again for each individual phase of the WLTC using the equations from 
paragraph 3.4. of this Annex B6b.EN Offi cial Jour nal of the European Union L 423/392 26.11.2021  
3.11. New vehicle specifi c Veline equation-2 shall be comput ed using the least square regression method descr ibed in 
paragraph 3.6. of this Annex B6b. The Veline equation-2 is expressed with the follo wing equation:
MCO2,j = (kv,2 × Pm,j2) + Dv,2
where:
MCO2,j is the average CO2 mass emission of phase j, g/s;
Pm,j2 is the average actual/measured power of the considered phase j calculat ed using POVERR UN,2, kW;
kv,2 is the slope of the Veline equation-2, g CO 2/kWs;
Dv,2 is the constant of the Veline equation-2, g CO 2/s.
3.12. In the next step, the Pi,j values coming from the target speed profile shall be calculated for each individual phase of 
the WLTC using the follo wing equation:
Pi,j2 =∑tend
t0Pi,2/n
where:
Pi,j2 is the average targe t power of the considered phase j calculated using POVERR UN,2, kW;
Pi,2 is the target power during the period from (i-1) to (i) calculated using POVERR UN,2, kW;
t0 is the time at the beginning of the considered phase j, s;
tend is the time at the end of the considered phase j, s;
n is the number of time steps in the considered phase;
j is the index number for the considered WLTC phase.
3.13. Delta in CO 2 mass emissions of period j expressed in g/s is then calculated following the equation:
ΔCO2,j = kv,2 × (Pi,j2 - Pm,j2)
where:
ΔCO 2,j is the delta in CO 2 mass emissions of period j expressed, g/s;
kv,2 is the slope of the Veline equation-2, g CO 2/kWs;
Pi,j2 is the average targe t power of the considered period j calculated using POVERR UN,2, kW;
Pm,j2 is the average actual/measured power of the considered period j calculat ed using POVERR UN,2, kW;
j is the considered period j and it can be the cycle phase or the total cycle.
3.14. The final distance and speed correcte d CO2 mass emissions of period j is calculated following the equation:
MCO2,j,2b = (ΔCO 2,jþM CO2,j,k x dm,j
tjÞxt j/di,j
where:
MCO2,j,2b is distance and speed corrected CO 2 mass emissions of period j, g/km;
MCO2,j,k is CO 2 mass emissions of period j according to step k in Table A7/1 in Annex B7, g/km;
ΔCO 2,j is the delta in CO 2 mass emissions of period j expressed, g/s;
tj is the duration of considered period j, s;
dm,j is the actually driven distance of the considered phase j, km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/393  
di,j is the target distance of the considered period j, km;
j is the considered period j, which can either be the cycle phase “p” or the total cycle “c”;
k is “1” if the considered period j is the cycle phase, or “2” if the considered period j is the total cycle.EN Offi cial Jour nal of the European Union L 423/394 26.11.2021  
ANNEX B7 
Calculations 
1. GENERAL REQUIREMENTS
1.1. Unless explicitly stated other wise in Annex B8, all requirements and procedures specifi ed in this annex 
shall apply for NOVC-HEVs, OVC-HEVs, NOVC-FC HVs and PEVs.
1.2. The calculation steps descr ibed in paragraph 1.4. of this annex shall be used for pure ICE vehicles only .
1.3. Rounding of test results
1.3.1. Intermediate steps in the calculations shall not be rounded unless intermediate rounding is required.
1.3.2. The final criteria emission results shall be rounded according to paragraph 6.1.8. of this Regulation in one 
step to the number of places to the right of the decimal point indicated by the applicable emission 
standard plus one additional significant figure.
1.3.3. The NO x correction factor KH shall be repor ted rounded according to paragraph 6.1.8. of this Regulation 
to two places of decimal.
1.3.4. The dilution factor DF shall be repor ted rounded according to paragraph 6.1.8. of this Regulation to two 
places of decimal.
1.3.5. For information not related to standards, good engineer ing judg ement shall be used.
1.4. Stepwise procedure for calculating the final test results for vehicles using combustion engines
The results shall be calculated in the order descr ibed in Table A7/1. All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of this table, the followi ng nomenclature within the equations and results is used:
c compl ete applicable cycle;
p ever y applicable cycle phase;
i ever y applicable criteria emission compo nent, without CO 2;
CO 2 CO 2 emi ssion.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/395  
Table A7/1
Procedure for calculating final test results (FE applicable for Lev el 1B only) 
Step No. Source Input Process Output
1 Annex B6 Raw test results Mass emissions
Paragraphs 3. to 3.2.2. inclusive of this 
annex.Mi,p,1, g/km;
MCO2,p,1 , g/km.
2 Output step 1 Mi,p,1, g/km;
MCO2,p,1 , g/km.Calculation of combined cycle values:
Mi,c,2¼∑pMi,p,1×dp
∑pdp
MCO2,c,2 ¼∑pMCO2,p,1 ×dp
∑pdp where:
Mi/CO2,c,2 are the emission results over 
the total cycle;
dp are the driven distances of the cycle 
phases, p.Mi,c,2, g/km;
MCO2,c,2 , g/km.
2b
This step is 
only applic ­
able for Level 
1A;Output step 1
Output step 2MCO2,p,1 , g/km;
MCO2,c,2 , g/km.Correction of CO2 results against the 
target speed and distance.
Annex B6b.
Note: As the distance is also corrected, 
from this calculation step onwards any 
referen ce to a driven distance shall be 
interpreted as a reference to the targe t 
distance.MCO2,p,2b , g/km;
MCO2,c,2b , g/km.
3 For Level 1A
Output step 2bMCO2,p,2b , g/km;
MCO2,c,2b , g/km.RCB correction
Appendix 2 to Annex B6.MCO2,p,3 , g/km;
MCO2,c,3 , g/km.
For Level 1B
Output step 1
Output step 2MCO2,p,1 , g/km;
MCO2,c,2 , g/km.RCB correction
Appendix 2 to Annex B6.MCO2,p,3 , g/km;
MCO2,c,3 , g/km.
4a Output step 2
Output step 3Mi,c,2, g/km;
MCO2,c,3 , g/km.Emissions test procedure for all vehicles 
equipped with periodically 
regenera ting systems, Ki.
Annex B6, Appendix 1.
Mi,c,4a = Ki × Mi,c,2
or
Mi,c,4a = Ki + Mi,c,2
and
MCO2,c,4a = KCO2 × MCO2,c,3
or
MCO2,c,4a = KCO2 + MCO2,c,3
Additive offset or multiplicative factor 
to be used according to Ki 
determination.Mi,c,4a, g/km;
MCO2,c,4a , g/km.EN Offi cial Jour nal of the European Union L 423/396 26.11.2021  
Step No. Source Input Process Output
If Ki is not applicable:
Mi,c,4a = Mi,c,2
MCO2,c,4a = MCO2,c,3
4b Output step 3
Output step 4aMCO2,p,3 , g/km;
MCO2,c,3 , g/km;
MCO2,c,4a , g/km.If Ki is applicable, align CO2 phase 
values to the combined cycle value:
MCO2,p,4 ¼MCO2,p,3 ×AF Ki
for ever y cycle phase p;
where:
AF Ki¼MCO2,c,4a
MCO2,c,3
If Ki is not applicable:
MCO2,p,4 = MCO2,p,3MCO2,p,4 , g/km.
4c Output step 4a Mi,c,4a, g/km;
MCO2,c,4a , g/km.In the case these values are used for the 
purpose of conf ormity of production, 
the criteria emission values and CO 2 
mass emission values shall be 
multiplied with the run-in factor 
determined according to 
paragraph 8.2.4. of this Regulation:
Mi,c,4c = RIC (j) × Mi,c,4a
MCO2,c,4c = RICO2 (j) × MCO2,c,4a
In the case these values are not used for 
the purpose of conf ormity of 
production:
Mi,c,4c = Mi,c,4a
MCO2,c,4c = MCO2 ,c,4aMi,c,4c;
MCO2,c,4c
Calculate fuel efficiency (FE c,4c_temp ) 
according to paragraph 6. of Annex B6.
In the case this value is used for the 
purpose of conf ormity of production, 
the fuel efficiency value shall be 
multiplied with the run in factor 
determined according to 
paragraph 8.2.4. of this Regulation:
FEc,4c = RIFE (j) × FEc,4c_tem p
In the case these values are not used for 
the purpose of conf ormity of 
production:
FEc,4c = FEc,4c_tem pFEc,4c, km/l;
5
Result of a 
sing le test.Output step 4b 
and 4cMCO2,c,4c , g/km;
MCO2,p,4 , g/km.For Level 1A:
ATCT correction of MCO2 ,c,4c and MCO2, 
p,4 in accordance with paragraph 3.8.2. 
of Annex B6a.
For Level 1B:
MCO2,c,5 = MCO2,c,4c
MCO2,p,5 = MCO2,p,4MCO2,c,5 , g/km;
MCO2,p,5 , g/km.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/397  
Step No. Source Input Process Output
Mi,c,4c, g/km;
FEc,4c, km/l;Apply deter ioration factors calculat ed 
in accordance with Annex C4 to the 
criteria emissions values.
In the case these values are used for the 
purpose of conf ormity of production, 
the further steps (6 to 10) are not 
required and the output of this step is 
the final result.Mi,c,5, g/km;
FEc,5, km/l;
6 For Level 1A
Output step 5For ever y test:
Mi,c,5, g/km;
MCO2,c,5 , g/km;
MCO2,p,5 , g/km.Averaging of tests and declared value.
Paragraphs 1.2. to 1.2.3. inclusive of 
Annex B6.Mi,c,6, g/km;
MCO2,c,6 , g/km;
MCO2,p,6 , g/km.
MCO2,c,declared , g/km.
For Level 1B
Output step 5FEc,5, km/l; Averaging of tests and declared value.
Paragraphs 1.2. to 1.2.3. inclusive of 
Annex B6.
The conversion from FEc,declared to MCO2, 
c,declared shall be performe d for the 
applicable cycle according to paragraph 
6. of Annex B7. For that purpose, the 
criteria emission over the applicable 
cycle shall be used.FEc,declared , km/l
FEc,6, km/l
MCO2,c,declared , g/km.
7 For Level 1A:
Output step 6MCO2,c,6 , g/km;
MCO2,p,6 , g/km.
MCO2,c,declared , g/km.Alignment of phase values.
Paragraph 1.2.4. of Annex B6.
and:
MCO2,c,7 = MCO2,c,declaredMCO2,c,7 , g/km;
MCO2,p,7 , g/km.
For Level 1B:
Output step 5
Output step 6MCO2,c,5 , g/km;
MCO2,p,5 , g/km;
MCO2,c,declared , g/km.Alignment of phase values.
Paragraph 1.2.4. of Annex B6.MCO2,p,7 , g/km.
8
Result of a 
Type 1 test for 
a test vehicle.For Level 1A:
Output steps 6
Output steps 7Mi,c,6, g/km;
MCO2,c,7 , g/km;
MCO2,p,7 , g/km.Calculation of fuel consum ption 
according to paragraph 6. of this annex
The calculation of fuel consump tion 
shall be perf ormed for the applicable 
cycle and its phases separately . For that 
purpose:
(a) the applicable phase or cycle CO 2 
values shall be used;
(b) the criteria emission over the com ­
plete cycle shall be used.
and:
Mi,c,8 = Mi,c,6
MCO2,c,8 = MCO2,c,7
MCO2,p,8 = MCO2,p,7FC c,8, l/100 km;
FC p,8, l/100 km;
Mi,c,8, g/km;
MCO2,c,8 , g/km;
MCO2,p,8 , g/km.EN Offi cial Jour nal of the European Union L 423/398 26.11.2021  
Step No. Source Input Process Output
For Level 1B:
Output steps 5
Output steps 7Mi,c,5, g/km;
MCO2,p,7 , g/km.Calculation of fuel consum ption and 
convers ion to fuel efficiency for phase 
value only according to Paragraph 6 of 
this annex.
The calculation of fuel consump tion 
shall be perf ormed for the phases 
separately . For that purpose:
(a) the applicable phase CO 2 values 
shall be used;
(b) the criteria emission over the com ­
plete cycle shall be used.
and:
Mi,c,8 = Mi,c,5
FEc,8 = FEc,6FC p,8, l/100 km;
FEp,8, km/l;
Mi,c,8, g/km;
FEc,8, km/l.
9
Interp olation 
family result.
For Level 1A
Final criteria 
emission 
resultOutput step 8 For each of the test 
vehicles H and L:
Mi,c,8, g/km;
MCO2,c,8 , g/km;
MCO2,p,8 , g/km;
FC c,8, l/100 km;
FC p,8, l/100 km;
FEc,8, km/l.
FEp,8, km/lFor Level 1A;
If in addition to a test vehicle H a test 
vehicle L and, if applicable vehicle M 
was also tested, the resulting criteria 
emission value shall be the highest of 
the two or, if applicable, three values 
and referred to as Mi,c.
In the case of the combined THC + NOx 
emissions, the highest value of the sum 
refer ring to either the vehicle H or 
vehicle L or, if applicable, vehicle M is to 
be taken as the type appro val value.
Other wise, if no vehicle L was tested,
Mi,c = Mi,c,8
Level 1A and Level 1B
For CO 2, FE and FC, the values derived 
in step 8 shall be used, and CO 2 values 
shall be rounded according to 
paragraph 6.1.8. of this Regulation to 
two places of decimal, and FE and FC 
values shall be rounded according to 
paragraph 6.1.8. of this Regulation to 
three places of decimal.Mi,c, g/km;
MCO2,c,H , g/km;
MCO2,p,H , g/km;
FC c,H, l/100 km;
FC p,H, l/100 km;
FEc,H, km/l;
FEp,H, km/l;
and if a vehicle L 
was tested:
MCO2,c,L , g/km;
MCO2,p,L , g/km;
FC c,L, l/100 km;
FC p,L, l/100 km;
FEc,L, km/l;
FEp,L, km/l.
10
Result of an 
individual 
vehicle.
Final CO2, FE 
and FC result.Output step 9 MCO2,c,H , g/km;
MCO2,p,H , g/km;
FC c,H, l/100 km;
FC p,H, l/100 km;
FEc,H, km/l;
FEp,H, km/l;
and if a vehicle L was 
tested:
MCO2,c,L , g/km;Fuel consum ption, fuel efficiency and 
CO 2 calculations for individual vehicles 
in an interpolation family .
Paragraph 3.2.3. of this annex.
Fuel consum ption, fuel efficiency and 
CO 2 calculations for individual vehicles 
in a road load matr ix family .
Paragraph 3.2.4. of this annex.MCO2,c,ind g/km;
MCO2,p,ind , g/km;
FC c,ind l/100 km;
FC p,ind, l/100 km;
FEc,ind, km/l;
FEp,ind, km/l.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/399  
Step No. Source Input Process Output
MCO2,p,L , g/km;
FC c,L, l/100 km;
FC p,L, l/100 km.
FEc,L, km/l;
FEp,L, km/l.CO 2 emissions shall be expressed in 
grams per kilometre (g/km) rounded to 
the nearest whole number .
FC values shall be rounded according to 
paragraph 6.1.8. of this Regulation to 
one place of decimal, expressed in  
(l/100 km).
FE values shall be rounded according to 
paragraph 6.1.8. of this Regulation to 
one place of decimal, expressed in  
(km/l).
2. DETERMINA TION OF DILUTED EXHA UST GAS VOLUME
2.1. Volume calculation for a variable dilution device capable of operating at a constant or variable flow rate
The volumetr ic flow shall be measured continuously . The total volume shall be measured for the duration 
of the test.
2.2. Volume calculation for a variable dilution device using a positive displacement pump
2.2.1. The volume shall be calculat ed using the follo wing equation:
V¼V0×N
where:
V is the volume of the diluted gas, in litres per test (prior to correction);
V0 is the volume of gas delivered by the positive displacement pump in testing conditions, litres per 
pump revolution;
N is the number of revolu tions per test.
2.2.1.1. Correcting the volume to standard conditions
The dilut ed exhaust gas volume, V, shall be corrected to standard conditions according to the following 
equation:
Vmix¼V×K 1×PB – P 1
Tp��
where:
K1¼273,15ðKÞ
101,325ðkPaÞ¼2,6961
PB is the test room barometr ic pressure, kPa;
P1 is the vacuum at the inlet of the positive displacement pump relative to the ambient barometr ic 
pressure, kPa;
Tp is the arithmetic average temperature of the diluted exhaust gas entering the positive 
displacement pump during the test, Kelvin (K).EN Offi cial Jour nal of the European Union L 423/400 26.11.2021  
3. MASS EMISSIONS
3.1. General requirements (as applicable)
3.1.1. Assuming no compressibility effects, all gases involved in the engine's intake , combustion and exhaust 
processes may be considered to be ideal according to Avogadro’s hypothesis.
3.1.2. The mass M of gaseous compo unds emitte d by the vehicle during the test shall be determined by the 
product of the volumetr ic concentration of the gas in question and the volume of the dilut ed exhaust gas 
with due regar d for the followi ng densities under the reference conditions of 273,15 K (0 °C) 
and 101,325 kPa:
Carbon mono xide (CO) ρ¼1,25 g/l
Carbon dioxide (CO 2) ρ¼1,964 g/l
Hydrocarbons:
for petrol (E0) (C1H1,85) ρ¼0,619 g/1
for petrol (E10) (C1H1,93 O0,033 ) ρ¼0,646 g/l
for diesel (B0) (C1Hl,86) ρ¼0,620 g/1
for diesel (B7) (C1H1,86O0,007 ) ρ¼0,625 g/l
for LPG (C1H2,525 ) ρ¼0,649 g/l
for NG/biomethane (CH 4) ρ¼0,716 g/l
for ethanol (E85) (C1H2,74O0,385 ) ρ¼0,934 g/l
Nitrogen oxides (NO x) ρ¼2,05 g/1
The density for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K (0 °C) 
and 101,325 kPa, and is fuel-dependent. The density for propane mass calculations (see paragraph 3.5. of 
Annex B5) is 1,967 g/l at standard conditions.
If a fuel type is not listed in this paragraph, the density of that fuel shall be calculated using the equation 
given in paragraph 3.1.3. of this annex.
3.1.3. The general equation for the calculation of total hydrocar bon density for each reference fuel with a mean 
compo sition of CXHYOZ is as follows:
ρTHC¼MW cþH
C×MW HþO
C×MW O
VM
where:
ρTHC is the density of total hydrocarbons and non-methane hydrocarbo ns, g/l;
MW C is the molar mass of carbon (12,011 g/mol);
MW H is the molar mass of hydrogen (1,008 g/mol);
MW O is the molar mass of oxyge n (15,999 g/mol);
VM is the molar volume of an ideal gas at 273,15 K (0° C) and 101,325 kPa (22,413 l/mol);
H/C is the hydrogen to carbon ratio for a specific fuel CXHYOZ;
O/C is the oxygen to carbon ratio for a specifi c fuel CXHYOZ.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/401  
3.2. Mass emissions calculation
3.2.1. Mass emissions of gaseous compo unds per cycle phase shall be calculated using the followi ng equations:
Mi,phase ¼Vmix,phase ×ρi×KH phase ×C i,phase ×10 – 6
dphase
where:
Mi is the mass emission of compo und i per test or phase, g/km;
Vmix is the volume of the diluted exhaust gas per test or phase expressed in litres per test/phase and 
corrected to standard conditions (273,15 K (0 °C) and 101,325 kPa) ;
ρi is the density of compo und i in grams per litre at standard temperature and pressure (273,15 K 
(0 °C) and 101,325 kPa);
KH is a humidity correction factor applicable only to the mass emissions of oxides of nitrogen, NO 2 
and NO x, per test or phase;
Ci is the concentration of compo und i per test or phase in the dilut ed exhaust gas expressed in 
ppm and correcte d by the amount of compo und i contained in the dilution air;
d is the distance driven over the applicable WLTC, km;
n is the number of phases of the applicable WLTC.
3.2.1.1. The concentration of a gaseous compo und in the dilut ed exhaust gas shall be correcte d by the amount of 
the gaseous compo und in the dilution air using the followi ng equation:
Ci¼Ce – C d×1 – 1
DF��
where:
Ci is the concentration of gaseous compo und i in the diluted exhaust gas corrected by the amount 
of gaseous compo und i contained in the dilution air, ppm;
Ce is the measured concentration of gaseous compo und i in the dilut ed exhaust gas, ppm;
Cd is the concentration of gaseous compound i in the dilution air, ppm;
DF is the dilution factor .
3.2.1.1.1. The dilution factor DF shall be calculated using the equation for the concer ned fuel (as applicable):
DF¼13,4
CCO2þðC HCþC COÞ×10 – 4for petrol (E10) and diesel (B0)
DF¼13,5
CCO2þðC HCþC COÞ×10 – 4for petrol (E0)
DF¼13,5
CCO2þðC HCþC COÞ×10 – 4for diesel (B7)
DF¼11,9
CCO2þðC HCþC COÞ×10 – 4for LPG
DF¼9,5
CCO2þðC HCþC COÞ×10 – 4for NG/biomethane
DF¼12,5
CCO2þðC HCþC COÞ×10 – 4for ethanol (E85)EN Offi cial Jour nal of the European Union L 423/402 26.11.2021  
DF¼35,03
CH2O – C H2O – DA þC H2×10 – 4for hydrogen
With respect to the equation for hydrog en:
CH2O is the concentration of H2O in the diluted exhaust gas contained in the sample bag, per cent 
volume ;
CH2O-D A is the concentration of H2O in the dilution air, per cent volume;
CH2 is the concentration of H2 in the dilut ed exhaust gas contained in the sample bag, ppm.
If a fuel type is not listed in this paragraph, the DF for that fuel shall be calculated using the equations in 
paragraph 3.2.1.1.2. of this annex.
If the manufacturer uses a DF that covers several phases, it shall calculate a DF using the mean 
concentration of gaseo us compo unds for the phases concer ned.
The mean concentration of a gaseous compo und shall be calculated using the followi ng equation:
Ci¯¼∑n
phase¼1 ðCi,phase ×V mix,phase Þ
∑n
phase¼1 Vmix,phase
where:
Ci¯is mean concentration of a gaseous compo und;
Ci,phase is the concentration of each phase;
Vmix, 
phaseis the Vmix of the corresponding phase;
n is the number of phases.
3.2.1.1.2. The general equation for calculating the dilution factor DF for each referen ce fuel with an arithmetic 
average composition of CxHyOz is as follows :
DF¼X
CCO2þðC HCþC COÞ×10 – 4
where:
X¼100×x
xþy
2þ3:76 xþy
4 – z
2��
CCO2 is the concentration of CO 2 in the dilut ed exhaust gas contained in the sample bag, per cent 
volume ;
CHC is the concentration of HC in the diluted exhaust gas contained in the sample bag, ppm carbon 
equivalent ;
CCO is the concentration of CO in the diluted exhaust gas contained in the sample bag, ppm.
3.2.1.1.3. Methane measurement
3.2.1.1.3.1. For methane measurement using a GC-FID, NMHC shall be calculated using the followi ng equation:
CNMHC ¼CTHC – ðRf CH4×C CH4ÞEN Offi cial Jour nal of the European Union 26.11.2021 L 423/403  
where:
CNMHC is the correcte d concentration of NMHC in the diluted exhaust gas, ppm carbon equivalent ;
CTHC is the concentration of THC in the dilut ed exhaust gas, ppm carbon equivalent and corrected by 
the amount of THC contained in the dilution air;
CCH4 is the concentration of CH 4 in the dilut ed exhaust gas, ppm carbon equivalent and corrected by 
the amount of CH 4contained in the dilution air;
RfCH4 is the FID response factor to methane determined and specif ied in paragraph 5.4.3.2. of 
Annex B5.
3.2.1.1.3.2. For methane measurement using an NMC-FID, the calculation of NMHC depends on the calibration 
gas/method used for the zero/calibration adjustment.
The FID used for the THC measurement (without NMC) shall be calibrated with propane/air in the normal 
manner .
For the calibration of the FID in series with an NMC, the follo wing methods are permitted:
(a) The calibration gas consisting of propane/air bypasses the NMC;
(b) The calibration gas consisting of methane/air passes through the NMC.
It is highly recommended to calibrate the methane FID with methane/air through the NMC.
In case (a), the concentration of CH4 and NMHC shall be calculat ed using the followi ng equations:
CCH4¼CHCðw=NMC Þ – C HCðw=oNMC Þ×ð1 – E EÞ
RfCH4×ðE E – E MÞ
CNMHC ¼CHCðw=oNMC Þ×ð1 – E MÞ – C HCðw=NMC Þ
EE – E M
If RfCH4 < 1,05, it may be omitt ed from the equation above for CCH4.
In case (b), the concentration of CH4 and NMHC shall be calculat ed using the followi ng equations:
CCH4¼CHCðw=NMC Þ×Rf CH4×ð1 – E MÞ – C HCðw=oNMC Þ×ð1 – E EÞ
RfCH4×ðE E – E MÞ
CNMHC ¼CHCðw=oNMC Þ×ð1 – E MÞ – C HCðw=NMC Þ×Rf CH4×ð1 – E MÞ
EE – E M
where:
CHCðw=NMC Þis the HC concentration with sample gas flowin g through the NMC, ppm C;
CHCðw=oNMC Þis the HC concentration with sample gas bypa ssing the NMC, ppm C;
RfCH4 is the methane response factor as determined per paragraph 5.4.3.2. of Annex B5;
EM is the methane efficiency as deter mined per paragraph 3.2.1.1.3.3.1. of this annex;
EE is the ethane effic iency as determined per paragraph 3.2.1.1.3.3.2. of this annex.
IfRf CH4 < 1,05, it may be omitt ed in the equations for case (b) abov e for CCH4 and CNMHC .EN Offi cial Jour nal of the European Union L 423/404 26.11.2021  
3.2.1.1.3.3. Conv ersion efficiencies of the non-methane cutter , NMC
The NMC is used for the removal of the non-methane hydrocar bons from the samp le gas by oxidizing all 
hydrocarbons excep t methane. Ideally , the conversion for methane is 0 per cent, and for the other 
hydrocarbons represent ed by ethane is 100 per cent. For the accurate measurement of NMHC, the two 
efficiencies shall be deter mined and used for the calculation of the NMHC emission.
3.2.1.1.3.3.1. Methane conversion efficiency , EM
The methane/air calibration gas shall be flowed to the FID through the NMC and bypassing the NMC and 
the two concentrations recorded. The efficiency shall be determined using the following equation:
EM¼1 – CHCðw=NMC Þ
CHCðw=oNMC Þ
where:
CHCðw=NMC Þis the HC concentration with CH 4 flowing through the NMC, ppm C;
CHCðw=oNMC Þis the HC concentration with CH 4 bypassing the NMC, ppm C.
3.2.1.1.3.3.2. Ethane conver sion efficiency , EE
The ethane/air calibration gas shall be flowe d to the FID through the NMC and bypassing the NMC and the 
two concentrations recorded. The efficiency shall be determined using the following equation:
EE¼1 – CHCðw=NMC Þ
CHCðw=oNMC Þ
where:
CHCðw=NMC Þis the HC concentration with C2H6 flowing through the NMC, ppm C;
CHCðw=oNMC Þis the HC concentration with C2H6 bypassing the NMC, ppm C.
If the ethane convers ion efficiency of the NMC is 0,98 or above, EE shall be set to 1 for any subsequent 
calculation.
3.2.1.1.3.4. If the methane FID is calibrate d through the cutter , EM shall be 0.
The equation to calculate CCH4 in paragraph 3.2.1.1.3.2. (case (b)) in this annex becomes:
CCH4¼CHCðw=NMC Þ
The equation to calculate CNMHC in paragraph 3.2.1.1.3.2. (case (b)) in this annex becomes:
CNMHC ¼CHCðw=oNMC Þ – CHCðw=NMC Þ×rh
The density used for NMHC mass calculations shall be equal to that of total hydrocarbons at 273,15 K 
(0 °C) and 101,325 kPa and is fuel-dependent.
3.2.1.1.4. Flow-weighte d arithmetic averag e concentration calculation
The follo wing calculation method shall be applied for CVS system s that are not equipped with a heat 
exchange r or for CVS systems with a heat exchang er that does not comply with paragraph 3.3.5.1. of 
Annex B5.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/405  
This flow weight ed arithmetic average concentration calculation shall be used for all continuous diluted 
measurements including PN (if PN measurement is required). It may be optionally applied for CVS 
syste ms with a heat exchanger that complies with paragraph 3.3.5.1. of Annex B5.
Ce¼∑n
i¼1qVCVSðiÞ×Δt×Cði�
V
where:
Ce is the flow-weighted arithmetic average concentration;
qVCVSðiÞ is the CVS flow rate at time t¼i×Δt , m3/sec;
CðiÞ is the concentration at time t¼i×Δt , ppm;
Δt sampli ng inter val, s;
V total CVS volume, m3;
n is the test time, s.
3.2.1.2. Calculation of the NO x humidity correction factor
In order to correct the influence of humidity on the results of oxides of nitrogen , the followi ng calculations 
apply:
KH¼1
1 – 0,0329×ðH – 10,71Þ
where:
H¼6,211×R a×Pd
PB – P d×R a×10 – 2
and:
H is the specific humidity , grams of water vapour per kilogram dry air;
Ra is the relative humidity of the ambient air, per cent ;
Pd is the saturation vapour pressure at ambient temperature, kPa;
PB is the atmospher ic pressure in the room, kPa.
The KH factor shall be calculat ed for each phase of the test cycle.
The ambient temperature and relative humidity shall be defined as the arithmetic averag e of the 
continuously measured values during each phase.
3.2.2. Determination of the HC mass emissions from compres sion-ignition engines
3.2.2.1. To calculat e HC mass emission for compre ssion-ignition engines, the arithmetic average HC concentration 
shall be calculated using the followi ng equation:
Ce¼∫t2
t1CHCdt
t2 – t 1
where:
∫t2
t1CHCdtis the integral of the recording of the heate d FID over the test (t1 to t2);
Ce is the concentration of HC measured in the dilut ed exhaust in ppm of Ci and is 
substituted for CHC in all relevant equations.EN Offi cial Jour nal of the European Union L 423/406 26.11.2021  
3.2.2.1.1. Dilution air concentration of HC shall be deter mined from the dilution air bags. Correction shall be carried 
out according to paragraph 3.2.1.1. of this annex.
3.2.3. Fuel consump tion, fuel efficiency and CO2 calculations for individual vehicles in an interpolatio n family
3.2.3.1. Fuel consump tion, fuel efficiency and CO 2 emissions without using the interpol ation method (i.e. using 
vehicle H only)
The CO 2 value, as calculat ed in paragraphs 3.2.1. to 3.2.1.1.2. inclusive of this annex, and fuel 
efficiency/fuel consump tion, as calculat ed according to paragraph 6. of this annex, shall be attributed to 
all individual vehicles in the interpolation family and the interpolation method shall not be applicable.
3.2.3.2. Fuel consump tion and CO2 emissions using the interpolation method
The CO2 emissions and the fuel consum ption for each individual vehicle in the interpolation family may 
be calculat ed according to paragraphs 3.2.3.2.1. to 3.2.3.2.5. inclusive of this annex.
3.2.3.2.1. Fuel consump tion and CO2 emissions of test vehicles L and H
The mass of CO2 emissions, MCO 2 – L, and MCO 2 – Hand its phases p, MCO 2 – L,p and MCO 2 – H,p , of test vehicles 
L and H, used for the followi ng calculations, shall be taken from step 9 of Table A7/1.
Fuel consump tion values are also taken from step 9 of Table A7/1 and are refer red to as FC L,p and FC H,p.
3.2.3.2.2. Road load calculation for an individual vehicle
In the case that the interpolation family is derived from one or more road load families, the calculation of 
the individual road load shall only be performed within the road load family applicable to that individual 
vehicle.
3.2.3.2.2.1. Mass of an individual vehicle
The test masses of vehicles H and L shall be used as input for the interpolation method.
TM ind, in kg, shall be the individual test mass of the individual vehicle according to paragraph 3.2.25. of 
this Regulation.
If the same test mass is used for test vehicles L and H, the value of TM ind shall be set to the mass of test 
vehicle H for the interpolation method.
3.2.3.2.2.2. Rolling resistance of an individual vehicle
3.2.3.2.2.2.1. The actual RRC values for the select ed tyres on test vehicle L, RR L, and test vehicle H, RR H, shall be used as 
input for the interpolati on method. See paragraph 4.2.2.1. of Annex B4.
If the tyres on the front and rear axles of vehicle L or H have differ ent RRC values, the weighte d mean of 
the rolling resistances shall be calculat ed using the equation in paragraph 3.2.3.2.2.2.3. of this annex.
3.2.3.2.2.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coeffi cient RR ind shall be set 
to the RRC value of the applicable tyre energy efficiency class according to Table A4/2 of Annex B4.
In the case where individual vehicles can be supplied with a compl ete set of standard wheels and tyres and 
in addition a compl ete set of snow tyres (marked with 3 Peake d Mountain and Snowf lake – 3PMS) with or 
without wheels, the additional wheels/tyres shall not be considered as optional equipment.
If the tyres on the front and rear axles belong to differ ent energy efficiency classes, the weight ed mean shall 
be used and calculated using the equation in paragraph 3.2.3.2.2.2.3. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/407  
If the same tyres, or tyres with the same rolling resistance coeffi cient were fitted to test vehicles L and H, 
the value of RR ind for the interpolation method shall be set to RR H.
3.2.3.2.2.2.3. Calculating the weight ed mean of the rolling resistances
RR x¼ðRR x,FA×mpx,FAÞþðRR x,RA×ð1 – mpx,FAÞÞ
where:
x represents vehicle L, H or an individual vehicle.
RR L, FA and RR H,FA are the actual RRCs of the front axle tyres on vehicles L and H respectively , 
kg/tonne;
RR ind, FA is the RRC value of the applicable tyre energy efficiency class according to 
Table A4/2 of Annex B4 of the front axle tyres on the individual vehicle, kg/ton ne;
RR L,RA, and RR H,RA are the actual RRCs of the rear axle tyres on vehicles L and H respectively , kg/ton ne;
RR ind,RA is the RRC value of the applicable tyre energy efficiency class according to 
Table A4/2 of Annex B4 of the rear axle tyres on the individual vehicle, kg/tonne;
mp x,FA is the propor tion of the vehicle mass in running order on the front axle;
RRx shall not be rounded or catego rised to tyre energy effic iency classes.
3.2.3.2.2.3. Aerodynamic drag of an individual vehicle
3.2.3.2.2.3.1. Determination of aerodynamic influence of optional equipment
The aerodynamic drag shall be measured for each of the aerodynamic drag-inf luencing items of optional 
equipment and body shapes in a wind tunnel fulfilling the requirements of paragraph 3.2. of Annex B4 
verified by the responsible author ity.
For the purpose of the interpolation method, the aerodynamic drag of optional equipment within one 
road load family shall be measured at the same wind speed, either vlow or vhigh, pref erably vhigh, as defined 
in paragraph 6.4.3. of Annex B4. In the case that vlow or vhigh does not exist, (e.g. the road load of VL 
and/or VH are measured using the coastdo wn method), the aerodynamic force shall be measured at the 
same wind speed within the range ≥ 80 km/h and ≤ 150 km/h. For Class 1 vehicles, it shall be measured 
at the same wind speed of ≤ 150 km/h.
3.2.3.2.2.3.2. Alternative method for determination of aerodynamic influence of optional equipment
At the request of the manuf acturer and with appro val of the responsible author ity, an altern ative method 
(e.g. CFD simulation (Level 1A only), wind tunnel not fulfilling the criteria in Annex B4) may be used to 
determine Δ(C D×A f) if the followi ng criteria are fulfilled:
(a) The altern ative method shall fulfil an accuracy for Δ(C D×A f) of ± 0,015 m2.
For Level 1A only – In the case that CFD simulation is used, the accuracy of the CFD method shall be 
validat ed by at least two Δ(C D×A f) per types of optional equipment from a common baseline vehicle 
body and at least a total of eight Δ(C D×A f) as shown in the example in Figure A7/1a;
(b) The alternative method shall only be used for types of aerodynamic-inf luencing optional equipment 
(e.g. wheels, cooling air control systems , spoilers etc.) for whic h equivalency has been demonstrat ed;
(c) Evidence of equivalency outlined in (a) and (b) shall be shown to the responsible author ity in advance 
of the type appro val for the road load family . For any alternative method, validation shall be based on 
wind tunnel measurements fulfilling the criteria of this Regulation;EN Offi cial Jour nal of the European Union L 423/408 26.11.2021  
(d) If the Δ(C D × Af) of a particular item of optional equipment is more than double the Δ(C D × Af) of the 
optional equipment for which the evidence was provid ed, aerodynamic drag shall not be deter mined 
by the alternati ve method; and
(e) Revalidation is necessar y ever y four years in the case that a measurement method is used. In the case 
that a mathematical method is used, any change made to a simulation model or to the software likely 
to invalidate the validation repor t also requires revalidation.
Figure A7/1a
Example of application of the alter nativ e method for deter mination of aerodynamic influence of optional 
equipment
3.2.3.2.2.3.2.1. The manufact urer shall declare the scope of applicable vehicles for the alternative method to the 
responsible author ity and the declared scope shall be documented in relevant test repor ts when evidence 
of equivalency is shown to the responsible author ity. The responsible author ity may request the 
confir mation of equivalency for the alter native method by selecting the vehicle from the scope declared 
by the manufacturer after equivalency was demonstrate d. The result shall fulfil an accuracy for Δ(CD×Af) 
of ± 0,015 m2. This procedure shall be based on wind tunnel measurements fulfilling the criteria of this 
Regulation. If this procedure is not satisfied, the approval of the alternative method is regarded as 
invalidated.
3.2.3.2.2.3.3. Application of aerodynamic influence on the individual vehicle
ΔðC D×A fÞindis the difference in the product of the aerodynamic drag coeffi cient multiplied by frontal area 
between an individual vehicle and test vehicle L due to options and body shapes on the vehicle that diffe r 
from those of test vehicle L, m2;
These differences in aerodynamic drag, Δ(C D×A f), shall be determined with an accuracy of ± 0,015 m2.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/409  
Δ(C D×A f)ind may be calculated according to the follo wing equation maintaining the accuracy of ± 0,015 m2 
also for the sum of items of optional equipment and body shapes:
ΔðC D×A fÞind¼∑n
i¼1ΔðC D×A fÞi
where:
CD is the aerodynamic drag coefficient ;
Af is the frontal area of the vehicle, m2;
n is the number of items of optional equipment on the vehicle that are different between 
an individual vehicle and test vehicle L;
ΔðC D×A fÞiis the difference in the product of the aerodynamic drag coeffi cient multiplied by 
frontal area due to an individual feature, i, on the vehicle and is positive for an item 
of optional equipment that adds aerodynamic drag with respect to test vehicle L and 
vice versa, m2.
The sum of all Δ(C D×A f)i differences between test vehicles L and H shall correspond to Δ(C D×A f)LH.
3.2.3.2.2.3.4. Definition of compl ete aerodynamic delta between test vehicles L and H
The total difference of the aerodynamic drag coeffi cient multiplied by frontal area between test vehicles L 
and H shall be referred to as Δ(C D×A f)LH and shall be recorded, m2.
3.2.3.2.2.3.5. Documentation of aerodynamic influences
The increase or decrease of the product of the aerodynamic drag coefficient multiplied by frontal area 
expressed as Δ(C D×A f) for all items of optional equipment and body shapes in the interpolati on family that:
(a) Have an influence on the aerodynamic drag of the vehicle; and
(b) Are to be included in the interpolation,
shall be recorded, m2.
3.2.3.2.2.3.6. Additional provisions for aerodynamic influences
The aerodynamic drag of vehicle H shall be applied to the whole interpolati on family and Δ(C D×A f)LH shall 
be set to zero, if:
(a) The wind tunnel facility is not able to accurately determine Δ(C D×A f); or
(b) There are no drag-inf luencing items of optional equipment between the test vehicles H and L that are 
to be included in the interpolatio n method.
3.2.3.2.2.4. Calculation of road load coeffi cients for individual vehicles
The road load coefficients f0, f1 and f2 (as defined in Annex B4) for test vehicles H and L are refer red to as 
f0,H, f1,H and f2,H,and f0,L, f1,L and f2,L respectively . An adjusted road load curve for the test vehicle L is 
defined as follows:
FLðvÞ¼f�
0,Lþf1,H×vþf�
2,L×v2
Applying the least squares regression method in the range of the reference speed points, adjusted road load 
coefficients f�
0,Land f�
2,Lshall be determi ned for FLðvÞ with the linear coeffi cient f�
1,Lset to f1,H. The road 
load coeffi cients f0,ind, f1,ind and f2,ind for an individual vehicle in the interpolation family shall be calculated 
using the followi ng equations:
f0,ind¼f0,H – Δf 0×ðTM H×RR H – TM ind×RR indÞ
ðTM H×RR H – TM L×RR LÞEN Offi cial Jour nal of the European Union L 423/410 26.11.2021  
or, if ðTM H×RR H – TM L×RR LÞ= 0, the equation for f0,ind below shall apply :
f0,ind¼f0,H – Δf 0
f1,ind¼f1,H
f2,ind¼f2,H – Δf 2ðΔ½C D×A f�LH – Δ½C d×A f�indÞ
ðΔ½C D×A f�LHÞ
or, if ΔðC D×A fÞLH¼0, the equation for F2,ind below shall apply:
f2,ind¼f2,H – Δf 2
where:
Δf0¼f0,H – f�
0,L
Δf2¼f2,H – f�
2,L
In the case of a road load matr ix family , the road load coeffi cients f0, f1 and f2 for an individual vehicle shall 
be calculat ed according to the equations in paragraph 5.1.1. of Annex B4.
3.2.3.2.3. Calculation of cycle energy demand
The cycle energy demand of the applicable WLTC Ek and the energy demand for all applicable cycle phases 
Ek, p shall be calculated according to the procedure in paragraph 5. of this annex for the followi ng sets k of 
road load coeffi cients and masses:
k=1 : f0¼f�
0,L,f1¼f1,H,f2¼f�
2,L,m¼TM L
(test vehicle L)
k=2 : f0¼f0,H,f1¼f1,H,f2¼f2,H,m¼TM H
(test vehicle H)
k=3 : f0¼f0,ind,f1¼f1,H,f2¼f2,ind,m¼TM ind
(an individual vehicle in the interpolation family)
These three sets of road loads may be derived from differ ent road load famili es.
3.2.3.2.4. For Level 1A:
Calculation of the CO 2 value for an individual vehicle within an interpolatio n family using the 
interpolation method
For each cycle phase p of the applicable cycle the mass of CO 2 emissions g/km, for an individual vehicle 
shall be calculated using the followi ng equation:
MCO2 – ind,p ¼MCO2 – L,pþE3,p – E 1,p
E2,p – E 1,p��
×ðM CO2 – H,p  – M CO2 – L,pÞ
The mass of CO 2 emissions, g/km, over the compl ete cycle for an individual vehicle shall be calculat ed 
using the followi ng equation:
MCO 2 – ind¼MCO2 – LþE3 – E 1
E2 – E 1��
×ðM CO2 – H – M CO2 – LÞ
The term s E1,p, E2,p and E3,p and E1, E2 and E3 respectively shall be calculat ed as specifi ed in 
paragraph 3.2.3.2.3. of this annex.
3.2.3.2.5. For Level 1A:
Calculation of the fuel consum ption FC value for an individual vehicle within an interpolation family using 
the interpol ation methodEN Offi cial Jour nal of the European Union 26.11.2021 L 423/411  
For each cycle phase p of the applicable cycle, the fuel consump tion, l/100 km, for an individual vehicle 
shall be calculated using the followi ng equation:
FCind,p¼FCL,pþE3,p – E 1,p
E2,p – E 1,p��
×ðFC H,p – FC L,pÞ
The fuel consum ption, l/100 km, of the complet e cycle for an individual vehicle shall be calculat ed using 
the followi ng equation:
FCind¼FCLþE3 – E 1
E2 – E 1��
×ðFC H – FC LÞ
The term s E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be calculat ed as specifi ed in 
paragraph 3.2.3.2.3. of this annex.
For Level 1B
Calculation of the fuel efficiency FE value for an individual vehicle within an interpolati on family using the 
interpolation method
For each cycle phase p of the applicable cycle, the fuel efficiency , km/l, for an individual vehicle shall be 
calculat ed using the following equation:
FEind,p¼1
1=FE L,pþE3,p – E1,p
E2,p – E1,p !
×ð1=FE H,p – 1=FE L,pÞ
The fuel efficiency in km/l, of the compl ete cycle for an individual vehicle shall be calculat ed using the 
following equation:
FEind¼1
1=FE LþE3 – E1
E2 – E1��
×ð1=FE H – 1=FE LÞ
The term s E1,p, E2,p and E3,p, and E1, E2 and E3 respectively shall be calculat ed as specifi ed in 
paragraph 3.2.3.2.3. of this annex.
3.2.3.2.6. For Level 1A
The individual CO 2 value deter mined in paragraph 3.2.3.2.4. of this annex may be increased by the 
original equipment manufacturer (OEM). In such cases:
(a) The CO 2 phase values shall be increased by the ratio of the increased CO 2 value divided by the 
calculat ed CO 2 value;
(b) The fuel consump tion values shall be increased by the ratio of the increased CO 2 value divided by the 
calculat ed CO 2 value.
This shall not compen sate for technical elements that would effectively require a vehicle to be excluded 
from the interpolation family .
For Level 1B
The individual fuel efficiency value determined in paragraph 3.2.3.2.5. of this annex may be decreased by 
the original equipment manufacturer (OEM). In such cases:
(a) The fuel efficiency phase values shall be decreased by the ratio of the decreased fuel efficiency value 
divided by the calculat ed fuel efficiency value;
This shall not compen sate for technical elements that would effectively require a vehicle to be excluded 
from the interpolation family .
3.2.4. Fuel consump tion, fuel efficiency and CO2 calculations for individual vehicles in a road load matr ix family
The CO 2 emissions and the fuel efficiency /fuel consump tion for each individual vehicle in the road load 
matr ix family shall be calculat ed according to the interpolation method descr ibed in paragraphs 3.2.3.2.3. 
to 3.2.3.2.5. inclusive of this annex. Where applicable, references to vehicle L and/or H shall be replaced by 
references to vehicle LM and/or HM respectively .EN Offi cial Jour nal of the European Union L 423/412 26.11.2021  
3.2.4.1. Determination of fuel consum ption, fuel efficiency and CO 2 emissions of vehicles LM and HM
The mass of CO2 emissions MCO 2of vehicles LM and HM shall be determined according to the calculations 
in paragraph 3.2.1. of this annex for the individual cycle phases p of the applicable WLTC and are refer red 
to as MCO2 – LM,p and MCO2 – HM,p respectively . Fuel consum ption and fuel efficiency for individual cycle 
phases of the applicable WLTC shall be determi ned according to paragraph 6. of this annex and are 
referred to as FC LM,p, FC HM,p, FELM,p and FELM,p respectively .
3.2.4.1.1. Road load calculation for an individual vehicle
The road load force shall be calculat ed according to the procedure descr ibed in paragraph 5.1. of 
Annex B4.
3.2.4.1.1.1. Mass of an individual vehicle
The test masses of vehicles HM and LM selecte d according to paragraph 4.2.1.4. of Annex B4 shall be used 
as input.
TM ind, in kg, shall be the test mass of the individual vehicle according to the definit ion of test mass in 
paragraph 3.2.25. of this Regulation.
If the same test mass is used for vehicles LM and HM, the value of TM ind shall be set to the mass of vehicle 
HM for the road load matr ix family method.
3.2.4.1.1.2. Rolling resistance of an individual vehicle
3.2.4.1.1.2.1. The RRC values for vehicle LM, RR LM, and vehicle HM, RR HM, selected under paragraph 4.2.1.4. of 
Annex B4, shall be used as input.
If the tyres on the front and rear axles of vehicle LM or HM have differ ent rolling resistance values, the 
weight ed mean of the rolling resistances shall be calculat ed using the equation in paragraph 3.2.4.1.1.2.3. 
of this annex.
3.2.4.1.1.2.2. For the tyres fitted to an individual vehicle, the value of the rolling resistance coeffi cient RR ind shall be set 
to the RRC value of the applicable tyre energy efficiency class according to Table A4/2 of Annex B4.
In the case where individual vehicles can be supplied with a compl ete set of standard wheels and tyres and 
in addition a compl ete set of snow tyres (marked with 3 Peake d Mountain and Snowf lake – 3PMS) with or 
without wheels, the additional wheels/tyres shall not be considered as optional equipment.
If the tyres on the front and the rear axles belong to diffe rent energy efficiency classes, the weighte d mean 
shall be used and shall be calculated using the equation in paragraph 3.2.4.1.1.2.3. of this annex.
If the same rolling resistance is used for vehicles LM and HM, the value of RR indshall be set to RR HMfor the 
road load matr ix family method.
3.2.4.1.1.2.3. Calculating the weighed mean of the rolling resistances
RR x¼ðRR x,FA×mpx,FAÞþðRR x,RA×ð1 – mpx,FAÞÞ
where:
x represents vehicle L, H or an individual vehicle;
RR LM, FA and RR HM,F A are the actual RRCs of the front axle tyres on vehicles L and H respectively , 
kg/tonne;
RR ind, FA is the RRC value of the applicable tyre energy efficiency class according to 
Table A4/2 of Annex B4 of the front axle tyres on the individual vehicle, 
kg/tonne;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/413  
RR LM,RA , and RR HM,RA are the actual rolling resistance coeffi cients of the rear axle tyres on vehicles L 
and H respectively , kg/tonne;
RR ind,RA is the RRC value of the applicable tyre energy efficiency class according to 
Table A4/2 of Annex B4 of the rear axle tyres on the individual vehicle, 
kg/tonne;
mp x,FA is the propor tion of the vehicle mass in running order on the front axle.
RR x shall not be rounded or catego rised to tyre energy efficiency classes.
3.2.4.1.1.3. Frontal area of an individual vehicle
The frontal area for vehicle LM, AfLM, and vehicle HM, AfHM, selected under paragraph 4.2.1.4. of Annex B4 
shall be used as input.
Af,ind, in m2, shall be the frontal area of the individual vehicle.
If the same frontal area is used for vehicles LM and HM, the value of Af,ind shall be set to the frontal area of 
vehicle HM for the road load matr ix family method.
3.2.5. Alternative interpolati on calculation method
Upon request of the manuf acturer and with approval of the responsible author ity, a manufacturer may 
apply an alternative interpolation calculation procedure in the case that the interpolati on method creat es 
unrealistic phase-specif ic results or an unrealistic road load curve. Before such permission is grant ed, the 
manuf acturer shall check and where possible correct:
(a) The reason for having small differ ences between the road load relevant charact eristics between 
vehicle L and H in the case of unrealistic phase-specif ic results;
(b) The reason for having an unexpected differ ence between the f1,L and f1,H coeffi cients in the case of an 
unrealistic road load curve.
The request of the manufa cturer to the responsible author ity shall include evidence that such a correction 
is not possible, and that the resultant error is significant.
3.2.5.1. Alternative calculation to correct unrealistic phase-specif ic results
Alternatively to the procedures defined in paragraphs 3.2.3.2.4. and 3.2.3.2.5. of this annex, calculations 
of phase CO2, phase fuel efficiency and phase fuel consump tion may be calculated according to the 
equations in paragraphs 3.2.5.1.1., 3.2.5.1.2. and 3.2.5.1.3. below .
For each parameter , MCO2 is replaced by FC or FE.
3.2.5.1.1. Ratio deter mination for each phase of VL and VH
Rp,L¼MCO2,p,L.
MCO2,c,L
Rp,H¼MCO2,p,H.
MCO2,c,H
where:
MCO2 ,p,L, MCO2,c,L , MCO2,p,H and MCO2,c,H are from step 9 in Table A7/1 in this annex.
3.2.5.1.2. Ratio deter mination for each phase for vehicle Vind
Rp,ind¼Rp,LþMCO2,c,ind  – M CO2,c,L
MCO2,c,H  – M CO2,c,L� �
×ðR p,H – R p,LÞ
where:
MCO2 ,c,ind is from step 10 in Table A7/1 in this annex and shall be rounded to the nearest whole number .EN Offi cial Jour nal of the European Union L 423/414 26.11.2021  
3.2.5.1.3. Phase per phase mass emission of vehicle Vind
MCO2,p,ind ¼Rp,ind×M CO2,c,ind
3.2.5.2. Alternative calculation to correct an unrealistic road load curve
Alternatively to the procedure defined in paragraph 3.2.3.2.2.4. of this annex, road load coeffi cients may 
be calculat ed as follows:
FiðvÞ¼f�
0,iþf1,A×vþf�
2,i×v2
Applying the least squares regression method in the rang e of the reference speed points, alternative 
adjust ed road load coefficients f*0,i and f*2,i shall be deter mined for Fi(v) with the linear coefficient f*1,i set 
to f1,A. f1,A is calculat ed as follows:
f1,A¼ðEi – E LRÞ×f 1,HRþðE HR – E iÞ×f 1,LR
ðEHR – E LRÞ
where:
E is the cycle energy demand as defined in paragraph 5. of this annex, Ws;
i is the subscr ipt denoting vehicles L, H or ind;
HR is test vehicle H as descr ibed in paragraph 4.2.1.2.3.2. of Annex B4;
LR is test vehicle L as descr ibed in paragraph 4.2.1.2.3.2. of Annex B4.
3.3. PM
3.3.1. Calculation
PM shall be calculat ed using the followi ng two equations:
PM¼ðVmixþV epÞ×P e
Vep×d
where exhaust gases are vented outside tunnel;
and:
PM¼Vmix×Pe
Vep×d
where exhaust gases are retur ned to the tunnel;
where:
Vmix is the volume of dilut ed exhaust gases (see paragraph 2. of this annex), under standard 
conditions;
Vep is the volume of diluted exhaust gas flowing through the particulat e sampli ng filter under 
standard conditions;
Pe is the mass of particulat e matt er collect ed by one or more sam ple filters, mg;
d is the distance driven corresponding to the test cycle, km.
3.3.1.1. Where correction for the background particulate mass from the dilution system has been used, this shall 
be determi ned in accordance with paragraph 2.1.3.1. of Annex B6. In this case, particulate mass (mg/km) 
shall be calculated using the followi ng equations:
PM¼Pe
Vep – Pa
Vap×1 – 1
DF��� � � �
×ðVmixþV epÞ
dEN Offi cial Jour nal of the European Union 26.11.2021 L 423/415  
in the case that the exhaust gases are vented outside the tunnel;
and:
PM¼Pe
Vep – Pa
Vap×1 – 1
DF��� � � �
×ðVmixÞ
d
in the case that the exhaust gases are retur ned to the tunnel;
where:
Vap is the volume of tunnel air flowing through the backg round particulat e filter under standard 
conditions;
Pa is the particulat e mass from the dilution air, or the dilution tunnel backg round air, as 
determined by the one of the methods descr ibed in paragraph 2.1.3.1. of Annex B6;
DF is the dilution factor determined in paragraph 3.2.1.1.1. of this annex.
Where application of a background correction results in a negative result, it shall be considered to be zero 
mg/km.
3.3.2. Calculation of PM using the double dilution method
Vep¼Vset – V ssd
where:
Vep is the volume of dilut ed exhaust gas flowing through the particulate sample filter under 
standard conditions;
Vset is the volume of the double dilut ed exhaust gas passing through the particulat e sampli ng filters 
under standard conditions;
Vssd is the volume of the secondar y dilution air under standard conditions.
Where the secondar y dilut ed sample gas for PM measurement is not retur ned to the tunnel, the CVS 
volume shall be calculated as in sing le dilution, i.e.:
Vmix¼Vmixindicated þVep
where:
Vmixindicated is the measured volume of diluted exhaust gas in the dilution syste m following extraction 
of the particulate sample under standard conditions.
4. DETERMINA TION OF PN (IF PN MEASUREMENT IS REQUIRED)
PN shall be calculat ed using the followi ng equation:
PN¼V×k×ð Cs¯×fr¯ – C b×frb¯Þ×103
d
where:
PN is the particle number emission, particles per kilometre;
V is the volume of the dilut ed exhaust gas in litres per test (after primar y dilution only in the case 
of double dilution) and correcte d to standard conditions (273,15 K (0 °C) and 101,325 kPa) ;
k is a calibration factor to correct the PNC measurements to the level of the reference instr ument 
where this is not applied internall y within the PNC. Where the calibration factor is applied 
internall y within the PNC, the calibration factor shall be 1;EN Offi cial Jour nal of the European Union L 423/416 26.11.2021  
Cs¯is the correcte d particle number concentration from the diluted exhaust gas expressed as the 
arithmetic averag e number of particles per cubic centimetre from the emissions test including 
the full duration of the drive cycle. If the volumetr ic mean concentration results C¯from the PNC 
are not measured at standard conditions (273,15 K (0 °C) and 101,325 kPa), the concentrations 
shall be corrected to those conditions Cs¯;
Cb is either the dilution air or the dilution tunnel backg round particle number concentration, as 
permitted by the responsible author ity, in particles per cubic centimetre, correcte d for 
coincidence and to standard conditions (273,15 K (0 °C) and 101,325 kPa) ;
fr¯is the mean particle concentration reduction factor of the VPR at the dilution setting used for 
the test;
frb¯is the mean particle concentration reduction factor of the VPR at the dilution setting used for 
the backg round measurement ;
d is the distance driven corresponding to the applicable test cycle, km.
C¯shall be calculated using the followi ng equation:
C¯¼∑n
i¼1Ci
n
where:
Ci is a discret e measurement of particle number concentration in the dilut ed gas exhaust from the 
PNC; particles per cm3 and corrected for coincidence;
n is the total number of discret e particle number concentration measurements made during the 
applicable test cycle and shall be calculat ed using the follo wing equation:
n¼t×f
where:
t is the time duration of the applicable test cycle, s;
f is the data logging frequency of the particle counte r, Hz.
5. CALCUL ATION OF CYCLE ENER GY DEMAND
Unless other wise specifi ed, the calculation shall be based on the targe t speed trace given in discret e time 
sam ple points.
The total energy demand E for the whole cycle or a specific cycle phase shall be calculated by summing Ei 
over the corresponding cycle time between tstar t +1 and tend according to the following equation:
E¼∑tend
tstartþ1Ei
where:
Ei¼Fi×diif Fi>0
Ei¼0if Fi≤0
and:
tstar t is the time at whic h the applicable test cycle or phase starts (see paragraph 3. of Annex B1), s;
tend is the time at whic h the applicable test cycle or phase ends (see paragraph 3. of Annex B1), s;
Ei is the energy demand during time period (i–1) to (i), Ws;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/417  
Fi is the driving force during time period (i–1) to (i), N;
di is the distance travelled during time period (i–1) to (i), m.
Fi¼f0þf1×viþv i – 1
2��
þf2×ðviþv i – 1Þ2
4þð1,03×TMÞ×a i
where:
Fi is the driving force during time period (i–1) to (i), N;
vi is the target velocity at time ti, km/h;
TM is the test mass, kg;
ai is the acceleration during time period (i–1) to (i), m/s2;
f0, f1, f2 are the road load coeff icients for the test vehicle under consideration (TM L, TM H or TM ind) in N, 
N/km/h and in N/(km/h)2 respectively .
di¼ðviþv i – 1Þ
2×3,6×ðt i – t i – 1Þ
where:
di is the distance travelled in time period (i–1) to (i), m;
vi is the target velocity at time ti, km/h;
ti is time, s.
ai¼vi – v i – 1
3,6×ðt i – t i – 1Þ
where:
ai is the acceleration during time period (i–1) to (i), m/s2;
vi is the target velocity at time ti, km/h;
ti is time, s.
6. CALCUL ATION OF FUEL CONSUMPTION AND FUEL EFFICIENCY (AS APPLICABLE)
6.1. The fuel charact eristics required for the calculation of fuel consump tion values shall be take n from 
Annex B3.
6.2. For Level 1A
The fuel consum ption values shall be calculat ed from the emissions of hydrocarbons, carbon mono xide, 
and carbon dioxide using the results of step 6 for criteria emissions and step 7 for CO 2 of Table A7/1.
For Level 1B
The fuel efficiency values shall be calculat ed from the emissions of hydrocarbons, carbon mono xide, and 
carbon dioxide using the results of step 2 for criteria emissions and step 4a for CO 2 of Table A7/1.
6.2.1. The general equation in paragraph 6.12. of this annex using H/C and O/C ratios shall be used for the 
calculation of fuel consump tion.EN Offi cial Jour nal of the European Union L 423/418 26.11.2021  
6.2.2. For all equations in paragraph 6. of this annex:
FC is the fuel consump tion of a specif ic fuel, l/100 km (or m3 per 100 km in the case of natural gas 
or kg/100 km in the case of hydrogen) ;
H/C is the hydrogen to carbon ratio of a specific fuel CXHYOZ;
O/C is the oxygen to carbon ratio of a specifi c fuel CXHYOZ;
MW C is the molar mass of carbon (12,011 g/mol);
MW H is the molar mass of hydrogen (1,008 g/mol);
MW O is the molar mass of oxyge n (15,999 g/mol);
ρfuel is the test fuel density , kg/l. For gaseous fuels, fuel density at 15 °C;
HC are the emissions of hydrocarbon, g/km;
CO are the emissions of carbon mono xide, g/km;
CO 2 are the emissions of carbon dioxide, g/km;
H2O are the emissions of water , g/km;
H2 are the emissions of hydrogen, g/km;
p1 is the gas pressure in the fuel tank before the applicable test cycle, Pa;
p2 is the gas pressure in the fuel tank after the applicable test cycle, Pa;
T1 is the gas temperature in the fuel tank before the applicable test cycle, K;
T2 is the gas temperature in the fuel tank after the applicable test cycle, K;
Z1 is the compre ssibility factor of the gaseous fuel at p1 and T1;
Z2 is the compre ssibility factor of the gaseous fuel at p2 and T2;
V is the interior volume of the gaseous fuel tank , m3;
d is the theoretical length of the applicable phase or cycle, km.
6.3. For a vehicle with a positive ignition engine fuelled with petrol (E0)
FC¼0,1155
ρfuel��
×½ð0,866×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.4. [Reser ved]
6.5. For a vehicle with a positive ignition engine fuelled with petrol (E10)
FC¼0,1206
ρfuel��
×½ð0,829×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.6. For a vehicle with a positive ignition engine fuelled with LPG
FCnorm¼0,1212
0,538��
×½ð0,825×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.6.1. If the compo sition of the fuel used for the test differs from the compo sition that is assumed for the 
calculation of the normalised consump tion, on the manuf acturer's request a correction factor cf may be 
applied, using the followi ng equation:
FCnorm¼0,1212
0,538��
×cf×½ð0,825×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
The correction factor, cf, which may be applied, is determined using the following equation:
cf¼0,825 þ0,0693×n actualEN Offi cial Jour nal of the European Union 26.11.2021 L 423/419  
where:
nactual is the actual H/C ratio of the fuel used.
6.7. For a vehicle with a positive ignition engine fuelled with NG/biomethane
FCnorm¼0,1336
0,654��
×½ð0,749×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.8. For a vehicle with a compre ssion engine fuelled with diesel (B0)
FC¼0,1156
ρfuel��
×½ð0,865×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.9. [Reser ved]
6.10. For a vehicle with a compre ssion engine fuelled with diesel (B7)
FC¼0,1165
ρfuel��
×½ð0,858×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.11. For a vehicle with a positive ignition engine fuelled with ethanol (E85)
FC¼0,1743
ρfuel��
×½ð0,574×HCÞ þð0,429×COÞ þð0,273×CO 2Þ�
6.12. Fuel consump tion for any test fuel may be calculat ed using the followi ng equation:
FC¼MW CþH
C×MW HþO
C×MW O
MW C×ρfuel×10×MW C
MW CþH
C×MW HþO
C×MW O×HC þMW C
MW CO×CO þMW C
MW CO2×CO 20
@1
A
6.13. Fuel consump tion for a vehicle with a positive ignition engine fuelled by hydrog en:
FC¼0,024×V
d×1
Z1×p1
T1 – 1
Z2×p2
T2� �
For vehicles fuelled either with gaseous or liquid hydrogen, and with approval of the responsible author ity, 
the manufacturer may choose to calculate fuel consump tion using either the equation for FC below or a 
method using a standard protocol such as SAE J2572.
FC¼0,1×ð0,1119×H 2OþH2Þ
The compre ssibility factor, Z, shall be obtained from the follo wing table:
Table A7/2
Com pressibility factor Z 
p(bar)
5 100 200 300 400 500 600 700 800 900
33 0,859 1,051 1,885 2,648 3,365 4,051 4,712 5,352 5,973 6,576
53 0,965 0,922 1,416 1,891 2,338 2,765 3,174 3,570 3,954 4,329
73 0,989 0,991 1,278 1,604 1,923 2,229 2,525 2,810 3,088 3,358
93 0,997 1,042 1,233 1,470 1,711 1,947 2,177 2,400 2,617 2,829EN Offi cial Jour nal of the European Union L 423/420 26.11.2021  
p(bar)
5 100 200 300 400 500 600 700 800 900
113 1,000 1,066 1,213 1,395 1,586 1,776 1,963 2,146 2,324 2,498
133 1,002 1,076 1,199 1,347 1,504 1,662 1,819 1,973 2,124 2,271
153 1,003 1,079 1,187 1,312 1,445 1,580 1,715 1,848 1,979 2,107
173 1,003 1,079 1,176 1,285 1,401 1,518 1,636 1,753 1,868 1,981
T(K) 193 1,003 1,077 1,165 1,263 1,365 1,469 1,574 1,678 1,781 1,882
213 1,003 1,071 1,147 1,228 1,311 1,396 1,482 1,567 1,652 1,735
233 1,004 1,071 1,148 1,228 1,312 1,397 1,482 1,568 1,652 1,736
248 1,003 1,069 1,141 1,217 1,296 1,375 1,455 1,535 1,614 1,693
263 1,003 1,066 1,136 1,207 1,281 1,356 1,431 1,506 1,581 1,655
278 1,003 1,064 1,130 1,198 1,268 1,339 1,409 1,480 1,551 1,621
293 1,003 1,062 1,125 1,190 1,256 1,323 1,390 1,457 1,524 1,590
308 1,003 1,060 1,120 1,182 1,245 1,308 1,372 1,436 1,499 1,562
323 1,003 1,057 1,116 1,175 1,235 1,295 1,356 1,417 1,477 1,537
338 1,003 1,055 1,111 1,168 1,225 1,283 1,341 1,399 1,457 1,514
353 1,003 1,054 1,107 1,162 1,217 1,272 1,327 1,383 1,438 1,493
In the case that the required input values for p and T are not indicated in the table, the compre ssibility 
factor shall be obtained by linear interpolation between the compressibility factors indicated in the table, 
choosing the ones that are the closest to the value sought.
6.14. Calculation of fuel efficiency (FE)
This paragraph is applicable for Level 1B only ;
6.14.1. FE = 100/FC
where
FC is the fuel consump tion of a specif ic fuel, l/100 km (or m3 per 100 km in the case of natural gas 
or kg/100 km in the case of hydrogen) ;
FE is fuel efficiency ; km/l (or km/m3 in the case of natural gas, or km/ kg in the case of hydrogen) .
7. DRIVE TRA CE INDICES
7.1. General requirement
The prescr ibed speed between time points in Tables A1/1 to A1/12 shall be determined by linear 
interpolation at a frequency of 10 Hz.
In the case that the accelerat or control is fully activated, the prescr ibed speed shall be used instead of the 
actual vehicle speed for drive trace index calculations during such periods of operation.
The on-board diagnostics (OBD) or electronic control unit (ECU) monitori ng (data collection) system may 
be used in order to detect the position of the accelerat or control. The collection of OBD and/or ECU data 
shall not influence the vehicle's emissions or perf ormance.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/421  
7.2. Calculation of drive trace indices
The follo wing indices shall be calculated according to SAE J2951(Revised JAN2014):
(a) IWR Iner tial Work Rating, per cent ;
(b) RMSSE Root Mean Squared Speed Error, km/h.
7.3. [Reser ved]
7.4. Vehicle-specifi c application of drive trace indices
7.4.1. Pure ICE vehicles, NOVC-HEVs, NOVC-FCHVs
The drive trace indices IWR and RMSSE shall be calculat ed for the applicable test cycle and repor ted.
7.4.2. OVC-HEVs
7.4.2.1. Charg e-sustaining Type 1 test (paragraph 3.2.5. of Annex B8)
The drive trace indices IWR and RMSSE shall be calculat ed for the applicable test cycle and repor ted.
7.4.2.2. Charg e-depleting Type 1 test (paragraph 3.2.4.3. of Annex B8)
If the number of charge-depleting Type 1 test cycles is less than four, the drive trace indices IWR and 
RMSSE shall be calculat ed for each individual applicable test cycle of the charge-d epleting Type 1 test and 
repor ted.
If the number of charge-depleting Type 1 test cycles is greate r than or equal to four, the drive trace indices 
IWR and RMSSE shall be calculated for each individual applicable test cycle of the charg e-depleting Type 1 
test and repor ted. In this case, the average IWR and the averag e RMSSE for the combination of any two 
cycles within the charg e-depleting test shall be compar ed with the respective criteria specifi ed in 
paragraph 2.6.8.3.1.3. of Annex B6, and the calculated IWR of any individual cycle within the charge- 
depleting test shall not be less than – 3,0 nor great er than + 5,0 per cent.
7.4.2.3. City cycle test (paragraph 3.2.4.3. of Annex B8 replacing WLTC with WLTC city)
For the application of the drive trace index calculation, two consecutively driven city test cycles (L and M) 
shall be considered as one cycle.
For the city cycle during which the combustion engine starts to consume fuel, the drive indices IWR and 
RMSSE shall not be calculat ed individually . Instea d, depending on the number of compl eted city cycles 
before the city cycle during whic h the combustion engine starts, the incomplet e city cycle shall be 
combined with the previous city cycles as follows and shall be considered as one cycle in the cont ext of 
the drive trace index calculations.
If the number of compl eted city cycles is even, the incomplet e city cycle shall be combined with the 
previous two compl eted city cycles. See the example in Figure A7/1 below .EN Offi cial Jour nal of the European Union L 423/422 26.11.2021  
Figure A7/1
Exa mple with an even number of completed city test cycles before the city cycle where the 
combus tion engine start
If the number of compl eted city cycles is odd, the incomplet e city cycle shall be combined with the 
previous three compl eted city cycles. See the example in Figure A7/2 below .
Figure A7/2
Exa mple with an odd number of completed city test cycles befo re the city cycle where the combustion 
engine start
If the number of cycles derived according to Figure A7/1 or Figure A7/2 is less than four, the drive trace 
indices IWR and RMSSE shall be calculated for each individual cycle and repor ted.
If the number of cycles derived according to Figure A7/1 or Figure A7/2 is greate r than or equal to four, 
the drive trace indices IWR and RMSSE shall be calculat ed for each individual cycle. In this case, the 
average IWR and the average RMSSE for the combination of any two cycles shall be compar ed with the 
respective criteria specifi ed in paragraph 2.6.8.3.1.3. of Annex B6 and the IWR of any individual cycle 
shall not be less than – 3,0 or greater than + 5,0 per cent.
7.4.3. PEV
7.4.3.1. Consecutive cycle test
The consecutive cycle test procedure shall be performed according to paragraph 3.4.4.1. of Annex B8. The 
drive trace indices IWR and RMSSE shall be calculat ed for each individual test cycle of the consecutive 
cycle test procedure and repor ted. The test cycle during whic h the break -off criterion is reach ed, as 
specified in paragraph 3.4.4.1.3. of Annex B8, shall be combined with the preceding test cycle. The drive 
trace indices IWR and RMSSE shall be calculated consider ing this as one cycleEN Offi cial Jour nal of the European Union 26.11.2021 L 423/423  
7.4.3.2. Shor tened Type 1 test
The drive trace indices IWR and RMSSE for the shor tened Type 1 test procedure, as performe d according 
to paragraph 3.4.4.2. of Annex B8, shall be calculat ed separate ly for each dynamic segment 1 and 2 and 
repor ted. The calculation of drive trace indices during the constant speed segments shall be omitt ed.
7.4.3.3. City cycle test procedure (paragraph 3.4.4.1. of Annex B8 replacing WLTC with WLTC city)
For the application of the drive trace index calculation, two consecutively driven city test cycles shall be 
considered as one cycle.
For the city cycle during which the break -off criterion is reach ed as specifi ed in paragraph 3.4.4.1.3. of 
Annex B8, the drive trace indices IWR and RMSSE shall not be calculat ed individually . Instea d, depending 
on the number of complet ed city cycles before the city cycle when the break -off criterion is reach ed, the 
incomple te city cycle shall be combined with previous city cycles and shall be considered as one cycle in 
the context of the drive trace index calculations.
If the number of compl eted city cycles is even, the incomplet e city cycle shall be combined with the 
previous two compl eted city cycles. See the example in Figure A7/3 below .
Figure A7/3
Exa mple with an even number of completed city test cycles before the city cycle with the break -off 
criter ion
If the number of compl eted city cycles is odd, the incomplet e city cycle shall be combined with the 
previous three compl eted city cycles. See the example in Figure A7/4 below .
Figure A7/4
Exa mple with an odd number of completed city test cycles befo re the city cycle with the break -off 
criter ion
If the number of cycles derived according to Figure A7/3 or Figure A7/4 is less than four, the drive trace 
indices IWR and RMSSE shall be calculated for each of these cycles and repor ted.EN Offi cial Jour nal of the European Union L 423/424 26.11.2021  
If the number of cycles derived according to Figure A7/3 or Figure A7/4 is greate r than or equal to four, 
the drive trace indices IWR and RMSSE shall be calculat ed for each of these cycles and repor ted. In this 
case, the averag e IWR and the average RMSSE for the combination of any two cycles shall be compar ed 
with the respective criteria as specified in paragraph 2.6.8.3.1. of Annex B6 and the IWR of any 
individual cycle shall not be less than – 3,0 or greate r than + 5,0 per cent.
8. CALCUL ATING N/V RATIOS
n/v ratios shall be calculat ed using the follo wing equation:
ðn
vÞi¼ðri×raxle×60000Þ=ðU dyn×3,6Þ
where:
n is engine speed, min–1;
v is the vehicle speed, km/h;
ri is the transmission ratio in gear i;
raxle is the axle transmission ratio.
Udyn is the dynamic rolling circumf erence of the tyres of the drive axle and is calculated using the 
follo wing equation:
Udyn¼3,05×ð2ðH=W
100Þ×W þðR×25,4ÞÞ
where:
H/W is the tyre’ s aspect ratio, e.g. "45" for a 225/45 R17 tyre;
W is the tyre width, mm; e.g. "225" for a 225/45 R17 tyre;
R is the wheel diamete r, inch; e.g. "17" for a 225/45 R17 tyre.
Udyn shall be rounded according to paragraph 6.1.8. of this Regulation to whole millimetres.
If Udyn is different for the front and the rear axles, the value of n/v for the mainly powered axle shall be 
applied on a dynamomet er in both 2WD and 4WD operation mode.
Upon request, the responsible author ity shall be provided with the necessar y information for that 
selection.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/425  
ANNEX B8 
Pure electr ic, hybrid electr ic and compressed hydrogen fuel cell hybri d vehicles 
1. GENERAL REQUIREMENTS
In the case of testing NOVC-HEVs, OVC-HEVs and NOVC-FC HVs and OVC-FC HVs (as applicable), Appendix 2 
and Appendix 3 to this annex shall replace Appendix 2 to Annex B6.
Unless stated other wise, all requirements in this annex shall apply to vehicles with and without driver- 
selectable modes. Unless explicitly stated other wise in this annex, all of the requirements and procedures 
specified in Annex B6 and Annex B7 shall continue to apply for NOVC-HEVs, OVC-HEVs, NOVC-FC HVs, 
OVC-FCHVs and PEVs (as applicable).
1.1. Units, accuracy and resolution of electr ic parameters
Units, accuracy and resolution of measurements shall be as shown in Table A8/1.
Table A8/1
Parameters, units, accuracy and resolution of measurements 
Parameter Units Accuracy Resolution
Electr ical energy (a) Wh ± 1 per cent 0,001 kWh (b)
Electr ical current A ± 0,3 per cent FSD or ± 1 per cent of reading 
((c),(d))0,1 A
Electr ic voltage V ± 0,3 per cent FSD or ± 1 per cent of 
reading (c)0,1 V
(a)Equipment: static meter for active energy .
(b)AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent.
(c)Whic hever is great er.
(d)Current integration frequency 20 Hz or more.
[Table A8/2 Reser ved]
1.2. Emission and fuel consum ption testing
Parameter s, units and accuracy of measurements shall be the same as those required for pure ICE vehicles.
1.3. Rounding of test results
1.3.1. Unless intermediat e rounding is required, interm ediat e steps in the calculations shall not be rounded.
1.3.2. In the case of OVC-HEVs and NOVC-HEVs, the final criteria emission results shall be rounded according to 
paragraph 1.3.2. of Annex B7, the NOx correction factor KH shall be rounded according to paragraph 1.3.3. 
of Annex B7, and the dilution factor DF shall be rounded according to paragraph 1.3.4. of Annex B7.
1.3.3. For information not relat ed to standards, good engineer ing judg ement shall be used.
1.3.4. Rounding of range , CO 2, energy consum ption and fuel consump tion results is descr ibed in the calculation 
tables of this annex.EN Offi cial Jour nal of the European Union L 423/426 26.11.2021  
1.4. Vehicle classification
All OVC-HEVs, NOVC-HEVs, PEVs, OVC-FC HVs and NOVC-FC HVs shall be classif ied as Class 3 vehicles. The 
applicable test cycle for the Type 1 test procedure shall be deter mined according to paragraph 1.4.2. of this 
annex based on the corresponding reference test cycle as descr ibed in paragraph 1.4.1. of this annex.
1.4.1. Reference test cycle
1.4.1.1. The Class 3 reference test cycles are specified in paragraph 3.3. of Annex B1.
1.4.1.2. For PEVs, the downscaling procedure, according to paragraphs 8.2.3. and 8.3. of Annex B1, may be applied on 
the test cycles according to paragraph 3.3. of Annex B1 by replacing the rated power with maximum net 
power according to Regulation No. 85. In such a case, the downscaled cycle is the reference test cycle.
1.4.2. Applicable test cycle
1.4.2.1. Applicable WLTP test cycle
The reference test cycle according to paragraph 1.4.1. of this annex shall be the applicable WLTP test cycle 
(WL TC) for the Type 1 test procedure.
In the case that paragraph 9. of Annex B1 is applied based on the reference test cycle as descr ibed in 
paragraph 1.4.1. of this annex, this modified test cycle shall be the applicable WLTP test cycle (WL TC) for the 
Type 1 test procedure.
1.4.2.2. Level 1A only
Applicable WLTP city test cycle
The Class 3 WLTP city test cycle (WL TC city) is specifi ed in paragraph 3.5. of Annex B1.
1.5. OVC-HEVs, NOVC-HEVs, OVC-FCHVs, NOVC-FC HVs and PEVs with manual transmissions
The vehicles shall be driven according to the technical gear shift indicator , if available, or according to 
instr uctions incor porate d in the manufacturer's handbook .
2. RUN-IN OF TEST VEHICLE
The vehicle tested according to this annex shall be presented in good technical condition and shall be run-in in 
accordance with the manufacturer ’s recommendations. In the case that the REESSs are operat ed above the 
normal operating temperature range , the operator shall follow the procedure recommended by the vehicle 
manuf acturer in order to keep the temperature of the REESS in its normal operating rang e. The manufacturer 
shall provid e evidence that the ther mal manag ement system of the REESS is neither disabled nor reduced.
2.1. OVC-HEVs and NOVC-HEVs shall have been run-in according to the requirements of paragraph 2.3.3. of 
Annex B6.
2.2. NOVC-FCHVs and OVC-FC HVs shall have been run-in at least 300 km with their fuel cell and REESS installed.
2.3. PEVs shall have been run-in at least 300 km or one full charge distance, whic hever is longer .
2.4. All REESS having no influence on CO2 mass emissions or H2 consum ption shall be excl uded from monitoring.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/427  
3. TEST PROCEDURE
3.1. General requirements
3.1.1. For all OVC-HEVs, NOVC-HEVs, PEVs, OVC-FC HVs and NOVC-FCHVs, the following shall apply where 
applicable:
3.1.1.1. Vehicles shall be tested according to the applicable test cycles descr ibed in paragraph 1.4.2. of this annex.
3.1.1.2. If the vehicle cannot follow the applicable test cycle within the speed trace tolerances according to 
paragraph 2.6.8.3.1.2. of Annex B6, the accelerat or control shall, unless stated other wise, be fully activat ed 
until the required speed trace is reached again.
3.1.1.3. The powertrain start procedure shall be initiat ed by means of the devices provi ded for this purpose according 
to the manufacturer's instr uctions.
3.1.1.4. For OVC-HEVs, NOVC-HEVs, NOVC-FC HVs, OVC-FC HVs and PEVs, exhaust emissions sampli ng and 
measurement of electr ic energy consum ption shall begin for each applicable test cycle before or at the 
initiation of the vehicle start procedure and end at the conclusion of each applicable test cycle.
3.1.1.5. For OVC-HEVs and NOVC-HEVs, gaseous emission compo unds, shall be analysed for each individual test 
phase. It is permitted to omit the phase analysis for phases where no combustion engine operat es.
3.1.1.6. If applicable, particle number shall be analysed for each individual phase and particulate matt er emission shall 
be analysed for each applicable test cycle.
3.1.2. Forced cooling as descr ibed in paragraph 2.7.2. of Annex B6 is only permitted for the charge-sustaining 
Type 1 test for OVC-HEVs according to paragraph 3.2. of this annex and for testing NOVC-HEVs according to 
paragraph 3.3. of this annex.
3.1.3. The requirements of paragraphs 2.2.2.1.2. and 2.2.2.1.3. of Annex B6 are exem pted when testing was 
conduct ed for PEVs according to paragraph 3.4. and for FCH Vs according to paragraph 3.2. and 
paragraph 3.5.
3.2. OVC-HEVs and OVC-FCHVs
3.2.1. Vehicles shall be tested under charg e-depleting operating condition (CD condition), and charge-sust aining 
operating condition (CS condition)
3.2.2. Vehicles may be tested according to four possible test sequences:
3.2.2.1. Opti on 1: charge-depl eting Type 1 test with no subsequent charge-sust aining Type 1 test.
3.2.2.2. Opti on 2: charge-sust aining Type 1 test with no subsequent charge-depleting Type 1 test.
3.2.2.3. Opti on 3: charge-depl eting Type 1 test with a subsequent charge-sustaining Type 1 test.
3.2.2.4. Opti on 4: charge-sust aining Type 1 test with a subsequent charg e-depleting Type 1 test.EN Offi cial Jour nal of the European Union L 423/428 26.11.2021  
Figure A8/1
Possible test sequences in the case of OVC-HEV and OVC-FCHV testin g
3.2.3. The driver-selectable mode shall be set as descr ibed in the following test sequences (Option 1 to Option 4).
3.2.4. Charg e-depleting Type 1 test with no subsequent charge-sus taining Type 1 test (Option 1)
The test sequence according to Option 1, descr ibed in paragraphs 3.2.4.1. to 3.2.4.7. inclusive of this annex, 
as well as the corresponding REESS state of charge prof ile, are shown in Figure A8.App1/1 in Appendix 1 to 
this annex.
3.2.4.1. Preconditioning
The vehicle shall be prepared according to the procedures in paragraph 2.2. of Appendix 4 to this annex.
3.2.4.2. Test conditions
3.2.4.2.1. The test shall be carried out with a fully charged REESS according to the charging requirements as descr ibed in 
paragraph 2.2.3. of Appendix 4 to this annex and with the vehicle operated in charge-depl eting operating 
condition as defined in paragraph 3.3.5. of this Regulation.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/429  
3.2.4.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charge-depleting Type 1 test shall be 
select ed according to paragraph 2. of Appendix 6 to this annex.
3.2.4.3. Charg e-depleting Type 1 test procedure
3.2.4.3.1. The charg e-depleting Type 1 test procedure shall consist of a number of consecutive cycles, each followed by a 
soak period of no more than 30 minutes until charge-sust aining operating condition is achieved.
3.2.4.3.2. Dur ing soaking between individual applicable test cycles, the powertrain shall be deactivated and the REESS 
shall not be rech arged from an exte rnal electr ic energy source. The instr umentation for measur ing the electr ic 
current of all REESSs and for deter mining the electr ic voltag e of all REESSs according to Appendix 3 of this 
annex shall not be turned off between test cycle phases. In the case of ampere-hour mete r measurement, the 
integration shall remain active throughout the entire test until the test is concluded.
Restar ting after soak, the vehicle shall be operated in the driver-selectable mode according to 
paragraph 3.2.4.2.2. of this annex.
3.2.4.3.3. In deviation from paragraph 5.3.1. of Annex B5 and additional to paragraph 5.3.1.2. of Annex B5, analysers 
may be calibrated and zero-c heck ed before and after the charg e-depleting Type 1 test.
3.2.4.4. End of the charge-depl eting Type 1 test
The end of the charge-d epleting Type 1 test is considered to have been reached when the break -off criterion 
according to paragraph 3.2.4.5. of this annex is reac hed for the first time. The number of applicable WLTP 
test cycles up to and including the one where the break -off criterion was reached for the first time is set to n+1.
The applicable WLTP test cycle n is defined as the transition cycle.
The applicable WLTP test cycle n+1 is defined to be the conf irmation cycle.
For vehicles without a charge-sustaining capability over the complet e applicable WLTP test cycle, the end of 
the charg e-depleting Type 1 test is reac hed by an indication on a standard on-board instr ument panel to stop 
the vehicle, or when the vehicle deviates from the prescr ibed speed trace tolerance for 4 consecutive seconds 
or more. The accelerat or control shall be deactivated and the vehicle shall be braked to standstill within 
60 seconds.
3.2.4.5. Break -off criterion
3.2.4.5.1. Whether the break -off criterion has been reached for each driven applicable WLTP test cycle shall be evaluated .
3.2.4.5.2. The break -off criterion for the charge-depl eting Type 1 test is reach ed when the relative electr ic energy change 
REEC i, as calculated using the following equation, is less than 0,04.
REEC i¼jΔE REESS,i j
Ecycle×1
3600
where:
REEC i is the relative electr ic energy change of the applicable test cycle considered i of the charge- 
depleting Type 1 test;
ΔEREESS,i is the change of electr ic energy of all REESSs for the considered charge-depleting Type 1 test 
cycle i calculat ed according to paragraph 4.3. of this annex, Wh;EN Offi cial Jour nal of the European Union L 423/430 26.11.2021  
Ecycle is the cycle energy demand of the considered applicable WLTP test cycle calculat ed according to 
paragraph 5. of Annex B7, Ws;
i is the index number for the considered applicable WLTP test cycle;
1
3600is a conversion factor to Wh for the cycle energy demand.
3.2.4.6. REESS charging and measur ing the rech arged electr ic energy
3.2.4.6.1. The vehicle shall be connected to the mains within 120 minutes after the applicable WLTP test cycle n+1 in 
whic h the break -off criterion for the charge-d epleting Type 1 test is reach ed for the first time.
The REESS is fully charged when the end-of-cha rge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to 
this annex, is reach ed.
3.2.4.6.2. The electr ic energy measurement equipment, placed between the vehicle charger and the mains, shall measure 
the recharg ed electr ic energy EAC delivered from the mains, as well as its duration. Electr ic energy 
measurement may be stopped when the end-of-c harge criterion, as defined in paragraph 2.2.3.2. of 
Appendix 4 to this annex, is reach ed.
3.2.4.7. Each individual applicable WLTP test cycle within the charge-d epleting Type 1 test shall fulfil the applicable 
criteria emission limits according to paragraph 1.2. of Annex B6.
3.2.5. Charg e-sustaining Type 1 test with no subsequent charge-depl eting Type 1 test (Option 2)
The test sequence according to Opti on 2, as descr ibed in paragraphs 3.2.5.1. to 3.2.5.3.3. inclusive of this 
annex, as well as the corresponding REESS state of charge prof ile, are shown in Figure A8.App1/2 in 
Appendix 1 to this annex.
3.2.5.1. Preconditioning and soaking
The vehicle shall be prepared according to the procedures in paragraph 2.1. of Appendix 4 to this annex.
3.2.5.2. Test conditions
3.2.5.2.1. Tests shall be carried out with the vehicle operat ed in charge-sus taining operating condition as defined in 
paragraph 3.3.6. of this Regulation.
3.2.5.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charg e-sustaining Type 1 test shall be 
select ed according to paragraph 3. of Appendix 6 to this annex.
3.2.5.3. Type 1 test procedure
3.2.5.3.1. Vehicles shall be tested according to the Type 1 test procedures descr ibed in Annex B6.
3.2.5.3.2. If required, CO2 mass emission shall be corrected according to Appendix 2 to this annex.
3.2.5.3.3. The test according to paragraph 3.2.5.3.1. of this annex shall fulfil the applicable criteria emission limits 
according to paragraph 1.2. of Annex B6.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/431  
3.2.6. Charg e-depleting Type 1 test with a subsequent charge-susta ining Type 1 test (Option 3)
The test sequence according to Option 3, as descr ibed in paragraphs 3.2.6.1. to 3.2.6.3. inclusive of this 
annex, as well as the corresponding REESS state of charge prof ile, are shown in Figure A8.App1/3 in 
Appendix 1 to this annex.
3.2.6.1. For the charge-depleting Type 1 test, the procedure descr ibed in paragraphs 3.2.4.1. to 3.2.4.5. inclusive as 
well as paragraph 3.2.4.7. of this annex shall be followed.
3.2.6.2. Subsequently , the procedure for the charg e-sustaining Type 1 test descr ibed in paragraphs 3.2.5.1. to 3.2.5.3. 
inclusive of this annex shall be followed. Paragraphs 2.1.1. and 2.1.2. of Appendix 4 to this annex shall not 
apply .
3.2.6.3. REESS charging and measur ing the rech arged electr ic energy
3.2.6.3.1. The vehicle shall be connected to the mains within 120 minut es after the conclusion of the charge-sustaining 
Type 1 test.
The REESS is fully charged when the end-of-charg e criterion as defined in paragraph 2.2.3.2. of Appendix 4 to 
this annex is reached.
3.2.6.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the 
recharged electr ic energy EAC delivered from the mains, as well as its duration. Electr ic energy measurement 
may be stopped when the end-of-charg e criterion as defined in paragraph 2.2.3.2. of Appendix 4 to this 
annex is reac hed.
3.2.7. Charg e-sustaining Type 1 test with a subsequent charge-depleting Type 1 test (Option 4)
The test sequence according to Option 4, descr ibed in paragraphs 3.2.7.1. and 3.2.7.2. of this annex, as well as 
the corresponding REESS state of charge profile, are shown in Figure A8.App1/4 of Appendix 1 to this annex.
3.2.7.1. For the charge-sustaining Type 1 test, the procedure descr ibed in paragraphs 3.2.5.1. to 3.2.5.3. inclusive of 
this annex, as well as paragraph 3.2.6.3.1. of this annex, shall be followe d.
3.2.7.2. Subsequently , the procedure for the charge-depl eting Type 1 test descr ibed in paragraphs 3.2.4.2. to 3.2.4.7. 
inclusive of this annex shall be follo wed.
3.3. NOVC-HEVs
The test sequence descr ibed in paragraphs 3.3.1. to 3.3.3. inclusive of this annex, as well as the corresponding 
REESS state of charge prof ile, are shown in Figure A8.App1/5 of Appendix 1 to this annex.
3.3.1. Preconditioning and soaking
3.3.1.1. Vehicles shall be preconditioned according to paragraph 2.6. of Annex B6.
In addition to the requirements of paragraph 2.6. of Annex B6, the level of the state of charge of the traction 
REESS for the charg e-sustaining test may be set according to the manufact urer ’s recommendation before 
preconditioning in order to achieve a test under charge-sustaining operating condition.
3.3.1.2. Vehicles shall be soaked according to paragraph 2.7. of Annex B6.
3.3.2. Test conditions
3.3.2.1. Vehicles shall be tested under charge-sustaining operating condition as defined in paragraph 3.3.6. of this 
Regulation.EN Offi cial Jour nal of the European Union L 423/432 26.11.2021  
3.3.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charg e-sustaining Type 1 test shall be 
select ed according to paragraph 3. of Appendix 6 to this annex.
3.3.3. Type 1 test procedure
3.3.3.1. Vehicles shall be tested according to the Type 1 test procedure descr ibed in Annex B6.
3.3.3.2. If required, the CO2 mass emission shall be corrected according to Appendix 2 to this annex.
3.3.3.3. The charge-sust aining Type 1 test shall fulfil the applicable criteria emission limits according to paragraph 1.2. 
of Annex B6.
3.4. PEVs
3.4.1. General requirements
The test procedure to determi ne the pure electr ic range and electr ic energy consum ption shall be select ed 
according to the estimated pure electr ic range (PER) of the test vehicle from Table A8/3. In the case that the 
interpolation method is applied, the applicable test procedure shall be select ed according to the PER of vehicle 
H within the specifi c interpolation family .
Table A8/3
Procedures to deter mine pure electr ic range and electr ic energy consumption (as applicable) 
Applicable test cycle The estimated PER is… Applicable test procedure
Test cycle according to 
paragraph 1.4.2.1. of this 
annex including the extra 
high phase.…less than the length of 3 
applicable WLTP test cycles.Consecutive cycle Type 1 test procedure 
(according to paragraph 3.4.4.1. of this 
annex).
… equal to or great er than the 
length of 3 applicable WLTP test 
cycles.Shor tened Type 1 test procedure 
(according to paragraph 3.4.4.2. of this 
annex).
Test cycle according to 
paragraph 1.4.2.1. of this 
annex excl uding the extra 
high phase.…less than the length of 4 
applicable WLTP test cycles.Consecutive cycle Type 1 test procedure 
(according to paragraph 3.4.4.1. of this 
annex).
…equal to or greater than the 
length of 4 applicable WLTP test 
cycles.Shor tened Type 1 test procedure 
(according to paragraph 3.4.4.2. of this 
annex).
City cycle according to 
paragraph 1.4.2.2. of this 
annex.…not available over the applicable 
WLTP test cycle.Consecutive cycle Type 1 test procedure 
(according to paragraph 3.4.4.1. of this 
annex).
The manufa cturer shall give evidence to the responsible author ity concer ning the estimat ed pure electr ic rang e 
(PER) prior to the test. In the case that the interpol ation method is applied, the applicable test procedure shall 
be deter mined based on the estimate d PER of vehicle H of the interpolation family . The PER determined by the 
applied test procedure shall confir m that the correct test procedure was applied.
The test sequence for the consecutive cycle Type 1 test procedure, as descr ibed in paragraphs 3.4.2., 3.4.3. 
and 3.4.4.1. of this annex, as well as the corresponding REESS state of charge prof ile, are shown in Figure A8. 
App1/6 of Appendix 1 to this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/433  
The test sequence for the shor tened Type 1 test procedure, as descr ibed in paragraphs 3.4.2., 3.4.3. 
and 3.4.4.2. of this annex as well as the corresponding REESS state of charge profile, are shown in Figure A8. 
App1/7 in Appendix 1 to this annex.
3.4.2. Preconditioning
The vehicle shall be prepared according to the procedures in paragraph 3. of Appendix 4 to this annex.
3.4.3. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the test shall be selected according to 
paragraph 4. of Appendix 6 to this annex.
3.4.4. PEV Type 1 test procedures
3.4.4.1. Consecutive cycle Type 1 test procedure
3.4.4.1.1. Speed trace and break s
The test shall be performe d by driving consecutive applicable test cycles until the break -off criterion according 
to paragraph 3.4.4.1.3. of this annex is reac hed.
Breaks for the driver and/or operat or are permitted only between test cycles and with a maximum total break 
time of 10 minutes. Dur ing the break , the power train shall be switc hed off.
3.4.4.1.2. REESS current and voltage measurement
From the beginning of the test until the break -off criterion is reach ed, the electr ic current of all REESSs shall be 
measured according to Appendix 3 to this annex and the electr ic voltag e shall be deter mined according to 
Appendix 3 to this annex.
3.4.4.1.3. Break -off criterion
The break -off criterion is reach ed when the vehicle exceeds the prescr ibed speed trace tolerance as specified in 
paragraph 2.6.8.3.1.2. of Annex B6 for 4 consecutive seconds or more. The accelerat or control shall be 
deactivate d. The vehicle shall be braked to standstill within 60 seconds.
3.4.4.2. Shor tened Type 1 test procedure
3.4.4.2.1. Speed trace
The shor tened Type 1 test procedure consists of two dynamic segments (DS 1 and DS 2) combined with two 
constant speed segments (CSS M and CSS E) as shown in Figure A8/2.EN Offi cial Jour nal of the European Union L 423/434 26.11.2021  
Figure A8/2
Shor tened Type 1 test procedure speed trace
The dynamic segments DS 1 and DS 2 are used to calculate the energy consump tion of the phase considered, the 
applicable WLTP city cycle and the applicable WLTP test cycle.
The constant speed segments CSS Mand CSS E are intended to reduce test duration by depleting the REESS more 
rapidly than the consecutive cycle Type 1 test procedure.
3.4.4.2.1.1. Dynamic segments
Each dynamic segment DS 1 and DS 2 consists of an applicable WLTP test cycle according to paragraph 1.4.2.1. 
of this annex follo wed by an applicable WLTP city test cycle according to paragraph 1.4.2.2. of this annex.
3.4.4.2.1.2. Constant speed segment
The constant speeds during segments CSS M and CSS E shall be identical. If the interpolation method is applied, 
the same constant speed shall be applied within the interpolation family .
(a) Speed specifi cation
The minimum speed of the constant speed segments shall be 100 km/h. If the extra high phase (Extra High 3) is 
excl uded (as applicable), the minimum speed of the constant speed segments shall be set to 80 km/h. At the 
request of manufacturer and with appro val of the responsible author ity, a higher constant speed in the 
constant speed segments may be select ed.
The acceleration to the constant speed level shall be smooth and accomplished within 1 minute after 
compl etion of the dynamic segments and, in the case of a break according to Table A8/4, after initiating the 
powertrain start procedure.
The deceleration from the constant speed level shall be smooth and accompl ished within 1 minute after 
compl etion of the constant speed segments.
If the maximum speed of the vehicle is lowe r than the required minimum speed for the constant speed 
segments according to the speed specification of this paragraph, the required speed in the constant speed 
segments shall be equal to the maximum speed of the vehicle.
(b) Distance determination of CSS E and CSS M
The length of the constant speed segment CSS E shall be determined based on the percentage of the usable 
REESS energy UBE STP according to paragraph 4.4.2.1. of this annex. The remaining energy in the traction 
REESS after dynamic speed segment DS 2 shall be equal to or less than 10 per cent of UBE STP. The 
manuf acturer shall provid e evidence to the responsible author ity after the test that this requirement is fulfilled.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/435  
The length dCSSM of constant speed segment CSS M may be calculat ed using the following equation:
dCSSM ¼PER est – d DS1 – d DS2 – d CSSE
where:
dCSSM is the length of constant speed segment CSS M, km;
PER est is the estimate d pure electr ic range of the considered PEV, km;
dDS1 is the length of dynamic speed segment 1, km;
dDS2 is the length of dynamic speed segment 2, km;
dCSSE is the length of constant speed segment CSS E, km.
3.4.4.2.1.3. Breaks
Breaks for the driver and/or operat or are permitted only in the constant speed segments as prescr ibed in 
Table A8/4.
Table A8/4
Break s for the driver and/or test operator 
Distance driven in constant speed segment CSS M (km) Maximum total break (min)
Up to 100 10
Up to 150 20
Up to 200 30
Up to 300 60
More than 300 Shall be based on the manuf acturer ’s 
recommendation
Note: Dur ing a break, the power train shall be switched off.
3.4.4.2.2. REESS current and voltage measurement
From the beginning of the test until the break -off criterion is reac hed, the electr ic current of all REESSs and the 
electr ic voltage of all REESSs shall be determined according to Appendix 3 to this annex.
3.4.4.2.3. Break -off criterion
The break -off criterion is reach ed when the vehicle exceeds the prescr ibed speed trace tolerance as specified in 
paragraph 2.6.8.3.1.2. of Annex B6 for 4 consecutive seconds or more in the second constant speed segment 
CSS E. The accelerator control shall be deactivated. The vehicle shall be brak ed to a standstill within 60 seconds.
3.4.4.3. REESS charging and measur ing the rech arged electr ic energy
3.4.4.3.1. After coming to a standstill according to paragraph 3.4.4.1.3. of this annex for the consecutive cycle Type 1 
test procedure and in paragraph 3.4.4.2.3. of this annex for the shor tened Type 1 test procedure, the vehicle 
shall be connected to the mains within 120 minutes .
The REESS is fully charged when the end-of-cha rge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to 
this annex, is reach ed.EN Offi cial Jour nal of the European Union L 423/436 26.11.2021  
3.4.4.3.2. The energy measurement equipment, placed between the vehicle charger and the mains, shall measure the 
recharged electr ic energy EAC delivered from the mains as well as its duration. Electr ic energy measurement 
may be stopped when the end-of-cha rge criterion, as defined in paragraph 2.2.3.2. of Appendix 4 to this 
annex, is reached.
3.5. NOVC-FCHVs
The test sequence, descr ibed in paragraphs 3.5.1. to 3.5.3. inclusive of this annex, as well as the corresponding 
REESS state of charge prof ile, is shown in Figure A8.App1/5 in Appendix 1 to this annex.
3.5.1. Preconditioning and soaking
Vehicles shall be conditioned and soaked according to paragraph 3.3.1. of this annex.
3.5.2. Test conditions
3.5.2.1. Vehicles shall be tested under charg e-sustaining operating conditions as defined in paragraph 3.3.6. of this 
Regulation.
3.5.2.2. Selection of a driver-selectable mode
For vehicles equipped with a driver-selectable mode, the mode for the charg e-sustaining Type 1 test shall be 
select ed according to paragraph 3. of Appendix 6 to this annex.
3.5.3. Type 1 test procedure
3.5.3.1. Vehicles shall be tested according to the Type 1 test procedure descr ibed in Annex B6 and fuel consump tion 
calculat ed according to Appendix 7 to this annex.
3.5.3.2. If required, fuel consump tion shall be corrected according to Appendix 2 to this annex.
4. CALCUL ATIONS FOR HYBRID ELECTRIC, PURE ELECTRIC AND COMPRESSED HYDR OGEN FUEL CELL 
VEHICLES
4.1. Calculations of gaseous emission compo unds, particulat e matt er emission and particle number emission
4.1.1. Charg e-sustaining mass emission of gaseous emission compo unds, particulat e matter emission and particle 
number emission for OVC-HEVs and NOVC-HEVs
The charg e-sustaining particulat e matte r emission PM CS shall be calculat ed according to paragraph 3.3. of 
Annex B7.
The charge-sus taining particle number emission PN CS shall be calculated according to paragraph 4. of 
Annex B7.
4.1.1.1. Stepwise procedure for calculating the final test results of the charg e-sustaining Type 1 test for NOVC-HEVs 
and OVC-HEVs
The results shall be calculat ed in the order descr ibed in Table A8/5. All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of this table, the followi ng nomenclature within the equations and results is used:
c compl ete applicable test cycle;
p ever y applicable cycle phase; for the purpose of EAER city calculation (as applicable), p shall 
represent the city driving cycle;
i applicable criteria emission compo nent (except CO2);
CS charge-sustaining;
CO 2 CO 2 mass emission.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/437  
Table A8/5
Calculation of final charge-sus taining gaseous emission and fuel efficiency values (FE applicable for Lev el 1B only) 
Step No. Source Input Process Output
1 Annex B6 Raw test results Charg e-sustaining mass emissions
Paragraphs 3. to 3.2.2. inclusive of Annex B7.Mi,CS,p,1 , g/km;
MCO2,CS,p,1 , g/km.
2 Output step 1 Mi,CS,p,1 , g/km;
MCO2,CS,p,1 ,  
g/km.Calculation of combined charg e-sustaining cycle 
values:
Mi,CS,c,2 ¼∑pMi,CS,p,1 ×dp
∑pdp
MCO2,CS,c,2 ¼∑pMCO2,CS,p,1 ×dp
∑pdp
where:
Mi,CS,c,2 is the charge-sus taining mass emission 
result over the total cycle;
MCO2,CS,c,2 is the charge-sus taining CO 2 mass 
emission result over the total cycle;
dp are the driven distances of the cycle phases p.Mi,CS,c,2 , g/km;
MCO2,CS,c,2 , g/km.
3 Output step 1 MCO2,CS,p,1 ,  
g/km;REESS electr ic energy chang e correction
Paragraphs 4.1.1.2. to 4.1.1.5. inclusive of this 
annex.MCO2,CS,p,3 , g/km;
MCO2,CS,c,3 , g/km.
Output step 2 MCO2,CS,c,2 ,  
g/km.
4a Output step 2 Mi,CS,c,2 , g/km; Charg e-sustaining mass emission correction for 
all vehicles equipped with periodically 
regenera ting systems Ki according to Annex B6, 
Appendix 1.
Mi,CS,c,4a ¼Ki×M i,CS,c,2 or
Mi,CS,c,4a ¼KiþMi,CS,c,2
and
MCO2,CS,c,4a ¼KCO2,Ki×M CO2,CS,c,3
or
MCO2,CS,c,4a ¼KCO2,KiþMCO2,CS,c,3
Additive offset or multiplicative factor to be used 
according to Ki determination.
If Ki is not applicable:
Mi,CS,c,4a ¼Mi,CS,c,2 MCO2,CS,c,4a ¼MCO2,CS,c,3Mi,CS,c,4a , g/km;
MCO2,CS,c,4a , g/km.
Output step 3 MCO2,CS,c,3 ,  
g/km.EN Offi cial Jour nal of the European Union L 423/438 26.11.2021  
Step No. Source Input Process Output
4b Output step 3 MCO2,CS,p,3 ,  
g/km;
MCO2,CS,c,3 ,  
g/km;If Ki is applicable, align CO2 phase values to 
combined cycle value:
MCO2,CS,p,4 ¼MCO2,CS,p,3 ×AF Ki
for ever y cycle phase p;
where:
AF Ki¼MCO2,CS,c,4a
MCO2,CS,c,3
If Ki is not applicable:
MCO2,CS,p,4 ¼MCO2,CS,p,3MCO2,CS,p,4 , g/km.
Output step 4a MCO2,CS,c,4a ,  
g/km.
4c Output step 4a Mi,CS,c,4a , g/km;
MCO2,CS,c,4a ,  
g/km.In the case these values are used for the purpose 
of conf ormity of production, the criteria 
emission values and CO2 mass emission values 
shall be multiplied with the run-in factor RI 
determined according to paragraph 8.2.4. of this 
Regulation:
Mi,CS,c4c = RIC (j) × Mi,CS,c,4a
MCO2,CS,c,4c = RICO2 (j) × MCO2,CS,c,4a
In the case these values are not used for the 
purpose of conf ormity of production:
Mi,c,4c = Mi,c,4a
MCO2,c,4c = MCO2 ,c,4aMi,CS,c,4c;
MCO2,CS,c,4c
Calculate fuel efficiency (FE c,4c_temp ) according to 
paragraph 6.14.1. of Annex B7.
In the case this value is used for the purpose of 
conf ormity of production, the fuel efficiency 
value shall be multiplied with the run in factor 
determined according to paragraph 8.2.4. of this 
Regulation:
FEc,4c = RIFE (j) × FEc,4c_tem p
In the case these values are not used for the 
purpose of conf ormity of production:
FEc,4c = FEc,4c_tem pFEc,4c, km/l;
5
Result of a 
sing le test.Output step 4b 
and 4cMCO2,CS,p,4 ,  
g/km;
MCO2,CS,c,4c ,  
g/km;For Level 1A:
ATCT correction of MCO2 ,CS,c,4c and MCO2,CS,p,4 in 
accordance with paragraph 3.8.2. of Annex B6a.
For Level 1B:
MCO2,c,5 = MCO2,c,4c
MCO2,p,5 = MCO2,p,4MCO2,CS,c,5 , g/km;
MCO2,CS,p,5 , g/km.
Mi,CS,c,4c , g/km; 
FEc,4c, km/l;Apply deter ioration factors calculat ed in 
accordance with Annex C4 to the criteria 
emissions values.
In the case these values are used for the purpose 
of conf ormity of production, the further steps (6 
to 9) are not required and the output of this step is 
the final result.Mi,CS,c,5 , g/km;
FEc,5, km/l;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/439  
Step No. Source Input Process Output
6
Mi,CS results 
of a Type 1 
test for a test 
vehicle.For Level 1A 
Output step 5For ever y test:
Mi,CS,c,5 , g/km;
MCO2,CS,c,5 ,  
g/km;
MCO2,CS,p,5 ,  
g/km.Averaging of tests and declared value according 
to paragraphs 1.2. to 1.2.3. inclusive of Annex 
B6.Mi,CS,c,6 , g/km;
MCO2,CS,c,6 , g/km;
MCO2,CS,p,6 , g/km;
MCO2,CS,c,declared ,  
g/km.
For Level 1B
Output step 5FEc,5, km/l; Averaging of tests and declared value.
Paragraphs 1.2. to 1.2.3. inclusive of Annex B6.
The conversion from FEc,declared to MCO2,c,declared 
shall be perf ormed for the applicable cycle. For 
that purpose, the criteria emission over the 
compl ete cycle shall be used.FEc,declared , km/l
MCO2,c,declared , g/km.
7
MCO2,CS 
results of a 
Type 1 test 
for a test 
vehicle.For Level 1A:
Output step 6MCO2,CS,c,6 ,  
g/km;
MCO2,CS,p,6 ,  
g/km;
MCO2,CS,c,declared ,  
g/km.Alignment of phase values.
Paragraph 1.2.4. of Annex B6,
and:
MCO2,CS,c,7 ¼MCO2,CS,c,declaredMCO2,CS,c,7 , g/km;
MCO2,CS,p,7 , g/km.
For Level 1B:
Output step 5
Output step 6MCO2,CS,c,5 ,  
g/km;
MCO2,CS,p,5 ,  
g/km;
MCO2,CS,c,declared ,  
g/km.Alignment of phase values.
Paragraph 1.2.4. of Annex B6.MCO2,CS,p,7 , g/km.
For Level 
1A only
8
Interpo- 
lation 
family 
result.
Final 
criteria 
emission 
result.
If the 
interpola -
tion 
method is 
not applied, 
step No. 9 is 
not 
required 
and the 
output of 
this step is 
the final 
CO2 result.Output step 6 For each of the 
test vehicles H 
and L and, if 
applicable, 
vehicle M:
Mi,CS,c,6 , g/km;If in addition to a test vehicle H a test vehicle L 
and, if applicable vehicle M was also tested, the 
resulting criteria emission value shall be the 
highest of the two or, if applicable, three values 
and referred to as Mi,CS,c
In the case of the combined THC+NO x emissions, 
the highest value of the sum refer ring to either 
the vehicle H or vehicle L or, if applicable, vehicle 
M is to be taken as the type approval value.
Other wise, if no vehicle L or if applicable vehicle 
M was tested, Mi,CS,c¼Mi,CS,c,6
In the case that the interpolation method is 
applied, interm ediate rounding shall be applied 
according to paragraph 6.1.8. of this Regulation:
CO 2 values derived in step 7 of this table shall be 
rounded to two places of decimal. Also, the 
output for CO 2 is available for vehicles H and 
vehicle L and, if applicable, for vehicle M.
In the case that the interpolation method is not 
applied, final rounding shall be applied according 
to paragraph 6.1.8. of this Regulation:Mi,CS,c, g/km;
MCO2,CS,c , g/km;
MCO2,CS,p , g/km;EN Offi cial Jour nal of the European Union L 423/440 26.11.2021  
Step No. Source Input Process Output
CO 2 values derived in step 7 of this table shall be 
rounded to the nearest whole number .
For Level 
1A only
9
Result of an 
individual 
vehicle.
Final CO 2 
result.Output step 8 MCO2,CS,c , g/km;
MCO2,CS,p , g/km;CO 2 mass emission calculation according to 
paragraph 4.5.4.1. of this annex for individual 
vehicles in an interpolati on family .
Final rounding of individual vehicle CO 2 values 
shall be performed according to paragraph 6.1.8. 
of this Regulation.
CO 2 values shall be rounded to the nearest whole 
number .
Output is available for each individual vehicle.MCO2,CS,c,ind , g/km;
MCO2,CS,p,ind , g/km.
4.1.1.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was not applied, the 
following charge-sustaining CO2 mass emission shall be used:
MCO2,CS ¼MCO2,CS,nb
where:
MCO2,CS is the charge-sus taining CO2 mass emission of the charge-s ustaining Type 1 test according to 
Table A8/5, step No. 3, g/km;
MCO2,CS,nb is the non-balanced charge-sus taining CO 2 mass emission of the charge-sustaining Type 1 test, 
not corrected for the energy balance, deter mined according to Table A8/5, step No. 2, g/km.
4.1.1.3. If the correction of the charge-sust aining CO2 mass emission is required according to paragraph 1.1.3. of 
Appendix 2 to this annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to 
this annex was applied, the CO2 mass emission correction coefficient shall be determined according to 
paragraph 2. of Appendix 2 to this annex. The corrected charge-susta ining CO 2 mass emission shall be 
determined using the followi ng equation:
MCO2,CS ¼MCO2,CS,nb  – K CO2×EC DC,CS
where:
MCO2,CS is the charge-sus taining CO2 mass emission of the charge-s ustaining Type 1 test according to 
Table A8/5, step No. 3, g/km;
MCO2,CS,nb is the non-balanced CO2 mass emission of the charg e-sustaining Type 1 test, not corrected for 
the energy balance, deter mined according to Table A8/5, step No. 2, g/km;
EC DC,CS is the electr ic energy consum ption of the charge-sust aining Type 1 test according to 
paragraph 4.3. of this annex, Wh/km;
KCO2 is the CO 2 mass emission correction coeff icient according to paragraph 2.3.2. of Appendix 2 to 
this annex, (g/km)/(Wh/km).
4.1.1.4. In the case that phase-specific CO2 mass emission correction coeffi cients have not been determined, the phase- 
specific CO 2 mass emission shall be calculat ed using the follo wing equation:
MCO2,CS,p ¼MCO2,CS,nb,p  – K CO2×EC DC,CS,pEN Offi cial Jour nal of the European Union 26.11.2021 L 423/441  
where:
MCO2,CS,p is the charge-sus taining CO 2 mass emission of phase p of the charg e-sustaining Type 1 test 
according to Table A8/5, step No. 3, g/km;
MCO2,CS,nb,p is the non-balanced CO 2 mass emission of phase p of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined according to Table A8/5, step No. 1, g/km;
EC DC,CS,p is the electr ic energy consump tion of phase p of the charge-sustaining Type 1 test according to 
paragraph 4.3. of this annex, Wh/km;
KCO2 is the CO 2 mass emission correction coeff icient according to paragraph 2.3.2. of Appendix 2 to 
this annex, (g/km)/(Wh/km).
4.1.1.5. In the case that phase-specific CO 2 mass emission correction coeff icients have been determined, the phase- 
specific CO 2 mass emission shall be calculat ed using the follo wing equation:
MCO2,CS,p ¼MCO2,CS,nb,p  – K CO2,p ×EC DC,CS,p
where:
MCO2,CS,p is the charge-sus taining CO 2 mass emission of phase p of the charg e-sustaining Type 1 test 
according to Table A8/5, step No. 3, g/km;
MCO2,CS,nb,p is the non-balanced CO 2 mass emission of phase p of the charge-sustaining Type 1 test, not 
corrected for the energy balance, determined according to Table A8/5, step No. 1, g/km;
EC DC,CS,p is the electr ic energy consum ption of phase p of the charge-sus taining Type 1 test, determined 
according to paragraph 4.3. of this annex, Wh/km;
KCO2,p is the CO 2 mass emission correction coeffi cient according to paragraph 2.3.2.2. of Appendix 2 
to this annex, (g/km)/(Wh/km);
p is the index of the individual phase within the applicable WLTP test cycle.
4.1.2. Charg e-depleting CO2 mass emission for OVC-HEVs
For Level 1A:
The utility factor-weighted charge-depleting CO 2 mass emission MCO2,CD shall be calculated using the followi ng 
equation:
MCO2,CD ¼∑k
j¼1ðUF j×M CO2,CD,j Þ
∑k
j¼1UF j
For Level 1B
The charge-depleting CO 2 mass emission MCO2,CD shall be calculat ed using the following equation:
MCO2,CD ¼∑k
j¼1ðM CO2,CD,j ×djÞ
∑k
j¼1dj
where:
MCO2,CD is the utility factor -weighted charge-depleting CO 2 mass emission, g/km;
MCO2,CD,j is the CO2 mass emission deter mined according to paragraph 3.2.1. of Annex B7 of phase j of 
the charge-depleting Type 1 test, g/km;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
j is the index number of the considered phase;EN Offi cial Jour nal of the European Union L 423/442 26.11.2021  
k is the number of phases driven up to the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of 
the transition cycle of vehicle L, nveh_L .
If the transition cycle number driven by vehicle H, nveh H, and, if applicable, by an individual vehicle within the 
vehicle interpol ation family , nveh ind, is lower than the transition cycle number driven by vehicle L, nveh_L , the 
confir mation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. 
The CO 2 mass emission of each phase of the conf irmation cycle shall be subsequently corrected to an electr ic 
energy consump tion of zero ðEC DC,CD,j ¼0Þby using the CO 2 correction coeff icient according to Appendix 2 
to this annex.
4.1.3. This paragraph is applicable for Level 1A only:
Utility factor -weight ed mass emissions of gaseo us compo unds, particulate matt er emission and particle 
number emission for OVC-HEVs
4.1.3.1. The utility factor -weight ed mass emission of gaseous compounds
Mi,weighted ¼∑k
j¼1ðUF j×M i,CD,jÞþð1 – ∑k
j¼1UF jÞ×M i,CS
where:
Mi, weighted is the utility factor -weighted mass emission compound i, g/km;
i is the index of the considered gaseous emission compo und (except CO2);
UF j is the utility factor of phase j according to Appendix 5 to this annex;
Mi,CD, j is the mass emission of the gaseous emission compound i determined according to 
paragraph 3.2.1. of Annex B7 of phase j of the charge-d epleting Type 1 test, g/km;
Mi, CS is the charge-sust aining mass emission of gaseous emission compound i for the charge- 
sustaining Type 1 test according to Table A8/5, step No. 6, g/km;
j is the index number of the considered phase;
k is the number of phases driven until the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
For calculating the utility-fact or weight ed CO 2 mass emission the followi ng equation shall be used:
MCO2,weighted ¼ð∑k
j¼1UF jÞave×M CO2,CD,declared þ�
1 – ð∑k
j¼1UF jÞave�
×M CO2,CS,declared
where:
MCO2,weight ed is the utility-fact or weighted charge-depleting CO 2 mass emission, g/km.
MCO2,CD,declared is the declared charg e-depleting CO2 mass emission according to Table A8/8, step no. 14, 
g/km.
MCO2,CS,declared is the declared charge-sustaining CO2 mass emission according to Table A8/5, step no. 7, 
g/km.
ð∑k
j¼1UF jÞaveis the average of the sum of utility factors of each charge-d epleting test.
j is the index number of the considered phase;
k is the number of phases driven until the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/443  
In the case that the interpolation method is applied for CO2, k shall be the number of phases driven up to the 
end of the transition cycle of vehicle L nveh_L . for the application of both equations of this paragraph.
If the transition cycle number driven by vehicle H, nveh H, and, if applicable, by an individual vehicle within the 
vehicle interpolation family nveh indis lowe r than the transition cycle number driven by vehicle L, nveh_L , the 
confir mation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation. 
The CO 2 mass emission of each phase of the confir mation cycle shall then be corrected to an electr ic energy 
consum ption of zero ðEC DC,CD,j ¼0) by using the CO 2 correction coeffi cient according to Appendix 2 to this 
annex.
4.1.3.2. The utility factor -weight ed particle number emission shall be calculat ed using the followi ng equation:
PN weighted ¼∑k
j¼1ðUF j×PN CD,jÞþð1 – ∑k
j¼1UF jÞ×PN CS
where:
PN weighted is the utility factor -weighted particle number emission, particles per kilometre;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
PN CD,j is the particle number emission during phase j deter mined according to paragraph 4. of 
Annex B7 for the charge-depl eting Type 1 test, particles per kilometre;
PN CS is the particle number emission deter mined according to paragraph 4.1.1. of this annex for the 
charge-sustaining Type 1 test, particles per kilometre;
j is the index number of the considered phase;
k is the number of phases driven until the end of transition cycle n according to 
paragraph 3.2.4.4. of this annex.
4.1.3.3. The utility factor -weight ed particulate matte r emission shall be calculat ed using the following equation:
PM weighted ¼∑nc
c¼1ðUF c×PM CD,cÞþð1 – ∑nc
c¼1UF cÞ×PM CS
where:
PM weighted is the utility factor -weighted particulat e matt er emission, mg/km;
UF c is the utility factor of cycle c according to Appendix 5 to this annex;
PM CD,c is the charge-depl eting particulat e matt er emission during cycle c deter mined according to 
paragraph 3.3. of Annex B7 for the charge-depl eting Type 1 test, mg/km;
PM CS is the particulat e matt er emission of the charge-sust aining Type 1 test according to 
paragraph 4.1.1. of this annex, mg/km;
c is the index number of the cycle considered;
nc is the number of applicable WLTP test cycles driven until the end of the transition cycle n 
according to paragraph 3.2.4.4. of this annex.
4.2. Calculation of fuel consump tion and fuel efficiency
4.2.1. Charg e-sustaining fuel consump tion and fuel efficiency for OVC-HEVs, OVC-FCHVs, NOVC-HEVs and NOVC- 
FCHVs
4.2.1.1. The charge-sus taining fuel consum ption and fuel efficiency for OVC-HEVs and NOVC-HEVs shall be calculated 
stepwise according to Table A8/6.EN Offi cial Jour nal of the European Union L 423/444 26.11.2021  
Table A8/6
Calculation of final charge-sus taining fuel consumption and fuel efficiency for OVC-HEVs, NOVC-HEVs (FE 
applicable for Lev el 1B only) 
Step No. Source Input Process Output
1 Output step 6,
Table A8/5Mi,CS,c,6 , g/km;
MCO2,CS,c,6 ,  
g/km;
FECS,declared ,  
km/l;Calculation of fuel consum ption FC CS,c according 
to paragraph 6. of Annex B7 based on MCO2,CS,C,7 
and conver sion to fuel efficiency FECS,c. for phase 
value
FECS,c, = FECS,declared ,
The calculation of fuel consump tion shall be 
performe d separately for the applicable cycle and 
its phases.
For that purpose:
(a) the applicable phase or cycle CO 2 values shall 
be used;
(b) the criteria emission over the complet e cycle 
shall be used.FC CS,c,1 , l/100 km; 
FECS,c,1 , km/l;
FC CS,p,1 , l/100 km. 
FECS,p,1 km/l
Output step 7,
Table A8/5MCO2,CS,c,7 ,  
g/km;
MCO2,CS,p,7 ,  
g/km.
2
Interp ola-
tion family 
result.
If the 
interpola -
tion 
method is 
not applied, 
step No 3 is 
not 
required 
and the 
output of 
this step is 
the final 
result.Output step 1 FC CS,c,1 ,  
l/100 km;
FC CS,p,1 ,  
l/100 km;
FECS,c,1 , km/l. 
FECS,p,1 , km/lFor FC and FE, the values derived in step No. 1 of 
this table shall be used.
In the case that the interpolation method is 
applied, interm ediate rounding shall be applied 
according to paragraph 6.1.8. of this Regulation.
FC and FE values shall be rounded to three places 
of decimal.
Output is available for vehicles H and vehicle L 
and, if applicable, for vehicle M.
In the case that the interpolation method is not 
applied, final rounding shall be applied according 
to paragraph 6.1.8. of this Regulation.
FC and FE values shall be rounded to first place of 
decimal.FC CS,c, l/100 km;
FC CS,p, l/100 km;
FECS,c, km/l.
FECS,p, km/l.
3
Result of an 
individual 
vehicle.
Final FC and 
FE result.Output step 2 FC CS,c, l/100 km;
FC CS,p,  
l/100 km;
FECS,c, km/l.
FECS,p, km/l.Fuel consum ption calculation according to 
paragraph 4.5.5.1.1. of this annex for individual 
vehicles in an interpolati on family .
Fuel efficiency calculation according to 
paragraph 4.5.5.1.2. of this annex for individual 
vehicles in an interpolati on family .
Final rounding of individual vehicle values shall 
be performe d according to paragraph 6.1.8. of 
this Regulation.
FC and FE values shall be rounded to the first 
place of decimal.
Output is available for each individual vehicle.FC CS,c,ind , l/100 km;
FC CS,p,ind , l/100 km;
FECS,c,ind , km/l.
FECS,p,ind , km/l.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/445  
4.2.1.2. Charg e-sustaining fuel consum ption and fuel efficiency for NOVC-FCHVs and OVC-FC HVs
4.2.1.2.1. Stepwise procedure for calculating the final test fuel consump tion and fuel efficiency results of the charg e- 
sustaining Type 1 test for NOVC-FC HVs and OVC-FC HVs
The results shall be calculat ed in the order descr ibed in Table A8/7. All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of this table, the followi ng nomenclature within the equations and results is used:
c compl ete applicable test cycle;
p ever y applicable cycle phase; for the purpose of EAER city calculation (as applicable), p shall 
represent the city driving cycle;
CS charge-sustaining
Table A8/7
Calculation of final charge-sus tain ing fuel consumption and fuel efficiency for NOVC-FCHVs and OVC- 
FCH Vs (FE applicable for Lev el 1B only) 
Level 1A – all the calculations in this table shall be for the compl ete cycle only  
Level 1B – all the calculations in this table shall be for the complet e cycle and also for individual phases;  
Step No. Source Input Process Output
1 Appendix 7 to 
this annex.Non-balanced 
charge- 
sustaining fuel 
consump tion
FC CS,nb,  
kg/100 kmCharg e-sustaining fuel consump tion FC CS,c,1 
according to paragraph 2.2.6. of Appendix 7 
to this annex.
The calculation of fuel consum ption shall be 
performe d separately for the applicable cycle 
and its phases.
For that purpose, the applicable phase or 
cycle FC values shall be used;
Phase-specif ic values according to 
paragraph 2.2.7. of Appendix 7 to this 
annex).FC CS,p,1 ,  
kg/100 km;
FC CS,c,1 , kg/100 km.
2 Output step 1 FC CS,p,1 ,  
kg/100 km;
FC CS,c,1 ,  
kg/100 km.REESS electr ic energy chang e correction.
Paragraphs 4.2.1.2.2. to 4.2.1.2.5. (where 
applicable) inclusive of this annex.FC CS,c,2 , kg/100 km;
For Level 1B
FC CS,p,2 ,  
kg/100 km;
3
Result of a 
sing le test.Output step 2 FC CS,p,2 ,  
kg/100 km;
FC CS,c,2 ,  
kg/100 km.FCCS,p,3 ¼FCCS,p,2 FCCS,c,3 ¼FCCS,c,2
For Level 1B
Conv ersion of fuel consum ption FC into fuel 
efficiency FEFC CS,p,3 ,  
kg/100 km;
FC CS,c,3 , kg/100 km. 
FECS,p,3 , km/kg. 
FECS,c,3 , km/kg.EN Offi cial Jour nal of the European Union L 423/446 26.11.2021  
Step No. Source Input Process Output
4 Output step 3 For ever y test:
FC CS,p,3 ,  
kg/100 km;
FC CS,c,3 ,  
kg/100 km.
FECS,p,3 , km/kg. 
FECS,c,3 , km/kg.Averaging of tests and declared value 
according to paragraphs 1.2. to 1.2.3. 
inclusive of Annex B6.FC CS,p,4 ,  
kg/100 km;
FC CS,c,4 , kg/100 km. 
FECS,p,4 , km/kg. 
FECS,c,4 , km/kg.
5
Interp olation 
family result.
If the 
interpolation 
method is not 
applied, step 
No 6 is not 
required and 
the output of 
this step is the 
final result.
FC CS results of a 
Type 1 test for a 
test vehicle.Output step 4 FC CS,p,4 ,  
kg/100 km;
FC CS,c,4 ,  
kg/100 km;
FC CS,c,declared ,  
kg/100 km.
FECS,p,4 , km/kg. 
FECS,c,4 , km/kg;
FECS,c,declared , 
km/ kg.Alignment of phase values.
Paragraph 1.2.4. of Annex B6,
and:
FCCS,c,5 ¼FCCS,c,declared
FECS,c,5 ¼FECS,c,declared
FC and FE values shall be rounded according 
to paragraph 6.1.8. of this Regulation to the 
second place of decimal.
In the case that the interpolation method is 
not applied, final rounding shall be applied 
according to paragraph 6.1.8. of this 
Regulation to the first place of decimal.FC CS,p,5 ,  
kg/100 km;
FC CS,c,5 , kg/100 km
FECS,p,5 , km/kg. 
FECS,c,5 , km/kg.
6
Result of an 
individual vehi ­
cle.
Final FC result.Output step 5 FC CS,c,5 ,  
kg/100 km;Fuel consum ption calculation according to 
paragraph 4.5.5.1.3. of this annex for 
individual vehicles in an interpolatio n family .
Final rounding of individual vehicle values 
shall be perf ormed according to 
paragraph 6.1.8. of this Regulation.
FC values shall be rounded to the first place of 
decimal.
Output is available for each individual 
vehicle.FC CS,c,ind ,  
kg/100 km;
4.2.1.2.2. In the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was not applied, the 
following charge-sustaining fuel consump tion shall be used:
FCCS¼FCCS,nb
where:
FC CS is the charg e-sustaining fuel consump tion of the charge-susta ining Type 1 test according to 
Table A8/7, step No. 2, kg/100 km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/447  
FC CS,nb is the non-balanced charge-sus taining fuel consum ption of the charge-sus taining Type 1 test, 
not corrected for the energy balance, according to Table A8/7, step No. 1, kg/100 km.
4.2.1.2.3. If the correction of the fuel consump tion is required according to paragraph 1.1.3. of Appendix 2 to this 
annex or in the case that the correction according to paragraph 1.1.4. of Appendix 2 to this annex was 
applied, the fuel consump tion correction coeffi cient shall be determined according to paragraph 2. of 
Appendix 2 to this annex. The corrected charg e-sustaining fuel consump tion shall be determined using the 
following equation:
FCCS¼FCCS,nb  – K fuel,FCHV ×EC DC,CS
where:
FC CS is the charg e-sustaining fuel consump tion of the charge-susta ining Type 1 test according to 
Table A8/7, step No. 2, kg/100 km;
FC CS,nb is the non-balanced fuel consum ption of the charge-susta ining Type 1 test, not correcte d for 
the energy balance, according to Table A8/7, step No. 1, kg/100 km;
EC DC,CS is the electr ic energy consum ption of the charge-sust aining Type 1 test according to 
paragraph 4.3. of this annex, Wh/km;
Kfuel,FCHV is the fuel consump tion correction coeffi cient according to paragraph 2.3.1. of Appendix 2 to 
this annex, (kg/100 km)/(Wh/km).
4.2.1.2.4. This paragraph is only applicable for Level 1B;
In the case that phase-specific fuel consum ption correction coeffi cients have not been deter mined, the phase- 
specific fuel consum ption shall be calculat ed using the following equation:
FCCS,p¼FCCS,nb,p  – K fuel,FCHV ×EC DC,CS,p
where:
FC CS,p is the charg e-sustaining fuel consump tion of phase p of the charge-sust aining Type 1 test 
according to Table A8/7, step No. 2, kg/100 km;
FC CS,nb,p is the non-balanced fuel consum ption of phase p of the charge-sus taining Type 1 test, not 
corrected for the energy balance, according to Table A8/7, step No. 1, kg/100 km;
EC DC,CS,p is the electr ic energy consum ption of phase p of the charge-sus taining Type 1 test, determined 
according to paragraph 4.3. of this annex, Wh/km;
Kfuel,FCHV is the fuel consump tion correction coeffi cient according to paragraph 2.3.1. of Appendix 2 to 
this annex, (kg/100 km)/(Wh/km);
p is the index of the individual phase within the applicable WLTP test cycle.
4.2.1.2.5. This paragraph is only applicable for Level 1B;
In the case that phase-specific fuel consump tion correction coeffi cients have been determined, the phase- 
specific fuel consum ption shall be calculat ed using the following equation:
FCCS,p¼FCCS,nb,p  – K fuel,FCHV,p ×EC DC,CS,p
where:
FC CS,p is the charg e-sustaining fuel consump tion of phase p of the charge-sust aining Type 1 test 
according to Table A8/7, step No. 2, kg/100 km;
FC CS,nb,p is the non-balanced fuel consum ption of phase p of the charge-sus taining Type 1 test, not 
corrected for the energy balance, according to Table A8/7, step No. 1, kg/100 km;EN Offi cial Jour nal of the European Union L 423/448 26.11.2021  
EC DC,CS,p is the electr ic energy consum ption of phase p of the charge-sus taining Type 1 test, determined 
according to paragraph 4.3. of this annex, Wh/km;
Kfuel,FCHV ,p is the fuel consump tion correction coeffi cient for the correction of the phase p according to 
paragraph 2.3.1.2. of Appendix 2 to this annex, (kg/100 km)/(Wh/km);
p is the index of the individual phase within the applicable WLTP test cycle.
4.2.2. The charge-depleting fuel consump tion for OVC-HEVs and OVC-FC HVs
For Level 1A:
The utility factor-weighte d charge-depleting fuel consump tion FC CD shall be calculated using the followi ng 
equation:
FCCD¼∑k
j¼1ðUF j×FC CD,jÞ
∑k
j¼1UF j
where:
FC CD is the utility factor weighte d charg e-depleting fuel consump tion, l/100 km in the case of OVC- 
HEVs and kg/100 km in the case of OVC-FCHVs;
FC CD,j is the fuel consum ption for phase j of the charge-depleting Type 1 test, determined according to 
paragraph 6. of Annex B7, l/100 km in the case of OVC-HEVs and kg/100 km in the case of 
OVC-FCHVs;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
j is the index number for the considered phase;
k is the number of phases driven up to the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of 
the transition cycle of vehicle L nveh_L .
If the transition cycle number driven by vehicle H, nvehH, and, if applicable, by an individual vehicle within the 
vehicle interpolation family , nveh ind, is lower than the transition cycle number driven by vehicle L nveh_L the 
confir mation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.
The fuel consum ption of each phase of the confir mation cycle shall be calculat ed according to paragraph 6. of 
Annex B7 with the criteria emission over the compl ete conf irmation cycle and the applicable CO 2 phase value 
which shall be corrected to an electr ic energy consum ption of zero, EC DC,CD,j ¼0, by using the CO2 mass 
correction coeffi cient (KCO2) according to Appendix 2 to this annex.
For Level 1B
The charge-depleting fuel efficiency FECD shall be calculat ed using the followi ng equation:
FECD¼RCDA
∑n – 1
c¼1dc×1
FECD,cþd n×kCD
FECD,n
where:
FECD is the charge-depleting fuel effic iency , km/l;
RCDA actual charge-d epleting rang e defined in paragraph 4.4.5. of this annex, km;
FECD,c is the fuel efficiency for cycle c of the charge-depleting Type 1 test, determi ned according to 
paragraph 6. of Annex B7, km/l;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/449  
c is the index number for the considered cycle;
n is the number of applicable WLTP test cycles driven up to the end of the transition cycle 
according to paragraph 3.2.4.4. of this annex
dc is the distance driven in the applicable WLTP test cycle c of the charg e-depleting Type 1 test, 
km;
dn is the distance driven in the applicable WLTP test cycle n of the charge-depl eting Type 1 test, 
km;
kCDkcd¼MCO2,CS – MCO2,CD,n,
MCO2,CS – MCO2,CD,ave,n – 1
4.2.3. This paragraph is applicable only for Level 1A
Utility factor -weighted fuel consum ption for OVC-HEVs and OVC-FC HVs
The utility factor -weight ed fuel consump tion for OVC-HEVs from the charge-depleting and charge-sustaining 
Type 1 test shall be calculat ed using the follo wing equation:
FCweighted ¼∑k
j¼1ðUF j×FC CD,jÞ×MCO2,CD,declared
MCO2,CD,aveþ 1 – ∑k
j¼1UF j��
×FC CS
where:
FC weighted is the utility factor -weighted fuel consum ption, l/100 km;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
FC CD, j is the fuel consum ption of phase j of the charge-depl eting Type 1 test, determined according 
to paragraph 6. of Annex B7, l/100 km;
MCO2,CD,declared is the declared charge-d epleting CO2 mass emission according to Table A8/8, step no. 14, 
g/km;
MCO2,CD,a ve is the average charge-depl eting CO 2 mass emission according to Table A8/8, step no. 13, 
g/km;
FC CS is the fuel consum ption determined according to Table A8/6, step No. 1, l/100 km;
j is the index number for the considered phase;
k is the number of phases driven up to the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
The utility factor -weight ed fuel consump tion for OVC-FCHVs from the charge-depleting and charg e-sustaining 
Type 1 test shall be calculat ed using the follo wing equation:
FCweighted ¼∑k
j¼1ðUF j×FC CD,jÞ×FCCD,declared
FCCD,aveþ 1 – ∑k
j¼1UF j��
×FC CS
where:
FC weighted is the utility factor -weighted fuel consum ption, kg/100 km;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
FC CD, j is the fuel consum ption of phase j of the charge-depl eting Type 1 test, determined according 
to paragraph 6. of Annex B7, kg/100 km;
FC CD,declared is the declared charge-depleting fuel consump tion according to Table A8/9a, step no. 11, 
kg/100 km;
FC CD,ave is the average charg e-depleting CO 2 mass emission according to Table A8/9a, step no. 10, 
kg/100 km;EN Offi cial Jour nal of the European Union L 423/450 26.11.2021  
FC CS is the fuel consum ption determined according to Table A8/7, step No. 1, kg/100 km;
j is the index number for the considered phase;
k is the number of phases driven up to the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
In the case that the interpolation method is applied, k shall be the number of phases driven up to the end of 
the transition cycle of vehicle L nveh_L .
If the transition cycle number driven by vehicle H, nvehH, and, if applicable, by an individual vehicle within the 
vehicle interpolation family nveh indis lowe r than the transition cycle number driven by vehicle L, nveh_L , the 
confir mation cycle of vehicle H and, if applicable, an individual vehicle shall be included in the calculation.
The fuel consum ption of each phase of the conf irmation cycle shall be calculat ed according to paragraph 6. of 
Annex B7 with the criteria emission over the compl ete conf irmation cycle and the applicable CO2 phase value 
which shall be corrected to an electr ic energy consump tion of zero EC DC,CD,j ¼0by using the CO2 mass 
correction coeffi cient (KCO2) according to Appendix 2 to this annex.
4.3. Calculation of electr ic energy consump tion
For the deter mination of the electr ic energy consump tion based on the current and voltage deter mined 
according to Appendix 3 to this annex, the followi ng equations shall be used:
EC DC,j¼ΔEREESS,j
dj
where:
EC DC,j is the electr ic energy consump tion over the considered period j based on the REESS depletion, 
Wh/km;
ΔEREESS,j is the electr ic energy chang e of all REESSs during the considered period j, Wh;
dj is the distance driven in the considered period j, km;
and
ΔEREESS,j ¼∑n
i¼1ΔEREESS,j,i
where:
ΔEREESS,j,i is the electr ic energy chang e of REESS i during the considered period j, Wh;
and
ΔEREESS,j,i ¼1
3600×∫tend
t0UðtÞREESS,j,i×IðtÞj,idt
where:
UðtÞREESS,j,i is the voltag e of REESS i during the considered period j deter mined according to Appendix 3 
to this annex, V;
t0 is the time at the beginning of the considered period j, s;
tend is the time at the end of the considered period j, s;
IðtÞj,iis the electr ic current of REESS i during the considered period j determined according to 
Appendix 3 to this annex, A;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/451  
i is the index number of the considered REESS;
n is the total number of REESS;
j is the index for the considered period, where a period can be any combination of phases or 
cycles;
1
3600is the conver sion factor from Ws to Wh.
4.3.1. This paragraph is applicable only for Level 1A
Utility factor-weighte d charg e-depleting electr ic energy consum ption based on the recharged electr ic energy 
from the mains for OVC-HEVs
The utility factor -weighted charg e-depleting electr ic energy consump tion based on the recharg ed electr ic 
energy from the mains shall be calculat ed using the follo wing equation:
EC AC,CD ¼∑k
j¼1ðUF j×EC AC,CD,j Þ
∑k
j¼1UF j
where:
EC AC,CD is the utility factor-weighted charg e-depleting electr ic energy consum ption based on the 
rech arged electr ic energy from the mains, Wh/km;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
EC AC,CD,j is the electr ic energy consump tion based on the recharg ed electr ic energy from the mains of 
phase j, Wh/km;
and
EC AC,CD,j ¼EC DC,CD,j ×EAC
∑k
j¼1ΔEREESS,j
where:
EC DC,CD,j is the electr ic energy consum ption based on the REESS depletion of phase j of the charge- 
depleting Type 1 test according to paragraph 4.3. of this annex, Wh/km;
EAC is the rech arged electr ic energy from the mains determined according to paragraph 3.2.4.6. of 
this annex, Wh;
ΔEREESS,j is the electr ic energy change of all REESSs of phase j according to paragraph 4.3. of this annex, 
Wh;
j is the index number for the considered phase;
k is the number of phases driven up to the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
In the case that the interpolation method is applied, k is the number of phases driven up to the end of the 
transition cycle of L,n veh_L .
4.3.2. This paragraph is applicable only for Level 1A
Utility factor-weighte d electr ic energy consum ption based on the rech arged electr ic energy from the mains for 
OVC-HEVs and OVC-FCHVs
The utility factor-weighte d electr ic energy consump tion based on the rech arged electr ic energy from the mains 
shall be calculated using the followi ng equation:
EC AC,weighted ¼ð∑k
j¼1UF jÞ×EC AC,CD,declaredEN Offi cial Jour nal of the European Union L 423/452 26.11.2021  
where:
EC AC,weighted is the utility factor-weighted electr ic energy consum ption based on the recha rged electr ic 
energy from the mains, Wh/km;
UF j is the utility factor of phase j according to Appendix 5 to this annex;
EC AC,CD,declared is the declared charge-depleting electr ic energy consum ption based on the rech arged electr ic 
energy from the mains for OVC-HEVs according to Table A8/8, step 14 and for OVC-FCHVs 
according to Table A8/9a, step 11, Wh/km;
j is the index number for the considered phase;
k is the number of phases driven up to the end of the transition cycle according to 
paragraph 3.2.4.4. of this annex.
In the case that the interpolation method is applied, k is the number of phases driven up to the end of the 
transition cycle of vehicle L, nveh_L .
4.3.3. Electr ic energy consump tion for OVC-HEVs and OVC-FC HVs (as applicable)
4.3.3.1. Determination of cycle-specifi c electr ic energy consum ption
The electr ic energy consum ption based on the recharged electr ic energy from the mains and the equivalent all- 
electr ic rang e shall be calculated using the followi ng equation:
EC¼EAC
EAER
where:
EC is the electr ic energy consump tion of the applicable WLTP test cycle based on the rech arged 
electr ic energy from the mains and the equivalent all-electr ic rang e, Wh/km;
EAC is the recharg ed electr ic energy from the mains according to paragraph 3.2.4.6. of this annex, 
Wh;
EAER is the equivalent all-electr ic range for OVC-HEVs according to paragraph 4.4.4.1. of this 
annex and for OVC-FCHVs according to paragraph 4.4.6.1. of this annex, km.
4.3.3.2. Determination of phase-specific electr ic energy consum ption
The phase-specif ic electr ic energy consump tion based on the recharg ed electr ic energy from the mains and the 
phase-specific equivalent all-electr ic range shall be calculat ed using the followi ng equation:
EC p¼EAC
EAER p
where:
EC p is the phase-specif ic electr ic energy consump tion based on the recharged electr ic energy from 
the mains and the equivalent all-electr ic rang e, Wh/km;
EAC is the recharg ed electr ic energy from the mains according to paragraph 3.2.4.6. of this annex, 
Wh;
EAER p is the phase-specific equivalent all-electr ic range according to paragraph 4.4.4.2. of this 
annex, km.
4.3.4. Electr ic energy consump tion of PEVs
4.3.4.1. The electr ic energy consump tion deter mined in this paragraph shall be calculat ed only if the vehicle was able 
to follow the applicable WLTP test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. 
of Annex B6 during the entire considered period.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/453  
4.3.4.2. Electr ic energy consump tion deter mination of the applicable WLTP test cycle
The electr ic energy consum ption of the applicable WLTP test cycle based on the recharged electr ic energy from 
the mains and the pure electr ic range shall be calculat ed using the follo wing equation:
EC WLTC ¼EAC
PER WLTC
where:
EC WLTC is the electr ic energy consump tion of the applicable WLTP test cycle based on the rech arged 
electr ic energy from the mains and the pure electr ic range for the applicable WLTP test cycle, 
Wh/km;
EAC is the recharg ed electr ic energy from the mains according to paragraph 3.4.4.3. of this annex, 
Wh;
PER WLTC is the pure electr ic range for the applicable WLTP test cycle as calculat ed according to 
paragraph 4.4.2.1.1. or paragraph 4.4.2.2.1. of this annex, depending on the PEV test 
procedure used, km.
4.3.4.3. This paragraph is only applicable to Level 1A;
Electr ic energy consump tion deter mination of the applicable WLTP city test cycle
The electr ic energy consump tion of the applicable WLTP city test cycle based on the recharg ed electr ic energy 
from the mains and the pure electr ic range for the applicable WLTP city test cycle shall be calculat ed using the 
following equation:
EC city¼EAC
PER city
where:
EC city is the electr ic energy consum ption of the applicable WLTP city test cycle based on the 
rech arged electr ic energy from the mains and the pure electr ic range for the applicable 
WLTP city test cycle, Wh/km;
EAC is the recharg ed electr ic energy from the mains according to paragraph 3.4.4.3. of this annex, 
Wh;
PER city is the pure electr ic range for the applicable WLTP city test cycle as calculated according to 
paragraph 4.4.2.1.2. or paragraph 4.4.2.2.2. of this annex, depending on the PEV test 
procedure used, km.
4.3.4.4. Electr ic energy consump tion deter mination of the phase-specif ic values
The electr ic energy consum ption of each individual phase based on the recharged electr ic energy from the 
mains and the phase-specif ic pure electr ic rang e shall be calculated using the following equation:
EC p¼EAC
PER p
where:
EC p is the electr ic energy consump tion of each individual phase p based on the recharged electr ic 
energy from the mains and the phase-specific pure electr ic range, Wh/km
EAC is the recharg ed electr ic energy from the mains according to paragraph 3.4.4.3. of this annex, 
Wh;
PER p is the phase-specific pure electr ic range as calculat ed according to paragraph 4.4.2.1.3. or 
paragraph 4.4.2.2.3. of this annex, depending on the PEV test procedure used, km.EN Offi cial Jour nal of the European Union L 423/454 26.11.2021  
4.4. Calculation of electr ic rang es
For Level 1B
The calculation of EAER p, where p is representing the city driving cycle, shall be excl uded.
4.4.1. All-electr ic ranges AER and AER city for OVC-HEVs and OVC-FC HVs (as applicable)
4.4.1.1. All-electr ic range AER
The all-electr ic range AER for OVC-HEVs shall be determined from the charge-depleting Type 1 test descr ibed 
in paragraph 3.2.4.3. of this annex as part of the Opti on 1 test sequence and referen ced in paragraph 3.2.6.1. 
of this annex as part of the Opti on 3 test sequence by driving the applicable WLTP test cycle according to 
paragraph 1.4.2.1. of this annex. The AER is defined as the distance driven from the beginning of the charge- 
depleting Type 1 test to the point in time where the combustion engine or fuel cell in the case of OVC-FCHVs 
starts consuming fuel.
4.4.1.2. All-electr ic range city AER city
This paragraph is only applicable to Level 1A;
4.4.1.2.1. The all-electr ic rang e city AER city for OVC-HEVs or OVC-FCHVs shall be deter mined from the charg e-depleting 
Type 1 test descr ibed in paragraphs 3.2.4.1., 3.2.4.2. and 3.2.4.3. of this annex as part of the Opti on 1 test 
sequence by driving the applicable WLTP city test cycle according to paragraph 1.4.2.2. of this annex. The 
AER city is defined as the distance driven from the beginning of the charge-depl eting Type 1 test to the point in 
time where the combustion engine or fuel cell in the case of OVC-FCHVs starts consuming fuel.
The point in time where the combustion engine or fuel cell in the case of OVC-FC HVs starts consuming fuel 
shall be considered as the break -off criterion and shall replace the break -off criterion descr ibed in 
paragraph 3.2.4.4.
4.4.1.2.2. As an alternative to paragraph 4.4.1.2.1. of this annex, the all-electr ic range city AER city may be deter mined 
from the charg e-depleting Type 1 test descr ibed in paragraph 3.2.4.3. of this annex by driving the applicable 
WLTP test cycles according to paragraph 1.4.2.1. of this annex. In that case, the charge-depleting Type 1 test 
by driving the applicable WLTP city test cycle shall be omitt ed and the all-electr ic rang e city AER city shall be 
calculat ed using the follo wing equation:
AER city¼UBE city
ECDC,city
where:
AER city is the all-electr ic range city, km;
UBE city is the usable REESS energy deter mined from the beginning of the charge-d epleting Type 1 test 
descr ibed in paragraph 3.2.4.3. of this annex by driving applicable WLTP test cycles until the 
point in time when the combustion engine starts consuming fuel, Wh;
EC DC,city is the weighte d electr ic energy consum ption of the pure electr ically driven applicable WLTP 
city test cycles of the charg e-depleting Type 1 test descr ibed in paragraph 3.2.4.3. of this 
annex by driving applicable WLTP test cycle(s), Wh/km;
and
UBE city¼∑kþ1
j¼1ΔEREESS,j
where:
ΔEREESS,j is the electr ic energy chang e of all REESSs during phase j, Wh;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/455  
j is the index number of the considered phase;
k+1 is the number of the phases driven from the beginning of the test until the point in time when 
the combustion engine starts consuming fuel;
and
EC DC,city ¼∑ncity,pe
j¼1 EC DC,city,j ×K city,j
where:
EC DC,city ,j is the electr ic energy consum ption for the jth pure electr ically driven WLTP city test cycle of 
the charg e-depleting Type 1 test according to paragraph 3.2.4.3. of this annex by driving 
applicable WLTP test cycles, Wh/km;
Kcity,j is the weighting factor for the jth pure electr ically driven applicable WLTP city test cycle of the 
charge-depleting Type 1 test according to paragraph 3.2.4.3. of this annex by driving 
applicable WLTP test cycles;
j is the index number of the pure electr ically driven applicable WLTP city test cycle considered;
ncity,pe is the number of pure electr ically driven applicable WLTP city test cycles;
and
Kcity,1¼ΔEREESS,city,1
UBE city
where:
ΔEREESS,city,1 is the electr ic energy chang e of all REESSs during the first applicable WLTP city test cycle of 
the charge-depleting Type 1 test, Wh;
and
Kcity,j¼1 – K city,1
ncity,pe  – 1for j¼2ton city,pe .
4.4.2. Pure electr ic rang e for PEVs
The ranges determi ned in this paragraph shall only be calculat ed if the vehicle was able to follow the applicable 
WLTP test cycle within the speed trace tolerances according to paragraph 2.6.8.3.1.2. of Annex B6 during the 
entire considered period.
4.4.2.1. Determination of the pure electr ic ranges when the shor tened Type 1 test procedure is applied
4.4.2.1.1. The pure electr ic rang e for the applicable WLTP test cycle PER WLTC for PEVs shall be calculat ed from the 
shor tened Type 1 test as descr ibed in paragraph 3.4.4.2. of this annex using the follo wing equations:
PER WLTC ¼UBE STP
ECDC,WLTC
where:
PER WLTC is the pure electr ic rang e for the applicable WLTC test cycle for PEVs, km;
UBE STP is the usable REESS energy determined from the beginning of the shor tened Type 1 test 
procedure until the break -off criterion as defined in paragraph 3.4.4.2.3. of this annex is 
reach ed, Wh;EN Offi cial Jour nal of the European Union L 423/456 26.11.2021  
EC DC,WL TC is the weight ed electr ic energy consump tion for the applicable WLTP test cycle of the 
shor tened Type 1 test procedure, Wh/km;
and
UBE STP¼ΔEREESS,DS1þΔEREESS,DS2þΔEREESS,CSSMþΔEREESS,CCSE
where:
ΔEREESS,DS 1is the electr ic energy change of all REESSs during DS 1 of the shor tened Type 1 test procedure, 
Wh;
ΔEREESS,DS 2 is the electr ic energy change of all REESSs during DS 2 of the shor tened Type 1 test procedure, 
Wh;
ΔEREESS,CSS M is the electr ic energy change of all REESSs during CSS M of the shor tened Type 1 test 
procedure, Wh;
ΔEREESS,CSSEis the electr ic energy chang e of all REESSs during CSS E of the shor tened Type 1 test procedure, 
Wh;
and
EC DC,WLTC ¼∑2
j¼1EC DC,WLTC,j ×K WLTC,j
where:
EC DC,WL TC,j is the electr ic energy consum ption for the applicable WLTP test cycle of DS j of the shor tened 
Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km;
KWLTC,j is the weighting factor for the applicable WLTP test cycle of DS j of the shor tened Type 1 test 
procedure;
and:
KWLTC,1 ¼ΔEREESS,WLTC,1
UBE STPandK WLTC,2 ¼1 – K WLTC,1
where:
KWLTC,j is the weighting factor for the applicable WLTP test cycle of DS j of the shor tened Type 1 test 
procedure;
ΔEREESS,WLTC,1 is the electr ic energy change of all REESSs during the applicable WLTP test cycle from DS 1 of 
the shor tened Type 1 test procedure, Wh.
4.4.2.1.2. Pure Electr ic Range city (PER city)
This paragraph is only applicable to Level 1A;
The pure electr ic range for the applicable WLTP city test cycle PER city for PEVs shall be calculated from the 
shor tened Type 1 test procedure as descr ibed in paragraph 3.4.4.2. of this annex using the follo wing 
equations:
PER city¼UBE STP
ECDC,city
where:
PERcity is the pure electr ic rang e for the applicable WLTP city test cycle for PEVs, km;
UBE STP is the usable REESS energy according to paragraph 4.4.2.1.1. of this annex, Wh;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/457  
EC DC,city is the weighte d electr ic energy consump tion for the applicable WLTP city test cycle of DS 1 and 
DS 2 of the shor tened Type 1 test procedure, Wh/km;
and
EC DC,city ¼∑4
j¼1EC DC,city,j ×K city,j
where:
EC DC,city ,j is the electr ic energy consum ption for the applicable WLTP city test cycle where the first 
applicable WLTP city test cycle of DS 1 is indicated as j = 1, the second applicable WLTP city 
test cycle of DS 1 is indicated as j = 2, the first applicable WLTP city test cycle of DS 2 is 
indicated as j = 3 and the second applicable WLTP city test cycle of DS 2 is indicated as j = 4 
of the shor tened Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km;
Kcity,j is the weighting factor for the applicable WLTP city test cycle where the first applicable WLTP 
city test cycle of DS 1 is indicated as j = 1, the second applicable WLTP city test cycle of DS 1 is 
indicated as j = 2, the first applicable WLTP city test cycle of DS 2 is indicated as j = 3 and the 
second applicable WLTP city test cycle of DS 2 is indicated as j = 4,
and
Kcity,1¼ΔEREESS,city,1
UBE STPandK city,j¼1 – K city,1
3forj¼2…4
where:
ΔEREESS,city,1 is the energy change of all REESSs during the first applicable WLTP city test cycle of DS 1 of the 
shor tened Type 1 test procedure, Wh.
4.4.2.1.3. The phase-specific pure electr ic rang e PER p for PEVs shall be calculated from the Type 1 test as descr ibed in 
paragraph 3.4.4.2. of this annex by using the follo wing equations:
PER p¼UBE STP
ECDC,p
where:
PER p is the phase-specific pure electr ic range for PEVs, km;
UBE STP is the usable REESS energy according to paragraph 4.4.2.1.1. of this annex, Wh;
EC DC,p is the weight ed electr ic energy consump tion for each individual phase of DS 1 and DS 2 of the 
shor tened Type 1 test procedure, Wh/km;
In the case that phase p = low and phase p = medium, the followi ng equations shall be used:
EC DC,p¼∑4
j¼1EC DC,p,j ×K p,j
where:
EC DC,p,j is the electr ic energy consump tion for phase p where the first phase p of DS 1 is indicated as 
j = 1, the second phase p of DS 1 is indicated as j = 2, the first phase p of DS 2 is indicated as 
j = 3 and the second phase p of DS 2 is indicate d as j = 4 of the shor tened Type 1 test procedure 
according to paragraph 4.3. of this annex, Wh/km;
Kp,j is the weighting factor for phase p where the first phase p of DS 1 is indicate d as j = 1, the 
second phase p of DS 1 is indicated as j = 2, the first phase p of DS 2 is indicated as j = 3, and 
the second phase p of DS 2 is indicated as j = 4 of the shor tened Type 1 test procedure;EN Offi cial Jour nal of the European Union L 423/458 26.11.2021  
and
Kp,1¼ΔEREESS,p,1
UBE STPandK p,j¼1 – K p,1
3forj¼2…4
where:
ΔEREESS,p,1 is the energy chang e of all REESSs during the first phase p of DS 1 of the shor tened Type 1 test 
procedure, Wh.
In the case that phase p = high and phase p = extra high, the follo wing equations shall be used:
EC DC,p¼∑2
j¼1EC DC,p,j ×K p,j
where:
EC DC,p,j is the electr ic energy consum ption for phase p of DS j of the shor tened Type 1 test procedure 
according to paragraph 4.3. of this annex, Wh/km;
Kp,j is the weighting factor for phase p of DS j of the shor tened Type 1 test procedure
and
Kp,1¼ΔEREESS,p,1
UBE STPandK p,2¼1 – K p,1
where:
ΔEREESS,p,1 is the electr ic energy change of all REESSs during the first phase p of DS 1 of the shor tened 
Type 1 test procedure, Wh.
4.4.2.2. Determination of the pure electr ic ranges when the consecutive cycle Type 1 test procedure is applied
4.4.2.2.1. The pure electr ic rang e for the applicable WLTP test cycle PER WLTP for PEVs shall be calculat ed from the Type 1 
test as descr ibed in paragraph 3.4.4.1. of this annex using the following equations:
PER WLTC ¼UBE CCP
ECDC,WLTC
where:
UBE CCP is the usable REESS energy deter mined from the beginning of the consecutive cycle Type 1 
test procedure until the break -off criterion according to paragraph 3.4.4.1.3. of this annex is 
reach ed, Wh;
EC DC,WL TC is the electr ic energy consump tion for the applicable WLTP test cycle determined from 
compl etely driven applicable WLTP test cycles of the consecutive cycle Type 1 test procedure, 
Wh/km;
and
UBE CCP¼∑k
j¼1ΔEREESS,j
where:
ΔEREESS,j is the electr ic energy change of all REESSs during phase j of the consecutive cycle Type 1 test 
procedure, Wh;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/459  
j is the index number of the phase;
k is the number of phases driven from the beginning up to and including the phase where the 
break -off criterion is reac hed;
and:
EC DC,WLTC ¼∑nWLTC
j¼1 EC DC,WLTC,j ×K WLTC,j
where:
EC DC,WL TC,j is the electr ic energy consum ption for the applicable WLTP test cycle j of the consecutive 
cycle Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km;
KWLTC,j is the weighting factor for the applicable WLTP test cycle j of the consecutive cycle Type 1 test 
procedure;
j is the index number of the applicable WLTP test cycle;
nWLTC is the whole number of complet e applicable WLTP test cycles driven;
and
KWLTC,1 ¼ΔEREESS,WLTC,1
UBE CCPandK WLTC,j ¼1 – K WLTC,1
nWLTC  – 1forj¼2…n WLTC
where:
ΔEREESS,WLTC,1 is the electr ic energy chang e of all REESSs during the first applicable WLTP test cycle of the 
consecutive Type 1 test cycle procedure, Wh.
4.4.2.2.2. Pure Electr ic Range city (PER city)
This paragraph is only applicable to Level 1A;
The pure electr ic range for the WLTP city test cycle PER city for PEVs shall be calculat ed from the Type 1 test as 
descr ibed in paragraph 3.4.4.1. of this annex using the followi ng equations:
PER city¼UBE CCP
ECDC,city
where:
PER city is the pure electr ic rang e for the WLTP city test cycle for PEVs, km;
UBE CCP is the usable REESS energy according to paragraph 4.4.2.2.1. of this annex, Wh;
EC DC,city is the electr ic energy consum ption for the applicable WLTP city test cycle determined from 
compl etely driven applicable WLTP city test cycles of the consecutive cycle Type 1 test 
procedure, Wh/km;
and
EC DC,city ¼∑ncity
j¼1EC DC,city,j ×K city,j
where:
EC DC,city ,j is the electr ic energy consum ption for the applicable WLTP city test cycle j of the consecutive 
cycle Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km;
Kcity,j is the weighting factor for the applicable WLTP city test cycle j of the consecutive cycle Type 1 
test procedure;
j is the index number of the applicable WLTP city test cycle;EN Offi cial Jour nal of the European Union L 423/460 26.11.2021  
ncity is the whole number of complet e applicable WLTP city test cycles driven;
and
Kcity,1¼ΔEREESS,city,1
UBE CCPandK city,j¼1 – K city,1
ncity – 1forj¼2…n city
where:
ΔEREESS,city,1 is the electr ic energy chang e of all REESSs during the first applicable WLTP city test cycle of 
the consecutive cycle Type 1 test procedure, Wh.
4.4.2.2.3. The phase-specific pure electr ic rang e PER p for PEVs shall be calculated from the Type 1 test as descr ibed in 
paragraph 3.4.4.1. of this annex using the following equations:
PER p¼UBE CCP
ECDC,p
where:
PER p is the phase-specific pure electr ic range for PEVs, km;
UBE CCP is the usable REESS energy according to paragraph 4.4.2.2.1. of this annex, Wh;
EC DC,p is the electr ic energy consump tion for the considered phase p deter mined from complet ely 
driven phases p of the consecutive cycle Type 1 test procedure, Wh/km;
and
EC DC,p¼∑np
j¼1EC DC,p,j ×K p,j
where:
EC DC,p,j is the jth electr ic energy consump tion for the considered phase p of the consecutive cycle 
Type 1 test procedure according to paragraph 4.3. of this annex, Wh/km;
Kp,j is the jth weighting factor for the considered phase p of the consecutive cycle Type 1 test 
procedure;
j is the index number of the considered phase p;
np is the whole number of complet e WLTC phases p driven;
and
Kp,1¼ΔEREESS,p,1
UBE CCPandK p,j¼1 – K p,1
np – 1forj¼2…n p
where:
ΔEREESS,p,1 is the electr ic energy change of all REESSs during the first driven phase p during the 
consecutive cycle Type 1 test procedure, Wh.
4.4.3. Charg e-depleting cycle range for OVC-HEVs
The charg e-depleting cycle rang e RCDC shall be deter mined from the charg e-depleting Type 1 test descr ibed in 
paragraph 3.2.4.3. of this annex as part of the Opti on 1 test sequence and referen ced in paragraph 3.2.6.1. of 
this annex as part of the Option 3 test sequence. The RCDC is the distance driven from the beginning of the 
charge-d epleting Type 1 test to the end of the transition cycle according to paragraph 3.2.4.4. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/461  
4.4.4. Equivalent all-electr ic range for OVC-HEVs
4.4.4.1. Determination of cycle-specifi c equivalent all-electr ic range
The cycle-specifi c equivalent all-electr ic range shall be calculat ed using the followi ng equation:
EAER ¼MCO2,CS,declared  – M CO2,CD,avg ×MCO2,CD,declared
MCO2,CD,ave
MCO2,CS,declared0
BB@1
CCA×R CDC
where:
EAER is the cycle-specifi c equivalent all-electr ic range, km;
MCO2, CS,declared is the declared charge-sus taining CO 2 mass emission according to Table A8/5, step No. 7, 
g/km;
MCO2, CD,avg is the arithmetic average charg e-depleting CO 2 mass emission according to the equation 
below , g/km;
MCO2, CD,declared is the declared charge-d epleting CO2 mass emission according to Table A8/8, step no. 14, 
g/km;
MCO2, CD,ave is the average charge-depl eting CO 2 mass emission according to Table A8/8, step no. 13, 
g/km;
RCDC is the charge-depleting cycle rang e according to paragraph 4.4.2. of this annex, km;
and
MCO2,CD,avg ¼∑k
j¼1ðM CO2,CD,j ×djÞ
∑k
j¼1dj
where:
MCO2, CD,avg is the arithmetic averag e charge-d epleting CO 2 mass emission, g/km. In the case of more than 
one charge-depleting test, the additional average of each test shall be calculated;
MCO2,CD,j is the CO 2 mass emission deter mined according to paragraph 3.2.1. of Annex B7 of phase j of 
the charge-depleting Type 1 test, g/km;
dj is the distance driven in phase j of the charge-depleting Type 1 test, km;
j is the index number of the considered phase;
k is the number of phases driven up to the end of the transition cycle n according to 
paragraph 3.2.4.4. of this annex.
4.4.4.2. Determination of the phase-specif ic equivalent all-electr ic range
The phase-specif ic equivalent all-electr ic rang e shall be calculated using the following equation:
EAER p¼MCO2,CS,p  – M CO2,CD,avg,p ×MCO2,CD,declared
MCO2,CD,ave
MCO2,CS,p0
BB@1
CCA×∑k
j¼1ΔEREESS,j
EC DC,CD,p
where:
EAER p is the phase-specific equivalent all-electr ic rang e for the considered phase p, km;EN Offi cial Jour nal of the European Union L 423/462 26.11.2021  
MCO2, CS,p is the phase-specif ic CO 2 mass emission from the charge-sustaining Type 1 test for the 
considered phase p according to Table A8/5, step No. 7, g/km;
MCO2, CD,declared is the declared charge-d epleting CO2 mass emission according to Table A8/8, step no. 14, 
g/km;
MCO2, CD,ave is the average charge-depl eting CO 2 mass emission according to Table A8/8, step no. 13, 
g/km;
ΔEREESS,j are the electr ic energy changes of all REESSs during the considered phase j, Wh. In the case of 
more than one charg e-depleting test, the additional averag e of each test shall be calculat ed;
ECDC,CD,p is the electr ic energy consum ption over the considered phase p based on the REESS depletion, 
Wh/km;
j is the index number of the considered phase;
k is the number of phases driven up to the end of the transition cycle n according to 
paragraph 3.2.4.4. of this annex;
and
MCO2,CD,avg,p ¼∑nc
c¼1ðM CO2,CD,p,c ×dp,cÞ
∑nc
c¼1dp,c
where:
MCO2, CD,avg,p is the arithmetic average charge-depl eting CO2 mass emission for the considered phase p, 
g/km. In the case of more than one charge-depleting test, the additional average of each test 
shall be calculat ed;
MCO2,CD,p,c is the CO2 mass emission deter mined according to paragraph 3.2.1. of Annex B7 of phase p 
in cycle c of the charg e-depleting Type 1 test, g/km;
dp,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
p is the index of the individual phase within the applicable WLTP test cycle;
nc is the number of applicable WLTP test cycles driven up to the end of the transition cycle n 
according to paragraph 3.2.4.4. of this annex;
and:
EC DC,CD,p ¼∑nc
c¼1ECDC,CD,p,c ×dp,c
∑nc
c¼1dp,c
where:
EC DC,CD,p is the electr ic energy consum ption of the considered phase p based on the REESS depletion of 
the charge-depleting Type 1 test, Wh/km. In the case of more than one charge-depl eting test, 
the additional average of each test shall be calculated;
EC DC,CD,p,c is the electr ic energy consum ption of the considered phase p of cycle c based on the REESS 
depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this annex, 
Wh/km;
dp,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
p is the index of the individual phase within the applicable WLTP test cycle;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/463  
nc is the number of applicable WLTP test cycles driven up to the end of the transition cycle n 
according to paragraph 3.2.4.4. of this annex.
For Level 1A;
The considered phase shall be the low phase, medium phase, high phase, extra high phase, and the city driving 
cycle.
For Level 1B;
The considered phase shall be the low phase, medium phase and high phase.
4.4.5. Actual charge-depleting range for OVC-HEVs
The actual charge-d epleting rang e shall be calculated using the following equation:
RCDA¼∑n – 1
c¼1dcþMCO2,CS  – M CO2,n,cycle
MCO2,CS  – M CO2,CD,avg,n – 1� �
×dn
where:
RCDA is the actual charg e-depleting rang e, km;
MCO2, CS is the charge-susta ining CO 2 mass emission according to Table A8/5, step No. 7, g/km;
MCO2,n,cy cle is the CO2 mass emission of the applicable WLTP test cycle n of the charg e-depleting Type 1 
test, g/km;
MCO2,CD,avg,n – 1 is the arithmetic averag e CO 2 mass emission of the charge-depleting Type 1 test from the 
beginning of the charge-depleting Type 1 test up to and including the applicable WLTP test 
cycle (n–1), g/km;
dc is the distance driven in the applicable WLTP test cycle c of the charge-d epleting Type 1 test, 
km;
dn is the distance driven in the applicable WLTP test cycle n of the charge-depleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
n is the number of applicable WLTP test cycles driven including the transition cycle according 
to paragraph 3.2.4.4. of this annex;
and:
MCO2,CD,avg,n – 1 ¼∑n – 1
c¼1ðM CO2,CD,c ×dcÞ
∑n – 1
c¼1dc
where:
MCO2,CD,avg,n – 1 is the arithmetic averag e CO 2 mass emission of the charge-depleting Type 1 test from the 
beginning of the charge-depleting Type 1 test up to and including the applicable WLTP test 
cycle (n–1), g/km;
MCO2,CD,c is the CO2 mass emission deter mined according to paragraph 3.2.1. of Annex B7 of the 
applicable WLTP test cycle c of the charg e-depleting Type 1 test, g/km;
dc is the distance driven in the applicable WLTP test cycle c of the charge-d epleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
n is the number of applicable WLTP test cycles driven including the transition cycle according 
to paragraph 3.2.4.4. of this annex.EN Offi cial Jour nal of the European Union L 423/464 26.11.2021  
4.4.6. This paragraph is applicable only for Level 1A;
Equivalent all-electr ic range for OVC-FCHVs
4.4.6.1. Determination of cycle-specifi c equivalent all-electr ic range
The cycle-specifi c equivalent all-electr ic range shall be calculat ed using the followi ng equation:
EAER ¼FCCS,declared  – FC CD,avg xFCCD,declared
FCCD,ave
FCCS,declared0
BB@1
CCA×R CDC
where:
EAER is the cycle-specifi c equivalent all-electr ic range, km;
FC CS,declared is the declared charg e-sustaining fuel consum ption according to Table A8/7 Step 
5, kg/100 km;
FC CD,avg is the arithmetic average charg e-depleting fuel consum ption according to the equation 
below , kg/100 km;
FC CD,declared is the declared charge-susta ining fuel consum ption according to Table A8/9a Step 
11, kg/100 km;
FC CD,ave is the arithmetic average charg e-depleting fuel consum ption according to Table A8/9a, step 
no. 10, kg/100 km;
RCDC is the charge-depleting cycle rang e according to paragraph 4.4.2. of this annex, km;
and
FCCD,avg ¼∑k
j¼1ðFC CD,j×djÞ
∑k
j¼1dj
where:
FC CD,avg is the arithmetic average charge-depl eting fuel consum ption, kg/100 km. In the case of more 
than one charg e-depleting test, the additional average of each test shall be calculat ed;
FC CD,j is the fuel consum ption of phase j of the charge-depleting Type 1 test, kg/100 km;
dj is the distance driven in phase j of the charge-depleting Type 1 test, km;
j is the index number of the considered phase;
k is the number of phases driven up to the end of the transition cycle n according to 
paragraph 3.2.4.4. of this annex.
4.4.6.2. Determination of the phase-specif ic equivalent all-electr ic range for OVC-FC HV
The phase-specif ic equivalent all-electr ic rang e shall be calculated using the following equation:
EAER p¼FCCS,p – FC CD,avg,p ×FCCD,declared
FCCD,ave
FCCS,p0
BB@1
CCA×∑k
j¼1ΔEREESS,j
EC DC,CD,p
where:
EAER p is the phase-specific equivalent all-electr ic rang e for the considered phase p, km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/465  
FC CS,p is the phase-specif ic fuel consum ption from the charg e-sustaining Type 1 test for the 
considered phase p according to Table A8/7, step No. 5, kg/100 km;
FC CD,declared is the declared charge-depleting fuel consump tion according to Table A8/9a, step no. 11, 
kg/100 km;
FC CD,ave is the average charge-depleting fuel consump tion according to Table A8/9a, step no. 10, 
kg/100 km;
ΔEREESS,j are the electr ic energy changes of all REESSs during the considered phase j, Wh. In the case of 
more than one charg e-depleting test, the additional averag e of each test shall be calculat ed;
ECDC,CD,p is the electr ic energy consum ption over the considered phase p based on the REESS depletion, 
Wh/km;
j is the index number of the considered phase;
k is the number of phases driven up to the end of the transition cycle n according to 
paragraph 3.2.4.4. of this annex;
and
FCCD,avg,p ¼∑nc
c¼1ðFC CD,p,c ×dp,cÞ
∑nc
c¼1dp,c
where:
FC CD,avg,p is the arithmetic average charge-depleting fuel consum ption for the considered phase p, 
kg/100 km. In the case of more than one charg e-depleting test, the additional average of 
each test shall be calculat ed, kg/100 km;
FC CD,p,c is the fuel consump tion deter mined according to paragraph 3.2.1. of Annex B7 of phase p in 
cycle c of the charge-depl eting Type 1 test, kg/100 km;
dp,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
p is the index of the individual phase within the applicable WLTP test cycle;
nc is the number of applicable WLTP test cycles driven up to the end of the transition cycle n 
according to paragraph 3.2.4.4. of this annex;
and:
EC DC,CD,p ¼∑nc
c¼1ECDC,CD,p,c ×dp,c
∑nc
c¼1dp,c
where:
EC DC,CD,p is the electr ic energy consum ption of the considered phase p based on the REESS depletion of 
the charge-depleting Type 1 test, Wh/km. In the case of more than one charge-depl eting test, 
the additional average of each test shall be calculated;
EC DC,CD,p,c is the electr ic energy consum ption of the considered phase p of cycle c based on the REESS 
depletion of the charge-depleting Type 1 test according to paragraph 4.3. of this annex, 
Wh/km;
dp,c is the distance driven in the considered phase p of cycle c of the charge-depleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;EN Offi cial Jour nal of the European Union L 423/466 26.11.2021  
p is the index of the individual phase within the applicable WLTP test cycle;
nc is the number of applicable WLTP test cycles driven up to the end of the transition cycle n 
according to paragraph 3.2.4.4. of this annex.
For Level 1A;
The considered phase shall be the low phase, medium phase, high phase, extra high phase, and the city driving 
cycle.
4.4.7. This paragraph is applicable only for Level 1A;
Actual charge-depleting range for OVC-FC HVs
The actual charge-d epleting rang e shall be calculated using the following equation:
RCDA¼∑n – 1
c¼1dcþFCCS – FC n,cycle
FCCS – FC CD,avg,n – 1� �
×dn
where:
RCDA is the actual charg e-depleting rang e, km;
FC CS is the charge-susta ining fuel consump tion according to Table A8/7, step no. 5, kg/100 km;
FC n,cy cle is the fuel consum ption of the applicable WLTP test cycle n of the charg e-depleting Type 1 
test, kg/100 km;
FCCD,avg,n – 1 is the arithmetic average fuel consum ption of the charge-depl eting Type 1 test from the 
beginning of the charge-depleting Type 1 test up to and including the applicable WLTP test 
cycle (n–1), kg/100 km;
dc is the distance driven in the applicable WLTP test cycle c of the charg e-depleting Type 1 test, 
km;
dn is the distance driven in the applicable WLTP test cycle n of the charge-depl eting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
n is the number of applicable WLTP test cycles driven including the transition cycle according 
to paragraph 3.2.4.4. of this annex;
and
where FCCD,avg,n – 1 ¼∑n – 1
c¼1ðFC CD,c×dcÞ
∑n – 1
c¼1dc
FCCD,avg,n – 1 is the arithmetic average fuel consum ption of the charge-depl eting Type 1 test from the 
beginning of the charge-depleting Type 1 test up to and including the applicable WLTP test 
cycle (n–1), kg/100 km;
FC CD,c is the fuel consump tion of the applicable WLTP test cycle c of the charge-depl eting Type 1 
test, kg/100 km;
dc is the distance driven in the applicable WLTP test cycle c of the charg e-depleting Type 1 test, 
km;
c is the index number of the considered applicable WLTP test cycle;
n is the number of applicable WLTP test cycles driven including the transition cycle according 
to paragraph 3.2.4.4. of this annex.
4.5. Interpolation of individual vehicle values
4.5.1. Interpolation range
4.5.1.1. Interpolation range for NOVC-HEVs and OVC-HEVsEN Offi cial Jour nal of the European Union 26.11.2021 L 423/467  
4.5.1.1.1. The interpolati on method shall only be used if the differ ence in charge-sust aining CO 2 over the applicable 
cycle resulting from step 8 of Table A8/5 in Annex B8 between test vehicles L and H is between a minimum of 
5 g/km and a maximum defined in paragraph 4.5.1.1.2. of this annex.
4.5.1.1.2. The maximum difference in charg e-sustaining CO 2 emissions allowe d over the applicable cycle resulting from 
the calculation of the charg e-sustaining CO 2 mass emission MCO2,CS from step 8 in Table A8/5 of Annex B8 
between test vehicles L and H shall be 20 per cent of the charge-sust aining CO 2 emissions from vehicle H plus 
5 g/km, but shall be at least 15 g/km and not exceed 20 g/km. See Figure A8/3. This restr iction does not apply 
for the application of a road load matr ix family or when the calculation of the road load of vehicles L and H is 
based on the default road load.
Figure A8/3
Inter polation range betw een vehicle H and vehicle L applied to EVs
4.5.1.1.3. The allowed interpolation rang e defined in paragraph 4.5.1.1.2. of this annex may be increased by 10 g/km 
charge-sus taining CO 2 if a vehicle M is tested within that family and the conditions according to 
paragraph 4.5.1.1.5. of this annex are fulfilled. This increase is allowed only once within an interpolation 
family . See Figure A8/4.EN Offi cial Jour nal of the European Union L 423/468 26.11.2021  
Figure A8/4
Inter polation range for EVs with vehicle M
4.5.1.1.4. At the request of the manufacturer and with appro val of the responsible author ity, the application of the 
interpolation method on individual vehicle values within a family may be extende d if the maximum 
extrapolation of an individual vehicle (Step 9 in Table A8/5) is not more than 3 g/km abov e the charge- 
sustaining CO 2 mass emission of vehicle H (Step 8 in Table A8/5) and/or is not more than 3 g/km below the 
charge-sus taining CO 2 mass emission of vehicle L (Step 8 in Table A8/5). This extrapolation is valid only 
within the absolute boundar ies of the interpolation range specifi ed in this paragraph.
For the application of a road load matr ix family , or when the calculation of the road load of vehicles L and H is 
based on the default road load, extrapolation is not permitted.
4.5.1.1.5. Vehicle M
Vehicle M is a vehicle within the interpolati on family between vehicles L and H with a cycle energy demand 
whic h is pref erably closest to the average of vehicles L and H.
The limits of the selection of vehicle M (see Figure A8/5) are such that neither the differ ence in CO2 mass 
emission between vehicles H and M nor the difference in charg e-sustaining CO 2 mass emission between 
vehicles M and L is higher than the allowed charge-sustaining CO 2 rang e according to paragraph 4.5.1.1.2. of 
this annex. The defined road load coeffi cients and the defined test mass shall be recorded.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/469  
Figure A8/5
Limits for the selection of vehicle M
For Level 1A
The linear ity of the corrected measured and averaged charge-sust aining CO 2 mass emission for vehicle M, 
MCO2,c,6,M according to step 6 of Table A8/5 of Annex B8, shall be verified against the linearly interpolated 
charge-sus taining CO 2 mass emission between vehicles L and H over the applicable cycle by using the 
corrected measured  and averaged charg e-sustaining CO2 mass emission MCO2 ,c,6,H of vehicle H and MCO2,c,6,L 
of vehicle L, according to step 6 of Table A8/5 of Annex B8, for the linear CO 2 mass emission interpolati on.
For Level 1B
An additional averaging of tests using the charge-sust aining CO2-output of step 4a is necessar y (not descr ibed 
in Table A8/5). The linear ity of the corrected measured and averaged charge-sustaining CO 2 mass emission for 
vehicle M, MCO2,c,4a,M according to step 4a of Table A8/5 of Annex B8, shall be verified again st the linearly 
interpolate d CO2 mass emission between vehicles L and H over the applicable cycle by using the corrected 
measured  and averaged charg e-sustaining CO2 mass emission MCO2,c,4a,H of vehicle H and MCO2,c,4a,L of vehicle 
L, according to step 4a used in of Table A8/5 of Annex B8, for the linear CO2 mass emission interpolation.
For Level 1A and Level 1B
The linear ity criterion for vehicle M shall be considered fulfilled if the charg e-sustaining CO2 mass emission of 
vehicle M over the applicable WLTC minus the charge-sust aining CO 2 mass emission derived by interpolatio n 
is less than 2 g/km or 3 per cent of the interpol ated value, which ever value is less, but at least 1 g/km. See 
Figure A8/6.EN Offi cial Jour nal of the European Union L 423/470 26.11.2021  
Figure A8/6
Linear ity criter ion for vehicle M
If the linear ity criterion is fulfilled, the interpol ation method shall be applicable for all individual vehicle values 
between vehicles L and H within the interpolation family .
If the linear ity criterion is not fulfilled, the interpolation family shall be split into two sub-families for vehicles 
with a cycle energy demand between vehicles L and M, and vehicles with a cycle energy demand between 
vehicles M and H. In such a case, the final values of e.g. the charge-sust aining CO 2 mass emissions of 
vehicle M shall be determined according to the same process as for vehicles L or H. See Table A8/5, 
Table A8/6, Table A8/8 and Table A8/9.
For vehicles with a cycle energy demand between that of vehicles L and M, each parameter of vehicle H 
necessar y for the application of the interpolati on method on individual OVC-HEV and NOVC-HEV values, 
shall be substituted by the corresponding paramete r of vehicle M.
For vehicles with a cycle energy demand between that of vehicles M and H, each parameter of vehicle L that is 
necessar y for the application of the interpolation method on individual OVC-HEV and NOVC-HEV values shall 
be substitute d by the corresponding parameter of vehicle M.
4.5.2. Calculation of energy demand per period
The energy demand Ek, p and distance driven dc, p per period p applicable for individual vehicles in the 
interpolation family shall be calculat ed according to the procedure in paragraph 5. of Annex B7 for the sets k 
of road load coeffi cients and masses according to paragraph 3.2.3.2.3. of Annex B7.
4.5.3. Calculation of the interpolatio n coefficient for individual vehicles Kind,p
The interpolation coeffi cient Kind,p per period shall be calculat ed for each considered period p using the 
following equation:
Kind,p¼E3,p – E 1,p
E2,p – E 1,p
where:
Kind,p is the interpolation coeff icient for the considered individual vehicle for period p;
E1,p is the energy demand for the considered period for vehicle L according to paragraph 5. of 
Annex B7, Ws;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/471  
E2,p is the energy demand for the considered period for vehicle H according to paragraph 5. of 
Annex B7, Ws;
E3,p is the energy demand for the considered period for the individual vehicle according to 
paragraph 5. of Annex B7, Ws;
p is the index of the individual period within the applicable test cycle.
In the case that the considered period p is the applicable WLTP test cycle, Kind,p is named Kind.
4.5.4. This paragraph is applicable only for Level 1A:
Interpolation of the CO2 mass emission for individual vehicles
4.5.4.1. Individual vehicle charge-sust aining CO 2 mass emission for OVC-HEVs and NOVC-HEVs
The charg e-sustaining CO 2 mass emission for an individual vehicle shall be calculat ed using the followi ng 
equation:
MCO2 – ind,CS,p ¼MCO2 – L,CS,p þKind,p×ðM CO2 – H,CS,p  – MCO2 –  L,CS,pÞ
where:
MCO2 – ind,CS,p is the charg e-sustaining CO 2 mass emission for an individual vehicle of the considered period 
p according to Table A8/5, step No. 9, g/km;
MCO2 – L,CS,p is the charge-sustaining CO2 mass emission for vehicle L of the considered period p according 
to Table A8/5, step No. 8, g/km;
MCO2 – H,CS,p is the charge-sustaining CO2 mass emission for vehicle H of the considered period p 
according to Table A8/5, step No. 8, g/km;
Kind,p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable WLTP test cycle.
The considered periods shall be the low phase, medium phase, high phase, extra high phase and the applicable 
WLTP test cycle.
4.5.4.2. Individual utility factor -weighted charge-depleting CO 2 mass emission for OVC-HEVs
The utility factor-weighted charge-depleting CO2 mass emission for an individual vehicle shall be calculat ed 
using the followi ng equation:
MCO2 – ind,CD ¼MCO2 – L,CD þKind×ðM CO2 – H,CD  – M CO2 – L,CD Þ
where:
MCO2 – ind,CD is the utility factor-weighted charge-depl eting CO 2 mass emission for an individual vehicle, 
g/km;
MCO2 – L,CD is the utility factor -weighted charge-depleting CO 2 mass emission for vehicle L, g/km;
MCO2 – H,CD is the utility factor -weighted charge-depleting CO 2 mass emission for vehicle H, g/km;
Kind is the interpolation coeffi cient for the considered individual vehicle for the applicable WLTP 
test cycle.
4.5.4.3. Individual utility factor -weighted CO 2 mass emission for OVC-HEVs
The utility factor-weighte d CO 2 mass emission for an individual vehicle shall be calculat ed using the followi ng 
equation:
MCO2 – ind,weighted ¼MCO2 – L,weighted þKind×ðM CO2 – H,weighted  – M CO2 – L,weighted ÞEN Offi cial Jour nal of the European Union L 423/472 26.11.2021  
where:
MCO2 – ind,weighted is the utility factor -weighted CO 2 mass emission for an individual vehicle, g/km;
MCO2 – L,weighted is the utility factor -weighted CO 2 mass emission for vehicle L, g/km;
MCO2 – H,weighted is the utility factor -weighted CO 2 mass emission for vehicle H, g/km;
Kind is the interpol ation coefficient for the considered individual vehicle for the applicable 
WLTP test cycle.
4.5.5. Interpolation of the fuel consump tion and fuel effic iency for individual vehicles
4.5.5.1. Individual charge-sust aining fuel consum ption and fuel efficiency for OVC-HEVs, NOVC-HEVs, NOVC-FCHVs 
and OVC-FC HVs
4.5.5.1.1. This paragraph is only applicable for Level 1A:
Individual charge-sust aining fuel consump tion for OVC-HEVs and NOVC-HEVs
The charge-sust aining fuel consump tion for an individual vehicle shall be calculat ed using the follo wing 
equation:
FCind,CS,p ¼FCL,CS,p þKind,p×ðFC H,CS,p  – FC L,CS,pÞ
where:
FC ind,CS,p is the charge-sust aining fuel consum ption for an individual vehicle of the considered period p 
according to Table A8/6, step No. 3, l/100 km;
FC L,CS,p is the charg e-sustaining fuel consump tion for vehicle L of the considered period p according 
to Table A8/6, step No. 2, l/100 km;
FC H,CS,p is the charge-sustaining fuel consum ption for vehicle H of the considered period p according 
to Table A8/6, step No. 2, l/100 km;
Kind, p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable WLTP test cycle.
The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable 
WLTP test cycle.
4.5.5.1.2. This paragraph is only applicable for Level 1B:
Individual charge-sust aining fuel efficiency for OVC-HEVs and NOVC-HEVs
The charge-sustaining fuel efficiency for an individual vehicle shall be calculat ed using the following equation:
FEind,CS,p ¼1
1=FE L,CS,pþK ind,p×ð1=FE H,CS,p  – 1=FE L,CS,pÞ
where:
FEind,CS,p is the charge-sust aining fuel consum ption for an individual vehicle of the considered period p 
according to Table A8/6, step No. 3, km/l;
FEL,CS,p is the charg e-sustaining fuel consump tion for vehicle L of the considered period p according 
to Table A8/6, step No. 2, km/l;
FEH,CS,p is the charge-sustaining fuel consum ption for vehicle H of the considered period p according 
to Table A8/6, step No. 2, km/l;
Kind, p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable WLTP test cycle.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/473  
The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle.
4.5.5.1.3. This paragraph is only applicable for Level 1A:
Individual charge-sust aining fuel consump tion for OVC-FC HVs and NOVC-FC HVs
The charge-sust aining fuel consump tion for an individual vehicle shall be calculat ed using the follo wing 
equation:
FCind,CS,p ¼FCL,CS,p þKind,p×ðFC H,CS,p  – FC L,CS,pÞ
where:
FC ind,CS,p is the charge-sust aining fuel consum ption for an individual vehicle of the considered period p 
according to Table A8/7, step No. 6, kg/100 km;
FC L,CS,p is the charg e-sustaining fuel consump tion for vehicle L of the considered period p according 
to Table A8/7, step No. 5, kg/100 km;
FC H,CS,p is the charge-sustaining fuel consum ption for vehicle H of the considered period p according 
to Table A8/7, step No. 5, kg/100 km;
Kind, p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable WLTP test cycle.
The considered periods shall be the low phase, medium phase, high phase, extra high phase, and the applicable 
WLTP test cycle.
4.5.5.2. Individual charge depleting fuel consump tion for OVC-HEVs and OVC-FC HVs
For Level 1A
The utility factor-weighted charg e-depleting fuel consum ption for an individual vehicle shall be calculat ed 
using the followi ng equation:
FCind,CD ¼FCL,CDþKind×ðFC H,CD  – FC L,CDÞ
where:
FC ind,CD is the utility factor -weighted charg e-depleting fuel consump tion for an individual vehicle, 
l/100 km in the case of OVC-HEVs and kg/100 km in the case of OVC-FC HVs;
FC L,CD is the utility factor -weight ed charg e-depleting fuel consump tion for vehicle L, l/100 km in the 
case of OVC-HEVs and kg/100 km in the case of OVC-FC HVs;
FC H,CD is the utility factor -weight ed charge-depl eting fuel consum ption for vehicle H, l/100 km in the 
case of OVC-HEVs and kg/100 km in the case of OVC-FC HVs;
Kind is the interpolation coeffi cient for the considered individual vehicle for the applicable WLTP 
test cycle.
For Level 1B
The charge-depleting fuel efficiency for an individual vehicle shall be calculated using the followi ng equation:
FEind,CD ¼1
1=FE L,CDþK ind,p×ð1=FE H,CD  – 1=FE L,CDÞ
where:
FEind,CD is the charge-depleting fuel effic iency for an individual vehicle, km/l;
FEL,CD is the charge-depleting fuel effic iency for vehicle L, km/l;EN Offi cial Jour nal of the European Union L 423/474 26.11.2021  
FEH,CD is the charge-depleting fuel effic iency for vehicle H, km/l;
Kind is the interpolation coeffi cient for the considered individual vehicle for the applicable WLTP 
test cycle.
4.5.5.3. This paragraph is applicable only for Level 1A;
Individual utility factor -weighted fuel consum ption for OVC-HEVs and OVC-FC HVs
The utility factor -weighte d fuel consum ption for an individual vehicle shall be calculat ed using the following 
equation:
FCind,weighted ¼FCL,weighted þKind×ðFC H,weighted  – FC L,weighted Þ
where:
FC ind,weighted is the utility factor-weighte d fuel consump tion for an individual vehicle, l/100 km in the case 
of OVC-HEVs and kg/100 km in the case of OVC-FC HVs;
FC L,weighted is the utility factor -weighted fuel consum ption for vehicle L, l/100 km in the case of OVC- 
HEVs and kg/100 km in the case of OVC-FCHVs;
FC H,weighted is the utility factor -weighted fuel consum ption for vehicle H, l/100 km in the case of OVC- 
HEVs and kg/100 km in the case of OVC-FCHVs;
Kind is the interpolation coeffi cient for the considered individual vehicle for the applicable WLTP 
test cycle.
4.5.6. Interpolation of electr ic energy consum ption for individual vehicles
4.5.6.1. This paragraph is applicable only for Level 1A
Individual utility factor-weighted charge-d epleting electr ic energy consum ption based on the recharg ed electr ic 
energy from the mains for OVC-HEVs and OVC-FC HVs
The utility factor -weighted charg e-depleting electr ic energy consump tion based on the recharg ed electr ic 
energy from for an individual vehicle shall be calculat ed using the followi ng equation:
EC AC – ind,CD ¼EC AC – L,CD þKind×ðEC AC – H,CD  – EC AC – L,CD Þ
where:
EC AC – ind,CD is the utility factor-weighted charg e-depleting electr ic energy consum ption based on the 
rech arged electr ic energy from the mains for an individual vehicle, Wh/km;
EC AC – L,CD is the utility factor-weighted charg e-depleting electr ic energy consum ption based on the 
rech arged electr ic energy from the mains for vehicle L, Wh/km;
EC AC – H,CD is the utility factor-weighted charg e-depleting electr ic energy consum ption based on the 
rech arged electr ic energy from the mains for vehicle H, Wh/km;
Kind is the interpolation coeffi cient for the considered individual vehicle for the applicable WLTP 
test cycle.
4.5.6.2. This paragraph is applicable only for Level 1A;
Individual utility factor -weighted electr ic energy consump tion based on the rech arged electr ic energy from the 
mains for OVC-HEVs and OVC-FCHVs
The utility factor-weighte d electr ic energy consump tion based on the rech arged electr ic energy from the mains 
for an individual vehicle shall be calculat ed using the following equation:
EC AC – ind,weighted ¼EC AC – L,weighted þKind×ðEC AC – H,weighted  – EC AC – L,weighted ÞEN Offi cial Jour nal of the European Union 26.11.2021 L 423/475  
where:
EC AC – ind,weighted is the utility factor weight ed electr ic energy consump tion based on the rech arged electr ic 
energy from the mains for an individual vehicle, Wh/km;
EC AC – L,weighted is the utility factor weight ed electr ic energy consump tion based on the rech arged electr ic 
energy from the mains for vehicle L, Wh/km;
EC AC – H,weighted is the utility factor weight ed electr ic energy consump tion based on the rech arged electr ic 
energy from the mains for vehicle H, Wh/km;
Kind is the interpolation coeff icient for the considered individual vehicle for the applicable 
WLTP test cycle.
4.5.6.3. Individual electr ic energy consump tion for OVC-HEVs OVC-FCHVs and PEVs
The electr ic energy consum ption for an individual vehicle according to paragraph 4.3.3. of this annex in the 
case of OVC-HEVs and according to paragraph 4.3.4. of this annex in the case of PEVs shall be calculat ed 
using the followi ng equation:
EC ind,p¼EC L,pþKind,p×ðEC H,p – EC L,pÞ
where:
EC ind,p is the electr ic energy consump tion for an individual vehicle for the considered period p, 
Wh/km;
EC L,p is the electr ic energy consump tion for vehicle L for the considered period p, Wh/km;
EC H,p is the electr ic energy consump tion for vehicle H for the considered period p, Wh/km;
Kind,p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable test cycle.
For Level 1A;
The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable 
WLTP city test cycle and the applicable WLTP test cycle.
For Level 1B;
The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle.
4.5.7. Interpolation of electr ic range s for individual vehicles
4.5.7.1. Individual all-electr ic range for OVC-HEVs and OVC-FC HVs
If the followi ng criterion
jAER L
RCDA,L – AER H
RCDA,Hj≤0,1
where:
AER L is the all-electr ic range of vehicle L for the applicable WLTP test cycle, km;
AER H is the all-electr ic range of vehicle H for the applicable WLTP test cycle, km;
RCDA,L is the actual charg e-depleting rang e of vehicle L, km;
RCDA,H is the actual charg e-depleting rang e of vehicle H, km;
is fulfilled, the all-electr ic rang e for an individual vehicle shall be calculat ed using the follo wing equation:
AER ind,p¼AER L,pþKind,p×ðAER H,p – AER L,pÞEN Offi cial Jour nal of the European Union L 423/476 26.11.2021  
where:
AER ind,p is the all-electr ic range for an individual vehicle for the considered period p, km;
AER L,p is the all-electr ic range for vehicle L for the considered period p, km;
AER H,p is the all-electr ic range for vehicle H for the considered period p, km;
Kind,p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable test cycle.
For Level 1A
The considered periods shall be the applicable WLTP city test cycle and the applicable WLTP test cycle.
For Level 1B
The considered periods shall be the applicable WLTP test cycle.
If the criterion defined in this paragraph is not fulfilled, the AER deter mined for vehicle H is applicable to all 
vehicles within the interpolation family .
4.5.7.2. Individual pure electr ic rang e for PEVs
The pure electr ic range for an individual vehicle shall be calculat ed using the follo wing equation:
PER ind,p¼PER L,pþKind,p×ðPER H,p – PER L,pÞ
where:
PER ind,p is the pure electr ic rang e for an individual vehicle for the considered period p, km;
PER L,p is the pure electr ic rang e for vehicle L for the considered period p, km;
PER H,p is the pure electr ic rang e for vehicle H for the considered period p, km;
Kind,p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable test cycle.
For Level 1A;
The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable 
WLTP city test cycle and the applicable WLTP test cycle.
For Level 1B;
The considered periods shall be the applicable WLTP test cycle.
4.5.7.3. Individual equivalent all-electr ic rang e for OVC-HEVs and OVC-FCHVs
The equivalent all-electr ic range for an individual vehicle shall be calculat ed using the followi ng equation:
EAER ind,p¼EAER L,pþKind,p×ðEAER H,p – EAER L,pÞ
where:
EAER ind,p is the equivalent all-electr ic range for an individual vehicle for the considered period p, km;
EAER L,p is the equivalent all-electr ic range for vehicle L for the considered period p, km;
EAER H,p is the equivalent all-electr ic range for vehicle H for the considered period p, km;
Kind,p is the interpolation coeff icient for the considered individual vehicle for period p;
p is the index of the individual period within the applicable test cycle.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/477  
For Level 1A;
The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable 
WLTP city test cycle and the applicable WLTP test cycle.
For Level 1B;
The considered periods shall be the applicable WLTP test cycle.
4.5.8. Adjustment of values
The individual EAER value deter mined in accordance with paragraph 4.5.7.3. of this annex may be decreased 
by the manuf acturer . In such cases:
The EAER phase values shall be decreased by the ratio of the decreased EAER value divided by the calculated 
EAER value. This shall not compen sate for technical elements that would effectively require a vehicle to be 
excl uded from the interpolation family .
4.6. Stepwise procedure for calculating the final test results of OVC-HEVs
In addition to the stepwise procedure for calculating the final charge-sus taining test results for gaseous 
emission compounds according to paragraph 4.1.1.1. of this annex and for fuel consum ption and fuel 
efficiency according to paragraph 4.2.1.1. of this annex, paragraphs 4.6.1. and 4.6.2. of this annex descr ibe 
the stepwise calculation of the final charge-d epleting as well as the final charge-sust aining and charge- 
depleting weight ed test results.
4.6.1. Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-HEVs
The results shall be calculat ed in the order descr ibed in Table A8/8. All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of Table A8/8, the followi ng nomenclature within the equations and results is used:
c compl ete applicable test cycle;
p ever y applicable cycle phase; for the purpose of EAER city calculation (as applicable), p shall 
represent the city driving cycle;
i applicable criteria emission compo nent ;
CS charge-sustaining;
CO 2 CO 2 mass emission.
Table A8/8
Calculation of final charge-depleting values (FE applicable for Lev el 1B only) 
Step no. Source Input Process Output
1 Annex B8 Charg e-depleting test 
resultsResults measured according to Appendix 3 
to this annex, pre-calculated according to 
paragraph 4.3. of this annex.ΔE REESS,j , Wh;
dj, km;
Rechar ged electr ic energy according to 
paragraph 3.2.4.6. of this annex.EAC, Wh;
Cycle energy according to paragraph 5. of 
Annex B7.Ecycle, Ws;EN Offi cial Jour nal of the European Union L 423/478 26.11.2021  
Step no. Source Input Process Output
CO 2 mass emission according to 
paragraph 3.2.1. of Annex B7.MCO2,CD,j , g/km;
Mass of gaseo us emission compo und i 
according to paragraph 4.1.3.1. of 
Annex B8.Mi,CD,j, g/km;
All-electr ic rang e determined according to 
paragraph 4.4.1.1. of this annex.AER, km;
CO 2 mass emission KCO2 correction 
coeffi cient might be necessar y according 
to Appendix 2 to this annex.
Output is available for each test. KCO2,
(g/km)/(Wh/km).
In the case that the interpolation method is 
applied, the output (except of KCO2) is 
available for vehicle H, L and, if applicable, 
M.
For Level 1A
Annex B8Usable batter y energy according to 
paragraph 4.4.1.2.2. of this annex.UBE city, Wh;
In the case that the applicable WLTC city 
test cycle was driven: all-electr ic rang e city 
according to paragraph 4.4.1.2.1. of this 
annex.AER city, km.
Particle number emissions (if applicable) 
according to paragraph 4. of Annex B7.PN CD,j, particles per 
kilometer;
Particulate matte r emissions according to 
paragraph 4. of Annex B7.PM CD,c, mg/km;
2 Output step 1 ΔE REESS,j , Wh;
Ecycle, Ws.Calculation of relative electr ic energy 
change for each cycle according to 
paragraph 3.2.4.5.2. of this annex.
Output is available for each test and each 
applicable WLTP test cycle.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.REEC i.
3 Output step 2 REEC i. Determination of the transition and 
conf irmation cycle according to 
paragraph 3.2.4.4. of this annex.nveh;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/479  
Step no. Source Input Process Output
In the case that more than one charge- 
depleting test is available for one vehicle, 
for the purpose of averaging, each test shall 
have the same transition cycle number 
nveh.
Determination of the charge-depl eting 
cycle rang e according to paragraph 4.4.3. 
of this annex.RCDC; km.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.
4 Output step 3 nveh; In the case that the interpolation method is 
used, the transition cycle shall be 
determined for vehicle H, L and, if 
applicable, M.
Check whether the interpolation criterion 
according to paragraph 6.3.2.2. (d) of this 
Regulation is fulfilled.nveh,L;
nveh,H ;
if applicable
nveh,M.
For Level 
1A
5Output step 1 Mi,CD,j, g/km;
PM CD,c, mg/km;
PN CD,j, particles per 
kilometer .Calculation of combined values for 
emissions for nveh cycles; in the case that 
the interpolation method is applied, nveh,L 
cycles shall be used for nveh,H cycles and 
nveh,M cycles, if applicable.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.Mi,CD,c , g/km;
PM CD,c, mg/km;
PN CD,c, particles per 
kilometer .
For Level 
1A
6Output step 5 Mi,CD,c , g/km;
PM CD,c, mg/km;
PN CD,c, particles per 
kilometer .Emission averaging of tests for each 
applicable WLTP test cycle within the 
charge-depleting Type 1 test and check 
with the limits according to Table A6/2 of 
Annex B6.Mi,CD,c,ave , g/km;
PM CD,c,ave , mg/km;
PN CD,c,ave , particles 
per kilometer .
For Level 
1A
7Output step 1 ΔE REESS,j , Wh;
dj, km;
UBE city, Wh.In the case that AER city is derived from the 
Type 1 test by driving the applicable WLTP 
test cycles, the value shall be calculat ed 
according to paragraph 4.4.1.2.2. of this 
annex.
In the case of more than one test,
ncity,pe shall be equal for each test.
Output available for each test.
Averaging of AER city.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.AER city, km;
AER city,ave, km.EN Offi cial Jour nal of the European Union L 423/480 26.11.2021  
Step no. Source Input Process Output
For Level 
1A
8Output step 1 dj, km; Phase-specif ic and cycle-specif ic UF 
calculation.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.UF phase,j ;
UF cycle,c.
Output step 3 nveh;
Output step 4 nveh,L;
For Level 
1A
9Output step 1 ΔE REESS,j , Wh;
dj, km;
EAC, Wh;Calculation of the electr ic energy 
consump tion based on the rech arged 
energy according. to paragraphs 4.3.1. of 
this annex.
In the case of interpolati on, nveh,L cycles 
shall be used. Theref ore, due to the 
required correction of the CO2 mass 
emission, the electr ic energy consump tion 
of the confir mation cycle and its phases 
shall be set to zero.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.EC AC,CD, Wh/km;
Output step 3 nveh;
Output step 4 nveh,L;
Output step 8 UF phase,j ;
10 Output step 1 MCO2,CD,j , g/km;
KCO2,  
(g/km)/(Wh/km);
ΔE REESS,j , Wh;
dj, km;
nveh;
nveh,L;
UF phase,j .Calculation of the charge-d epleting CO2 
mass emission according to 
paragraph 4.1.2. of this annex.
In the case that the interpolation method is 
applied, nveh,L cycles shall be used. With 
referen ce to paragraph 4.1.2. of this annex, 
the conf irmation cycle shall be corrected 
according to Appendix 2 to this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.MCO2,CD , g/km;
Output step 3 dj, km;
Output step 4 nveh;
Output step 8 nveh,L;
UF phase,j .
11 Output step 1 MCO2,CD,j , g/km;
Mi,CD,j, g/km;
KCO2,  
(g/km)/(Wh/km).
nveh;
nveh,L;
UF phase,j ;Calculation of the charge-d epleting fuel 
consump tion and fuel efficiency according 
to paragraph 4.2.2. of this annex.
In the case that the interpolation method is 
applied, nveh,L cycles shall be used. With 
referen ce to paragraph 4.1.2. of this annex, 
MCO2,CD,j of the conf irmation cycle shall be 
corrected according to Appendix 2 to this 
annex.For Level 1A,
FC CD,j, l/100 km;
FC CD, l/100 km.
For Level 1B,
FECD, km/l.
Output step 3 nveh;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/481  
Step no. Source Input Process Output
For Level 1A, the phase-specif ic fuel 
consump tion FC CD,j shall be calculat ed 
using the correcte d CO2 mass emission 
according to paragraph 6. of Annex B7.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.Output step 4 nveh,L;
Output step 8 UF phase,j ;
12 Output step 1 ΔE REESS,j , Wh;
dj, km;If applicable, calculation of the electr ic 
energy consump tion from the first 
applicable WLTP test cycle as descr ibed in 
Appendix 8, Paragraph 2.1. to this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.EC DC,CD,firs t, Wh/km
13 Output step 9 EC AC,CD, Wh/km; Averaging of tests for each vehicle.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, L and, if applicable, M.If applicable:
EC DC,CD,firs t,ave,  
Wh/km
For Level 1A,
EC AC,CD,ave , Wh/km;
MCO2,CD,a ve, g/km;
FC CD,ave , l/100 km;
For Level 1B,
FECD,ave , km/l.Output step 10 MCO2,CD , g/km;
Output step 11 FC CD, l/100 km;
FECD, km/l.
Output step 12 If applicable:
EC DC,CD,firs t, Wh/km.
14 Output step 13 EC AC,CD,ave , Wh/km;
MCO2,CD,a ve, g/km.
FECD,ave , km/l.Declaration of charg e-depleting electr ic 
energy consump tion, fuel efficiency and 
CO 2 mass emission for each vehicle.
Calculation of EC AC,weighted according to 
paragraph 4.3.2. of this annex.For Level 1A,
EC AC,CD,declared ,  
Wh/km;
EC AC,weighted ,  
Wh/km;
MCO2,CD,declared ,  
g/km.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, L and, if applicable, M.For Level 1B,
FECD,declared , km/l.
15 Output step 13 EC AC,CD,ave , Wh/km;
If applicable:
EC DC,CD,firs t,ave,  
Wh/km;If applicable:
Adjustment of electr ic energy 
consump tion for the purpose of COP as 
descr ibed in Appendix 8, paragraph 2.1. to 
this annex.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, L and, if applicable, M.EC DC,CD,COP ,  
Wh/km;
Output step 14 EC AC,CD,declared ,  
Wh/km;EN Offi cial Jour nal of the European Union L 423/482 26.11.2021  
Step no. Source Input Process Output
16
Interp o-
lation 
family 
result.
If the 
interpola -
tion 
method is 
not 
applied, 
step No. 
17 is not 
required 
and the 
output of 
this step is 
the final 
result.Output step 15 If applicable: EC DC,CD, 
COP, Wh/km;In the case that the interpolation method is 
applied, interm ediate rounding shall be 
performe d according to paragraph 6.1.8. 
of this Regulation:
MCO2,CD shall be rounded to the second 
place of decimal.If applicable: EC DC, 
CD,COP ,final, Wh/km;
For Level 1A, EC AC, 
CD,final , Wh/km;
MCO2,CD,final , g/km;
EC AC,weighted,final ,  
Wh/km;
FC CD,final , l/100 km;Output step 14 EC AC,CD,declared ,  
Wh/km;
EC AC,weighted, Wh/km;
FECD,declared , km/l;
MCO2,CD,declared , g/km.
Output step 13 FC CD,ave , l/100 km; EC AC,CD,final and EC AC,weighted,final shall be 
rounded to the first place of decimal.
If applicable:
EC DC,CD,COP shall be rounded to the first 
place of decimal.
FC CD and FECD shall be rounded to the third 
place of decimal.
Output is available for vehicles H and for 
vehicle L and, if applicable, for vehicle M.
In case that the interpolation method is not 
applied, final rounding shall be applied 
according to paragraph 6.1.8. of this 
Regulation:
EC AC,CD, EC AC,weighted and MCO2 ,CD shall be 
rounded to the nearest whole number .
If applicable:
EC DC,CD,COP shall be rounded to the nearest 
whole number .
FC CD and FECD shall be rounded to the first 
place of decimal.For Level 1B,
FECD,final , km/l;
17
Result of 
an 
indivi -
dual 
vehicle.
Final test 
result.Output step 16 If applicable: EC DC,CD, 
COP ,final, Wh/km;
EC AC,CD,final , Wh/km;
MCO2,CD,final , g/km;
EC AC,weighted,final ,  
Wh/km;
FC CD,final , l/100 km; 
FECD,final , km/l;Interp olation of individual values based on 
input from vehicles H and L and, if 
applicable, vehicle M.
Final rounding of individual vehicle values 
shall be perf ormed according to 
paragraph 6.1.8. of this Regulation.
EC AC,CD, EC AC,weighted and MCO2 ,CD shall be 
rounded to the nearest whole number .
If applicable:
EC DC,CD,COP shall be rounded to the nearest 
whole number .
FC CD shall be rounded to the first place of 
decimal.
Output is available for each individual 
vehicle.If applicable: EC DC, 
CD,COP ,ind, Wh/km;
For Level 1A,
EC AC,CD,ind , Wh/km;
MCO2,CD,ind , g/km;
EC AC,weighted,ind ,  
Wh/km;
FC CD,ind , l/100 km;
For Level 1B,
FECD,ind , km/l;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/483  
4.6.2. Stepwise procedure for calculating the final charge-sust aining and charge-depleting weight ed test results of the 
Type 1 test for OVC-HEVs
The results shall be calculat ed in the order descr ibed in Table A8/9. All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of this table, the followi ng nomenclature within the equations and results is used:
c considered period is the complet e applicable test cycle;
p ever y applicable cycle phase; for the purpose of EAER city calculation (as applicable), p shall 
represent the city driving cycle;
i applicable criteria emission compo nent (except for CO2);
j index for the considered period;
CS charge-sustaining;
CD charge-depleting;
CO 2 CO 2 mass emission;
REESS Rechar geable Electr ic Energy Storag e System .
Table A8/9
Calculation of final charge-depleting and charge-sus tain ing weighted values (FE applicable for Lev el 1B only) 
Step no. Source Input Process Output
1 Output step 1,  
Table A8/8Mi,CD,j, g/km;
PN CD,j, particles per 
kilometer;
PM CD,c, mg/km;
MCO2,CD,j , g/km;
ΔE REESS,j , Wh;
dj, km;
AER, km;
EAC, Wh;Input from CD and CS post processing. MCO2,CD,j , g/km;
AER, km;
EAC, Wh;
MCO2,CS,declared ,  
g/km;
MCO2,CD,declared ,  
g/km;
MCO2,CD,a ve, g/km;
For Level 1A
Mi,CD,j, g/km;
PN CD,j, particles per 
kilometer;
PM CD,c, mg/km;
ΔE REESS,j , Wh;
dj, km;
AER city,ave, km;
nveh;
RCDC, km;
nveh,L;
nveh,H ;
UF phase,j ;
UF cycle,c;
Mi,CS,c,6 , g/km;
MCO2,CS ,pOutput step 7,  
Table A8/8AER city,ave, km;
Output step 3,  
Table A8/8nveh;
RCDC, km;
Output step 4,  
Table A8/8nveh,L;
nveh,H ;
Output step 8,  
Table A8/8UF phase,j ;
UF cycle,c;
Output step 6,  
Table A8/5Mi,CS,c,6 , g/km;EN Offi cial Jour nal of the European Union L 423/484 26.11.2021  
Step no. Source Input Process Output
Output step 7,  
Table A8/5MCO2,CS,declared , g/km;
MCO2,CS ,pOutput in the case of CD is available for 
each CD test. Output in the case of CS is 
available once due to CS test averaged 
values.
In the case that the interpolation method is 
applied, the output (except of KCO2) is 
available for vehicle H, L and, if applicable, 
M.
CO 2 mass emission correction coeff icient 
KCO2 might be necessar y according to 
Appendix 2 to this annex.KCO2,
(g/km)/(Wh/km).
Output step 14, 
Table A8/8MCO2,CD,declared , g/km;
Output step 13, 
Table A8/8MCO2,CD,a ve, g/km;
KCO2,
(g/km)/(Wh/km).
For Level 
1A
2Output step 1 Mi,CD,j, g/km;
PN CD,j, particles per 
kilometer;
PM CD,c, mg/km;
nveh;
nveh,L;
UF phase,j ;
UF cycle,c;
Mi,CS,c,6 , g/km;Calculation of weighte d emission (except 
MCO2,weight ed) compo unds according to 
paragraphs 4.1.3.1. to 4.1.3.3. inclusive of 
this annex.
Remark:
Mi,CS,c,6 includes PN CS,c and PM CS,c.
Output is available for each CD test.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle L, H and, if applicable, M.Mi,weighted , g/km;
PN weighted , particles 
per kilometer;
PM weighted , mg/km;
3 Output step 1 MCO2,CD,j , g/km;
ΔE REESS,j , Wh;
dj, km;
nveh;
RCDC, km
MCO2,CS,declared , g/km;
MCO2,CS ,pCalculation of equivalent all-electr ic range 
according to paragraphs 4.4.4.1. 
and 4.4.4.2. of this annex, and actual 
charge-depleting range according to 
paragraph 4.4.5. of this annex.
Output is available for each CD test.
RCDA shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
nearest whole number .
In the case that the interpolation method is 
applied, the output is available for each 
vehicle L, H and, if applicable, M.EAER, km;
EAER p, km;
RCDA, km.
4 Output step 1 AER, km; Output is available for each CD test. AER -interpolation 
availability .
Output step 3 RCDA, km. In the case that the interpolation method is 
applied, check the availability of AER 
interpolation between vehicle H, L and, if 
applicable, M according to 
paragraph 4.5.7.1. of this annex.
If the interpolation method is used, each 
test shall fulfil the requirement.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/485  
Step no. Source Input Process Output
5
Interp o-
lation 
family 
result.
If the 
interpola -
tion 
method is 
not 
applied, 
step No 9 
is not 
required 
and the 
output of 
this step is 
the final 
result.Output step 1 AER, km. Averaging AER and AER declaration.
The declared AER shall be rounded 
according to paragraph 6.1.8. of this 
Regulation to the number of decimal 
places specif ied in Table A6/1 of Annex B6.
In the case that the interpolation method is 
applied and the AER interpolation 
availability criterion is fulfilled, AER shall 
be rounded according to paragraph 6.1.8. 
of this Regulation to the first place of 
decimal.
The output is available for each vehicles H 
and L and, if applicable, for vehicle M.
If the case that the interpolati on method is 
applied but the criterion is not fulfilled , 
AER of vehicle H shall be applied for the 
whole interpol ation family and shall be 
rounded according to paragraph 6.1.8. of 
this Regulation to the nearest whole 
number .
In the case that the interpolation method is 
not applied, AER shall be rounded 
according to paragraph 6.1.8. of this 
Regulation to the nearest whole number .AER ave, km;
For Level 1A
AER dec, km.
For Level 
1A,
6Output step 1 Mi,CD,j, g/km;
MCO2,CD,j , g/km;
nveh;
nveh,L;
UF phase,j ;
Mi,CS,c,6 , g/km;
MCO2,CS,declared , g/km.
MCO2,CD,declared , g/km;
MCO2,CD,a ve, g/km;Calculation of weighte d CO2 mass 
emission and fuel consump tion according 
to paragraphs 4.1.3.1. and 4.2.3. of this 
annex.
Output is available for each CD test.
In the case that the interpolation method is 
applied, nveh,L cycles shall be used. With 
referen ce to paragraph 4.1.2. of this annex, 
MCO2,CD,j of the conf irmation cycle shall be 
corrected according to Appendix 2 to this 
annex.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, vehicle L and, if applicable, 
vehicle M.MCO2,weight ed, g/km;
FC weighted , l/100 km;
7 Output step 1 EAC, Wh; Calculation of the electr ic energy 
consump tion based in EAER according to 
paragraphs 4.3.3.1. and 4.3.3.2. of this 
annex.
Output is available for each CD test.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, vehicle L and, if applicable, 
vehicle M.EC, Wh/km;
EC p, Wh/km;Output step 3 EAER, km;
EAER p, km;EN Offi cial Jour nal of the European Union L 423/486 26.11.2021  
Step no. Source Input Process Output
8
Interp o-
lation 
family 
result.
If the 
interpola -
tion 
method is 
not 
applied, 
step No 9 
is not 
required 
and the 
output of 
this step is 
the final 
result.Output step 1 AER city, ave, km; For Level 1B
Averaging EC and EC declaration.
ECp,final ¼ECp,ave×ECdec
ECave
For Level 1A and Level 1B
Averaging and interm ediate rounding 
according to paragraph 6.1.8. of this 
Regulation.
In the case that the interpolation method is 
applied, interm ediate rounding shall be 
performe d according to paragraph 6.1.8. 
of this Regulation.
AER city,final ¼AER city,ave ×AER dec
AER ave
AER city,ave, EAER and EAER p shall be 
rounded to the first place of decimal.
MCO2,weight ed shall be rounded to the second 
place of decimal.
FC weighted shall be rounded to the third 
place of decimal.
EC and EC p shall be rounded to the first 
place of decimal.
The output is available for each vehicle H, 
vehicle L and, if applicable, vehicle M.
In case that the interpolation method is not 
applied, final rounding of the test results 
shall be applied according to 
paragraph 6.1.8. of this Regulation.
AER city,ave, EAER and EAER p shall be 
rounded to the nearest whole number .
MCO2,weight ed shall be rounded to the nearest 
whole number .
FC weighted shall be rounded to the first place 
of decimal.
EC and EC p shall be rounded to the nearest 
whole number .For Level 1B
EC dec, Wh/km;
EC p,final , Wh/km;
EAER final, km;
For Level 1A
AER city,final, km;
MCO2,weight ed,final ,  
g/km;
FC weighted,final ,  
l/100 km;
EC final, Wh/km;
EC p,final , Wh/km;
EAER final, km;
EAER p,final , km.Output step 6 MCO2,weight ed, g/km;
FC weighted , l/100 km;
Output step 7 EC, Wh/km;
EC p, Wh/km;
Output step 3 EAER, km;
EAER p, km;
Output step 5 AER dec, km;
AER ave, km..EN Offi cial Jour nal of the European Union 26.11.2021 L 423/487  
Step no. Source Input Process Output
9
Result of 
an 
indivi -
dual 
vehicle.
Final test 
result.Output step 5 AER dec, km; Interp olation of individual values based on 
input from vehicle low, medium and high 
according to paragraph 4.5. of this annex, 
and final rounding according to 
paragraph 6.1.8. of this Regulation.
AER ind,AER city,ind, EAER ind and EAER p,ind 
shall be rounded to the nearest whole 
number .
MCO2,weight ed,ind shall be rounded to the 
nearest whole number .
EC weighted,ind shall be rounded to the first 
place of decimal.
FC weighted,ind shall be rounded to the first 
place of decimal.
EC ind and EC p,ind shall be rounded to the 
nearest whole number .
Output available for each individual 
vehicles.EC ind, Wh/km;
EC p,ind, Wh/km;
EAER ind, km;
For Level 1A,
AER ind, km;
AER city,ind, km;
MCO2,weight ed,ind ,  
g/km;
FC weighted,ind ,  
l/100 km;
EAER p,ind, km.Output step 8 AER city,final, km;
MCO2,weight ed,final ,  
g/km;
FC weighted,final ,  
l/100 km;
EC final, Wh/km;
EC p,final , Wh/km;
EAER final, km;
EAER p,final , km;
Output step 4 AER -interpolation 
availability
Output step 1 RCDC
RCDC shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
nearest whole number .RCDC,fina l
4.6.3. This paragraph is applicable for Level 1A only
Stepwise procedure for calculating the final test results of OVC-FC HVs
This paragraph descr ibes the stepwise calculation of the final charge-d epleting as well as the final charg e- 
sustaining and charge-depl eting weight ed test results.
4.6.3.1. Stepwise procedure for calculating the final test results of the charge-depleting Type 1 test for OVC-FC HVs
The results shall be calculated in the order descr ibed in Table A8/9a. All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of Table A8/8, the followi ng nomenclature within the equations and results is used:
c compl ete applicable test cycle;
p ever y applicable cycle phase; for the purpose of EAER city calculation (as applicable), p shall 
represent the city driving cycle;
CS charge-sustaining;
Table A8/9a
Calculation of final charge-depleting values for OVC-FCHV s 
Step no. Source Input Process Output
1 Annex B8 Charg e-depleting test 
resultsResults measured according to Appendix 3 
to this annex, pre-calculated according to 
paragraph 4.3. of this annex.ΔE REESS,j , Wh;
dj, km;
Usable batter y energy according to 
paragraph 4.4.1.2.2. of this annex.UBE city, Wh;
Rechar ged electr ic energy according to 
paragraph 3.2.4.6. of this annex.EAC, Wh;
Cycle energy according to paragraph 5. of 
Annex B7.Ecycle, Ws;EN Offi cial Jour nal of the European Union L 423/488 26.11.2021  
Step no. Source Input Process Output
CO 2 mass emission according to 
paragraph 3.2.1. of Annex B7.FC CD,j, kg/100 km;
All-electr ic rang e determined according to 
paragraph 4.4.1.1. of this annex.AER, km;
In the case that the applicable WLTC city 
test cycle was driven: all-electr ic rang e city 
according to paragraph 4.4.1.2.1. of this 
annex.AER city, km.
H2 fuel consum ption Kfuel,FCHV correction 
coeffi cient might be necessar y according 
to Appendix 2 to this annex.Kfuel,FCHV ,
(kg/100 km)/(Wh/ 
100 km).
Output is available for each test.
In the case that the interpolation method is 
applied, the output (except of Kfuel,FCHV ) is 
available for vehicle H, L and, if applicable, 
M.
2 Output step 1 ΔE REESS,j , Wh;
Ecycle, Ws.Calculation of relative electr ic energy 
change for each cycle according to 
paragraph 3.2.4.5.2. of this annex.
Output is available for each test and each 
applicable WLTP test cycle.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.REEC i.
3 Output step 2 REEC i. Determination of the transition and 
conf irmation cycle according to 
paragraph 3.2.4.4. of this annex.
In the case that more than one charge- 
depleting test is available for one vehicle, 
for the purpose of averaging, each test shall 
have the same transition cycle number 
nveh.nveh;
Determination of the charge-depl eting 
cycle rang e according to paragraph 4.4.3. 
of this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.RCDC; km.
4 Output step 3 nveh; In the case that the interpolation method is 
used, the transition cycle shall be 
determined for vehicle H, L and, if 
applicable, M.
Check whether the interpolation criterion 
according to paragraph 6.3.2.2. of this 
Regulation is fulfilled.nveh,L;
nveh,H ;
if applicable
nveh,M.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/489  
Step no. Source Input Process Output
5 Output step 1 ΔE REESS,j , Wh;
dj, km;
UBE city, Wh.In the case that AER city is derived from the 
Type 1 test by driving the applicable WLTP 
test cycles, the value shall be calculat ed 
according to paragraph 4.4.1.2.2. of this 
annex.
In the case of more than one test,
ncity,pe shall be equal for each test.
Output available for each test.
Averaging of AER city.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.AER city, km;
AER city,ave, km.
6 Output step 1 dj, km; Phase-specif ic and cycle-specif ic UF 
calculation.UF phase,j ;
UF cycle,c.
Output step 3 nveh; Output is available for each test.
Output step 4 nveh,L; In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.
7 Output step 1 ΔE REESS,j , Wh;
dj, km;
EAC, Wh;Calculation of the electr ic energy 
consump tion based on the rech arged 
energy according. to paragraphs 4.3.1. 
and 4.3.2. of this annex.
In the case of interpolati on, nveh,L cycles 
shall be used. Theref ore, due to the 
required correction of the CO2 mass 
emission, the electr ic energy consump tion 
of the confir mation cycle and its phases 
shall be set to zero.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.EC AC,weighted ,  
Wh/km;
EC AC,CD, Wh/km;
Output step 3 nveh;
Output step 4 nveh,L;
Output step 6 UF phase,j ;
8 Output step 1 FC CD,j, l/100 km
Kfuel,FCHV , (kg/ 
100 km)/(Wh/ 
100 km);Calculation of the charge-d epleting fuel 
consump tion according to 
paragraph 4.2.2. of this annex.
In the case that the interpolation method is 
applied, nveh,L cycles shall be used. With 
referen ce to paragraph 4.1.2. of this annex, 
the conf irmation cycle shall be corrected 
according to Appendix 2 to this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H, L and, if applicable, M.FC CD, kg/100 km;
Output step 3 ΔE REESS,j , Wh;
Output step 4 dj, km;
Output step 6 nveh;
nveh,L;
UF phase,j .EN Offi cial Jour nal of the European Union L 423/490 26.11.2021  
Step no. Source Input Process Output
[reser ved]
10 Output step 7
Output step 8EC AC,weighted , Wh/km;
EC AC,CD, Wh/km;
FC CD, kg/100 km.Averaging of tests for each vehicle.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, L and, if applicable, M.EC AC,weighted,ave ,  
Wh/km;
EC AC,CD,ave , Wh/km;
FC CD,ave , kg/100 km.
11 Output  
step 10EC AC,CD,ave , Wh/km;
FC CD,ave , kg/100 km;Declaration of charg e-depleting electr ic 
energy consump tion and fuel 
consump tion for each vehicle.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, L and, if applicable, M.EC AC,CD,declared ,  
Wh/km;
FC CD,declared ,  
kg/100 km;
[Reser ved]
13
Interp olation 
family result.
If the inter ­
polation 
method is not 
applied, step 
No 17 is not 
required and 
the output of 
this step is the 
final result.Output  
step 11EC AC,CD,declared ,  
Wh/km;In the case that the interpolation method is 
applied, interm ediate rounding shall be 
performe d according to paragraph 6.1.8. 
of this Regulation.
MCO2,CD shall be rounded to the second 
place of decimal.
EC AC,CD and EC AC,weighted shall be rounded 
to the first place of decimal.
Output is available for vehicles H and for 
vehicle L and, if applicable, for vehicle M.
In case that the interpolation method is not 
applied, final rounding shall be applied 
according to paragraph 6.1.8. of this 
Regulation.
EC AC,CD , EC AC,weighted and MCO2,CD shall be 
rounded to the nearest whole number .EC AC,CD,final ,  
Wh/km;
EC AC,weighted,final ,  
Wh/km;
FC CD,final , l/100 km;
Output  
step 10EC AC,weighted,ave ,  
Wh/km;
FC CD,ave , kg/100 km;
14
Result of an 
individual 
vehicle.
Final test 
result.Output  
step 13EC AC,CD,final , Wh/km;
EC AC,weighted,final ,  
Wh/km;
FC CD,final , kg/100 km;Interp olation of individual values based on 
input from vehicles H and L and, if 
applicable, vehicle M.
Final rounding of individual vehicle values 
shall be perf ormed according to 
paragraph 6.1.8. of this Regulation.
EC AC,CD , EC AC,weighted shall be rounded to 
the nearest whole number .
Output is available for each individual 
vehicle.EC AC,CD,ind , Wh/km;
EC AC,weighted,ind ,  
Wh/km;
FC CD,ind , kg/100 km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/491  
4.6.3.2. Stepwise procedure for calculating the final charge-sust aining and charge-depleting weight ed test results of the 
Type 1 test for OVC-FC HVs
The results shall be calculat ed in the order descr ibed in Table A8/9a All applicable results in the column 
"Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation or 
contains additional calculations.
For the purpose of this table, the followi ng nomenclature within the equations and results is used:
c considered period is the complet e applicable test cycle;
p ever y applicable cycle phase; for the purpose of EAER city calculation (as applicable), p shall 
represent the city driving cycle;
j index for the considered period;
CS charge-sustaining;
CD charge-depleting;
REESS Rechar geable Electr ic Energy Storag e System .
Table A8/9b
Calculation of final charge-depleting and charge-sus tain ing weighted values for OVC-FCHV s 
Step no. Source Input Process Output
1 Output step 1, 
Table A8/9aFC CD,j, kg/100 km
ΔE REESS,j , Wh;
dj, km;
AER, km;
EAC, Wh;Input from CD and CS postprocessing.
Output in the case of CD is available for 
each CD test. Output in the case of CS is 
available once due to CS test averaged 
values.
In the case that the interpolation method is 
applied, the output (except of Kfuel,FCHV ) is 
available for vehicle H, L and, if applicable, 
M.FC CD,j, kg/100 km;
ΔE REESS,j , Wh;
dj, km;
AER, km;
EAC, Wh;
AER city,ave, km;
nveh;
RCDC, km;
nveh,L;
nveh,H ;
UF phase,j ;
UF cycle,c;
FC CS,declared ,  
kg/100 km;
FC CS,p, kg/100 km;
FC CD,declared ,  
kg/100 km;
FC CD,ave , kg/100 km;Output step 5, 
Table A8/9aAER city,ave, km;
Output step 3, 
Table A8/9anveh;
RCDC, km;
Output step 4, 
Table A8/9anveh,L;
nveh,H ;
Output step 6, 
Table A8/9aUF phase,j ;
UF cycle,c;
Output step 5 
Table A8/7FC CS,declared ,  
kg/100 km;
FC CS,p, kg/100 km;
Output step 
11, Table  
A8/9aFC CD,declared ,  
kg/100 km;
Output step 
10, Table  
A8/9aFC CD,ave , kg/100 km;EN Offi cial Jour nal of the European Union L 423/492 26.11.2021  
Step no. Source Input Process Output
Kfuel,FCHV ,
(kg/100 km)/(Wh/ 
100 km).H2 correction coeffi cient Kfuel,FCHV might 
be necessar y according to Appendix 2 to 
this annex.Kfuel,FCHV ,
(kg/100 km)/(Wh/ 
100 km).
2 Output step 1, FC CD,j, kg/100 km;
ΔE REESS,j , Wh;
dj, km;
nveh;
RCDC, kmCalculation of equivalent all-electr ic range 
according to paragraphs 4.4.4.1. 
and 4.4.4.2. of this annex, and actual 
charge-depleting range according to 
paragraph 4.4.5. of this annex.
Output is available for each CD test.
RCDA shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
nearest whole number .
In the case that the interpolation method is 
applied, the output is available for each 
vehicle L, H and, if applicable, M.EAER, km;
EAER p, km;
RCDA, km.
3 Output step 1 AER, km; Output is available for each CD test.
In the case that the interpolation method is 
applied, check the availability of AER 
interpolation between vehicle H, L and, if 
applicable, M according to 
paragraph 4.5.7.1. of this annex.
If the interpolation method is used, each 
test shall fulfil the requirement.AER -interpolation 
availability .Output step 2 RCDA, km.
4
Interp olation 
family result.
If the inter ­
polation 
method is not 
applied, step 
No 9 is not 
required and 
the output of 
this step is the 
final result.Output step 1 AER, km. Averaging AER and AER declaration.
The declared AER shall be rounded 
according to paragraph 6.1.8. of this 
Regulation to the number of decimal 
places specif ied in Table A6/1 of Annex B6.
In the case that the interpolation method is 
applied and the AER interpolation 
availability criterion is fulfilled, AER shall 
be rounded according to paragraph 6.1.8. 
of this Regulation to the first place of 
decimal.
The output is available for each vehicles H 
and L and, if applicable, for vehicle M.
If the case that the interpolati on method is 
applied but the criterion is not fulfilled , 
AER of vehicle H shall be applied for the 
whole interpol ation family and shall be 
rounded according to paragraph 6.1.8. of 
this Regulation to the nearest whole 
number .
In the case that the interpolation method is 
not applied, AER shall be rounded 
according to paragraph 6.1.8. of this 
Regulation to the nearest whole number .AER ave, km;
AER dec, km.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/493  
Step no. Source Input Process Output
5 Output step 1 FC CD,j, kg/100 km
nveh;
nveh,L;
UF phase,j ;
FC CS,declared ,  
kg/100 km;
FC CD,declared ,  
kg/100 km;
FC CD,ave , kg/100 km;Calculation of weighte d CO2 mass 
emission and fuel consump tion according 
to paragraphs 4.1.3.1. and 4.2.3. of this 
annex.
Output is available for each CD test.
In the case that the interpolation method is 
applied, nveh,L cycles shall be used. With 
referen ce to paragraph 4.1.2. of this annex, 
MCO2,CD,j of the conf irmation cycle shall be 
corrected according to Appendix 2 to this 
annex.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, vehicle L and, if applicable, 
vehicle M.FC weighted ,  
kg/100 km;
6 Output step 1 EAC, Wh; Calculation of the electr ic energy 
consump tion based on EAER according to 
paragraphs 4.3.3.1. and 4.3.3.2. of this 
annex.
Output is available for each CD test.
In the case that the interpolation method is 
applied, the output is available for each 
vehicle H, vehicle L and, if applicable, 
vehicle M.EC, Wh/km;
EC p, Wh/km;
Output step 2 EAER, km;
EAER p, km;
7
Interp olation 
family result.
If the inter ­
polation 
method is not 
applied, step 
No 9 is not 
required and 
the output of 
this step is the 
‘Final result’.Output step 1 AER city, ave, km; Averaging and interm ediate rounding 
according to paragraph 6.1.8. of this 
Regulation.
In the case that the interpolation method is 
applied, interm ediate rounding shall be 
performe d according to paragraph 6.1.8. 
of this Regulation.
AER city,final ¼AER city,ave ×AER dec
AER ave
AER city,final, EAER and EAER p shall be 
rounded to the first place of decimal.
FC weighted shall be rounded to the third 
place of decimal.
EC and EC p shall be rounded to the first 
place of decimal.
The output is available for each vehicle H, 
vehicle L and, if applicable, vehicle M.
In case that the interpolation method is not 
applied, final rounding of the test results 
shall be applied according to 
paragraph 6.1.8. of this Regulation.
AER city,ave, EAER and EAER p shall be 
rounded to the nearest whole number .
FC weighted shall be rounded to the third 
place of decimal.
EC and EC p shall be rounded to the nearest 
whole number .AER city,final, km;
FC weighted,final ,  
kg/100 km;
EC final, Wh/km;
EC p,final , Wh/km;
EAER final, km;
EAER p,final , km.Output step 5 FC weighted , kg/100 km;
Output step 6 EC, Wh/km;
EC p, Wh/km;
Output step 3 EAER, km;
EAER p, km.
Output step 5 AER dec, km;
AER ave, km.EN Offi cial Jour nal of the European Union L 423/494 26.11.2021  
Step no. Source Input Process Output
8 Output step 5 AER dec, km; Interp olation of individual values based on 
input from vehicle low, medium and high 
according to paragraph 4.5. of this annex, 
and final rounding according to 
paragraph 6.1.8. of this Regulation.
AER ind,AER city,ind, EAER ind and EAER p,ind 
shall be rounded to the nearest whole 
number .
EC weighted,ind shall be rounded to the first 
place of decimal.
FC weighted,ind shall be rounded to the third 
place of decimal.
EC ind and EC p,ind shall be rounded to the 
nearest whole number .
Output available for each individual 
vehicles.AER ind, km;
AER city,ind, km;
FC weighted,ind ,  
kg/100 km;
EC ind, Wh/km;
EC p,ind, Wh/km;
EAER ind, km;
EAER p,ind, km.Output step 7 AER city,final, km;
FC weighted,final ,  
kg/100 km;
EC final, Wh/km;
EC p,final , Wh/km;
EAER final, km;
EAER p,final , km;
Output step 4 AER -interpolation 
availability .
Output step 1 RCDC
RCDC shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
nearest whole number .RCDC,fina l
4.7. Stepwise procedure for calculating the final test results of PEVs
The results shall be calculat ed in the order descr ibed in Table A8/10 of the consecutive cycle procedure and in 
the order descr ibed in Table A8/11 in the case of the shor tened test procedure. All applicable results in the 
column "Output" shall be recorded. The column "Process" descr ibes the paragraphs to be used for calculation 
or contains additional calculations.
4.7.1. Stepwise procedure for calculating the final test results of PEVs in case of the consecutive cycles procedure
For the purpose of this table, the followi ng nomenclature within the questions and results is used:
j index for the considered period.
Table A8/10
Calculation of final PEV values deter mined by application of the consecutiv e cycle Type 1 procedure 
For Level 1A;  
The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable 
WLTP city test cycle and the applicable WLTP test cycle.  
For Level 1B;  
The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle.  EN Offi cial Jour nal of the European Union 26.11.2021 L 423/495  
Step no. Source Input Process Output
1 Annex B8 Test results Results measured according to Appendix 3 
to this annex and pre-calculated according 
to paragraph 4.3. of this annex.ΔE REESS,j , Wh;
dj, km;
Usable batter y energy according to 
paragraph 4.4.2.2.1. of this annex.UBE CCP, Wh;
Rechar ged electr ic energy according to 
paragraph 3.4.4.3. of this annex.
Output available for each test.
EAC shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
first place of decimal. In the case that the 
interpolation method is applied, the 
output is available for vehicle H and vehicle 
L.EAC, Wh.
2 Output  
step 1ΔE REESS,j , Wh;
UBE CCP, Wh.Determination of the number of 
compl etely driven applicable WLTC 
phases and cycles according to 
paragraph 4.4.2.2. of this annex.
Output available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.nWLTC;
ncity;
nlow;
nmed;
nhigh;
nexHigh .
3 Output  
step 1ΔE REESS,j , Wh;
UBE CCP, Wh.Calculation of weighting factors according 
to paragraph 4.4.2.2. of this annex.
Note: The number of weighting factors 
depends on the applicable cycle that was 
used (3- or 4-phase WLTC). In the case of 
4-phase WLTCs, the output in brac kets 
might be needed in addition.
Output available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.KWLTC,1
KWLTC,2
KWLTC,3
(KWLTC,4)
Kcity,1
Kcity,2
Kcity,3
(Kcity,4)
Klow,1
Klow,2
Klow,3
(Klow,4)
Kmed,1
Kmed,2
Kmed,3
(Kmed,4 )
Khigh,1
Khigh,2
Khigh,3
(Khigh,4 )
KexHigh,1
KexHigh,2
KexHigh,3
(KexHigh,4 )Output  
step 2nWLTC;
ncity;
nlow;
nmed;
nhigh;
nexHigh .EN Offi cial Jour nal of the European Union L 423/496 26.11.2021  
Step no. Source Input Process Output
4 Output  
step 1ΔE REESS,j , Wh;
dj, km;
UBE CCP, Wh.Calculation of electr ic energy 
consump tion at the REESSs according to 
paragraph 4.4.2.2. of this annex.EC DC,WL TC, Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC,med , Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km;
EC DC,first , Wh/km.Output  
step 2nWLTC;
ncity;
nlow;
nmed;
nhigh;
nexHigh .Calculation of the electr ic energy 
consump tion from the first applicable 
WLTP test cycle EC DC,first as descr ibed in 
Appendix 8, paragraph 1.1. to this annex.
Output  
step 3All weighting
factorsOutput available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L
5 Output  
step 1UBE CCP, Wh; Calculation of pure electr ic rang e 
according to paragraph 4.4.2.2. of this 
annex.
Output available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.PER WLTC, km;
PER city, km;
PER low, km;
PER med, km;
PER high, km;
PER exHigh , km.Output step 
4EC DC,WL TC, Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC,med , Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km.
6 Output  
step 1EAC, Wh; Calculation of electr ic energy 
consump tion at the mains according to 
paragraph 4.3.4. of this annex.
Output available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.EC WLTC, Wh/km;
EC city, Wh/km;
EC low, Wh/km;
EC med, Wh/km;
EC high, Wh/km;
EC exHigh , Wh/km.Output  
step 5PER WLTC, km;
PER city, km;
PER low, km;
PER med, km;
PER high, km;
PER exHigh , km.
7
If the interpo­
lation method 
is not applied, 
step No 10 is 
not required 
and the output 
of this step for 
PER WLTC,dec and 
EC WLTC,dec is the 
final result.Output  
step 5PER WLTC, km;
PER city, km;
PER low, km;
PER med, km;
PER high, km;
PER exHigh , km;Averaging of tests for all input values.
Declaration of PER WLTC,dec and EC WLTC,dec 
based on PER WLTC,ave and EC WLTC,ave .PER WLTC,dec , km;
PER WLTC,ave , km;
PER city,ave, km;
PER low,ave, km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/497  
Step no. Source Input Process Output
Output  
step 6EC WLTC, Wh/km;
EC city, Wh/km;
EC low, Wh/km;
EC med, Wh/km;
EC high, Wh/km;
EC exHigh , Wh/km.Alignment of PER in case of city, low, med, 
high and exHigh based on the ratio 
between PER WLTC,dec and PER WLTC,ave :
AF PER¼PER WLTC,dec
PER WLTC,ave
Alignment of EC in case of city, low, med, 
high and exHigh based on the ratio 
between EC WLTC,dec and EC WLTC,ave :
AF EC¼ECWLTC,dec
ECWLTC,ave
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L. PER WLTC,dec as well as 
EC WLTC,dec shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
number of places of decimal as specifi ed in 
Table A6/1 of Annex B6.
In the case that the interpolation method is 
not applied, PER WLTC,dec and EC WLTC,dec 
shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
nearest whole number .EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC city,ave, Wh/km;
EC low,ave, Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;
EC DC,first,ave , Wh/km.Output  
step 4EC DC,first , Wh/km.
8 Output  
step 7EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC DC,first,ave , Wh/km.Adjustment of the electr ic energy 
consump tion for the purpose of COP as 
descr ibed in Appendix 8, paragraph 1.1. to 
this annex.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.EC DC,COP , Wh/km.
9
If the 
interpolation 
method is not 
applied, step 
No 10 is not 
required and 
the output of 
this step is the 
final result.Output  
step 7PER city,ave, km;
PER low,ave, km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;Interm ediat e rounding according to 
paragraph 6.1.8. of this Regulation.
In the case that the interpolation method is 
applied, interm ediate rounding shall be 
performe d according to paragraph 6.1.8. 
of this Regulation:
PER city and PER p shall be rounded to the 
first place of decimal.PER city,final, km;
PER low,final, km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
EC city,ave, Wh/km;
EC low,ave, Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;EC city,final, Wh/km;
EC low,final, Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,fin al,  
Wh/km;EN Offi cial Jour nal of the European Union L 423/498 26.11.2021  
Step no. Source Input Process Output
Output  
step 8EC DC,COP , Wh/km. EC city and EC p shall be rounded to the first 
place of decimal.
EC DC,COP shall be rounded to the first place 
of decimal.
The output is available for vehicle H and 
vehicle L.
In case that the interpolation method is not 
applied, final rounding of the test results 
according to paragraph 6.1.8. of this 
Regulation:
PER city and PER p shall be rounded to the 
nearest whole number .
EC city and EC p shall be rounded to the 
nearest whole number .
EC DC,COP shall be rounded to the nearest 
whole number .EC DC,COP ,final,  
Wh/km.
10
Result of an 
individual 
vehicle.
Final test result.Output  
step 7PER WLTC,dec , km;
EC WLTC,dec , Wh/kmInterp olation of individual values based on 
input from vehicle H and vehicle L 
according to paragraph 4.5. of this annex, 
and final rounding according to 
paragraph 6.1.8. of this Regulation.PER WLTC,ind , km;
PER city,ind, km;
PER low,ind, km;
PER med,ind , km;
PER high,ind , km;
PER exHigh,ind , km;Output  
step 9PER city,final, km;
PER low,final, km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km; PER ind, PER city,ind, and PER p,ind shall be 
rounded to the nearest whole number .
EC ind, ECc ity and EC p,ind shall be rounded to 
the nearest whole number .EC WLTC,ind , Wh/km;
EC city,ind, Wh/km;
EC low,ind, Wh/km;
EC med,ind , Wh/km;
EC high,ind , Wh/km;
EC exHigh,ind , Wh/km;EC city,final, Wh/km;
EC low,final, Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,fin al, Wh/km;
EC DC,COP ,ind shall be rounded to the nearest 
whole number .
EC DC,COP ,final, Wh/km. The output is available for each individual 
vehicle.EC DC,COP ,ind,  
Wh/km.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/499  
4.7.2. Stepwise procedure for calculating the final test results of PEVs in case of the shor tened test procedure
For the purpose of this table, the followi ng nomenclature within the questions and results is used:
j index for the considered period.
Table A8/11
Calculation of final PEV values deter mined by application the shor tened Type 1 test procedure 
For Level 1A;  
The considered periods shall be the low phase, medium phase, high phase, extra high phase, the applicable 
WLTP city test cycle and the applicable WLTP test cycle.  
For Level 1B;  
The considered periods shall be the low phase, medium phase, high phase and the applicable WLTP test cycle.  
Step no. Source Input Process Output
1 Annex B8 Test results Results measured according to Appendix 3 
to this annex, and pre-calculat ed according 
to paragraph 4.3. of this annex.ΔE REESS,j , Wh;
dj, km;
Usable batter y energy according to 
paragraph 4.4.2.1.1. of this annex.UBE STP, Wh;
Rechar ged electr ic energy according to 
paragraph 3.4.4.3. of this annex.
Output is available for each test.
EAC shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
first place of decimal.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.EAC, Wh.
2 Output  
step 1ΔE REESS,j , Wh;
UBE STP, Wh.Calculation of weighting factors according 
to paragraph 4.4.2.1. of this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.KWLTC,1
KWLTC,2
Kcity,1
Kcity,2
Kcity,3
Kcity,4
Klow,1
Klow,2
Klow,3
Klow,4
Kmed,1
Kmed,2
Kmed,3
Kmed,4
Khigh,1EN Offi cial Jour nal of the European Union L 423/500 26.11.2021  
Step no. Source Input Process Output
Khigh,2
KexHigh,1
KexHigh,2
3 Output  
step 1ΔE REESS,j , Wh;
dj, km;
UBE STP, Wh.Calculation of electr ic energy 
consump tion at the REESSs according to 
paragraph 4.4.2.1. of this annex.
Calculation of the electr ic energy 
consump tion from the first applicable 
WLTP test cycle EC DC,first as descr ibed in 
Appendix 8, paragraph 1.1. to this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.EC DC,WL TC, Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC, med, Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh , Wh/km;
EC DC,first , Wh/km.Output  
step 2All weighting factors
4 Output  
step 1UBE STP, Wh; Calculation of pure electr ic rang e 
according to paragraph 4.4.2.1. of this 
annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.PER WLTC, km;
PER city, km;
PER low, km;
PER med, km;
PER high, km;
PER exHigh , km.Output  
step 3EC DC,WL TC, Wh/km;
EC DC,city , Wh/km;
EC DC,low , Wh/km;
EC DC, med, Wh/km;
EC DC,high , Wh/km;
EC DC,exHigh ,
Wh/km.
5 Output  
step 1EAC, Wh; Calculation of electr ic energy 
consump tion at the mains according to 
paragraph 4.3.4. of this annex.
Output is available for each test.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.EC WLTC, Wh/km;
EC city, Wh/km;
EC low, Wh/km;
EC med, Wh/km;
EC high, Wh/km;
EC exHigh , Wh/km.Output  
step 4PER WLTC, km;
PER city, km;
PER low, km;
PER med, km;
PER high, km;
PER exHigh , km.
6
If the 
interpolation 
method is not 
applied, step 
No 9 is not 
required and 
the output of Output  
step 4PER WLTC, km;
PER city, km;
PER low, km;
PER med, km;
PER high, km;
PER exHigh , km;Averaging of tests for all input values.
Declaration of PER WLTC,dec and EC WLTC,dec 
based on PER WLTC,ave and EC WLTC,ave .
Alignment of PER in case of city, low, med, 
high and exHigh based on the ratio 
between PER WLTC,dec and PER WLTC,ave :PER WLTC,dec , km;
PER WLTC,ave , km;
PER city,ave, km;
PER low,ave, km;
Output  
step 5EC WLTC, Wh/km;
EC city, Wh/km;
EC low, Wh/km;
EC med, Wh/km;
EC high, Wh/km;
EC exHigh , Wh/km.
Output  
step 3EC DC,first , Wh/km.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/501  
Step no. Source Input Process Output
this step for 
PER WLTC,dec and 
EC WLTC,dec is the 
final result.AF PER¼PER WLTC,dec
PER WLTC,ave
Alignment of EC in case of city, low, med, 
high and exHigh based on the ratio 
between EC WLTC,dec and EC WLTC,ave :
AF EC¼ECWLTC,dec
ECWLTC,ave
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L. PER WLTC,dec as well as 
EC WLTC,dec shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
number of places of decimal specified in 
Table A6/1 of Annex B6.
In the case that the interpolation method is 
not applied, PER WLTC,dec and EC WLTC,dec 
shall be rounded according to 
paragraph 6.1.8. of this Regulation to the 
nearest whole number .PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;
EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC city,ave, Wh/km;
EC low,ave, Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;
EC exHigh,ave , Wh/km;
EC DC,first,ave , Wh/km.
7 Output  
step 6EC WLTC,dec , Wh/km;
EC WLTC,ave , Wh/km;
EC DC,first,ave , Wh/km.Adjustment of the electr ic energy 
consump tion for the purpose of COP as 
descr ibed in Appendix 8, Paragraph 1.1. to 
this annex.
In the case that the interpolation method is 
applied, the output is available for vehicle 
H and vehicle L.EC DC,COP , Wh/km.
8
Interp olation 
family result.
If the 
interpolation 
method is not 
applied, step 
No 9 is not 
required and 
the output of 
this step is the 
final result.Output  
step 6PER city,ave, km;
PER low,ave, km;
PER med,ave , km;
PER high,ave , km;
PER exHigh,ave , km;
EC city,ave, Wh/km;
EC low,ave, Wh/km;
EC med,ave , Wh/km;
EC high,ave , Wh/km;Interm ediat e rounding according to 
paragraph 6.1.8. of this Regulation.
In the case that the interpolation method is 
applied, interm ediate rounding shall be 
performe d according to paragraph 6.1.8. 
of this Regulation:
PER city and PER p shall be rounded to the 
first place of decimal.
EC city and EC p shall be rounded to the first 
place of decimal.
EC DC,COP shall be rounded to the first place 
of decimal.
The output is available for vehicle H and 
vehicle L.PER city,final, km;
PER low,final, km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
EC city,final, Wh/km;
EC low,final, Wh/km;
EC med,final , Wh/km;EN Offi cial Jour nal of the European Union L 423/502 26.11.2021  
Step no. Source Input Process Output
EC exHigh,ave , Wh/km; In case that the interpolation method is not 
applied, final rounding of the test results 
according to paragraph 6.1.8. of this 
Regulation shall apply:
PER city and PER p shall be rounded to the 
nearest whole number .
EC city and EC p shall be rounded to the 
nearest whole number .
EC DC,COP shall be rounded to the nearest 
whole number .EC high,final , Wh/km;
EC exHigh,fin al,  
Wh/km;
EC DC,COP ,final,  
Wh/km.Output  
step 7EC DC,COP , Wh/km.
9
Result of an 
individual 
vehicle.
Final test result.Output  
step 6PER WLTC,dec , km;
EC WLTC,dec , Wh/km;Interp olation of individual values based on 
input from vehicle H and vehicle L 
according to paragraph 4.5. of this annex, 
and final rounding according to 
paragraph 6.1.8. of this Regulation.PER WLTC,ind , km;
PER city,ind, km;
PER low,ind, km;
PER med,ind , km;
PER high,ind , km;
PER exHigh,ind , km;Output  
step 8PER city,final, km;
PER low,final, km;
PER med,final , km;
PER high,final , km;
PER exHigh,final , km;
EC city,final, Wh/km;
EC low,final, Wh/km;
EC med,final , Wh/km;
EC high,final , Wh/km;
EC exHigh,fin al, Wh/km;
EC DC,COP ,final, Wh/km.PER ind, PER city,ind, and PER p,ind shall be 
rounded to the nearest whole number .EC WLTC,ind , Wh/km;
EC city,ind, Wh/km;
EC low,ind, Wh/km;
EC med,ind , Wh/km;
EC high,ind , Wh/km;
EC exHigh,ind , Wh/km;
EC ind, ECc ity and EC p,ind shall be rounded to 
the nearest whole number .
EC DC,COP ,ind shall be rounded to the nearest 
whole number .
Output available for each individual 
vehicle.EC DC,COP ,ind,  
Wh/km.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/503  
Appendix 1 
REESS state of charge prof ile 
1. TEST SEQUENCES AND REESS PROFILES: OVC-HEVS AND OVC-FCHVS (AS APPLICAB LE), CHA RGE-DEPLETING AND CHAR GE- 
SUST AINING TEST
1.1. Test sequence OVC-HEVs and OVC-FC HVs according to Option 1
Charg e-depleting type 1 test with no subsequent charge-susta ining Type 1 test (Figure A8.App1/1)EN Offi cial Jour nal of the European Union L 423/504 26.11.2021  
Figure A8.App1/1
OVC-HEVs and OVC-FC HVs, charge-depleting Type 1 test
²EN Offi cial Jour nal of the European Union 26.11.2021 L 423/505  
1.2. Test sequence OVC-HEVs and OVC-FC HVs according to Option 2
Charg e-sustaining Type 1 test with no subsequent charge-depleting Type 1 test (Figure A8.App1/2).
Figure A8.App1/2
OVC-HEVs and OVC-FCHVs, charge-sus taining Type 1 test
EN Offi cial Jour nal of the European Union L 423/506 26.11.2021  
1.3. Test sequence OVC-HEVs and OVC-FC HVs according to Option 3
Charg e-depleting Type 1 test with subsequent charge-sus taining Type 1 test (Figure A8.App1/3).
Figure A8.App1/3
OVC-HEVs and OVC-FC HVs, charge-depleting type 1 test with subsequent charge-sus tain ing Type 1 test
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/507  
1.4. Test sequence OVC-HEVs and OVC-FC HVs according to Option 4
Charg e-sustaining Type 1 test with subsequent charge-depleting Type 1 test (Figure A8.App1/4)
Figure A8.App1/4
OVC-HEVs and OVC-FCHV s, charge-sus taining Type 1 test with subsequent charge-depleting Type 1 test
EN Offi cial Jour nal of the European Union L 423/508 26.11.2021  
2. TEST SEQUENCE NOVC-HEVs AND NOVC-FCHVs
Charg e-sustaining Type 1 test (Figure A8.App1/5)
Figure A8.App1/5
NOVC-HEVs and NOVC-FCHV s, charge-sus tain ing Type 1 test
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/509  
3. TEST SEQUENCES PEV
3.1. Consecutive cycles procedure (Figure A8.App1/6)
Figure A8.App1/6
Consecutiv e cycles test sequence PEV
EN Offi cial Jour nal of the European Union L 423/510 26.11.2021  
3.2. Shor tened test procedure (Figure A8.App1/7)
Figure A8.App1/7
Shor tened test procedure test sequence for PEVs
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/511  
Appendix 2 
REESS energy change-based correction procedure 
This Appendix descr ibes the procedure to correct the charge-sus taining Type 1 test CO2 mass emission for NOVC-HEVs and 
OVC-HEVs, and the fuel consum ption for NOVC-FC HVs and OVC-FC HVs (if applicable) as a function of the electr ic energy 
change of all REESSs.
1. GENERAL REQUIREMENTS
1.1. Applicability of this appendix
1.1.1. The correction shall be applied on the phase-specif ic fuel consump tions for NOVC-FCHVs and OVC-FC HVs of 
the charge-sustaining Type 1 test, and on the phase-specific CO2 mass emissions for NOVC-HEVs and OVC- 
HEVs of the charg e-sustaining Type 1 test.
1.1.2. The application of the correction over the total cycle on the fuel consum ption for NOVC-FC HVs and OVC- 
FCHVs, on the CO 2 mass emission for NOVC-HEVs and OVC-HEVs is based on the charge-sust aining REESS 
energy change ΔEREESS,CS of the charge-sustaining Type 1 test and the correction criterion c.
For the calculation of ΔEREESS,CS , paragraph 4.3. of this annex shall be used. The considered period j used in 
paragraph 4.3. of this annex is defined by the charge-sustaining Type 1 test. The correction criterion c shall be 
determined according to paragraph 1.2. of this Appendix.
1.1.3. The correction over the total cycle shall be applied on the fuel consump tion for NOVC-FCHVs and OVC-FC HVs, 
the CO 2 mass emission for NOVC-HEVs and OVC-HEVs if ΔEREESS,CS is negat ive which corresponds to REESS 
disc harging and the correction criterion c calculat ed in paragraph 1.2. of this appendix is greater than the 
applicable threshold according to Table A8.App2/1.
1.1.4. The correction over the total cycle may be omitted on the fuel consump tion for NOVC-FCHVs and OVC-FC HVs, 
the CO2 mass emission for NOVC-HEVs and OVC-HEVs and uncor rected values may be used if:
(a) ΔEREESS,CS is positive which corresponds to REESS charging and the correction criterion c calculat ed in 
paragraph 1.2. of this appendix is greate r than the applicable threshold according to Table A8.App2/1;
(b) The correction criterion c calculated in paragraph 1.2. of this appendix is smaller than the applicable 
threshold according to Table A8.App2/1;
(c) The manuf acturer can prove to the responsible author ity by measurement that there is no relation between 
ΔEREESS,CS and charge-sus taining CO 2 mass emission and ΔEREESS,CS and fuel consump tion respectively .
1.2. The correction criterion c is the ratio between the absolute value of the REESS electr ic energy change ΔEREESS,CS
and the fuel energy and shall be calculated as follo ws:
c¼jΔE REESS,CS j
Efuel,CS
where:
ΔEREESS,CS is the charge-sustaining REESS energy change according to paragraph 1.1.2. of this appendix, 
Wh;
Efuel,CS is the charg e-sustaining energy cont ent of the consumed fuel according to paragraph 1.2.1. of 
this appendix in the case of NOVC-HEVs and OVC-HEVs, and according to paragraph 1.2.2. of 
this appendix in the case of NOVC-FCHVs and OVC-FC HVs, Wh.EN Offi cial Jour nal of the European Union L 423/512 26.11.2021  
1.2.1. Charg e-sustaining fuel energy for NOVC-HEVs and OVC-HEVs
The charg e-sustaining energy cont ent of the consumed fuel for NOVC-HEVs and OVC-HEVs shall be calculat ed 
using the followi ng equation:
Efuel,CS ¼10×HV×FC CS,nb ×dCS
where:
Efuel,CS is the charg e-sustaining energy cont ent of the consumed fuel of the applicable WLTP test cycle 
of the charg e-sustaining Type 1 test, Wh;
HV is the heating value according to Table A6.App2/1, kWh/l;
FC CS,nb is the non-balanced charg e-sustaining fuel consump tion of the charge-sustaining Type 1 test, 
not correcte d for the energy balance, determined according to paragraph 6. of Annex B7, 
using the gaseous emission compo und values according to Table A8/5, step No. 2, l/100 km;
dCS is the distance driven over the corresponding applicable WLTP test cycle, km;
10 convers ion factor to Wh.
1.2.2. Charg e-sustaining fuel energy for NOVC-FCHVs and OVC-FC HVs
The charge-sust aining energy content of the consumed fuel for NOVC-FC HVs and OVC-FCHVs shall be 
calculat ed using the follo wing equation:
Efuel,CS ¼1
0,36×121×FC CS,nb ×dCS
where:
Efuel,CS is the charg e-sustaining energy cont ent of the consumed fuel of the applicable WLTP test cycle 
of the charg e-sustaining Type 1 test, Wh;
121 is the lower heating value of hydrog en, MJ/kg;
FC CS,nb is the non-balanced charg e-sustaining fuel consump tion of the charge-sustaining Type 1 test, 
not correcte d for the energy balance, determined according to Table A8/7, step No. 1, 
kg/100 km;
dCS is the distance driven over the corresponding applicable WLTP test cycle, km;
1
0,36convers ion factor to Wh.
Table A8.App2/1
RCB correction criter ia thresholds 
Applicable Type 1 test cycle Low + MediumLow + Medium +
HighLow + Medium +
High + Extra High
Thresholds for correction 
criterion c0,015 0,01 0,005
2. CALCUL ATION OF CORRECTION COEFFICIENTS
2.1. The CO2 mass emission correction coeff icient KCO2, the fuel consump tion correction coeffi cients Kfuel,FCHV , as 
well as, if required by the manuf acturer , the phase-specific correction coeff icients KCO2 ,p and Kfuel,FCHV ,p shall be 
developed based on the applicable charge-susta ining Type 1 test cycles.
In the case that vehicle H was tested for the development of the correction coefficient for CO 2 mass emission for 
NOVC-HEVs and OVC-HEVs, the coeffi cient may be applied to vehicles that fulfil the same interpolation family 
criteria. For interpolation families which fulfil the criteria of the KCO2 correction factor family , defined in 
paragraph 6.3.11. of this Regulation, the same KCO2 value may be applied.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/513  
2.2. The correction coeff icients shall be determined from a set of charg e-sustaining Type 1 tests according to 
paragraph 3. of this appendix. The number of tests performe d by the manuf acturer shall be equal to or greate r 
than five.
With appro val of the responsible author ity the state of charg e of the REESS may be set prior to the test 
according to the manuf acturer ’s recommendation and as descr ibed in paragraph 3. This practice shall only be 
used for the purpose of achi eving a charge-sustaining Type 1 test with opposit e sign of the ΔEREESS,CS .
The set of measurements shall fulfil the followi ng criteria:
(a) The set shall contain at least one test with ΔEREESS,CS,n ≤0 and at least one test with 
ΔEREESS,CS,n >0.ΔEREESS,CS,n is the sum of electr ic energy changes of all REESSs of test n calculated according 
to paragraph 4.3. of this annex.
(b) The differ ence in MCO2,CS between the test with the highest nega tive electr ic energy change and the test with 
the highest positive electr ic energy change shall be greate r than or equal to 5 g/km. This criterion shall not 
be applied for the determination of Kfuel,FCHV .
In the case of the deter mination of KCO2, the required number of tests may be reduced to three tests if all of 
the follo wing criteria are fulfilled in addition to (a) and (b):
(c) The difference in MCO2 ,CS between any two adjacent measurements, relat ed to the electr ic energy change 
during the test, shall be less than or equal to 10 g/km.
(d) In addition to (b), the test with the highest negative electr ic energy change and the test with the highest 
positive electr ic energy change shall not be within the region that is defined by:
 – 0,01≤ΔEREESS
Efuel≤þ0,01 ,
where:
Efuel is the energy content of the consumed fuel calculated according to paragraph 1.2. of this 
appendix, Wh.
(e) The differ ence in MCO2,CS between the test with the highest negativ e electr ic energy chang e and the mid- 
point, and the difference in MCO2,CS between the mid-point and the test with the highest positive electr ic 
energy chang e shall be similar and preferably be within the range defined by (d). If this requirement is not 
feasible, the responsible author ity shall decide if a retest is necessar y.
The correction coeffi cients determined by the manufact urer shall be reviewed and approved by the responsible 
author ity prior to their application.
If the set of at least five tests does not fulfil criterion (a) or criterion (b) or both, the manuf acturer shall provide 
evidence to the responsible author ity as to why the vehicle is not capable of meeting either or both criteria. If 
the responsible author ity is not satisfied with the evidence, it may require additional tests to be performed. If 
the criteria after additional tests are still not fulfilled, the responsible author ity shall determine a conser vative 
correction coeffi cient, based on the measurements.
2.3. Calculation of correction coeffi cients Kfuel,FCHV and KCO2
2.3.1. Determination of the fuel consump tion correction coefficient Kfuel,FCHV
For NOVC-FCHVs and OVC-FCHVs, the fuel consum ption correction coeffi cient Kfuel,FCHV , determi ned by driving 
a set of charg e-sustaining Type 1 tests, is defined using the follo wing equation:
Kfuel,FCHV ¼∑nCS
n¼1�
ðEC DC,CS,n  – EC DC,CS,avg Þ×ðFC CS,nb,n  – FC CS,nb,avg Þ�
∑nCS
n¼1ðEC DC,CS,n  – EC DC,CS,avg Þ2EN Offi cial Jour nal of the European Union L 423/514 26.11.2021  
where:
Kfuel,FCHV is the fuel consum ption correction coeffi cient, (kg/100 km)/(Wh/km);
EC DC,CS,n is the charge-sustaining electr ic energy consum ption of test n based on the REESS depletion 
according to the equation below , Wh/km
EC DC,CS,avg is the mean charge-sustaining electr ic energy consum ption of nCS tests based on the REESS 
depletion according to the equation below , Wh/km;
FC CS,nb,n is the charge-sustaining fuel consum ption of test n, not corrected for the energy balance, 
according to Table A8/7, step No. 1, kg/100 km;
FC CS,nb,avg is the arithmetic average of the charg e-sustaining fuel consump tion of nCS tests based on the fuel 
consum ption, not correcte d for the energy balance, according to the equation below , 
kg/100 km;
n is the index number of the considered test;
nCS is the total number of tests;
and:
EC DC,CS,avg ¼1
nCS×∑nCS
n¼1EC DC,CS,n
and:
FCCS,nb,avg ¼1
nCS×∑nCS
n¼1FCCS,nb,n
and:
EC DC,CS,n ¼ΔEREESS,CS,n
dCS,n
where:
ΔEREESS,CS,n is the charge-sustaining REESS electr ic energy chang e of test n according to paragraph 1.1.2. of 
this appendix, Wh;
dCS,n is the distance driven over the corresponding charg e-sustaining Type 1 test n, km.
The fuel consum ption correction coeffi cient shall be rounded according to paragraph 6.1.8. of this Regulation 
to four signif icant figures. The statistical signif icance of the fuel consum ption correction coefficient shall be 
evaluated by the responsible author ity.
2.3.1.1. It is permitted to apply the fuel consump tion correction coefficient that was developed from tests over the 
whole applicable WLTP test cycle for the correction of each individual phase.
2.3.1.2. Additional to the requirements of paragraph 2.2. of this appendix, at the manufacturer ’s request and upon 
appro val of the responsible author ity, separate fuel consum ption correction coeffi cients Kfuel,FCHV ,p for each 
individual phase may be developed. In this case, the same criteria as descr ibed in paragraph 2.2. of this 
appendix shall be fulfilled in each individual phase and the procedure descr ibed in paragraph 2.3.1. of this 
appendix shall be applied for each individual phase to determine each phase specifi c correction coeffi cient.
2.3.2. Determination of CO 2 mass emission correction coeffi cient KCO2
For OVC-HEVs and NOVC-HEVs, the CO2 mass emission correction coeffi cient KCO2, deter mined by driving a set 
of charge-sust aining Type 1 tests, is defined by the followi ng equation:
KCO2¼∑nCS
n¼1�
ðEC DC,CS,n  – EC DC,CS,avg Þ×ðM CO2,CS,nb,n  – M CO2,CS,nb,avg Þ�
∑nCS
n¼1ðEC DC,CS,n  – EC DC,CS,avg Þ2EN Offi cial Jour nal of the European Union 26.11.2021 L 423/515  
where:
KCO2 is the CO2 mass emission correction coeffi cient, (g/km)/(Wh/km);
EC DC,CS,n is the charge-sustaining electr ic energy consum ption of test n based on the REESS depletion 
according to paragraph 2.3.1. of this appendix, Wh/km;
EC DC,CS,avg is the arithmetic averag e of the charge-sus taining electr ic energy consump tion of nCS tests based 
on the REESS depletion according to paragraph 2.3.1. of this appendix, Wh/km;
MCO2,CS,nb,n is the charge-sus taining CO 2 mass emission of test n, not corrected for the energy balance, 
calculat ed according Table A8/5, step No. 2, g/km;
MCO2,CS,nb,a vg is the arithmetic average of the charg e-sustaining CO 2 mass emission of nCS tests based on the 
CO 2 mass emission, not corrected for the energy balance, according to the equation below , 
g/km;
n is the index number of the considered test;
nCS is the total number of tests;
and:
MCO2,CS,nb,avg ¼1
nCS×∑nCS
n¼1MCO2,CS,nb,n
The CO 2 mass emission correction coeff icient shall be rounded according to paragraph 6.1.8. of this Regulation 
to four signif icant figures. The statistical signif icance of the CO 2 mass emission correction coeffi cient shall be 
evaluated by the responsible author ity.
2.3.2.1. It is permitted to apply the CO2 mass emission correction coeff icient developed from tests over the whole 
applicable WLTP test cycle for the correction of each individual phase.
2.3.2.2. Additional to the requirements of paragraph 2.2. of this appendix, at the request of the manuf acturer and upon 
appro val of the responsible author ity, separate CO2 mass emission correction coefficients KCO2,p for each 
individual phase may be developed. In this case, the same criteria as descr ibed in paragraph 2.2. of this 
appendix shall be fulfilled in each individual phase and the procedure descr ibed in paragraph 2.3.2. of this 
appendix shall be applied for each individual phase to determine phase-specif ic correction coeffi cients.
3. TEST PROCEDURE FOR THE DETERMINA TION OF THE CORRECTION COEFFICIENTS
3.1. OVC-HEVs and OVC-FCHVs
For OVC-HEVs and OVC-FCHVs, one of the follo wing test sequences according to Figure A8.App2/1 shall be 
used to measure all values that are necessar y for the deter mination of the correction coeffi cients according to 
paragraph 2. of this appendix.EN Offi cial Jour nal of the European Union L 423/516 26.11.2021  
Figure A8.App2/1
OVC-HEV and OVC-FCHV test sequences
3.1.1. Opti on 1 test sequence
3.1.1.1. Preconditioning and soaking
Preconditioning and soaking shall be conduct ed according to paragraph 2.1. of Appendix 4 to this annex.
3.1.1.2. REESS adjustment
Prior to the test procedure according to paragraph 3.1.1.3. of this appendix, the manuf acturer may adjust the 
REESS. The manufacturer shall provid e evidence that the requirements for the beginning of the test according 
to paragraph 3.1.1.3. of this appendix are fulfilled.
3.1.1.3. Test procedure
3.1.1.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be select ed according to paragraph 3. of 
Appendix 6 to this annex.
3.1.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven.
3.1.1.3.3. Unless stated other wise in this appendix, the vehicle shall be tested according to the Type 1 test procedure 
descr ibed in Annex B6.
3.1.1.3.4. To obtain a set of applicable WLTP test cycles required for the determination of the correction coefficients, the 
test may be followed by a number of consecutive sequences required according to paragraph 2.2. of this 
appendix consisting of paragraph 3.1.1.1. to paragraph 3.1.1.3. inclusive of this appendix.
3.1.2. Opti on 2 test sequence
3.1.2.1. Preconditioning
The test vehicle shall be preconditioned according to paragraph 2.1.1. or paragraph 2.1.2. of Appendix 4 to this 
annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/517  
3.1.2.2. REESS adjustment
After preconditioning, soaking according to paragraph 2.1.3. of Appendix 4 to this annex shall be omitt ed and a 
break, during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minut es. A 
similar break shall be applied in advance of each test. Immediat ely after the end of this break , the requirements 
of paragraph 3.1.2.3. of this appendix shall be applied.
Upon request of the manuf acturer , an additional warm-up procedure may be conduct ed in advance of the REESS 
adjustment to ensure similar starting conditions for the correction coefficient determination. If the 
manuf acturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied 
repeate dly within the test sequence.
3.1.2.3. Test procedure
3.1.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be select ed according to paragraph 3. of 
Appendix 6 to this annex.
3.1.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven.
3.1.2.3.3. Unless stated other wise in this appendix, the vehicle shall be tested according to the Type 1 test procedure 
descr ibed in Annex B6.
3.1.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction 
coefficients, the test may be followed by a number of consecutive sequences required according to 
paragraph 2.2. of this appendix consisting of paragraphs 3.1.2.2. and 3.1.2.3. of this appendix.
3.2. NOVC-HEVs and NOVC-FCHVs
For NOVC-HEVs and NOVC-FCHVs, one of the following test sequences according to Figure A8.App2/2 shall be 
used to measure all values that are necessar y for the deter mination of the correction coeffi cients according to 
paragraph 2. of this appendix.
Figure A8.App2/2
NOVC-HEV and NOVC-FCHV test sequences
3.2.1. Opti on 1 test sequenceEN Offi cial Jour nal of the European Union L 423/518 26.11.2021  
3.2.1.1. Preconditioning and soaking
The test vehicle shall be preconditioned and soaked according to paragraph 3.3.1. of this annex.
3.2.1.2. REESS adjustment
Prior to the test procedure, according to paragraph 3.2.1.3. of this appendix, the manufacturer may adjust the 
REESS. The manufacturer shall provid e evidence that the requirements for the beginning of the test according 
to paragraph 3.2.1.3. of this appendix are fulfilled.
3.2.1.3. Test procedure
3.2.1.3.1. The driver-selectable mode shall be selecte d according to paragraph 3. of Appendix 6 to this annex.
3.2.1.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven.
3.2.1.3.3. Unless stated other wise in this appendix, the vehicle shall be tested according to the charg e-sustaining Type 1 
test procedure descr ibed in Annex B6.
3.2.1.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction 
coefficients, the test can be followe d by a number of consecutive sequences required according to 
paragraph 2.2. of this appendix consisting of paragraph 3.2.1.1. to paragraph 3.2.1.3. inclusive of this 
appendix.
3.2.2. Opti on 2 test sequence
3.2.2.1. Preconditioning
The test vehicle shall be preconditioned according to paragraph 3.3.1.1. of this annex.
3.2.2.2. REESS adjustment
After preconditioning, the soaking according to paragraph 3.3.1.2. of this annex shall be omitted and a break , 
during which the REESS is permitted to be adjusted, shall be set to a maximum duration of 60 minut es. A 
similar break shall be applied in advance of each test. Immediat ely after the end of this break , the requirements 
of paragraph 3.2.2.3. of this appendix shall be applied.
Upon request of the manuf acturer , an additional warm-up procedure may be conduct ed in advance of the REESS 
adjustment to ensure similar starting conditions for the correction coefficient determination. If the 
manuf acturer requests this additional warm-up procedure, the identical warm-up procedure shall be applied 
repeate dly within the test sequence.
3.2.2.3. Test procedure
3.2.2.3.1. The driver-selectable mode for the applicable WLTP test cycle shall be select ed according to paragraph 3. of 
Appendix 6 to this annex.
3.2.2.3.2. For testing, the applicable WLTP test cycle according to paragraph 1.4.2. of this annex shall be driven.
3.2.2.3.3. Unless stated other wise in this appendix, the vehicle shall be tested according to the Type 1 test procedure 
descr ibed in Annex B6.
3.2.2.3.4. To obtain a set of applicable WLTP test cycles that are required for the determination of the correction 
coefficients, the test can be followe d by a number of consecutive sequences required according to 
paragraph 2.2. of this appendix consisting of paragraphs 3.2.2.2. and 3.2.2.3. of this appendix.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/519  
4. As an option for the manufact urer , it is allowed to apply ΔMCO2,j defined in paragraph 4.5. of Appendix 2 to 
Annex B6 with the follo wing modifi cation:
ηalter nator is the effic iency of the altern ator
0,67 in case ΔEREESS,p is negative (cor responds to a disc harge)
1,00 in case ΔEREESS,p is positive (cor responds to a charg e)
4.1. In this case, the correcte d charg e-sustaining CO2 mass emission defined in paragraphs 4.1.1.3., 4.1.1.4. 
and 4.1.1.5. of this annex shall be replaced by ΔM CO2,j instead of KCO2,j ×EC DC,CS,j .EN Offi cial Jour nal of the European Union L 423/520 26.11.2021  
Appendix 3 
Deter mination of REESS current and REESS voltage for NOVC-HEVs, OVC-HEVs, OVC-FC HVs, PEVs 
and NOVC-FC HVs (as applicable) 
1. INTR ODUCTION
1.1. This appendix defines the method and required instr umentation to determi ne the REESS current and the REESS 
voltage of NOVC-HEVs, OVC-HEVs, OVC-FCHVs, PEVs and NOVC-FC HVs.
1.2. Measurement of REESS current and REESS voltage shall start at the same time as the test starts and shall end 
immediate ly after the vehicle has finished the test.
1.3. The REESS current and the REESS voltage of each phase shall be deter mined.
1.4. A list of the instr umentation used by the manufacturer to measure REESS voltage and current (including instr ument 
manuf acturer , model number , serial number , last calibration dates (where applicable)) during:
(a) The Type 1 test according to paragraph 3 of this annex;
(b) The procedure to deter mine the correction coeffi cients according to Appendix 2 of this annex (where 
applicable);
(c) For Level 1A;
The Ambient Tempe rature Correction Test (ATCT) as specified in Annex B6a shall be provided to the 
responsible author ity.
2. REESS CURRENT
REESS depletion is considered as a negative current.
2.1. External REESS current measurement
2.1.1. The REESS current(s) shall be measured during the tests using a clamp- on or closed type current transducer . The 
current measurement syste m shall fulfil the requirements specified in Table A8/1 of this annex. The current 
transducer(s) shall be capable of handling the peak currents at engine starts and temperature conditions at the point 
of measurement.
In order to have an accurat e measurement, zero adjustment and degaussing shall be performe d before the test 
according to the instr ument manufacturer's instr uctions.
2.1.2. Current transducers shall be fitted to any of the REESS on one of the cables connecte d directly to the REESS and 
shall include the total REESS current.
In case of shielded wires, appropr iate methods shall be applied in accordance with the responsible author ity.
In order to easily measure the REESS current using external measur ing equipment, the manufa cturer should provid e 
appropr iate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is oblig ed 
to suppor t the responsible author ity in connecting a current transducer to one of the cables directly connected to 
the REESS in the manner descr ibed abov e in this paragraph.
2.1.3. The current transducer output shall be sampled with a minimum frequency of 20 Hz. The measured current shall be 
integra ted over time, yielding the measured value of Q, expressed in amp ere-hours Ah. The integration may be done 
in the current measurement system.
2.2. Vehicle on-board REESS current data
As an alternative to paragraph 2.1. of this appendix, the manufa cturer may use on-board REESS current 
measurement data. The accuracy of these data shall be demonstrate d to the responsible author ity.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/521  
3. REESS VOLTAGE
3.1. External REESS voltag e measurement
Dur ing the tests descr ibed in paragraph 3. of this annex, the REESS voltag e shall be measured with the equipment 
and accuracy requirements specified in paragraph 1.1. of this annex. To measure the REESS voltag e using external 
measur ing equipment, the manuf acturers shall suppor t the responsible author ity by provi ding REESS voltage 
measurement points and safety instr uctions.
3.2. Nominal REESS voltag e
For NOVC-HEVs, NOVC-FC HVs, OVC-HEVs and OVC-FC HVs, instead of using the measured REESS voltage 
according to paragraph 3.1. of this appendix, the nominal voltage of the REESS determined according to IEC 
60050-482 may be used.
3.3. Vehicle on-board REESS voltag e data
As an alternati ve to paragraphs 3.1. and 3.2. of this appendix, the manufacturer may use the on-board voltage 
measurement data. The accuracy of these data shall be demonstrate d to the responsible author ity.
Table A8 App3/1
Test events Para. 3.1.Para. 3.2.
Para. 3.3.
60V or more Less than 60V
NOVC-HEV
shall not to be 
usedshall be usedshall not to be 
usedOVC-HEV CS condition
NOVC-FCHV
OVC-FCHV CS condition
REESS energy chang e-based correction 
procedure (Appendix 2)
OVC-HEV CD condition
shall be usedshall not to be 
usedallowed to use allowed to use OVC-FCHV CD condition
PEVEN Offi cial Jour nal of the European Union L 423/522 26.11.2021  
Appendix 4 
Preconditioning, soaking and REESS charging conditions of PEVs, OVC-HEVs and OVC-FCHVs (as 
applicable) 
1. This appendix descr ibes the test procedure for REESS and combustion engine preconditioning in preparation for:
(a) Electr ic rang e, charg e-depleting and charge-sust aining measurements when testing OVC-HEVs and OVC- 
FCH Vs; and
(b) Electr ic range measurements as well as electr ic energy consum ption measurements when testing PEVs.
2. OVC-HEV AND OVC-FC HV PRECONDITIONING AND SOAKING
2.1. Preconditioning and soaking when the test procedure starts with a charge-sustaining test
2.1.1. For preconditioning the combustion engine, the vehicle shall be driven over at least one applicable WLTP test 
cycle. Dur ing each driven preconditioning cycle, the charging balance of the REESS shall be determined. The 
preconditioning shall be stopped at the end of the applicable WLTP test cycle during whic h the break -off criterion 
is fulfilled according to paragraph 3.2.4.5. of this annex.
2.1.2. As an alternative to paragraph 2.1.1. of this appendix, at the request of the manufa cturer and upon approval of 
the responsible author ity, the state of charge of the REESS for the charg e-sustaining Type 1 test may be set 
according to the manuf acturer ’s recommendation in order to achi eve a test under charge-sustaining operating 
condition.
In such a case, a preconditioning procedure, such as that applicable to pure ICE vehicles as descr ibed in 
paragraph 2.6. of Annex B6, shall be applied.
2.1.3. Soaking of the vehicle shall be performe d according to paragraph 2.7. of Annex B6.
2.2. Preconditioning and soaking when the test procedure starts with a charge-depleting test
2.2.1. OVC-HEVs and OVC-FCHVs shall be driven over at least one applicable WLTP test cycle. Dur ing each driven 
preconditioning cycle, the charging balance of the REESS shall be determined. The preconditioning shall be 
stoppe d at the end of the applicable WLTP test cycle during which the break -off criterion is fulfilled according to 
paragraph 3.2.4.5. of this annex.
2.2.2. Soaking of the vehicle shall be perf ormed according to paragraph 2.7. of Annex B6. Forced cooling down shall not 
be applied to vehicles preconditioned for the Type 1 test. Dur ing soak, the REESS shall be charged using the 
normal charging procedure as defined in paragraph 2.2.3. of this appendix.
2.2.3. Application of a normal charge
Nor mal charging is the transfer of electr icity to an electr ified vehicle with a power of less than or equal to 22 kW.
Where there are several possible methods to perf orm a normal AC charge (e.g. cable, induction, etc.), the charging 
procedure via cable shall be used.
Where there are several AC charging power levels available, the highest normal charging power shall be used. An 
AC charging power lowe r than the highest normal AC charging power may be selected if recommended by the 
manuf acturer and by appro val of the responsible author ity.
2.2.3.1. The REESS shall be charged at an ambient temperature as specifi ed in paragraph 2.2.2.2. of Annex B6 with the 
on-board charg er if fitted.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/523  
In the followi ng cases, a charger recommended by the manufacturer and using the charging patte rn prescr ibed for 
normal charging shall be used if:
(a) No on-board charg er is fitted, or
(b) The charging time exceed s the soaking time defined in paragraph 2.7. of Annex B6.
The procedures in this paragraph exclude all types of special charg es that could be automatical ly or manually 
initiat ed, e.g. equalization charges or servicing charg es. The manufacturer shall declare that, during the test, a 
special charge procedure has not occur red.
2.2.3.2. End-of-cha rge criterion
The end-of-c harge criterion is reac hed when the on-board or exte rnal instr uments indicate that the REESS is fully 
charged . If the charging is performe d during soaking and finished before the minimum required soaking time as 
defined in paragraph 2.7. of Annex B6, the vehicle shall stay connecte d to the grid at least until the minimum 
required soaking time is reac hed.
3. PEV PREC ONDITIONING AND SOAKING
3.1. Initial charging of the REESS
Initial charging of the REESS consists of disc harging the REESS and applying a normal charg e.
3.1.1. Dischar ging the REESS
The discharg e procedure shall be performe d according to the manufact urer ’s recommendation. The manuf acturer 
shall guarantee that the REESS is as fully deplet ed as is possible by the disc harge procedure.
3.1.2. Soaking and application of a normal charge
Soaking of the vehicle shall be performe d in accordance with paragraph 2.7. of Annex B6.
Dur ing soak, the REESS shall be charged using the normal charging procedure as defined in paragraph 2.2.3. of 
this appendix.EN Offi cial Jour nal of the European Union L 423/524 26.11.2021  
Appendix 5 
Utility fact ors (UF) for OVC-HEVs and OVC-FCHV s (as applicable) 
1.Each Contracting Party may develop its own UFs.
2.The methodology recommended for the determination of a UF curve based on driving statistics is descr ibed in 
SAE J2841 (Sept. 2010, Issued 2009-03, Revised 2010-09).
3.For the calculation of a fractional utility factor UF j for the weighting factor of period j, the followi ng equation shall be 
applied by using the coeffi cients from Table A8.App5/1.
UF jðdjÞ¼1 – exp  – ∑k
i¼1Ci×dj
dn��i� � � �
 – ∑j – 1
l¼1UF l
where:
UF j utility factor for period j;
dj measured distance driven at the end of period j, km;
Ci ith coeffi cient (see Table A8.App5/1);
dn normalized distance (see Table A8.App5/1), km;
k number of terms and coeff icients in the exponent ;
j number of period considered;
i number of considered term /coefficient ;
∑j – 1
l¼1UF lsum of calculated utility factors up to period (j–1).
Table A8.App5/1
Parameters for the deter mination of fractional UFs (as applicable) 
Parameter Level 1A
dn 800 km
C1 26,25
C2 –38,94
C3 – 631,05
C4 5 964,83
C5 –25 095
C6 60 380,2
C7 –87 517
C8 75 513,8
C9 –35 749
C10 7 154,94EN Offi cial Jour nal of the European Union 26.11.2021 L 423/525  
Appendix 6 
Selection of driver-select able modes 
1. GENERAL REQUIREMENT
1.1. The manufacturer shall select the driver-selectable mode for the Type 1 test procedure according to paragraphs 2. to 4. 
inclusive of this appendix which enables the vehicle to follo w the considered test cycle within the speed trace 
tolerances according to paragraph 2.6.8.3.1.2. of Annex B6. This shall apply to all vehicle systems with driver- 
selectable modes including those not solely specifi c to the transmission.
1.2. The manufacturer shall provid e evidence to the responsible author ity concer ning:
(a) The availability of a predominant mode under the considered conditions;
(b) The maximum speed of the considered vehicle;
and if required:
(c) The best and worst case mode identified by the evidence on the fuel consump tion and, if applicable, on the CO 2 
mass emission/fuel consump tion in all modes. See paragraph 2.6.6.3. of Annex B6;
(d) The highest electr ic energy consuming mode;
(e) The cycle energy demand (according to paragraph 5 of Annex B7 where the target speed is replaced by the actual 
speed).
1.3. On the basis of technical evidence provided by the manufacturer and with the agreement of the responsible author ity, 
the dedicate d driver-selectable modes, such as "mountain mode" or "mainte nance mode" which are not intended for 
normal daily operation but only for special limited purposes, shall not be considered. Irrespective of the driver- 
selectable mode selected for the Type 1 test according to paragraph 2. and 3. of this appendix, the vehicle shall 
compl y with the criteria emissions limits in all remaining driver-selectable modes used for forward driving.
2. OVC-HEVs and OVC-FCHVs (as applicable) equipped with a driver-selectable mode under charg e-depleting operating 
condition
For vehicles equipped with a driver-selectable mode, the mode for the charge-depl eting Type 1 test shall be selecte d 
according to the followi ng conditions.
The flow chart in Figure A8.App6/1 illustrates the mode selection according to this paragraph.
2.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-depl eting 
operating condition, this mode shall be selecte d.
2.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow 
the reference test cycle under charg e-depleting operating condition, the mode for the test shall be select ed according to 
the follo wing conditions:
(a) If there is only one mode whic h allows the vehicle to follow the reference test cycle under charg e-depleting 
operating conditions, this mode shall be selecte d;
(b) If several modes are capable of followi ng the reference test cycle under charg e-depleting operating conditions and 
none of those modes is a conf igurable start mode, the worst case mode for electr ic energy consump tion of those 
modes shall be select ed;
(c) If several modes are capable of followi ng the reference test cycle under charg e-depleting operating conditions and 
at least two of those modes are a conf igurable start mode, the worst case mode for electr ic energy consump tion 
shall be select ed from these conf igurable start modes.EN Offi cial Jour nal of the European Union L 423/526 26.11.2021  
2.3. If there is no mode according to paragraph 2.1. and paragraph 2.2. of this appendix that enables the vehicle to follow 
the reference test cycle, the referen ce test cycle shall be modifi ed according to paragraph 9 of Annex B1:
(a) If there is a predominant mode which allows the vehicle to follow the modifi ed reference test cycle under charge- 
depleting operating conditions, this mode shall be selected.
(b) If there is no predominant mode but other modes whic h allow the vehicle to follow the modifi ed reference test 
cycle under charge-depleting operating condition, the worst case mode for electr ic energy consump tion of those 
modes shall be selected. In the case that at least two or more conf igurable start modes, the worst case mode for 
electr ic energy consump tion shall be selected from these conf igurable start modes;
(c) If there is no mode whic h allows the vehicle to follo w the modif ied reference test cycle under charge-depleting 
operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst 
case mode for electr ic energy consum ption shall be selected.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/527  
Figure A8.App6/1a and Figure A8.App6/1b
Selection of driver-select able mode for OVC-HEVs and OVC-FCHV s (as applicable) under charge-depleting operating condition
EN Offi cial Jour nal of the European Union L 423/528 26.11.2021  
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/529  
3. OVC-HEVs, NOVC-HEVs, OVC-FC HVs and NOVC-FC HVs (as applicable) equipped with a driver-selectable mode 
under charge-sustaining operating condition
For vehicles equipped with a driver-selectable mode, the mode for the charge-sus taining Type 1 test shall be select ed 
according to the followi ng conditions.
The flow chart in Figure A8.App6/2 illustrates the mode selection according to this paragraph.
3.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle under charge-sustaining 
operating condition, this mode shall be selecte d.
3.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow 
the reference test cycle under charg e-sustaining operating condition, the mode for the test shall be select ed according 
to the following conditions:
(a) If there is only one mode whic h allows the vehicle to follow the reference test cycle under charge-sustaining 
operating conditions, this mode shall be selecte d;
(b) If several modes are capable of followi ng the reference test cycle under charg e-sustaining operating conditions and 
none of those modes is a conf igurable start mode, the vehicle shall be tested for criteria emissions, CO 2 emissions 
in the best case mode and worst case mode. Best and worst case modes shall be identif ied by the evidence 
provided on the CO 2 emissions in all modes. CO 2 emissions shall be the arithmetic average of the test results in 
both modes. Test results for both modes shall be recorded.
At the request of the manufacturer , the vehicle may altern atively be tested with the driver-selectable mode in the 
worst case position for CO 2 emissions.
(c) If several modes are capable of followi ng the reference test cycle under charg e-sustaining operating conditions and 
at least two or more of those modes are a conf igurable start mode, the worst case mode for CO 2 emissions and 
fuel consump tion shall be select ed from these conf igurable start modes.
3.3. If there is no mode according to paragraph 3.1. and paragraph 3.2. of this appendix that enables the vehicle to follow 
the reference test cycle, the referen ce test cycle shall be modifi ed according to paragraph 9. of Annex B1:
(a) If there is a predominant mode which allows the vehicle to follow the modifi ed reference test cycle under charge- 
sustaining operating condition, this mode shall be select ed.
(b) If there is no predominant mode but other modes whic h allow the vehicle to follow the modifi ed reference test 
cycle under charg e-sustaining operating condition, the worst case mode for CO2 emissions and fuel consump tion 
of these modes shall be select ed.
(c) If there is no mode which allows the vehicle to follow the modifi ed reference test cycle under charge-sustaining 
operating condition, the mode or modes with the highest cycle energy demand shall be identified and the worst 
case mode for CO2 emissions and fuel consum ption of those modes shall be selected. In the case that at least two 
or more of these modes are a configurable start mode, the worst case mode for CO 2 emissions and fuel 
consump tion shall be selecte d from these modes.EN Offi cial Jour nal of the European Union L 423/530 26.11.2021  
Figure A8.App6/2a and Figure A8.App6/2b
Selection of a driver-selectable mode for OVC-HEVs, NOVC-HEVs, OVC-FCHVs and NOVC- FCH Vs under charge-sust aining operating condition
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/531  
EN Offi cial Jour nal of the European Union L 423/532 26.11.2021  
4. PEVs EQUIPPED WITH A DRIVER -SELECT ABLE MODE
For vehicles equipped with a driver-selectable mode, the mode for the test shall be selecte d according to the followi ng 
conditions.
The flow chart in Figure A8.App6/3 illustrates the mode selection according to this paragraph.
4.1. If there is a predominant mode that enables the vehicle to follow the reference test cycle, this mode shall be select ed.
4.2. If there is no predominant mode or if there is a predominant mode but this mode does not enable the vehicle to follow 
the reference test cycle, the mode for the test shall be selecte d according to the follo wing conditions:
(a) If there is only one mode which allows the vehicle to follo w the referen ce test cycle, this mode shall be selected;
(b) If several modes are capable of following the reference test cycle and none of those modes is a configurable start 
mode, the worst case mode for electr ic energy consump tion of those modes shall be selected;
(c) If several modes are capable of followi ng the reference test cycle and at least two of those modes are a conf igurable 
start mode, the worst case mode for electr ic energy consump tionshall be selected from these conf igurable start 
modes.
4.3. If there is no mode according to paragraph 4.1. and paragraph 4.2. of this appendix that enables the vehicle to follow 
the reference test cycle, the reference test cycle shall be modified according to paragraph 9. of Annex B1. The resulting 
test cycle shall be named as the applicable WLTP test cycle:
(a) If there is a predominant mode which allows the vehicle to follo w the modif ied reference test cycle, this mode 
shall be select ed;
(b) If there is no predominant mode but other modes whic h allow the vehicle to follow the modifi ed reference test 
cycle, worst case mode for electr ic energy consump tion of those modes shall be selecte d. In the case that at least 
two or more conf igurable start modes, the worst case mode for electr ic energy consum ption shall be select ed 
from these conf igurable start modes;
(c) If there is no mode which allows the vehicle to follow the modified reference test cycle, the mode or modes with 
the highest cycle energy demand shall be identif ied and the worst case mode for electr ic energy consump tion 
shall be select ed.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/533  
Figure A8.App6/3a and Figure A8.App6/3b
Selection of the driver-selectable mode for PEVs
EN Offi cial Jour nal of the European Union L 423/534 26.11.2021  
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/535  
Appendix 7 
Fuel consumption measurement of compressed hydrogen fuel cell hyb rid vehicles 
1. GENERAL REQUIREMENTS
Fuel consump tion shall be measured using the gravimetr ic method in accordance with paragraph 2. of this 
appendix.
At the request of the manufacturer and with appro val of the responsible author ity, fuel consum ption may be 
measured using either the pressure method or the flow method. In this case, the manufacturer shall provide 
technical evidence that the method yields equivalent results. The pressure and flow methods are descr ibed in 
ISO 23828.
2. GRA VIMETRIC METHOD
Fuel consump tion shall be calculat ed by measur ing the mass of the fuel tank before and after the test.
2.1. Equipment and setting
2.1.1. An example of the instr umentation is shown in Figure A8.App7/1. One or more off-vehicle tank s shall be used to 
measure the fuel consump tion. The off-vehicle tank(s) shall be connected to the vehicle fuel line between the 
original fuel tank and the fuel cell system.
2.1.2. For preconditioning, the originally installed tank or an extern al source of hydrog en may be used.
2.1.3. The refuelling pressure shall be adjust ed to the manufacturer ’s recommended value.
2.1.4. Difference of the gas supply pressures in lines shall be minimized when the lines are switch ed.
In the case that influence of pressure differ ence is expected, the manufacturer and the responsible author ity shall 
agree whether correction is necessar y or not.
2.1.5. Balance
2.1.5.1. The balance used for fuel consump tion measurement shall meet the specification of Table A8.App7/1.
Table A8.App7/1
Analytical balance verification criter ia 
Measurement system Reso lution Precision
Balance 0,1 g maximum ± 0,02 maximum (a)
(a)Fuel consump tion (REESS charge balance = 0) during the test, in mass, standard deviation
2.1.5.2. The balance shall be calibrated in accordance with the specif ications provid ed by the balance manufacturer or at 
least as often as specifi ed in Table A8.App7/2.EN Offi cial Jour nal of the European Union L 423/536 26.11.2021  
Table A8.App7/2
Instr ument calibration inter vals 
Instr ument checks Inter val
Precision Yearly and at major maint enance
2.1.5.3. Appropr iate means for reducing the effects of vibration and convection, such as a dam ping table or a wind barrier, 
shall be provided.
Figure A8.App7/1
Exa mple of instr umentation
where:
1is the external fuel supply for preconditioning
2is the pressure regulator
3is the original tank
4is the fuel cell system
5is the balance
6is/are off-vehicle tank(s) for fuel consump tion measurement
2.2. Test procedure
2.2.1. The mass of the off-vehicle tank shall be measured before the test.
2.2.2. The off-vehicle tank shall be connected to the vehicle fuel line as shown in Figure A8.App7/1.
2.2.3. The test shall be conduct ed by fuelling from the off-vehicle tank .
2.2.4. The off-vehicle tank shall be removed from the line.
2.2.5. The mass of the tank and fuel consumed after the test shall be measured.
2.2.5.1. At the request of the manuf acturer and with approval of the responsible author ity, the chang e in weight of the 
hydrogen in the auxiliar y line between points 2 and 4 in Figure A8.App7/1 due to changes in temperature and 
pressure may be taken into consideration.
2.2.6. The non-balanced charg e-sustaining fuel consump tion FC CS,nb from the measured mass before and after the test 
shall be calculated using the following equation:
FCCS,nb ¼g1 – g2
d×100EN Offi cial Jour nal of the European Union 26.11.2021 L 423/537  
where:
FC CS,nb is the non-balanced charg e-sustaining fuel consum ption measured during the test, kg/100 km;
g1 is the mass of the tank at the start of the test, kg;
g2 is the mass of the tank at the end of the test, kg;
d is the distance driven during the test, km.
2.2.7. This paragraph is only applicable for Level 1B;
Separate fuel consum ption FC CS,nb,p as defined in paragraphs 4.2.1.2.4. and 4.2.1.2.5. of this annex shall be 
calculat ed for each individual phase in accordance with paragraph 2.2. of this appendix. The test procedure shall 
be conduct ed with off-vehicle tank s and connections to the vehicle fuel line which are individually prepared for 
each phase.EN Offi cial Jour nal of the European Union L 423/538 26.11.2021  
Appendix 8 
Calculation of additional values required for checking the Conformit y of Production of electr ic 
energy consumption of PEVs and OVC-HEVs 
For the conf ormity of production, specifi c values are required to be provided, the calculation of which is descr ibed in this 
appendix.
1. CALCUL ATION OF ELECTRIC ENER GY CONSUMPTION VALU ES OF PEVS FOR CONFORMIT Y OF PRODUCTION
1.1. The followi ng value shall be declared and used for verifying the conf ormity of production with respect to the electr ic 
energy consump tion of PEVs:
EC DC – i,COP ¼EC DC,first,i ×AF EC,i
where:
i is representing – in the case the interpolation method is applied – the index L for vehicle L and the 
index H for vehicle H. In the case the interpolation method is not applied, index i is representing the 
vehicle tested and paragraph 1.2. of this appendix shall be omitt ed;
EC DC – i,COP is the electr ic energy consum ption of vehicle i based on the REESS depletion of the first applicable 
WLTC test cycle provi ded for the verification during the conf ormity of production test procedure;
EC DC,first,i is the electr ic energy consum ption of vehicle i based on the REESS depletion of the first applicable 
WLTC test cycle according to paragraph 4.3. of this annex, in Wh/km;
AF EC,i is the adjustment factor of vehicle i whic h compensat es the diffe rence between the charg e-depleting 
electr ic energy consum ption value declared after having perf ormed the Type 1 test procedure during 
type approval and the measured test result deter mined during the conf ormity of production test 
procedure
and
AF EC,i¼EC WLTC,declared,i
EC WLTC,i
where
EC WLTC,declared,i is the declared electr ic energy consump tion of vehicle i for PEVs according to paragraph 1.2.3. of 
Annex B6;
EC WLTC,i is the measured electr ic energy consum ption of vehicle i according to paragraph 4.3.4.2. of this 
annex.
1.1.1. In the case that the interpolati on method is applied, the values declared and used for verifying the conf ormity of 
production with respect to the electr ic energy consum ption of vehicle H and vehicle L shall be the input values for 
the interpolation of the individual electr ic energy consump tion values according to paragraph 1.2. of this appendix.
1.2. Interp olation of the individual electr ic energy consump tion value of PEVs
This paragraph shall only be applied in the case the interpolation method is applied. The interpolated electr ic energy 
consum ption value shall be declared and used for verifying the conf ormity of production with respect to the electr ic 
energy consump tion of the individual vehicle:
EC DC – ind,COP ¼EC DC – L,COP þKind×ðEC DC – H,COP  – EC DC – L,COP Þ
where:
EC DC – ind,COP is the electr ic energy consump tion of an individual vehicle for the conf ormity of production, 
Wh/km;
EC DC – L,COP is the electr ic energy consum ption of vehicle L for the conf ormity of production deter mined 
according to paragraph 1.1. of this appendix, Wh/km;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/539  
EC DC – H,COP is the electr ic energy consump tion of vehicle H for the conf ormity of production deter mined 
according to paragraph 1.1. of this appendix, Wh/km;
Kind is the interpolation coefficient for the considered individual vehicle for the applicable WLTP test 
cycle, according to paragraph 4.5.3. of this annex.
2. CALCUL ATION OF ELECTRIC ENER GY CONSUMPTION VALU ES OF OVC-HEV S FOR CONFORMIT Y OF PRODUCTION
This paragraph shall only be applied if there is no engine start in the first cycle of the charg e-depleting Type 1 test 
during Type Approva l. In the case there is an engine start, this paragraph shall be omitt ed.
2.1. The followi ng value shall be declared and used for verifying the conf ormity of production with respect to electr ic 
energy consump tion value of OVC-HEVs:
EC DC,CD – i,COP ¼EC DC,CD,first,i ×AF EC,AC,CD,i
where:
i is representing – in the case the interpolation method is applied – the index L for vehicle L and the 
index H for vehicle H. In the case the interpolation method is not applied, index i is representing 
the vehicle tested and paragraph 2.2. of this appendix shall be omitt ed.
EC DC,CD – i,COP is the charge-d epleting electr ic energy consump tion based on the REESS depletion of the first 
applicable WLTC test cycle of the charge-depleting Type 1 test provi ded for the verification 
during the conf ormity of production test procedure;
EC DC,CD,first,i is the charge-depleting electr ic energy consum ption of vehicle i based on the REESS depletion of 
the first applicable WLTC test cycle of the charge-depleting Type 1 test according to 
paragraph 4.3. of this annex, Wh/km;
AF EC,A C,CD,i is the adjustment factor of vehicle i for the charge-depl eting electr ic energy consump tion which 
compen sates the diffe rence between the value declared after having perf ormed the Type 1 test 
procedure during type approval and the measured test result determined during the conf ormity 
of production test procedure.
and
For Level 1A
AF EC,AC,CD,i ¼ECAC,CD,declared,i
ECAC,CD,i
where
EC AC,CD,declared,i is the declared charg e-depleting electr ic energy consump tion of vehicle i of the charge-depleting 
Type 1 test according to paragraph 1.2.3. of Annex B6.
EC AC,CD,i is the measured charg e-depleting electr ic energy consum ption of vehicle i of the charg e-depleting 
Type 1 test according to paragraph 4.3.1. of this annex.
For Level 1B
AF EC,AC,CD,i ¼ECdeclared,i
ECi
where
EC declared,i is the declared electr ic energy consump tion of vehicle i of the charg e-depleting Type 1 test 
according to paragraph 1.2.3. of Annex B6.
EC ,i is the measured electr ic energy consump tion of vehicle i of the charg e-depleting Type 1 test 
according to paragraph 4.3.3.1. of this annex.
2.1.1. In the case that the interpolati on method is applied, the values declared and used for verifying the conf ormity of 
production with respect to the electr ic energy consum ption of vehicle H and vehicle L shall be the input values for 
the interpolation of the individual electr ic energy consump tion values according to paragraph 2.2. of this appendix.EN Offi cial Jour nal of the European Union L 423/540 26.11.2021  
2.2. Interp olation of the individual charge-depleting electr ic energy consum ption value
This paragraph shall only be applied in the case the interpolation method is applied. The interpolated electr ic energy 
consum ption value shall be declared and used for verifying the conf ormity of production with respect to the electr ic 
energy consump tion value of the individual vehicle:
EC DC – ind,CD,COP ¼EC DC – L,CD,COP þKind×ðEC DC – H,CD,COP  – EC DC – L,CD,COP Þ
where:
EC DC – ind,CD,COP is the charge-d epleting electr ic energy consump tion of an individual vehicle for the 
conf ormity of production, Wh/km;
EC DC – L,CD,COP is the charg e-depleting electr ic energy consump tion of vehicle L for the conf ormity of 
production determined according to paragraph 2.1. of this appendix, Wh/km;
EC DC – H,CD,COP is the charge-depl eting electr ic energy consump tion of vehicle H for the conf ormity of 
production determined according to paragraph 2.1. of this appendix, Wh/km;
Kind is the interpolation coefficient for the considered individual vehicle for the applicable 
WLTP test cycle, according to paragraph 4.5.3. of this annex.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/541  
ANNEX B9 
Deter mination of method equivalency 
This annex is only applicable for Level 1A;
1. GENERAL REQUIREMENT
Upon request of the manuf acturer , other measurement methods may be appro ved by the responsible author ity if they 
yield equivalent results in accordance with paragraph 1.1. of this annex. The equivalence of the candidate method 
shall be demonstrat ed to the responsible author ity.
1.1. Decision on equivalency
A candidate method shall be considered equivalent if the accuracy and precision is equal to or better than the reference 
method.
1.2. Determination of equivalency
The determination of method equivalency shall be based on a correlation study between the candidate and the 
reference methods. The methods to be used for correlation testing shall be subject to approval by the responsible 
author ity.
The basic principle for the determination of accuracy and precision of candidate and reference methods shall follow 
the guidelines in ISO 5725 Part 6 Annex 8 "Compar ison of alternative Measurement Methods".
1.3. Implementation requirements (RESER VED)EN Offi cial Jour nal of the European Union L 423/542 26.11.2021  
ANNEXES PART C 
Annex C1: [Reser ved]
Annex C2: [Reser ved]EN Offi cial Jour nal of the European Union 26.11.2021 L 423/543  
ANNEX C3 
Type 4 test 
Deter mination of evaporativ e emissions from vehicles with engines fuelled with petrol 
Type 4 test procedures and test conditions
1. INTR ODUCTION
This annex provid es the method to determi ne the levels of evaporative emission from light-duty vehicles in a 
repeatable and reproducible manner designed to be representative of real world vehicle operation.
2. TECHNIC AL REQUIREMENTS
2.1. The procedure includes the evaporative emissions test and two additional tests, one for the ageing of carbon 
canist ers, as descr ibed in paragraph 5.1. of this annex, and one for the permeability of the fuel tank system , as 
descr ibed in paragraph 5.2. of this annex. The evaporative emissions test (Figure C3/4) determines 
hydrocarbon evaporative emissions as a consequence of diur nal temperature fluctuations and hot soaks 
during parking.
2.2. In the case that the fuel system contains more than one carbon caniste r, all references to the term "carbon 
canist er" in this annex will apply to each carbon canister .
3. VEHICLE
The vehicle shall be in good mech anical condition and have been run-in and driven at least 3 000 km before 
the test. For the purpose of the deter mination of evaporative emissions, the mileage and the age of the vehicle 
used for certification shall be recorded. The evaporative emission control system shall be connect ed and 
functioning correctly during the run-in period. The aged carbon canister shall not be installed during the 
run-in period.
A carbon canister aged according to the procedure descr ibed in paragraphs 5.1. to 5.1.3.1.3. inclusive of this 
annex shall not be installed until the start of the fuel drain and refill procedure specified in paragraph 6.5.1. 
of this annex.
4. TEST EQUIPMENT , CALI BRA TION REQUIREMENTS AND INTER VALS
Unless state d other wise in this paragraph, equipment used for testing shall be calibrated before its initial use 
and at appropr iate service inter vals thereaf ter. An appropr iate service interval shall be either equipment 
manuf acturer recommendation or according to good engineer ing practice.
4.1. Chassis dynamometer
The chassis dynamomet er shall meet the requirements of paragraphs 2. to 2.4.2. inclusive of Annex B5.
4.2. Evaporative emission measurement enclosure
The evaporative emission measurement enclosure shall be a gas-tight rectangular measur ing chamber able to 
contain the vehicle under test. The vehicle shall be accessible from all sides and the enclosure when sealed 
shall be gas-tight in accordance with paragraph 4.2.3.3. of this annex. The inner surface of the enclosure shall 
be impermeable and non-reactive to hydrocarbons. The temperature conditioning system shall be capable of 
controlling the intern al enclosure air temperature to follow the prescr ibed temperature versus time profile 
throughout the test, and an average tolerance of 1 °C over the duration of the test.
The control system shall be tuned to provid e a smooth temperature patte rn that has a minimum of overshoot, 
hunting, and instability about the desired long-t erm ambient temperature prof ile. Interi or surface 
temperatures shall not be less than 5 °C nor more than 55 °C at any time during the diur nal emission test.EN Offi cial Jour nal of the European Union L 423/544 26.11.2021  
Wall design shall be such as to promot e good dissipation of heat. Interi or surface temperatures shall not be 
below 20 °C, nor abov e 52 °C for the duration of the hot soak rest.
To accommodat e the volume changes due to enclosure temperature changes, either a variable-volume or fixed- 
volume enclosure may be used.
4.2.1. Variable-volume enclosure
The variable-volume enclosure expands and contracts in response to the temperature chang e of the air mass in 
the enclosure. Two poten tial means of accommodating the internal volume chang es are mov able panel(s), or a 
bello ws design, in whic h an impermeable bag or bags inside the enclosure expand(s) and contracts(s) in 
response to internal pressure change s by exchanging air from outside the enclosure. Any design for volume 
accommodation shall maintain the integr ity of the enclosure as specifi ed in paragraph 4.2.3. of this annex 
over the specified temperature range .
Any method of volume accommodation shall limit the differential between the enclosure intern al pressure and 
the barometr ic pressure to a maximum value of ± 0,5 kPa.
The enclosure shall be capable of latching to a fixed volume. A variable volume enclosure shall be capable of 
accommodating a +7 per cent change from its "nominal volume" (see paragraph 4.2.3.1.1. of this annex), 
taking into account temperature and barometr ic pressure variation during testing.
4.2.2. Fixed-volume enclosure
The fixed-vol ume enclosure shall be constr ucted with rigid panels that maintain a fixed enclosure volume, and 
meet the requirements below .
4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air at a low, constant rate from the 
enclosure throughout the test. An inlet flow stream may provide make-up air to balance the outgoing flow 
with incoming ambient air. Inlet air shall be filtered with activat ed carbon to provide a relatively constant 
hydrocarbon level. Any method of volume accommodation shall maintain the differential between the 
enclosure internal pressure and the barometr ic pressure between 0 and – 0,5 kPa.
4.2.2.2. The equipment shall be capable of measur ing the mass of hydrocarbon in the inlet and outlet flow streams 
with a resolution of 0,01 gram. A bag sampling system may be used to collect a propor tional sam ple of the 
air withdrawn from and admitted to the enclosure. Alte rnatively , the inlet and outlet flow streams may be 
continuously analysed using an on-line FID analyser and integrat ed with the flow measurements to provide a 
continuous record of the mass hydrocarbon remo val.
4.2.3. Calibration of the enclosure
4.2.3.1. Initial determination of internal volume of the enclosure
4.2.3.1.1. Before its initial use, the internal volume of the chamber shall be determined as follows:
The internal dimensions of the chamber are carefully measured, allowing for any irregular ities such as bracing 
struts. The internal volume of the chamber is deter mined from these measurements.
For variable-volume enclosures, the enclosure shall be latched to a fixed volume when the enclosure is held at 
an ambient temperature of 30 °C or at the choice of the manufacturer 29 °C. This nominal volume shall be 
repeatable within ± 0,5 per cent of the repor ted value.
4.2.3.1.2. The net internal volume is deter mined by subtracting 1,42 m3 from the internal volume of the chamber . 
Alternatively the volume of the test vehicle with the lugg age compar tment and windows open may be used 
instead of the 1,42 m3.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/545  
4.2.3.1.3. The chamber shall be check ed as in paragraph 4.2.3.3. of this annex. If the propane mass does not correspond 
to the injected mass to within ± 2 per cent, then corrective action is required.
4.2.3.2. Determination of chamber background emissions
This operation deter mines that the chamber does not contain any mat erials that emit signif icant amounts of 
hydrocarbons. The check shall be carried out at the enclosure's introduction to service, after any operations in 
the enclosure which may affect backg round emissions and at a frequency of at least once per year.
4.2.3.2.1. Variable-volume enclosures may be operated in either latche d or unlatc hed volume conf iguration, as descr ibed 
in paragraph 4.2.3.1.1. of this annex, ambient temperatures shall be maintained at 35 °C ± 2 °C, or at the 
choice of the manufacturer 36 °C ± 2 °C, throughout the 4-hour period mentioned below .
4.2.3.2.2. Fixed volume enclosures shall be operat ed with the inlet and outlet flow streams closed. Ambient 
temperatures shall be maintained at 35 °C ± 2 °C, or at the choice of the manufacturer 36 °C ± 2 °C, 
throughout the 4-hour period mentioned below .
4.2.3.2.3. The enclosure may be sealed and the mixing fan operat ed for a period of up to 12 hours before the 4-hour 
backg round sampling period begins.
4.2.3.2.4. The analyser (if required) shall be calibrated, then zeroed and spanned.
4.2.3.2.5. The enclosure shall be purged until a stable hydrocarbon reading is obtained, and the mixing fan turned on if 
not already on.
4.2.3.2.6. The chamber is then sealed and the background hydrocarbon concentration, temperature and barometr ic 
pressure are measured. These are the initial readings CHCi, Pi, Ti used in the enclosure background calculation.
4.2.3.2.7. The enclosure is allowed to stand undisturbed with the mixing fan on for a period of four hours.
4.2.3.2.8. At the end of this time the same analyser is used to measure the hydrocarbon concentration in the chamber . 
The temperature and the barometr ic pressure are also measured. These are the final readings CHCf, Pf, Tf.
4.2.3.2.9. The chang e in mass of hydrocarbons in the enclosure shall be calculat ed over the time of the test in accordance 
with paragraph 4.2.3.4. of this annex and shall not exceed 0,05 g.
4.2.3.3. Calibration and hydrocarbon retention test of the chamber
The calibration and hydrocarbon retention test in the chamber provid es a chec k on the calculat ed volume in 
paragraph 4.2.3.1. of this annex and also measures any leak rate. The enclosure leak rate shall be deter mined 
at the enclosure's introduction to service, after any operations in the enclosure whic h may affect the integrity 
of the enclosure, and at least monthly thereaf ter. If six consecutive monthly retention checks are successfully 
compl eted without corrective action, the enclosure leak rate may be determined quar terly thereaf ter as long 
as no corrective action is required.
4.2.3.3.1. The enclosure shall be purged until a stable hydrocarbon concentration is reach ed. The mixing fan is turned 
on, if not already switc hed on. The hydrocarbon analyser is zeroed, calibrate d if required, and spanned.
4.2.3.3.2. On variable-volume enclosures, the enclosure shall be latched to the nominal volume position. On fixed- 
volume enclosures the outlet and inlet flow streams shall be closed.EN Offi cial Jour nal of the European Union L 423/546 26.11.2021  
4.2.3.3.3. The ambient temperature control system is then turned on (if not already on) and adjuste d for an initial 
temperature of 35 °C, or at the choice of the manufacturer 36 °C.
4.2.3.3.4. When the enclosure stabilises at 35 °C ± 2 °C, or at the choice of the manuf acturer 36 °C ± 2 °C, the enclosure 
is sealed and the backg round concentration, temperature and barometr ic pressure measured. These are the 
initial readings CHCi, Pi, Ti used in the enclosure calibration.
4.2.3.3.5. A quantity of appro ximatel y 4 grams of propane is injected into the enclosure. The mass of propane shall be 
measured to an accuracy and precision of ± 2 per cent of the measured value.
4.2.3.3.6. The cont ents of the chamber shall be allowe d to mix for five minutes and then the hydrocarbon concentration, 
temperature and barometr ic pressure are measured. These are the readings CHCf, Pf, Tf for the calibration of the 
enclosure as well as the initial readings CHCi, Pi, Ti for the retention chec k.
4.2.3.3.7. Based on the readings taken according to paragraph 4.2.3.3.4. and 4.2.3.3.6. of this annex and the formula in 
paragraph 4.2.3.4. of this annex, the mass of propane in the enclosure is calculat ed. This shall be within ± 2 
per cent of the mass of propane measured in paragraph 4.2.3.3.5. of this annex.
4.2.3.3.8. For variable-v olume enclosures the enclosure shall be unlatc hed from the nominal volume conf iguration. For 
fixed-vol ume enclosures, the outlet and inlet flow streams shall be opened.
4.2.3.3.9. The process is then begun of cycling the ambient temperature from 35 °C to 20 °C and back to 35 °C, or at the 
choice of the manufacturer 35,6 °C to 22,2 °C and back to 35,6 °C, over a 24-hour period according to the 
profile, or the alternative prof ile, specifi ed in paragraph 6.5.9. of this annex within 15 minut es of sealing the 
enclosure. (Tolerances as specif ied in paragraph 6.5.9.1. of this annex.)
4.2.3.3.10. At the compl etion of the 24-hour cycling period, the final hydrocarbon concentration, temperature and 
barometr ic pressure are measured and recorded. These are the final readings CHCf, Pf, Tf for the hydrocarbon 
retention check.
4.2.3.3.11. Using the formula in paragraph 4.2.3.4. of this annex, the hydrocarbon mass is then calculated from the 
readings taken in paragraphs 4.2.3.3.6. and 4.2.3.3.10. of this annex. The mass may not diffe r by more than 
3 per cent from the hydrocarbon mass given in paragraph 4.2.3.3.7. of this annex.
4.2.3.4. Calculations
The calculation of net hydrocarbon mass change within the enclosure is used to deter mine the chamber's 
hydrocarbon back ground and leak rate. Initial and final readings of hydrocarbon concentration, temperature 
and barometr ic pressure are used to calculat e the mass change .
The calculation shall be under taken in accordance with the equation in either paragraph 7.1. or altern atively 
paragraph 7.1.1. of this annex, using the followi ng value for V.
V is the net enclosure volume, m3.
4.3. Analytical systems
The analytical systems shall meet the requirements of paragraphs 4.3.1. to. 4.3.3. of this annex.
Continuous measur ing of hydrocarbons is not mandatory unless the fixed volume type enclosure is used.
4.3.1. Hydrocarbon analyserEN Offi cial Jour nal of the European Union 26.11.2021 L 423/547  
4.3.1.1. The atmosphere within the chamber is monitor ed using a hydrocarbon detect or of the FID type. Sample gas 
shall be drawn from the mid-point of one side wall or roof of the chamber and any bypass flow shall be 
retur ned to the enclosure, preferably to a point immediately down stream of the mixing fan.
4.3.1.2. The hydrocarbon analyser shall have a response time to 90 per cent of final reading of less than 1,5 seconds. 
Its stability shall be better than 2 per cent of full scale at zero and at 80 ± 20 per cent of full scale over 
a 15-minute period for all operational ranges.
4.3.1.3. The repeatability of the analyser expressed as one standard deviation shall be bette r than ± 1 per cent of full 
scale deflection at zero and at 80 ± 20 per cent of full scale on all ranges used.
4.3.1.4. The operational ranges of the analyser shall be chosen to give best resolution over the measurement, 
calibration and leak checking procedures.
4.3.2. Hydrocarbon analyser data recording syste m
4.3.2.1. The hydrocarbon analyser shall be fitted with a device to record electr ical signal output either by strip char t 
recorder or other data processing system at a frequency of at least once per minute. The recording system 
shall have operating charact eristics at least equivalent to the signal being recorded and shall provi de a 
permanent record of results. The record shall show a positive indication of the beginning and end of the hot 
soak or diur nal emission test (including beginning and end of sampling periods along with the time elapsed 
between start and compl etion of each test).
4.3.3. Checki ng of FID hydrocarbon analyser
4.3.3.1. Detector response optimisation
The FID shall be adjuste d as specifi ed by the instr ument manufa cturer . Propane in air should be used to 
optimise the response on the most common operating rang e.
4.3.3.2. Calibration of the hydrocarbon analyser
The analyser should be calibrated using propane in air and purified synthetic air. See paragraph 6.2. of 
Annex B5 of this Regulation.
Each of the normally used operating ranges are calibrated in accordance with paragraphs 4.3.3.2.1. to 
4.3.3.2.4. of this annex.
4.3.3.2.1. Establish the calibration curve by at least five calibration points spaced as evenly as possible over the operating 
rang e. The nominal concentration of the calibration gas with the highest concentrations to be at least 80 per 
cent of the full scale.
4.3.3.2.2. Calculat e the calibration curve by the method of least squares. If the resulting polynomial degree is greate r 
than 3, then the number of calibration points shall be at least the number of the polynomial degree plus 2.
4.3.3.2.3. The calibration curve shall not diffe r by more than 2 per cent from the nominal value of each calibration gas.
4.3.3.2.4. Using the coeffi cients of the polynomial derived from paragraph 5. of Annex B5, a table of indicated reading 
against true concentration shall be drawn up in steps of no greater than 1 per cent of full scale. This is to be 
carried out for each analyser range calibrated. The table shall also contain other relevant data such as:
(a) Date of calibration, span and zero poten tiometer readings (where applicable);
(b) Nominal scale;
(c) Reference data of each calibration gas used;EN Offi cial Jour nal of the European Union L 423/548 26.11.2021  
(d) The actual and indicate d value of each calibration gas used together with the percentage diffe rences;
(e) FID fuel and type;
(f) FID air pressure.
4.3.3.2.5. If it can be shown to the satisf action of the responsible author ity that alternative technology (e.g. comput er, 
electronically controlled range switc h) can give equivalent accuracy , then those altern atives may be used.
4.4. Temperature recording system
The temperature recording system shall meet the requirements of paragraphs 4.4.1. to 4.4.5. of this annex.
4.4.1. The temperature in the chamber is recorded at two points by temperature sensors which are connected so as 
to show a mean value. The measur ing points are extende d appro ximately 0,1 m into the enclosure from the 
vertical centre line of each side wall at a height of 0,9 ± 0,2 m.
4.4.2. The temperatures of the fuel tank(s) are recorded by means of the sensor positioned in the fuel tank as in 
paragraph 6.1.1. of this annex in the case of use of the gasoline canister load option (paragraph 6.5.5.3. of 
this annex).
4.4.3. Temperatures shall, throughout the evaporative emission measurements, be recorded or entered into a data 
processing system at a frequency of at least once per minute.
4.4.4. The accuracy of the temperature recording system shall be within ± 1,0 K and the temperature shall be capable 
of being resolved to ± 0,4 K.
4.4.5. The recording or data processing system shall be capable of resolving time to ± 15 seconds.
4.5. Pressure recording system
The pressure recording system shall meet the requirements of paragraphs 4.5.1. to 4.5.3.
4.5.1. The difference Δp between barometr ic pressure within the test area and the enclosure internal pressure shall, 
throughout the evaporative emission measurements, be recorded or entered into a data processing syste m at 
a frequency of at least once per minute.
4.5.2. The accuracy of the pressure recording system shall be within ± 0,3 kPa and the pressure shall be capable of 
being resolved to ± 0,025 kPa.
4.5.3. The recording or data processing system shall be capable of resolving time ± 15 seconds.
4.6. Fans
The fans shall meet the requirements of paragraphs 4.6.1. and 4.6.2. of this annex.
4.6.1. By the use of one or more fans or blowers with the Sealed Housing Evaporative Determination (SHED) door(s) 
open, it shall be possible to reduce the hydrocarbons concentration in the chamber to the ambient 
hydrocarbon level.
4.6.2. The chamber shall have one or more fans or blowers of like capacity 0,1 to 0,5 m3/sec. with which to 
thoroughly mix the atmosphere in the enclosure. It shall be possible to attain an even temperature and 
hydrocarbon concentration in the chamber during measurements. The vehicle in the enclosure shall not be 
subjecte d to a direct stream of air from the fans or blowers.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/549  
4.7. Calibration gases
The gases shall meet the requirements of paragraphs 4.7.1. and 4.7.2. of this annex.
4.7.1. The followi ng pure gases shall be available for calibration and operation:
Purified synthetic air: (pur ity < 1 ppm C1 equivalent, < 1 ppm CO, < 400 ppm CO 2, < 0,1 ppm NO);
Oxyge n cont ent between 18 and 21 per cent by volume.
Hydrocarbon analyser fuel gas: (40 ± 2 per cent hydrogen, and balance helium with less than 1 ppm C1 
equivalent hydrocarbon, less than 400 ppm CO2),
Propane (C3H8): 99,5 per cent minimum purity.
Butane (C4H10): 98 per cent minimum purity.
Nitrogen (N2): 98 per cent minimum purity.
4.7.2. Calibration and span gases shall be available containing mixtures of propane (C3H8) and purified synthetic air. 
The true concentrations of a calibration gas shall be within 2 per cent of the stated figures. The accuracy of the 
dilut ed gases obtained when using a gas divider shall be to within ± 2 per cent of the true value. The 
concentrations specified in paragraphs 4.2.3. and 4.3.3. of this annex may also be obtained by the use of a 
gas divider using synthetic air as the dilutant gas.
4.8. Carbon canist er weighing scale for depressur isation puff loss overflow measurement
The carbon caniste r weighing scale shall have an accuracy of ± 0,02 g.
4.9. Fuel tank heating (only applicable for gasoline canist er load option)
4.9.1. The fuel in the vehicle tank(s) shall be heated by a controllable source of heat ; for examp le a heating pad of 
2 000 W capacity is suitable. The heating system shall apply heat evenly to the tank walls beneath the level of 
the fuel so as not to cause local overheating of the fuel. Heat shall not be applied to the vapour in the tank 
abov e the fuel.
4.9.2. The tank heating device shall mak e it possible to heat the fuel in the tank evenly by 14 °C from 16 °C within 
60 minutes, with the temperature sensor position as in paragraph 4.9.3. of this annex. The heating system 
shall be capable of controlling the fuel temperature to ± 1,5 °C of the required temperature during the tank 
heating process.
4.9.3. The fuel tank of the vehicle shall, without introducing any leaks, be equipped with a temperature sensor to 
enable the temperature to be measured at the mid-point of the fuel in the fuel tank when filled to 40 per cent 
of its capacity .
5. PROCEDURE FOR CARB ON CANISTER BENCH AGEING AND PF DETERMINA TION
5.1. Carbon canist er bench ageing
Before perf orming the hot soak and diur nal losses sequences, the carbon canister shall be aged according to 
the procedure descr ibed in Figure C3/1.EN Offi cial Jour nal of the European Union L 423/550 26.11.2021  
Figure C3/1
Carbon caniste r bench ageing procedure
5.1.1. Age ing through exposure to temperature cycling
The carbon canister shall be cycled between temperatures from – 15 °C to 60 °C in a dedicat ed temperature 
enclosure with 30 minute s of stabilisation at – 15 °C and 60 °C. Each cycle shall last 210 minute s (see Figure 
C3/2).
The temperature gradient shall be as close as possible to 1 °C/min. No forced air flow should pass through the 
carbon canister .
The cycle shall be repeated 50 times consecutively . In total, this procedure lasts 175 hours.
Figure C3/2
Temperature conditioning cycle
5.1.2. Age ing through exposure to vibration
Follo wing the temperature ageing procedure, the carbon canist er shall be shaken vertically with the carbon 
canist er mounted as per its orientation in the vehicle with an overall Grms (root mean square acceleration) > 
1,5 m/sec2 with a frequency of 30 ± 10 Hz. The test shall last 12 hours.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/551  
5.1.3. Age ing through exposure to fuel vapour and determining BWC300
5.1.3.1. Age ing shall consist of repeatedly loading with fuel vapour and purging with laboratory air.
5.1.3.1.1. After temperature and vibration ageing, the carbon canist er shall be further aged with a mixture of market fuel 
as specifi ed in paragraph 5.1.3.1.1.1. of this annex and nitroge n or air with a 50 ± 15 per cent fuel vapour 
volume. The fuel vapour fill rate shall be 60 ± 20 g/h.
The carbon canister shall be loaded to 2 gram breakthrough. Alter natively , loading shall be considered to be 
compl eted when the hydrocarbon concentration level at the vent outlet reach es 3 000 ppm.
5.1.3.1.1.1. The mark et fuel used for this test shall fulfil the same requirements as a reference fuel with respect to:
(a) Density at 15 °C;
(b) Vapour pressure;
(c) Distillation (70 °C, 100 °C, 150 °C);
(d) Hydrocarbon analysis (olefi ns, aromatics, benzene only);
(e) Oxygen conte nt;
(f) Ethanol cont ent.
5.1.3.1.2. The carbon caniste r shall be purged between 5 and 60 minutes after loading with 25 ± 5 litres per minute of 
emission laboratory air until 300 bed volume exchanges are reach ed.
5.1.3.1.3. The procedures set out in paragraphs 5.1.3.1.1. and 5.1.3.1.2. of this annex shall be repeated 300 times after 
whic h the carbon canister shall be considered to be stabilised.
5.1.3.1.4. The procedure to measure the butane working capacity (BW C) with respect to the evaporative emission family 
in paragraph 6.6.3. of this Regulation shall consist of the following.
(a) The stabilised carbon canist er shall be loaded to 2 gram breakthrough and subsequently purged a 
minimum of 5 times. Loading shall be perf ormed with a mixture compo sed of 50 per cent butane and 50 
per cent nitroge n by volume at a rate of 40 grams butane per hour .
(b) Purging shall be performed according to paragraph 5.1.3.1.2. of this annex.
(c) The BWC shall be recorded after each loading.
(d) BWC300 shall be calculat ed as the averag e of the last 5 BWCs.
5.1.3.2. If the aged carbon canist er is provided by a supplier , the vehicle manufa cturer shall inform the responsible 
author ity in advance of the ageing process to enable the witnessing of any part of that process.
5.1.3.3. The manufacturer shall provide the responsible author ity a test repor t including at least the followi ng 
elements:
(a) Type of activat ed carbon;
(b) Loading rate;
(c) Fuel specif ications.
5.2. Determination of the PF of the fuel tank system (see Figure C3/3)EN Offi cial Jour nal of the European Union L 423/552 26.11.2021  
Figure C3/3
Deter mination of PF
5.2.1. The fuel tank syste m representative of a family shall be selecte d and mounted on a rig in a similar orientation 
as in the vehicle. The tank shall be filled to 40 ± 2 per cent of its nominal capacity with reference fuel at a 
temperature of 18 °C ± 2 °C. The rig with the fuel tank system shall be placed in a room with a controlled 
temperature of 40 °C ± 2 °C for 3 weeks.
5.2.2. At the end of the third week, the tank shall be drained and refilled with reference fuel at a temperature of 18 °C 
± 2 °C to 40 ± 2 per cent of its nominal capacity .
Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this 
period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diur nal procedure shall be 
perf ormed over the first 24-hour period of the procedure descr ibed in paragraph 6.5.9. of this annex. The 
fuel vapour in the tank shall be vented to the outside of the enclosure to eliminate the possibility of the tank 
venting emissions being count ed as permeation. The HC emissions shall be measured and the value shall be 
recorded as HC 3W.
5.2.3. The rig with the fuel tank system shall be placed again in a room with a controlled temperature of 40 °C ± 2 °C 
for the remaining 17 weeks.
5.2.4. At the end of the seventeenth week, the tank shall be drained and refilled with reference fuel at a temperature 
of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal tank capacity .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/553  
Within 6 to 36 hours, the rig with the fuel tank system shall be placed in an enclosure. The last 6 hours of this 
period shall be at an ambient temperature of 20 °C ± 2 °C. In the enclosure, a diur nal procedure shall be 
perf ormed over a first period of 24 hours of the procedure descr ibed according to paragraph 6.5.9. of this 
annex. The fuel tank system shall be vented to the outside of the enclosure to eliminate the possibility of the 
tank venting emissions being counted as permeation. The HC emissions shall be measured and the value shall 
be recorded in this case as HC 20W.
5.2.5. The PF is the diffe rence between HC 20W and HC 3W in g/24h calculat ed to 3 signif icant digits using the 
following equation:
PF¼HC 20w – HC 3W
5.2.6. If the PF is determined by a supplier , the vehicle manuf acturer shall inform the responsible author ity in 
advance of the determination to allow witness check in the supplier ’s facility .
5.2.7. The manufacturer shall provide the responsible author ity with a test repor t containing at least the following:
(a) A full descr iption of the fuel tank system tested, including information on the type of tank tested, whether 
the tank is metal, monola yer non-metal or multila yer, and which types of mate rials are used for the tank 
and other parts of the fuel tank system;
(b) The weekly mean temperatures at which the ageing was performe d;
(c) The HC measured at week 3 (HC 3W);
(d) The HC measured at week 20 (HC 20W);
(e) The resulting permeability factor (PF).
5.2.8. As an altern ative to paragraphs 5.2.1. to 5.2.7. inclusive of this annex, a manuf acturer using multila yer tank s 
or metal tanks may choose to use an Assigned Permeability Fact or (APF) inste ad of performing the compl ete 
measurement procedure mentioned abov e:
APF multila yer/metal tank = 120 mg /24 h
Where the manuf acturer chooses to use an APF , the manufacturer shall provide the responsible author ity with 
a declaration in whic h the type of tank is clearly specified as well as a declaration of the type of mat erials used.
6. TEST PROCEDURE FOR THE MEASUREMENT OF HOT SOAK AND DIURNAL LOSSES
6.1. Vehicle preparation
The vehicle shall be prepared in accordance with paragraphs 6.1.1. and 6.1.2. of this annex. At the request of 
the manufacturer and with approval of the responsible author ity, non-fuel backg round emission sources (e.g. 
paint, adhesives, plastics, fuel/vapour lines, tyres, and other rubber or polymer components) may be reduced 
to typical vehicle backg round levels before testing (e.g. baking of tyres at temperatures of 50 °C or higher for 
appropr iate periods, baking of the vehicle, draining washer fluid).
For a sealed fuel tank system, the vehicle carbon canist ers shall be installed so that access to carbon canisters 
and connection/disconnection of carbon canist ers can be done easily .
6.1.1. The vehicle shall be mech anically prepared before the test as follows :
(a) The exhaust system of the vehicle shall not exhibit any leaks;
(b) The vehicle may be steam-cleaned before the test;
(c) In the case of use of the gasoline canister load option (paragraph 6.5.5.3. of this annex) the fuel tank of the 
vehicle shall be equipped with a temperature sensor to enable the temperature to be measured at the mid- 
point of the fuel in the fuel tank when filled to 40 per cent of its capacity ;EN Offi cial Jour nal of the European Union L 423/554 26.11.2021  
(d) Additional fittings, adapt ers of devices may be fitted to the fuel syste m in order to allow a compl ete 
draining of the fuel tank . For this purpose it is not necessar y to modify the shell of the tank;
(e) The manufacturer may propose a test method in order to take into account the loss of hydrocarbons by 
evaporation coming only from the fuel system of the vehicle.
6.1.2. The vehicle is taken into the test area where the ambient temperature is between 20 and 30 °C.
6.2. Mode selections and gear shift prescr iptions
6.2.1. For vehicles with manual shift transmissions, the gear shift prescr iptions specified in Annex B2 shall apply .
6.2.2. In the case of pure ICE vehicles, the mode shall be select ed according to Annex B6.
6.2.3. In the case of NOVC-HEVs and OVC-HEVs, the mode shall be selecte d according to Appendix 6 to Annex B8.
6.2.4. Upon request of the responsible author ity, the selecte d mode may be differ ent from that descr ibed in 
paragraphs 6.2.2. and 6.2.3. of this annex.
6.3. Test conditions
The tests included in this annex shall be perf ormed using the test conditions specifi c to interpolation family 
vehicle H with the highest cycle energy demand of all the interpolation families included in the evaporative 
emission family being considered.
Other wise, at the request of the responsible author ity, any cycle energy representative of a vehicle in the family 
may be used for the test.
6.4. Flow of the test procedure
The test procedure for non-sealed and sealed tank system s shall be followed according to the flow chart 
descr ibed in Figure C3/4.
The sealed fuel tank syste ms shall be tested with one of 2 options. One option is to test the vehicle with one 
continuous procedure. Another option, called the 'stand-alone test procedure', is to test the vehicle with two 
separate procedures whic h will allow repeating the dynamometer test and the diur nal tests without repeating 
the tank depressur isation puff loss overflow test and the depressur isation puff loss measurement.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/555  
Figure C3/4
Test procedure flow char ts
6.5. Continuous test procedure for non-sealed fuel tank syste ms
6.5.1. Fuel drain and refill
The fuel tank of the vehicle shall be emp tied. This shall be done so as not to abnor mally purge or abnor mally 
load the evaporative control devices fitted to the vehicle. Removal of the fuel cap is normally suffi cient to 
achi eve this. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 40 ± 2 per 
cent of its nominal capacity .EN Offi cial Jour nal of the European Union L 423/556 26.11.2021  
6.5.2. Soak
Within 5 minutes after compl eting the fuel drain and refill, the vehicle shall be soake d for a minimum of 6 
hours and a maximum of 36 hours at 23 °C ± 3 °C.
6.5.3. Preconditioning drive
The vehicle shall be placed on a chassis dynamometer and driven over the followi ng phases of the cycle 
descr ibed in Annex B1:
(a) For Class 1 vehicles:
low, medium, low, low, medium, low
(b) For Class 2 and 3 vehicles: low, medium, high, medium.
For OVC-HEVs, the preconditioning drive shall be performe d under the charge-sus taining operating condition 
as defined in paragraph 3.3.6. of this Regulation. Upon the request of responsible author ity, any other mode 
may be used.
6.5.4. Fuel drain and refill
Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emp tied. This shall be 
done so as not to abnor mally purge or abnor mally load the evaporative control devices fitted to the vehicle. 
Remov al of the fuel cap is normally sufficient to achi eve this. The fuel tank shall be refilled with test fuel at a 
temperature of 18 °C ± 2 °C to 40 ± 2 per cent of its nominal capacity .
6.5.5. Soak
Within five minute s of compl eting fuel drain and refill, the vehicle shall be parke d for a minimum of 12 hours 
and a maximum of 36 hours at 23 °C ± 3 °C.
Dur ing soaking, the procedures descr ibed in paragraphs 6.5.5.1. and 6.5.5.2. of this annex may be performed 
either in the order of first paragraph 6.5.5.1. followe d by paragraph 6.5.5.2. or in the order paragraph 6.5.5.2. 
followed by paragraph 6.5.5.1. The procedures descr ibed in paragraphs 6.5.5.1. and 6.5.5.2. may also be 
perf ormed simultaneously .
6.5.5.1. REESS charge
For OVC-HEVs, the REESS shall be fully charged according to the charging requirements descr ibed in 
paragraph 2.2.3. of Appendix 4 to Annex B8.
6.5.5.2. Carbon canist er loading
The carbon canister aged according to the sequence descr ibed in paragraph 5.1. to 5.1.3.1.3. inclusive of this 
annex shall be loaded to 2 gram breakthrough according to the procedure descr ibed in paragraph 6.5.5.2.1. 
of this annex.
One of the methods specifi ed in paragraphs 6.5.5.3. and 6.5.5.4. of this annex shall be used to precondition 
the evaporative canister . For vehicles with multiple canisters, each caniste r shall be preconditioned separately .
6.5.5.2.1. Caniste r emissions are measured to deter mine breakthrough.
Breakthrough is here defined as the point at which the cumulative quantity of hydrocarbons emitte d is equal to 
2 grams.
6.5.5.2.2. Breakthrough may be verified using the evaporative emission enclosure as descr ibed in paragraphs 6.5.5.3. 
and 6.5.5.4. of this annex. Alternatively , breakthrough may be determined using an auxiliar y evaporative 
canist er connected down stream of the vehicle's canist er. The auxiliar y canist er shall be well purged with dry 
air prior to loading.
6.5.5.2.3. The measur ing chamber shall be purged for several minut es immediately before the test until a stable 
backg round is obtained. The chamber air mixing fan(s) shall be switc hed on at this time.
The hydrocarbon analyser shall be zeroed and spanned immediately before the test.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/557  
6.5.5.3. Caniste r loading with repeated heat builds to breakthrough
6.5.5.3.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This shall be done so as not to 
abnor mally purge or abnor mally load the evaporative control devices fitted to the vehicle. Removal of the 
fuel cap is normally sufficient to achieve this.
6.5.5.3.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 10 to 14 °C to 40 ± 2 per cent of the 
tank's normal volumetr ic capacity . The fuel cap(s) of the vehicle shall be fitted at this point.
6.5.5.3.3. Within one hour of being refuelled the vehicle shall be placed, with the engine shut off, in the evaporative 
emission enclosure. The fuel tank temperature sensor is connecte d to the temperature recording syste m. A 
heat source shall be properly positioned with respect to the fuel tank(s) and connected to the temperature 
controller . The heat source is specified in paragraph 4.9. of this annex. In the case of vehicles fitted with more 
than one fuel tank , all the tank s shall be heat ed in the same way as descr ibed below . The temperatures of the 
tanks shall be identical to within ± 1,5 °C.
6.5.5.3.4. The fuel may be artifici ally heat ed to the starting diur nal temperature of 20 °C ± 1 °C.
6.5.5.3.5. When the fuel temperature reaches at least 19 °C, the following steps shall be take n immediate ly: the purge 
blower shall be turned off; enclosure doors closed and sealed; and measurement initiat ed of the hydrocar bon 
level in the enclosure.
6.5.5.3.6. When the fuel temperature of the fuel tank reach es 20 °C a linear heat build of 15 °C begins. The fuel shall be 
heat ed in such a way that the temperature of the fuel during the heating conf orms to the function below to 
within ± 1,5 °C. The elapsed time of the heat build and temperature rise is recorded.
Tr = To + 0,2333 × t
Where:
Tr= required temperature (K),
To= initial temperature (K),
t= time from start of the tank heat build in minutes.
6.5.5.3.7. As soon as break -through occurs or when the fuel temperature reac hes 35 °C, which ever occurs first, the heat 
source is turned off, the enclosure doors unsealed and opened, and the vehicle fuel tank cap(s) remo ved. If 
break -through has not occur red by the time the fuel temperature 35 °C, the heat source is removed from the 
vehicle, the vehicle remo ved from the evaporative emission enclosure and the entire procedure outlined in 
paragraph 6.6.1.2. of this annex repeated until break -through occurs.
6.5.5.4. Butane loading to breakthrough
6.5.5.4.1. If the enclosure is used for the determination of the break -through (see paragraph 6.5.5.2.2. of this annex) the 
vehicle shall be placed, with the engine shut off, in the evaporative emission enclosure.
6.5.5.4.2. The evaporative emission canister shall be prepared for the canister loading operation. The canist er shall not 
be remo ved from the vehicle, unless access to it in its normal location is so restr icted that loading can only 
reasonably be accompl ished by removing the canister from the vehicle. Special care shall be taken during this 
step to avoid damage to the components and the integrit y of the fuel syste m.
6.5.5.4.3. The caniste r is loaded with a mixture compo sed of 50 per cent butane and 50 per cent nitroge n by volume at a 
rate of 40 grams butane per hour .EN Offi cial Jour nal of the European Union L 423/558 26.11.2021  
6.5.5.4.4. As soon as the caniste r reaches breakthrough, the vapour source shall be shut off.
6.5.5.4.5. The evaporative emission canister shall then be reconnect ed and the vehicle restored to its normal operating 
condition.
6.5.6. Dynamomet er test
The test vehicle shall be pushed onto a dynamometer and shall be driven over the cycles descr ibed in 
paragraph 6.5.3.(a) or paragraph 6.5.3.(b) of this annex. OVC-HEVs shall be operat ed in charg e-depleting 
operating condition. The engine shall be subsequently shut off. Exhaust emissions may be sampled during 
this operation and the results may be used for the purpose of exhaust emission and fuel consum ption type 
appro val if this operation meets the requirement descr ibed in Annex B6 or Annex B8.
6.5.7. Hot soak evaporative emissions test
Within 7 minutes after the dynamometer test and within 2 minutes of the engine being switched off, the hot 
soak evaporative emissions test shall be performe d in accordance with paragraphs 6.5.7.1. to 6.5.7.8. of this 
annex. The hot soak losses shall be calculated according to paragraph 7.1. of this annex and recorded as MHS.
6.5.7.1. Before the completion of the test run the measur ing chamber shall be purged for several minutes until a stable 
hydrocarbon backg round is obtained. The enclosure mixing fan(s) shall also be turned on at this time.
6.5.7.2. The hydrocarbon analyser shall be zeroed and spanned immediat ely prior to the test.
6.5.7.3. At the end of the driving cycle the engine bonnet shall be compl etely closed and all connections between the 
vehicle and the test stand disconnected. The vehicle is then driven to the measur ing chamber with a 
minimum use of the accelerator pedal. The engine shall be turned off before any part of the vehicle enters the 
measur ing chamber . The time at which the engine is switched off is recorded on the evaporative emission 
measurement data recording system and temperature recording begins. The vehicle's windows and lugg age 
compar tments shall be opened at this stage, if not already opened.
6.5.7.4. The vehicle shall be pushed or other wise mov ed into the measur ing chamber with the engine switc hed off.
6.5.7.5. The enclosure doors are closed and sealed gas-tight within two minutes of the engine being switched off and 
within seven minutes of the end of the conditioning drive.
6.5.7.6. The start of a 60 ± 0,5 minute hot soak period begins when the chamber is sealed. The hydrocar bon 
concentration, temperature and barometr ic pressure are measured to give the initial readings CHCi, Pi and Ti 
for the hot soak test. These figures are used in the evaporative emission calculation, paragraph 6. The ambient 
temperature T of the enclosure shall not be less than 23 °C and no more than 31 °C during the 60-minut e hot 
soak period.
6.5.7.7. The hydrocarbon analyser shall be zeroed and spanned immediate ly before the end of the 60 ± 0,5 minute test 
period.
6.5.7.8. At the end of the 60 ± 0,5 minut e test period, the hydrocar bon concentration in the chamber shall be 
measured. The temperature and the barometr ic pressure are also measured. These are the final readings CHCf, 
Pf and Tf for the hot soak test used for the calculation in paragraph 6. of this annex.
6.5.8. Soak
After the hot soak evaporative emissions test, the test vehicle shall be soaked for not less than 6 hours and not 
more than 36 hours between the end of the hot soak test and the start of the diur nal emission test. For at least 
the last 6 hours of this period the vehicle shall be soaked at 20 °C ± 2 °C.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/559  
6.5.9. Diur nal testing
6.5.9.1. The test vehicle shall be exposed to two cycles of ambient temperature in accordance with the prof ile specifi ed 
in Table C4/1 with a maximum deviation of ± 2 °C at any time. The average temperature deviation from the 
profile, calculat ed using the absolute value of each measured deviation, shall not exceed ± 1 °C. Ambient 
temperature shall be measured and recorded at least ever y minute . Temperature cycling shall begin at time 
Tstar t = 0, as specified in paragraph 6.5.9.6. of this annex.
Table C4/1
Diur nal ambient temperature prof iles 
Diur nal ambient temperature profile for the calibration of the enclosure 
and the diur nal emission testAlternative diur nal ambient temperature 
profile for the calibration of the enclosure.
Time (hours)Temperature
(°C i)Time (hours)Temperature
(°C i)Calibration Test
13 0/24 20,0 0 35,6
14 1 20,2 1 35,3
15 2 20,5 2 34,5
16 3 21,2 3 33,2
17 4 23,1 4 31,4
18 5 25,1 5 29,7
19 6 27,2 6 28,2
20 7 29,8 7 27,2
21 8 31,8 8 26,1
22 9 33,3 9 25,1
23 10 34,4 10 24,3
24/0 11 35,0 11 23,7
1 12 34,7 12 23,3
2 13 33,8 13 22,9
3 14 32,0 14 22,6
4 15 30,0 15 22,2
5 16 28,4 16 22,5
6 17 26,9 17 24,2
7 18 25,2 18 26,8
8 19 24,0 19 29,6
9 20 23,0 20 31,9
10 21 22,0 21 33,9
11 22 20,8 22 35,1
12 23 20,2 23 3,4
24 35,6
6.5.9.2. The enclosure shall be purged for several minut es immediately before the test until a stable background is 
obtained. The chamber mixing fan(s) shall also be switc hed on at this time.EN Offi cial Jour nal of the European Union L 423/560 26.11.2021  
6.5.9.3. The test vehicle, with the powertrain shut off and the test vehicle windows and luggag e compar tment(s) 
opened, shall be move d into the measur ing chamber . The mixing fan(s) shall be adjusted in such a way as to 
maintain a minimum air circulation speed of 8 km/h under the fuel tank of the test vehicle.
6.5.9.4. The hydrocarbon analyser shall be zeroed and spanned immediately before the test.
6.5.9.5. The enclosure doors shall be closed and sealed gas-tight.
6.5.9.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon concentration, temperature and 
barometr ic pressure shall be measured to give initial readings of hydrocarbon concentration in the enclosure 
(CHCi), barometr ic pressure (Pi) and ambient chamber temperature (Ti) for the diur nal testing. Tstar t = 0 starts at 
this time.
6.5.9.7. The hydrocarbon analyser shall be zeroed and spanned immediat ely before the end of each emission sampli ng 
period.
6.5.9.8. The end of the first and second emission sam pling period shall occur at 24 hours ± 6 minutes and 48 hours 
± 6 minute s, respectively , after the beginning of the initial sam pling, as specified in paragraph 6.5.9.6. of this 
annex. The elapsed time shall be recorded.
At the end of each emission sampling period, the hydrocarbon concentration, temperature and barometr ic 
pressure shall be measured and used to calculat e the diur nal test results using the equation in paragraph 7.1. 
of this annex. The result obtained from the first 24 hours shall be recorded as MD1. The result obtained from 
the second 24 hours shall be recorded as MD2.
6.6. Continuous test procedure for sealed fuel tank systems
6.6.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa
6.6.1.1. The test shall be performed as descr ibed in paragraphs 6.5.1. to 6.5.3. inclusive of this annex.
6.6.1.2. Fuel drain and refill
Within one hour after the preconditioning drive, the fuel tank of the vehicle shall be emp tied. This shall be 
done so as not to abnor mally purge or abnor mally load the evaporative control devices fitted to the vehicle. 
Remov al of the fuel cap is normally sufficient to achieve this, other wise the carbon caniste r shall be 
disconnecte d. The fuel tank shall be refilled with reference fuel at a temperature of 18 °C ± 2 °C to 15 ± 2 per 
cent of the tank's nominal capacity . The operations descr ibed in paragraphs 6.6.1.3., 6.6.1.4. and 6.6.1.5. of 
this annex shall be complet ed within a total of 36 hours and for the operations descr ibed in paragraphs 
6.6.1.4. and 6.6.1.5. the vehicle shall not be exposed to temperatures abov e 25 °C.
6.6.1.3. Soak
Within 5 minut es after completing fuel drain and refill, the vehicle shall be soak ed for stabilisation for at least 
6 hours at an ambient temperature of 20 °C ± 2 °C.
6.6.1.4. Fuel tank depressur isation
The tank pressure shall be subsequently released so as not to abnor mally raise the inside pressure of the fuel 
tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressur isation, 
the vehicle shall be retur ned to its original condition within 1 minute.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/561  
6.6.1.5. Carbon canist er loading and purge
The carbon canist er aged in accordance with the sequence descr ibed in paragraph 5.1. to 5.1.3.1.3. inclusive 
of this annex shall be loaded to 2 gram breakthrough according to the procedure descr ibed in paragraphs 
6.5.5.4. to 6.5.5.4.5. inclusive to this annex, and shall be subsequently purged with 25 ± 5 litres per minute 
with emission laboratory air. The volume of purge air shall not exceed the volume deter mined in accordance 
with the requirements of paragraph 6.6.1.5.1. This loading and purging can be done either (a) using an 
on-board carbon canister at a temperature of 20 °C or optionally 23 °C, or (b) by disconnecting the carbon 
canist er. In both cases, no further relief of the tank pressure is allowed.
6.6.1.5.1. Determination of maximum purge volume
The maximum purge amount Volmax shall be deter mined by the following equation. In the case of OVC-HEVs, 
the vehicle shall be operated in charge-sustaining operating condition. This deter mination can also be done at 
a separate test or during the preconditioning drive.
Vol max¼Vol Pcycle ×Vol tank×0,85×100
FCPcycle
Dist Pcycle
where:
VolPcycle is the cumulative purge volume rounded to the nearest 0.1 litres measured using a suitable 
device (e.g. flowmeter connected to the vent of the carbon canist er or equivalent) over the cold 
start preconditioning drive descr ibed in the paragraph 6.5.3. of this annex, l;
Voltank is the manufa cturer ’s nominal fuel tank capacity , l;
FC Pcyc le is the fuel consump tion over the sing le purge cycle descr ibed in paragraph 6.5.3. of this annex 
which may be measured in either warm or cold start condition, l/100 km. For OVC-HEVs and 
NOVC-HEVs, fuel consump tion shall be calculat ed according to paragraph 4.2.1. of Annex B8 of 
this Regulation;
Dist Pcycle is the theoretical distance to the nearest 0,1 km of a sing le purge cycle descr ibed in 
paragraph 6.5.3. of this annex, km.
6.6.1.6. Preparation of carbon canister depressur isation puff loss loading
After completing carbon canister loading and purging, the test vehicle shall be move d into an enclosure, either 
a SHED or an appropr iate climatic chamber . It shall be demonstrate d that the system is leak -free and the 
pressur isation is performe d in a normal way during the test or by a separate test (e.g. by means of pressure 
sensor on the vehicle). The test vehicle shall be subsequently exposed to the first 11 hours of the ambient 
temperature prof ile specifi ed for the diur nal emission test in Table C4/1 with a maximum deviation of ± 2 °C 
at any time. The averag e temperature deviation from the profile, calculat ed using the absolute value of each 
measured deviation, shall not exceed ± 1 °C. The ambient temperature shall be measured and recorded at least 
ever y 10 minute s.
6.6.1.7. Carbon canist er puff loss loading
6.6.1.7.1. Fuel tank depressur isation before refuelling
The manuf acturer shall ensure that the refuelling operation cannot be initiated before the sealed fuel tank 
syste m is fully depressur ised to a pressure less than 2,5 kPa above ambient pressure in normal vehicle 
operation and use. At the request of the responsible author ity, the manufacturer shall provide detailed 
information or demonstrate proof of operation (e.g. by means of pressure sensor on the vehicle). Any other 
technical solution may be allowed provi ded that a safe refuelling operation is ensured and that no excessive 
emissions are released to the atmosphere before the refuelling device is connected to the vehicle.EN Offi cial Jour nal of the European Union L 423/562 26.11.2021  
6.6.1.7.2. Within 15 minutes after the ambient temperature has reached 35 °C, the tank relief valve shall be opened to 
load the carbon canister . This loading procedure may be perf ormed either inside or outside an enclosure. The 
carbon canister loaded according to this paragraph shall be disconnecte d and shall be kept in the soak area.
6.6.1.8. Measurement of depressur isation puff loss overflow
The depressur isation puff loss overf low shall be measured using the process in either paragraph 6.6.1.8.1. or 
6.6.1.8.2. of this annex.
6.6.1.8.1. The depressur isation puff loss overflow from the vehicle carbon canister may be measured by using an 
additional carbon canister identical to the vehicle's carbon canist er but not necessar ily aged. The additional 
carbon canist er shall be fully purged with dry air prior to loading and shall be connected directly at the outlet 
of the vehicle's caniste r with the shor test possible tube. The additional carbon canister shall be weighed before 
and after the procedure descr ibed in paragraph 6.6.1.7. of this annex.
6.6.1.8.2. The depressur isation puff loss overflow from the vehicle carbon canister during its depressur isation may be 
measured using a SHED.
Within 15 minut es after the ambient temperature has reached 35 °C as descr ibed in paragraph 6.6.1.6. of this 
annex, the chamber shall be sealed and the measurement procedure shall be started.
The hydrocarbon analyser shall be zeroed and spanned, after whic h the hydrocarbon concentration (CHCi), 
temperature (Ti) and barometr ic pressure (Pi) shall be measured to give the initial readings CHCi, Pi and Ti for 
the sealed tank depressur isation puff loss overf low deter mination.
The ambient temperature T of the enclosure shall not be less than 25 °C during the measurement procedure.
At the end of the procedure descr ibed in paragraph 6.6.1.7.2. of this annex, the hydrocarbon concentration 
(CHCf) in the chamber shall be measured after 300 ± 5 seconds. The temperature (Tf) and the barometr ic 
pressure (Pf) shall also be measured. These are the final readings CHCf, Pf and Tf for the sealed tank 
depressur isation puff loss overf low.
The sealed tank puff loss overflow result shall be calculat ed according to paragraph 7.1. of this annex and 
recorded.
6.6.1.8.3. There shall be no change in weight of the additional carbon canister when testing according to 
paragraph 6.6.1.8.1. or the result of the SHED measurement when testing according to paragraph 6.6.1.8.2., 
within the tolerance of ± 0,5 gram.
6.6.1.9. Soak
After compl eting puff loss loading the vehicle carbon canister shall be replaced with a dumm y carbon caniste r 
(of the same specif ication as the original but not necessar ily aged), the vehicle shall then be soaked at 23 ± 2 °C 
for 6 to 36 hours to stabilise the vehicle temperature.
6.6.1.9.1. REESS charge
For OVC-HEVs, the REESS shall be fully charg ed in accordance with the charging requirements descr ibed in 
paragraph 2.2.3. of Appendix 4 to Annex B8 during the soaking descr ibed in paragraph 6.6.1.9. of this annex.
6.6.1.10. Fuel drain and refill
The fuel tank of the vehicle shall be drained and filled up to 40 ± 2 per cent of the tank's nominal capacity with 
reference fuel at a temperature of 18 °C ± 2 °C.
6.6.1.11. Soak
The vehicle shall be subsequently parke d for a minimum of 6 hours to a maximum of 36 hours in the soak 
area at 20 °C ± 2 °C to stabilise the fuel temperature.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/563  
6.6.1.12. Fuel tank depressur isation
The tank pressure shall be subsequently released so as not to abnor mally raise the inside pressure of the fuel 
tank. This may be done by opening the fuel cap of the vehicle. Regardless of the method of depressur isation, 
the vehicle shall be retur ned to its original condition within 1 minut e. After this action, the vehicle carbon 
canist er shall be connected again.
6.6.1.13. The procedures in paragraphs 6.5.6. to 6.5.9.8. inclusive of this annex shall be followe d.
6.6.2. In the case that the fuel tank relief pressure is lowe r than 30 kPa
The test shall be perf ormed as descr ibed in paragraphs 6.6.1.1. to 6.6.1.13. inclusive of this annex. However , 
in this case, the ambient temperature descr ibed in paragraph 6.5.9.1. of this annex shall be replaced by the 
profile specifi ed in Table C4/2 of this annex for the diur nal emission test.
Table C4/2
Ambient temperature prof ile of the alter nativ e sequence for sealed fuel tank system 
Time (hours) Temper ature (°C)
0/24 20,0
1 20,4
2 20,8
3 21,7
4 23,9
5 26,1
6 28,5
7 31,4
8 33,8
9 35,6
10 37,1
11 38,0
12 37,7
13 36,4
14 34,2
15 31,9
16 29,9
17 28,2
18 26,2
19 24,7
20 23,5
21 22,3
22 21,0
23 20,2EN Offi cial Jour nal of the European Union L 423/564 26.11.2021  
6.7. Stand-alone test procedure for sealed fuel tank systems
6.7.1 Measurement of depressur isation puff loss loading mass
6.7.1.1. The procedures in paragraphs 6.6.1.1. to 6.6.1.7.2. inclusive of this annex shall be performed. The 
depressur isation puff loss loading mass is defined as the diffe rence in weight of the vehicle carbon canist er 
before paragraph 6.6.1.6. of this annex is applied and after paragraph 6.6.1.7.2. of this annex is applied.
6.7.1.2. The depressur isation puff loss overf low from the vehicle carbon canist er shall be measured according to 
paragraphs 6.6.1.8.1. and 6.6.1.8.2. inclusive of this Annex and fulfil the requirements of 
paragraph 6.6.1.8.3. in this annex.
6.7.2. Hot soak and diur nal breathing evaporative emissions test
6.7.2.1. In the case that the fuel tank relief pressure is greater than or equal to 30 kPa
6.7.2.1.1. The test shall be perf ormed as descr ibed in paragraphs 6.5.1. to 6.5.3. and 6.6.1.9. to 6.6.1.9.1. inclusive of 
this annex.
6.7.2.1.2. The carbon canister shall be aged according to the sequence descr ibed in paragraph 5.1. to 5.1.3.1.3. inclusive 
of this annex and shall be loaded and purged according to paragraph 6.6.1.5. of this annex.
6.7.2.1.3. The aged carbon canister shall subsequently be loaded according to the procedure descr ibed in 
paragraph 6.5.5.4. However , inste ad of loading to breakthrough as descr ibed in paragraph 6.5.5.4.4., the 
total loading mass shall be determined in accordance with paragraph 6.7.1.1. of this annex. At the request of 
the manufacturer , the reference fuel may alternatively be used instead of butane. The carbon canister shall be 
disconnecte d.
6.7.2.1.4. The procedures in paragraphs 6.6.1.10. to 6.6.1.13. inclusive of this annex shall be followed.
6.7.2.2. In the case that the fuel tank relief pressure is lowe r than 30 kPa
The test shall be performe d as descr ibed in paragraphs 6.7.2.1.1. to 6.7.2.1.4. inclusive of this annex. 
However , in this case, the ambient temperature descr ibed in paragraph 6.5.9.1. of this annex shall be 
modified in accordance with the profile specifi ed in Table A1/1 of this annex for the diur nal emission test.
7. CALCUL ATION OF EVAPORA TIVE TEST RESUL TS
7.1. The evaporative emission tests descr ibed in paragraphs 6. to 6.7.2.2. inclusive of this annex allow the 
hydrocarbon emissions from the puff loss overf low, diur nal and hot soak tests to be calculated. Evaporative 
losses from each of these tests shall be calculat ed using the initial and final hydrocarbon concentrations, 
temperatures and pressures in the enclosure, together with the net enclosure volume.
The followi ng equation shall be used:
MHC¼k×V×CHCf×Pf
Tf – CHCi×Pi
Ti� �
þMHC,out  – M HC,in
where:
MHC is the mass of hydrocarbons, grams;
MHC,out is the mass of hydrocarbons exiting the enclosure in the case of fixed volume enclosures for 
diur nal emission testing, grams;
MHC,in is the mass of hydrocarbon enter ing the enclosure in the case of fixed volume enclosures for 
diur nal emission testing, grams;
CHC is the measured hydrocarbon concentration in the enclosure, ppm volume in C1 equivalent ;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/565  
V is the net enclosure volume corrected for the volume of the vehicle with the windows and the 
lugg age compar tment open, m3. If the volume of the vehicle is not known, a volume of 1,42 m3 
shall be subtracted ;
T is the ambient chamber temperature, K;
P is the barometr ic pressure, kPa;
H/C is the hydrogen to carbon ratio
where:
H/C is take n to be 2,33 for puff loss overf low measurement in SHED and diur nal test losses;
H/C is take n to be 2,20 for hot soak losses;
H/C is take n to be 2,67 for calibration;
k is 1,2 × 10–4 × (12 + H/C), in (g × K/(m3 × kPa));
i is the initial reading;
f is the final reading;
7.1.1. As an alternative to the equation in paragraph 7.1. of this annex, for variable volume enclosures the followi ng 
equation may be used at the choice of the manufacturer:
MHC¼k×V×Pi
TiðCHCf – C HCiÞ
where:
MHC is the mass of hydrocarbons, grams;
CHC is the measured hydrocarbon concentration in the enclosure, ppm volume in C1 equivalent ;
V is the net enclosure volume corrected for the volume of the vehicle with the windows and the 
lugg age compar tment open, m3. If the volume of the vehicle is not known, a volume of 1,42 m3 
shall be subtracted ;
Ti is the initial ambient chamber temperature, K;
Pi is the initial barometr ic pressure, kPa;
H/C is the hydrogen to carbon ratio;
H/C is take n to be 2,33 for puff loss overf low measurement in SHED and diur nal test losses;
H/C is take n to be 2,20 for hot soak losses;
H/C is take n to be 2,67 for calibration;
k is 1,2 × 10–4 × (12 + H/C), in (g × K/(m3 × kPa));
i is the initial reading;
f is the final reading.
7.2. The result of (M HS + MD1 + MD2 + (2 × PF)) shall be below the limit defined in paragraph 6.6.2. of this 
Regulation.
8. TEST REPOR T
The test repor t shall contain at least the following:
(a) Descr iption of the soak periods, including time and mean temperatures;
(b) Descr iption of aged carbon canist er used and reference to exact ageing repor t;
(c) Mean temperature during the hot soak test;
(d) Measurement during hot soak test, HSL;
(e) Measurement of first diur nal, DL 1st day;EN Offi cial Jour nal of the European Union L 423/566 26.11.2021  
(f) Measurement of second diur nal, DL 2nd day;
(g) Final evaporative test result, calculat ed according to paragraph 7. of this annex;
(h) Declared fuel tank relief pressure of the system (for sealed tank system s);
(i) Puff loss loading value (in the case of using 'stand-alone test procedure' descr ibed in paragraph 6.7. of this 
annex).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/567  
ANNEX C4 
Type 5 test 
(Descr iption of the endurance test for verifying the durability of pollution control devices) 
1. INTR ODUCTION
1.1. This annex descr ibes the test for verifying the durability of anti-pollution devices equipping vehicles with positive 
ignition or compression-ignition engines.
For Level 1A;
The durability requirements shall be demonstrated using one of the three options set out in paragraphs 1.2., 1.3. 
and 1.4. below .
For Level 1B;
The durability requirements shall be demonstrated using one of the two options set out in paragraphs 1.2. and 1.4. 
below .
1.2. The whole vehicle durability test shall preferably be perf ormed on a vehicle with the cycle energy demand of the 
VH (as defined in paragraph 4.2.1.1.2. of Annex B4) with the highest cycle energy demand of all of the 
Interpolation Families to be included in the durability family and shall be driven on a test track, on the road, or 
on a chassis dynamomete r. The cycle energy demand of the test vehicle may be further increased to cover future 
exte nsions.
1.3. This paragraph applies to Level 1A only ;
The manufacturer may choose to use a benc h ageing durability test. The technical requirements for this test are set 
out in paragraph 2.2. of this annex.
1.4. As an altern ative to durability testing, where applicable a manuf acturer may choose to apply the assigned 
deterioration factors from Table 3A and Table 3B (as applicable) in paragraph 6.7.2. of this Regulation.
1.5. This paragraph is applicable for Level 1A only
At the request of the manufact urer , the Techn ical Service may carry out the Type 1 test before the whole vehicle or 
benc h ageing durability test has been complet ed using the assigned deter ioration factors in Table 3A in 
paragraph 6.7.2. of this Regulation. On completion of the whole vehicle or bench ageing durability test, the 
Technical Service may then amend the type approval results recorded in Annex A2 to this Regulation by 
replacing the assigned deterioration factors in the abov e table with those measured in the whole vehicle or benc h 
ageing durability test.
1.6. Deterioration factors are determined using either the procedures set out in paragraphs 1.2. and, where applicable, 
paragraph 1.3. of this annex, or using the assigned values in the table refer red in paragraph 1.4. of this annex. The 
deterioration factors are used to establish compl iance with the requirements of the appropr iate emissions limits 
set out in paragraph 6.3.10. of this Regulation during the target useful life of the vehicle.
1.7. This paragraph is applicable for Level 1B only
Notwithstanding the requirement of this annex, in the case that the vehicle that reach ed mileage of targe t useful 
life by patte rn A or patte rn B descr ibed in Appendix 3b to this annex is provided to the type appro val author ity 
and the result of Type 1 test with the vehicle fulfil the criteria of Table 1B descr ibed in paragraph 6.3.10. of this 
Regulation, the durability requirement is regarded to be satisfi ed.EN Offi cial Jour nal of the European Union L 423/568 26.11.2021  
2. TECHNIC AL REQUIREMENTS
2.1. As the operating cycle for the whole vehicle durability test, the vehicle manuf acturer shall use the Standard Road 
Cycle (SRC) descr ibed in Appendix 3 to this annex. This test cycle shall be conduct ed until the vehicle has covered 
its targe t useful life.
For Level 1B only:
As the operating cycle for the whole vehicle durability test, the vehicle manufacturer shall choose one of the 
driving cycles descr ibed in Appendix 3b to this annex.
2.2. Benc h ageing durability test
This paragraph applies to Level 1A only
2.2.1. For the execution of the benc h ageing durability tests the vehicle used for the catalyst and/or particle filter 
temperature measurements shall be VH.
The fuel to be used during the test shall be the one specifi ed in paragraph 4. of this annex.
2.3. This paragraph applies to Level 1A only
The bench ageing durability test to be used shall be the one appropr iate to the type of engine, as detailed in 
paragraphs 2.3.1. and 2.3.2. of this annex.
2.3.1. Vehicles with positive ignition engines
2.3.1.1. The benc h ageing procedure requires the installation of the whole exhaust after-treatment system on an ageing 
benc h.
Agei ng on the benc h shall be conduct ed by follo wing the Standard Benc h Cycle (SBC) for the period of time 
calculat ed from the Bench Agei ng Time (BAT) equation. The BAT equation requires, as input, catalyst time-at- 
temperature data measured on the SRC, as descr ibed in paragraph 2.3.1.3.
2.3.1.2. SBC. Standard catalyst benc h ageing shall be conduct ed following the SBC. The SBC shall be run for the period of 
time calculated from the BAT equation. The SBC is descr ibed in Appendix 1 to this annex.
2.3.1.3. Catalyst time-at-tem perature data. Catalyst temperature shall be measured during at least two full cycles of the SRC 
cycle as descr ibed in Appendix 3 to this annex.
Catalyst temperature shall be measured at the highest temperature location in the hottes t catalyst on the test 
vehicle. Alte rnatively , the temperature may be measured at another location providing that it is adjusted to 
represent the temperature measured at the hotte st location using good engineer ing judgement.
Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second).
The measured catalyst temperature results shall be tabulat ed into a histogram with temperature groups of no 
larger than 25 °C.
2.3.1.4. The Bench Agei ng Time (BAT) shall be calculat ed using the BAT equation as follows :
te for a temperature bin = th e((R/T r)-(R/T v))
Total te = Sum of te over all the temperature groups
Benc h Ageing Time = A (Total te)
Where:
A = 1,1 This value adjusts the catalyst ageing time to account for deterioration from sources 
other than ther mal ageing of the catalyst.
R = Catalyst ther mal reactivity = 17 500EN Offi cial Jour nal of the European Union 26.11.2021 L 423/569  
th = The time (in hours) measured within the prescr ibed temperature bin of the vehicle's 
catalyst temperature histogram adjusted to a full useful life basis e.g., if the 
histo gram represent ed 400 km, and useful life is 160 000 km; all histo gram time 
entr ies would be multiplied by 400 (160 000 /400).
Total te = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the 
catalyst ageing benc h using the catalyst ageing cycle to produce the same amount of 
deterioration exper ienced by the catalyst due to ther mal deactivation over the 
160 000 km.
te for a bin = The equivalent time (in hours) to age the catalyst at the temperature of Tr on the 
catalyst ageing benc h using the catalyst ageing cycle to produce the same amount of 
deterioration exper ienced by the catalyst due to ther mal deactivation at the 
temperature bin of Tv over 160 000 km.
Tr = The effective reference temperature (in K) of the catalyst on the catalyst bench run 
on the bench ageing cycle. The effective temperature is the constant temperature 
that would result in the same amount of ageing as the various temperatures 
exper ienced during the bench ageing cycle.
Tv = The mid-point temperature (in K) of the temperature bin of the vehicle on-road 
catalyst temperature histogram.
2.3.1.5. Effective reference temperature on the SBC. The effective reference temperature of the SBC shall be determi ned for 
the actual catalyst system design and actual ageing benc h which will be used using the following procedures:
(a) Measure time-at-te mperature data in the catalyst system on the catalyst ageing bench followi ng the SBC. 
Catalyst temperature shall be measured at the highest temperature location of the hottest catalyst in the 
system. Alternatively , the temperature may be measured at another location provi ding that it is adjusted to 
represent the temperature measured at the hottest location.
Catalyst temperature shall be measured at a minimum rate of one hertz (one measurement per second) during 
at least 20 minutes of bench ageing. The measured catalyst temperature results shall be tabulated into a 
histo gram with temperature groups of no larger than 10 °C.
(b) The BAT equation shall be used to calculat e the effective referen ce temperature by iterative changes to the 
referen ce temperature (Tr) until the calculated ageing time equals or exceeds the actual time represente d in 
the catalyst temperature histogram. The resulting temperature is the effective reference temperature on the 
SBC for that catalyst system and ageing benc h.
2.3.1.6. Catalyst ageing benc h. The catalyst ageing bench shall follow the SBC and deliver the appropr iate exhaust flow, 
exhaust constituents, and exhaust temperature at the face of the catalyst.
All benc h ageing equipment and procedures shall record appropr iate information (suc h as measured A/F ratios 
and time-at-tem perature in the catalyst) to assure that the bench- ageing test is documente d to demonstrat e that 
sufficient ageing has actually occur red.
2.3.1.7. Required testing. For calculating deterioration factors at least two Type 1 tests before benc h ageing of the emission 
control hardware and at least two Type 1 tests after the bench-ag ed emission hardware is reinstalled have to be 
performed on the test vehicle.
Additional testing may be conduct ed by the manuf acturer . Calculation of the deterior ation factors has to be done 
according to the calculation method as specified in paragraph 7. of this annex.
2.3.2. Vehicles with compression ignition enginesEN Offi cial Jour nal of the European Union L 423/570 26.11.2021  
2.3.2.1. The followi ng benc h ageing procedure is applicable for compr ession-ignition vehicles including hybrid vehicles.
The benc h ageing procedure requires the installation of the after-treatment system on an after-treatment system 
ageing benc h.
In case of exhaust after-treatment system using reage nt, the whole injection syste m shall be fitted and working for 
ageing.
Agei ng on the benc h is conducted by following the Standard Diesel Bench Cycle (SDBC) for the number of 
regener ations/desulphur isations calculated from the Benc h Agei ng Duration (BAD) equation.
2.3.2.2. SDBC. Standard benc h ageing is conducted follo wing the SDBC. The SDBC shall be run for the period of time 
calculat ed from the BAD equation. The SDBC is descr ibed in Appendix 2 to this annex.
2.3.2.3. Regeneration data. Regeneration inter vals shall be measured during at least 10 full cycles of the SRC cycle as 
descr ibed in Appendix 3 to this annex. As an altern ative the intervals from the Ki deter mination may be used.
If applicable, desulphur isation intervals shall also be considered based on manufacturer's data.
2.3.2.4. Diesel benc h ageing duration. Bench ageing duration is calculat ed using the BAD equation as follows:
Benc h ageing duration = number of regener ation and/or desulphur isation cycles (which ever is the long er) 
equivalent to 160 000 km of driving.
2.3.2.5. Agei ng bench. The ageing bench shall follow the SDBC and deliver appropr iate exhaust flow, exhaust constituents, 
and exhaust temperature to the after-treatment system inlet.
The manuf acturer shall record the number of regener ations/desulphur isations (if applicable) to assure that 
sufficient ageing has actually occur red.
2.3.2.6. Required testing. For calculating deterioration factors at least two Type 1 tests before benc h ageing of the emission 
control hardware and at least two Type 1 tests after the bench-ag ed emission hardware is reinstalled have to be 
performed on VH. Additional testing may be conduct ed by the manuf acturer . Calculation of the deter ioration 
factors shall be done according to the calculation method set out in paragraph 7. of this annex and with the 
additional requirements contained in this Regulation.
3. TEST VEHICLE
3.1. The vehicle shall be VH. It shall be in good mech anical order; the engine and the anti-pollution devices shall be 
new . The vehicle may be the same as that present ed for the Type 1 test; in this case the Type 1 test has to be done 
after the vehicle has run at least 3 000 km of the ageing cycle of Appendix 3. to this annex.
3.1.1. Special requirements for hybr id vehicles are provided in Appendix 4 to this annex.
4. FUEL
The durability test is conducted with a suitable commercially available fuel.
5. VEHICLE MAINTENANCE AND ADJUSTMENTS
Mainte nance, adjustments as well as the use of the test vehicle's controls shall be those recommended by the 
manuf acturer . If during the executi on of the whole vehicle durability test the vehicle exper iences a failure not 
relat ed to emissions and/or fuel consump tion and/or energy consump tion, the manuf acturer can fix the vehicle 
and continue with the durability test. Other wise the manufacturer shall consult the approval author ity to find a 
commonly agreed solution.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/571  
6. VEHICLE OPERA TION ON TRA CK, ROAD OR ON CHA SSIS DYNAMOMETER
6.1. Operating cycle
Dur ing operation on track, road or on roller test bench, the distance shall be covered according to the driving 
sche dule descr ibed in Appendix 3 of this annex.
6.2. The durability test, or if the manuf acturer has chosen, the modifi ed durability test shall be conducted until the 
vehicle has covered its targe t useful life.
6.3. Test equipment
6.3.1. Chassis dynamometer
6.3.1.1. When the durability test is performe d on a chassis dynamometer , the dynamometer shall enable the cycle 
descr ibed in Appendix 3 of this annex to be carried out. In particular , it shall be equipped with syste ms 
simulating iner tia and resistance to progress.
6.3.1.2. The road load coefficients to be used shall be those for vehicle high (VH).
6.3.1.3. The vehicle cooling system should enable the vehicle to operate at temperatures similar to those obtained on road 
(oil, water , exhaust system, etc.).
6.3.1.4. Certain other test bench adjustments and features are deemed to be identical, where necessar y, to those descr ibed 
in Annex B5 to this Regulation (iner tia, for example, which may be mechanical or electronic).
6.3.1.5. The vehicle may be moved, where necessar y, to a differ ent bench in order to conduct emission measurement tests .
6.3.2. Operation on track or road
When the durability test is compl eted on track or road, the test mass of the vehicle shall be the same as that 
retained for tests conduct ed on a chassis dynamomete r.
7. MEASURING EMISSIONS OF POLLUT ANTS
A first test is carried out when the vehicle has reac hed a mileage between 3 000 km and 5 000 km. Further tests 
are carried out at 20 000 km (± 400 km) and then ever y 20 000 km (± 400 km) or more frequently , at regular 
intervals until having covered the target useful life. Exhaust emissions are measured in accordance with the 
Type 1 Test as defined in paragraph 6.3. of this Regulation. At the choice of the manuf acturer any of the abov e 
tests can be repeated. In such a case the average value of all the repeated tests shall be considered as a sing le value 
for the relevant mileage. After the target useful life required for Level 1B has been driven, it is no long er necessar y 
to separate ly record the emissions results from the first 3 phases of WLTP.
The limit values to be complied with are those laid down in paragraph 6.3.10. of this Regulation.
In the case of vehicles equipped with periodically regener ating systems as defined in paragraph 3.8.1. of this 
Regulation, it shall be check ed that the vehicle is not approaching a regeneration period. If this is the case, the 
vehicle shall be driven until the end of the regeneration. If a regenera tion occurs during the emissions 
measurement, a new test (including preconditioning) shall be performe d, and the first result not taken into 
account.
All exhaust emissions results shall be plotte d as a function of the running distance on the system rounded to the 
nearest kilometre and the best fit straight line fitted by the method of least squares shall be drawn through all 
these data points.EN Offi cial Jour nal of the European Union L 423/572 26.11.2021  
For Level 1A
The data will be acceptable for use in the calculation of the deterior ation factor only if the interpolated 5 000 km 
and target useful life points on this line are within the abov e mentioned limits.
The data are still acceptable when a best fit straight line crosses an applicable limit with a negativ e slope (the 
5 000 km interpolated point is higher than the target useful life point) but the target useful life actual data point 
is below the limit.
For Level 1B
The data will be acceptable for use in the calculation of the deterioration factor only if the extrapolat ed 3 000 km 
and the target useful life points on this line are within the abov e mentioned limits.
7.1. A multiplicative exhaust emission deterioration factor shall be calculated for each pollutant as follows:
D:E:F: ¼Mi2
Mi1
Where:
Mi 1= For Level 1A mass emission of the pollutant i in g/km interpolated to 5 000 km,
For Level 1B – mass emission of the pollutant i in g/km extrapolat ed to 3 000 km
Mi 2= mass emission of the pollutant i in g/km interpolated to the targe t useful life
These interpolated values shall be carried out to a minimum of four places to the right of the decimal point before 
dividing one by the other to deter mine the deterioration factor. The result shall be rounded to three places to the 
right of the decimal point.
If a deterioration factor is less than one, it is deemed to be equal to one.
At the request of a manufact urer , an additive exhaust emission deterioration factor shall be calculat ed for each 
pollutant as follows :
D . E . F . = Mi 2 – Mi 1
If the additive deter ioration factor calculat ed with the above formula is negative, then it shall be put equal to zero.
These additive deterioration factors shall follow the same rules descr ibed for the multiplicative deter ioration 
factors in relation to Level 1A (4 phase WLTP) and Level 1B (3 phase WLTP).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/573  
Appendix 1 
Standard Bench Cycle (SBC) 
This appendix applies to Level 1A only
1. INTR ODUCTION
The standard ageing durability procedure consists of ageing a catalyst/o xygen and/or air fuel ratio sensor system on 
an ageing benc h whic h follows the Standard Bench Cycle (SBC) descr ibed in this appendix. The SBC requires the use 
of an ageing bench with an engine as the source of feed gas for the catalyst. The SBC is a 60-second cycle which is 
repeated as necessar y on the ageing benc h to conduct ageing for the required period of time. The SBC is defined 
based on the catalyst temperature, engine air/fuel (A/F) ratio, and the amount of secondar y air injection which is 
added in front of the first catalyst.
2. CATALYST TEMPERA TURE CON TROL
2.1. Catalyst temperature shall be measured in the catalyst bed at the location where the highest temperature occurs in 
the hottes t catalyst. Alternatively , the feed gas temperature may be measured and conver ted to catalyst bed 
temperature using a linear transf orm calculat ed from correlation data collected on the catalyst design and ageing 
benc h to be used in the ageing process.
2.2. Control the catalyst temperature at stoichiometr ic operation (01 to 40 seconds on the cycle) to a minimum of 800 ° 
C (± 10 °C) by selecting the appropr iate engine speed, load, and spark timing for the engine. Control the maximum 
catalyst temperature that occurs during the cycle to 890 °C (± 10 °C) by selecting the appropr iate A/F ratio of the 
engine during the "rich" phase descr ibed in Table C4 App1/2.
2.3. If a low control temperature other than 800 °C is utilized, the high control temperature shall be 90 °C higher than 
the low control temperature.
Table C4 App1/2
Standard Bench Cycle (SBC) 
Time 
(seconds)Engine air/fuel ratioSecondar y air 
injection
1–40 Stoi chiometri c with load, spark timing and engine speed controlled to achi eve a 
minimum catalyst temperature of 800 °CNone
41–45 "Rich" (A/F ratio selecte d to achieve a maximum catalyst temperature over the entire 
cycle of 890 °C or 90 °C higher than lowe r control temperature)None
46–55 "Rich" (A/F ratio selecte d to achieve a maximum catalyst temperature over the entire 
cycle of 890 °C or 90 °C higher than lowe r control temperature)3 % (± 1 %)
56–60 Stoi chiometri c with load, spark timing and engine speed controlled to achi eve a 
minimum catalyst temperature of 800 °C3 % (± 1 %)EN Offi cial Jour nal of the European Union L 423/574 26.11.2021  
Figure C4 App1/2
Standard Bench Cycle
3. AGEING BENCH EQUIPMENT AND PROCEDURES
3.1. Agei ng bench configuration. The ageing bench shall provid e the appropr iate exhaust flow rate, temperature, air-fuel 
ratio, exhaust constituents and secondar y air injection at the inlet face of the catalyst.
The standard ageing bench consists of an engine, engine controller , and engine dynamometer . Other conf igurations 
may be acceptable (e.g. whole vehicle on a dynamomete r, or a burner that provides the correct exhaust conditions), 
as long as the catalyst inlet conditions and control features specified in this appendix are met.
A sing le ageing bench may have the exhaust flow split into several streams provi ding that each exhaust stream meets 
the requirements of this appendix. If the bench has more than one exhaust stream, multiple catalyst systems may be 
aged simultaneously .
3.2. Exhaust system installation. The entire catalyst(s)-plus-o xygen and/or air fuel ratio sensor(s) system, together with all 
exhaust piping which connects these compo nents, will be installed on the benc h. For engines with multiple exhaust 
streams (suc h as some V6 and V8 engines), each bank of the exhaust system will be installed separately on the benc h 
in parallel.
For exhaust systems that contain multiple in-line catalysts, the entire catalyst system including all catalysts, all 
oxygen and/or air fuel ratio sensors and the associated exhaust piping will be installed as a unit for ageing. 
Alternatively , each individual catalyst may be separate ly aged for the appropr iate period of time.
3.3. Temperature measurement. Catalyst temperature shall be measured using a ther mocouple placed in the catalyst bed 
at the location where the highest temperature occurs in the hottest catalyst. Alternatively , the feed gas temperature 
just before the catalyst inlet face may be measured and conver ted to catalyst bed temperature using a linear 
transf orm calculat ed from correlation data collect ed on the catalyst design and ageing bench to be used in the 
ageing process. The catalyst temperature shall be store d digitally at the speed of 1 Hz.
3.4. Air/Fuel measurement. Prov isions shall be made for the measurement of the air/fuel (A/F) ratio (suc h as a wide-rang e 
oxygen sensor) as close as possible to the catalyst inlet and outlet flanges. The information from these sensors shall 
be store d digitally at the speed of 1 Hz.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/575  
3.5. Exhaust flow balance. Prov isions shall be made to assure that the proper amount of exhaust (measured in 
grams/second at stoic hiometr y, with a tolerance of ± 5 grams/second) flows through each catalyst system that is 
being aged on the bench.
The proper flow rate is determi ned based upon the exhaust flow that would occur in the original vehicle’s engine at 
the steady state engine speed and load selected for the bench ageing in paragraph 3.6. of this appendix.
3.6. Setup. The engine speed, load, and spark timing are select ed to achi eve a catalyst bed temperature of 800 °C (± 10 ° 
C) at steady-stat e stoic hiometr ic operation.
The air injection system is set to provide the necessar y air flow to produce 3,0 per cent oxygen (± 0,1 %) in the 
steady-state stoichiometr ic exhaust stream just in front of the first catalyst. A typical reading at the upstream A/F 
measurement point (required in paragraph 3.4. of this appendix) is lambda 1,16 (which is appro ximat ely 3 per cent 
oxygen).
With the air injection on, set the "Rich" A/F ratio to produce a catalyst bed temperature of 890 °C (± 10 °C). A typical 
A/F value for this step is lambda 0,94 (appro ximately 2 per cent CO).
3.7. Agei ng cycle. The standard benc h ageing procedures use the SBC. The SBC is repeate d until the amount of ageing 
calculat ed from the BAT equation is achi eved.
3.8. Quality assurance. The temperatures and A/F ratio in paragraphs 3.3. and 3.4. of this appendix shall be reviewed 
periodically (at least ever y 50 hours) during ageing. Necessar y adjustments shall be made to assure that the SBC is 
being appropr iately followed throughout the ageing process.
After the ageing has been compl eted, the catalyst time-at-te mperature collect ed during the ageing process shall be 
tabulate d into a histogram with temperature groups of no larger than 10 °C. The BAT equation and the calculat ed 
effective reference temperature for the ageing cycle according to paragraph 2.3.1.4. of this annex shall be used to 
determine if the appropr iate amount of ther mal ageing of the catalyst has in fact occur red. Bench ageing will be 
exte nded if the ther mal effect of the calculat ed ageing time is not at least 95 per cent of the target ther mal ageing.
3.9. Star t up and Shutdo wn. Care should be taken to assure that the maximum catalyst temperature for rapid 
deterioration (e.g. 1 050 °C) does not occur during start up or shut down . Special low temperature start up and 
shutdo wn procedures may be used to alleviat e this concer n.
4. EXPERIMENT ALL Y DETERMINING THE R-FACTOR FOR BENCH AGEING DURABILIT Y PROCEDURES
4.1. The R-Factor is the catalyst ther mal reactivity coeff icient used in the BAT equation. Manuf acturers may determine 
the value of R exper imentally using the followi ng procedures.
4.1.1. Using the applicable bench cycle and ageing benc h hardware, age several catalysts (minimum of 3 of the same 
catalyst design) at differ ent control temperatures between the normal operating temperature and the damage limit 
temperature. Measure emissions (or catalyst inefficiency (1-catalyst efficiency )) for each exhaust constituent. Assure 
that the final testing yields data between one- and two-times the emission standard.
4.1.2. Estimate the value of R and calculat e the effective reference temperature (Tr) for the benc h ageing cycle for each 
control temperature according to paragraph 2.3.1.4. of this annex.
4.1.3. Plot emissions (or catalyst inefficiency) versus ageing time for each catalyst. Calculate the least-squared best-fit line 
through the data. For the data set to be useful for this purpose the data should have an appro ximat ely common 
inter cept between 0 and 6 400 km. See Figure C4 App1/3 for an example.
4.1.4. Calculat e the slope of the best-fit line for each ageing temperature.EN Offi cial Jour nal of the European Union L 423/576 26.11.2021  
Figure C4 App1/3
Exa mple of catalys t ageing
4.1.5. Plot the natural log (ln) of the slope of each best-fit line (determined in paragraph 4.1.4. of this appendix) along the 
vertical axis, versus the inverse of ageing temperature (1/(age ing temperature, deg K)) along the horizontal axis. 
Calculat e the least squared best-f it lines through the data. The slope of the line is the R-fact or. See Figure C4 App1/ 
4 for an exam ple.
4.1.6. Com pare the R-fact or to the initial value that was used in paragraph 4.1.2. of this appendix. If the calculat ed R-factor 
diffe rs from the initial value by more than 5 per cent, choose a new R-fact or that is between the initial and calculated 
values, and then repeat the steps in paragraphs 4.1.2. to 4.1.6. of this appendix to derive a new R-fact or. Repeat this 
process until the calculat ed R-fact or is within 5 per cent of the initially assumed R-fact or.
4.1.7. Com pare the R-fact or deter mined separately for each exhaust constituent. Use the lowest R-fact or (worst case) for 
the BAT equation.
Figure C4 App1/4
Deter mining the R-Factor
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/577  
Appendix 2 
Standard Diesel Bench Cycle (SDBC) 
This appendix applies to Level 1A only
1. INTR ODUCTION
For particulat e filters, the number of rege nerations is critical to the ageing process. For syste ms that require 
desulphur isation cycles (e.g. NO x storag e catalysts), this process is also signif icant.
The standard diesel bench ageing durability procedure consists of ageing an after-treatment system on an ageing benc h 
whic h follows the SDBC descr ibed in this appendix. The SDBC requires use of an ageing benc h with an engine as the 
source of feed gas for the system.
Dur ing the SDBC, the regeneration/desulphur isation strategies of the system shall remain in normal operating 
condition.
2. The SDBC reproduces the engine speed and load conditions that are encounter ed in the SRC cycle as appropr iate to 
the period for which durability is to be deter mined. In order to accelerate the process of ageing, the engine settings 
on the test benc h may be modified to reduce the syste m loading times. For example the fuel injection timing or EGR 
strateg y may be modified.
3. AGEING BENCH EQUIPMENT AND PROCEDURES
3.1. The standard ageing bench consists of an engine, engine controller , and engine dynamometer . Other configurations 
may be acceptable (e.g. whole vehicle on a dynamomet er, or a burner that provides the correct exhaust conditions), 
as long as the after-treatment syste m inlet conditions and control features specif ied in this appendix are met.
A sing le ageing benc h may have the exhaust flow split into several streams provid ed that each exhaust stream meets 
the requirements of this appendix. If the bench has more than one exhaust stream, multiple after-treatment systems 
may be aged simultaneously .
3.2. Exhaust system installation. The entire after-treatment system, together with all exhaust piping whic h connects these 
compo nents, will be installed on the benc h. For engines with multiple exhaust streams (suc h as some V6 and V8 
engines), each bank of the exhaust system will be installed separately on the benc h.
The entire after-treatment system will be installed as a unit for ageing. Alter natively , each individual compo nent may 
be separately aged for the appropr iate period of time.
In case of exhaust after-treatment syste m using reagent, the whole injection syste m shall be fitted and working for 
ageing.EN Offi cial Jour nal of the European Union L 423/578 26.11.2021  
Appendix 3 
Standard Road Cycle (SRC) 
1. INTR ODUCTION
The Standard Road Cycle (SRC) is a kilometre accumulation cycle on VH. The vehicle may be run on a test track or on a 
kilometre accumulation dynamometer .
The cycle consists of 7 laps of a 6 km course. The length of the lap may be chang ed to accommodat e the length of the 
mileage accumulation test track.
Standard road cycle
Lap Descr iption Typical acceleration rate m/s2
1 (star t engine) idle 10 seconds 0
1 Moderate acceleration to 48 km/h 1,79
1 Cruise at 48 km/h for ¼ lap 0
1 Moderate deceleration to 32 km/h –2,23
1 Moderate acceleration to 48 km/h 1,79
1 Cruise at 48 km/h for ¼ lap 0
1 Moderate deceleration to stop –2,23
1 Idle 5 seconds 0
1 Moderate acceleration to 56 km/h 1,79
1 Cruise at 56 km/h for ¼ lap 0
1 Moderate deceleration to 40 km/h –2,23
1 Moderate acceleration to 56 km/h 1,79
1 Cruise at 56 km/h for ¼ lap 0
1 Moderate deceleration to stop –2,23
2 Idle 10 seconds 0
2 Moderate acceleration to 64 km/h 1,34
2 Cruise at 64 km/h for ¼ lap 0
2 Moderate deceleration to 48 km/h –2,23
2 Moderate acceleration to 64 km/h 1,34
2 Cruise at 64 km/h for ¼ lap 0
2 Moderate deceleration to stop –2,23
2 Idle 5 seconds 0
2 Moderate acceleration to 72 km/h 1,34
2 Cruise at 72 km/h for ¼ lap 0
2 Moderate deceleration to 56 km/h –2,23
2 Moderate acceleration to 72 km/h 1,34
2 Cruise at 72 km/h for ¼ lap 0
2 Moderate deceleration to stop –2,23
3 Idle 10 seconds 0
3 Hard acceleration to 88 km/h 1,79EN Offi cial Jour nal of the European Union 26.11.2021 L 423/579  
Lap Descr iption Typical acceleration rate m/s2
3 Cruise at 88 km/h for ¼ lap 0
3 Moderate deceleration to 72 km/h –2,23
3 Moderate acceleration to 88 km/h 0,89
3 Cruise at 88 km/h for ¼ lap 0
3 Moderate deceleration to 72 km/h –2,23
3 Moderate acceleration to 97 km/h 0,89
3 Cruise at 97 km/h for ¼ lap 0
3 Moderate deceleration to 80 km/h –2,23
3 Moderate acceleration to 97 km/h 0,89
3 Cruise at 97 km/h for ¼ lap 0
3 Moderate deceleration to stop –1,79
4 Idle 10 seconds 0
4 Hard acceleration to 129 km/h 1,34
4 Coast down to 113 km/h –0,45
4 Cruise at 113 km/h for ½ lap 0
4 Moderate deceleration to 80 km/h –1,34
4 Moderate acceleration to 105 km/h 0,89
4 Cruise at 105 km/h for ½ lap 0
4 Moderate deceleration to 80 km/h –1,34
5 Moderate acceleration to 121 km/h 0,45
5 Cruise at 121 km/h for ½ lap 0
5 Moderate deceleration to 80 km/h –1,34
5 Light acceleration to 113 km/h 0,45
5 Cruise at 113 km/h for ½ lap 0
5 Moderate deceleration to 80 km/h –1,34
6 Moderate acceleration to 113 km/h 0,89
6 Coast down to 97 km/h –0,45
6 Cruise at 97 km/h for ½ lap 0
6 Moderate deceleration to 80 km/h –1,79
6 Moderate acceleration to 104 km/h 0,45
6 Cruise at 104 km/h for ½ lap 0
6 Moderate deceleration to stop –1,79
7 Idle 45 seconds 0
7 Hard acceleration to 88 km/h 1,79
7 Cruise at 88 km/h for ¼ lap 0
7 Moderate deceleration to 64 km/h –2,23
7 Moderate acceleration to 88 km/h 0,89
7 Cruise at 88 km/h for ¼ lap 0EN Offi cial Jour nal of the European Union L 423/580 26.11.2021  
Lap Descr iption Typical acceleration rate m/s2
7 Moderate deceleration to 64 km/h –2,23
7 Moderate acceleration to 80 km/h 0,89
7 Cruise at 80 km/h for ¼ lap 0
7 Moderate deceleration to 64 km/h –2,23
7 Moderate acceleration to 80 km/h 0,89
7 Cruise at 80 km/h for ¼ lap 0
7 Moderate deceleration to stop –2,23
The standard road cycle is represented graphically in the following figure:
EN Offi cial Jour nal of the European Union 26.11.2021 L 423/581  
Appendix 3b 
The kilometre accumulation cycles 
This appendix is applicable to Level 1b only
The manufacturer shall select one of the following three cycles for the whole vehicle durability test
1.Patter n A
Driving pattern Distance ratio
Nor mal driving All elements (idling, acceleration, deceleration, 
steady speed) shall be operat ed within less than 
60 km/hmore than 60 %
High speed driving Stea dy speed whichever lower 100 km/h or V_max more than 20 %
others according to good engineer ing practice no specifi c requirement as long as 
maintaining the above criteria
2.Patter n B
Driving pattern Distance ratio
Number of standing start more than 20 times per hour
High speed driving Stea dy speed whichever lower 100 km/h or V_max more than 8 %
Averag e speed more than 45 km/h
others All elements (idling, acceleration, deceleration, 
steady speed) shall be operat ed.
Expected more severe driving patter n than 
Table C4/App3b.1 in term of deter ioration
Table C4/App3b.1
mode Driving conditions Operation time (s) Cumulative time (s)
1 Idling 10 10
2 Acceleration: 0 → 60 km/h 30 40
3 Stea dy speed: 60 km/h 15 55
4 Deceleration: 60 → 30 km/h 15 70
5 Acceleration: 30 → 60 km/h 15 85
6 Stea dy speed: 60 km/h 15 100
7 Deceleration: 60 → 0 km/h 30 130
8 repeat 1 to 7 nine times 1 170 1 300
9 Idling 10 1 310
10 Acceleration: 0 → 100 (*)km/h 40 (50 (**)) 1 350 (1 360 (**))EN Offi cial Jour nal of the European Union L 423/582 26.11.2021  
mode Driving conditions Operation time (s) Cumulative time (s)
11 Stea dy speed: 100 km/h 200 (190 (**)) 1 550
12 Deceleration: 100 → 0 km/h 50 1 600
13 repeat 1 to 12 until the useful life is reac hed
(*) 100 km/h or V_max, whic hever lower
(**) for vehicles having engine displacement less than or equal to 0,660 litre, vehicle length less than or equal to 3,40 m, vehicle width 
less than or equal to 1,48 m, and vehicle height less than or equal to 2,00 m, seats less than or equal to 3 in addition to a driver, 
and payload less than or equal to 350 kg
3.Standard Road Cycle (SRC) descr ibed in Annex C4 Appendix3EN Offi cial Jour nal of the European Union 26.11.2021 L 423/583  
Appendix 4 
Special requirements for Hybr id Vehicles 
1. INTR ODUCTION
1.1. This appendix provid es special requirements for the Type 5 test of OVC-HEVs and NOVC-HEVs, as set out in 
paragraphs 2. and 3. of this appendix.
2. For Level 1A only:
For OVC-HEVs:
It is allowed to charge the electr ical energy/po wer stora ge device twice a day during mileage accumulation.
The mileag e accumulation using the REESS shall be less than the targe t useful life multiplied by the sum of all 
calculat ed Utility Fact ors UF j (UF) for that vehicle from the beginning of the charg e-depleting Type 1 test up to phase j.
Phase j corresponds with the last phase of the transition cycle which is the end of the Charg e-Depleting- Type 1 test.
Mileage accumulation shall be driven in the driver selectable mode that is alwa ys selected when the vehicle is switched 
on (predominant mode) or in the mode which is recommended by the manufacturer (if no predominant mode is 
available) after agreement of the Technical Service.
Dur ing the mileage accumulation a change into another hybrid mode is allowed if necessar y in order to continue the 
mileage accumulation after agreement of the Technical Service.
The measurements of emissions of pollutants shall be carried out under the same conditions as specifi ed in 
paragraph 3.2.5. of Annex B8.
3. For NOVC-HEVs:
Mileage accumulation shall be driven in the driver selectable mode whic h is alwa ys selecte d when the vehicle is 
switc hed on (predominant mode) or in the mode which is recommended by the manufacturer (if no predominant 
mode is available) after agreement of the Technical Service.
The measurements of emissions of pollutants shall be carried out in the same conditions as in the Type 1 test.EN Offi cial Jour nal of the European Union L 423/584 26.11.2021  
ANNEX C5 
On-Board Diagnostics (OBD) for mot or vehicles 
1. INTR ODUCTION
This annex applies to the functional aspects of On-Board Diagnostic (OBD) syste m for the emission control of 
motor vehicles.
2. RESER VED
3. REQUIREMENTS AND TESTS
3.1. All vehicles shall be equipped with an OBD system so designed, constr ucted and installed in a vehicle as to 
enable it to identify types of deterioration or malfunction over the entire life of the vehicle. In achi eving this 
objective, the Type Approval Auth ority shall accept that vehicles which have travelled distances in excess of the 
targe t useful life (according to paragraph 6.7. of this Regulation) referred to in paragraph 3.3.1. of this annex, 
may show some deter ioration in OBD system perf ormance such that the OBD thresholds set out in Table 4A 
and Table 4B (as applicable) in paragraph 6.8.2. of this Regulation may be exce eded before the OBD system 
signals a failure to the driver of the vehicle.
3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or repair of the vehicle shall be 
unrestr icted and standardised. All emission-related fault codes shall be consiste nt with paragraph 6.5.3.5. of 
Appendix 1 to this annex.
3.2. The OBD system shall be so designed, constr ucted and installed in a vehicle as to enable it to compl y with the 
requirements of this annex during conditions of normal use.
3.2.1. Temporar y disablement of the OBD syste m
3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affect ed by low fuel levels. Disablement 
shall not occur when the fuel tank level is abov e 20 per cent of the nominal capacity of the fuel tank .
3.2.1.2. A manuf acturer may disable the OBD syste m at ambient engine starting temperatures below 266 K (– 7 °C) or at 
elevations over 2 440 metres above sea level provid ed the manuf acturer submits data and/or an engineer ing 
evaluation which adequately demonstrate that monitoring would be unreliable when such conditions exist. A 
manuf acturer may also request disablement of the OBD system at other ambient engine starting temperatures if 
he demonstrates to the author ity with data and/or an engineer ing evaluation that misdiagnosis would occur 
under such conditions. It is not necessar y to illuminate the Malfunction Indicator (MI) if the OBD thresholds are 
excee ded during a rege neration provi ded no defect is present.
3.2.1.3. For vehicles designed to accommodat e the installation of power take -off units, disablement of affected 
monitoring system s is permitted provi ded disablement occurs only when the power take-off unit is active.
In addition to the provisions of this paragraph the manufact urer may temporar ily disable the OBD system in the 
following conditions:
(a) For flex fuel or mono/bi fuel gas vehicles during 1 minut e after re-fuelling to allow for the recognition of 
fuel quality and composition by the ECU;
(b) For bi fuel vehicles during 5 seconds after fuel switch ing to allow for readjusting engine parameter s;
(c) The manuf acturer may deviate from these time limits if it can demonstrate that stabilisation of the fuelling 
system after re-fuelling or fuel switc hing takes long er for justif ied technical reasons. In any case, the OBD 
system shall be re-enabled as soon as either the fuel quality and compo sition is recognised, or the engine 
parameter s are readjusted .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/585  
3.2.2. Engine misfire in vehicles equipped with positive ignition engines
3.2.2.1. Manufa cturers may adop t higher misfi re percentage malfunction criteria than those declared to the author ity, 
under specifi c engine speed and load conditions where it can be demonstrated to the author ity that the 
detection of lowe r levels of misfi re would be unreliable.
3.2.2.2. When a manuf acturer can demonstrate to the author ity that the detection of higher levels of misfire percentages 
is still not feasible, or that misf ire cannot be distinguished from other effects (e.g. rough roads, transmission 
shifts, after engine starting; etc.) the misfi re monitoring system may be disabled when such conditions exist.
3.2.3. Identification of deter ioration or malfunctions may be also be done outside a driving cycle (e.g. after engine 
shutdo wn).
3.3. Descr iption of tests
3.3.1. The tests are carried out on the vehicle used for the Type 5 durability test, given in Annex C4 to this Regulation, 
and using the test procedure in Appendix 1 to this annex. Tests are carried out at the conclusion of the Type 5 
durability testing.
When no Type 5 durability testing is carried out, or at the request of the manufa cturer , a suitably aged and 
representative vehicle may be used for these OBD demonstration tests.
3.3.2. The OBD system shall indicate the failure of an emission-relat ed compo nent or system when that failure results 
in emissions exceeding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation.
3.3.2.1. The OBD thresholds for vehicles that are type approved according to the emission limits set out in 
paragraph 6.3.10. of this Regulation are set out in Table 4A and Table 4B (as applicable) in paragraph 6.8.2. of 
this Regulation.
3.3.3. Monitoring requirements for vehicles equipped with positive ignition engines.
In satisfying the requirements of paragraph 3.3.2. of this annex the OBD system shall, at a minimum, monitor 
for:
3.3.3.1. The reduction in the efficiency of the catalytic conver ter with respect to emissions of NMHC and NO x. 
Manufa cturers may monitor the front catalyst alone or in combination with the next catalyst(s) down stream. 
Each monitored catalyst or catalyst combination shall be considered malfunctioning when the emissions excee d 
the NMHC or NO x OBD thresholds set out in paragraph 6.8.2. of this Regulation.
3.3.3.2. The presence of engine misfi re in the engine operating region bounded by the following lines:
(a) A maximum speed of 4 500 min–1 or 1 000 min–1 great er than the highest speed occur ring during a Type 1 
Test cycle, which ever is the lower;
(b) The positive torq ue line (i.e. engine load with the transmission in neutral);
(c) A line joining the followi ng engine operating points: the positive torq ue line at 3 000 min–1 and a point on 
the maximum speed line defined in (a) abov e with the engine's manif old vacuum at 13,33 kPa lower than 
that at the positive torque line.
3.3.3.2.1. Specific monitori ng rate for misfire:
For Level 1B only
(a) Catalytic conver ter protection. The engine misfi re whic h causes the catalytic conver ter damage because of 
excessiv e heat, shall be monitore d ever y 200 revolu tions within the region specif ied in paragraph 3.3.3.2.
When the evaluated engine misfi re rate is less than 5 %, the limit can be fixed at 5 %.EN Offi cial Jour nal of the European Union L 423/586 26.11.2021  
(b) Exceeding emission threshold. The engine misf ire whic h causes to exceed an emission threshold shall be 
monitore d ever y 1 000 revolu tions within the region specifi ed in paragraph 3.3.3.2.
When the evaluated engine misfi re rate is less than 1%, the limit can be fixed at 1 %.
3.3.3.3. Oxygen sensor deterioration
This paragraph shall mean that the deter ioration of all oxygen sensors fitted and used for monitor ing 
malfunctions of the catalytic conver ter according to the requirements of this annex shall be monitored.
3.3.3.4. Other emission control system compo nents or systems, or emission relat ed power train components or syste ms 
whic h are connected to a comput er, if active on the select ed fuel, the failure of whic h may result in tailpipe 
emissions exceed ing any of the OBD thresholds set out in Table 4A and Table 4B (as applicable) in 
paragraph 6.8.2. of this Regulation.
The followi ng is a non-exhaustive list providing examples of representative compo nents and systems;
(a) Exhaust gas recirculation system
(b) Fuel system
(c) Secondar y air system
(d) Valve timing system
(e) Atmosphere pressure sensor
(f) Intake air pressure sensor
(g) Intake air temperature sensor
(h) Air flow sensor
(i) Engine coolant temperature sensor
(j) Throttle sensor
(k) Cylinder identification sensor
(l) Crank angle sensor
3.3.3.5. Unless other wise monitored, any other emission-relat ed power-train compo nent connect ed to a comput er, 
including any relevant sensors to enable monitori ng functions to be carried out, shall be monitored for circuit 
continuity .
3.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be monitore d for circuit continuity .
3.3.3.7. Only for Level 1A
For direct injection positive ignition engines any malfunction, which may lead to emissions exceeding the 
particulate OBD thresholds set out in paragraph 6.8.2. of this Regulation and which has to be monitore d 
according to the requirements of this annex for compres sion ignition engines, shall be monitored.
3.3.4. Monitoring requirements for vehicles equipped with compression-ignition engines
In satisfying the requirements of paragraph 3.3.2. of this annex the OBD system shall monitor:
For Level 1A:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic conver ter.
3.3.4.2. Where fitted, the functionality and integr ity of the particulat e trap.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/587  
3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s) is/are monit ored for circuit continuity 
and total functional failure.
3.3.4.4. Other emission control system compo nents or systems , or emission-relat ed power-train compo nents or 
system s, whic h are connected to a comput er, the failure of which may result in exhaust emissions exceeding any 
of the OBD thresholds set out in paragraph 6.8.2. of this Regulation. Examples of such systems or components 
are those for monitor ing and control of air mass-f low, air volumetr ic flow (and temperature), boost pressure and 
inlet manif old pressure (and relevant sensors to enable these functions to be carried out).
3.3.4.5. Unless other wise monitor ed, any other emission-relat ed power-train compo nent connected to a comput er shall 
be monitore d for circuit continuity .
3.3.4.6. Malfunctions and the reduction in efficiency of the EGR system shall be monitor ed.
3.3.4.7. Malfunctions and the reduction in effic iency of a NO x after-treatment system using a reagent and the reage nt 
dosing sub-system shall be monitore d.
3.3.4.8. Malfunctions and the reduction in efficiency of NO x after-treatment not using a reage nt shall be monitore d.
For Level 1B:
Any emission-relat ed power-train component connected to a comput er shall be monitored for circuit continuity .
Circuit monitor list
(a) Atmosphere pressure sensor
(b) Intake air pressure sensor
(c) Intake air temperature sensor
(d) Air flow sensor
(e) Engine coolant temperature sensor
(f) Throttle sensor
(g) Cylinder identification sensor
(h) Crank angle sensor
(i) Injection timing sensor
(j) Injection amount adjustment sensor
(k) Injection temperature sensor
(l) Injection pressure sensor
(m) Oil temperature sensor
(n) Oil pressure sensor
(o) Exhaust temperature sensor
(p) Exhaust pressure sensor
3.3.5. Manufa cturers may demonstrate to the Type Approv al Author ity that certain compo nents or systems need not 
be monitore d if, in the event of their total failure or remo val, emissions do not exceed the OBD thresholds set 
out in paragraph 6.8.2. of this Regulation.
3.3.5.1. For Level 1A only
The followi ng devices should however be monitored for total failure or removal (if remo val would cause the 
applicable emission limits in paragraph 6.3.10. of this Regulation to be exceed ed):
(a) A particulate trap fitted to compression ignition engines as a separate unit or integrat ed into a combined 
emission control device;EN Offi cial Jour nal of the European Union L 423/588 26.11.2021  
(b) A NO x after treatment system fitted to compre ssion ignition engines as a separate unit or integrat ed into a 
combined emission control device;
(c) A Diesel Oxidation Catalyst (DOC) fitted to compression ignition engines as a separate unit or integrated 
into a combined emission control device.
3.3.5.2. For Level 1A only
The devices refer red to in paragraph 3.3.5.1. of this annex shall also be monitor ed for any failure that would 
result in exceed ing the applicable OBD thresholds set out in in paragraph 6.8.2. of this Regulation.
3.4. A sequence of diagnostic checks shall be initiate d at each engine start and complet ed at least once provid ed that 
the correct test conditions are met. The test conditions shall be selecte d in such a way that they all occur under 
normal driving as represente d by the Type 1 test.
3.5. Activation of malfunction indicator (MI)
3.5.1. The OBD syste m shall incor porate a malfunction indicator readily perceivable to the vehicle operat or. The MI 
shall not be used for any other purpose excep t to indicate emerg ency start-up, emission default modes or limp- 
home routines to the driver. The MI shall be visible in all reasonable lighting conditions. When activat ed, it shall 
displa y a symbol in conf ormity with ISO 2575. A vehicle shall not be equipped with more than one general 
purpose MI for emission-relat ed problems. Separate specifi c purpose tell tales (e. g. brak e system, fasten seat 
belt, oil pressure, etc.) are permitte d. The use of red colour for an MI is prohibit ed.
3.5.2. For strateg ies requir ing more than two preconditioning cycles for MI activation, the manuf acturer shall provide 
data and/or an engineer ing evaluation whic h adequat ely demonstrates that the monitor ing system is equally 
effective and timely in detecting component deterioration. Strategies requir ing on average more than ten 
driving cycles for MI activation are not accept ed. The MI shall also activate whenever the engine control enters a 
permanent emission default mode of operation if any of the OBD thresholds set out in paragraph 6.8.2. of this 
Regulation are exceed ed or if the OBD system is unable to fulfil the basic monitori ng requirements specifi ed in 
paragraph 3.3.3. or 3.3.4. of this annex. The MI shall operat e in a distinct warning mode, e.g. a flashing light, 
under any period during whic h engine misfire occurs at a level likely to cause catalyst damage, as specifi ed by 
the manufacturer . The MI shall also activat e when the vehicle's ignition is in the "key-on" position before engine 
starting or cranking and de-activate after engine starting if no malfunction has previously been detected .
3.6. Faul t code storage
3.6.1. The OBD system shall record pending and conf irmed fault code(s) indicating the status of the emission control 
system . Separate status codes (readiness codes) shall be used to identify correctly functioning emission control 
system s and those emission control systems whic h need further vehicle operation to be fully evaluated . If the 
MI is activate d due to deter ioration or malfunction or permanent emission default modes of operation, a fault 
code shall be stored that identif ies the type of malfunction. A fault code shall also be store d in the cases refer red 
to in paragraphs 3.3.3.5. and 3.3.4.5. of this annex.
3.6.2. The distance travelled by the vehicle while the MI is activate d shall be available at any instant through the serial 
port on the standard link connector .
3.6.3. In the case of vehicles equipped with positive ignition engines, misf iring cylinders need not be uniquely 
identified if a distinct sing le or multiple cylinder misfire fault code is stored.
3.7. Extinguishing the MIEN Offi cial Jour nal of the European Union 26.11.2021 L 423/589  
3.7.1. If misf ire at levels likely to cause catalyst damage (as specified by the manufacturer) is not present any more, or if 
the engine is operat ed after changes to speed and load conditions where the level of misfi re will not cause 
catalyst damage , the MI may be switched back to the previous state of activation during the first driving cycle 
on whic h the misf ire level was detected and may be switc hed to the normal activat ed mode on subsequent 
driving cycles. If the MI is switc hed back to the previous state of activation, the corresponding fault codes and 
stored freeze-frame conditions may be erased.
3.7.2. For all other malfunctions, the MI may be de-activated after three subsequent sequential driving cycles during 
whic h the monit oring syste m responsible for activating the MI ceases to detect the malfunction and if no other 
malfunction has been identif ied that would independently activate the MI.
3.8. Erasing a fault code
3.8.1. The OBD system may erase a fault code and the distance travelled and freeze-frame information if the same fault 
is not re-registe red in at least 40 engine warm-up cycles or 40 driving cycles with vehicle operation in which the 
following criteria (a)-(c) are satisfi ed:
(a) Cumulative time since engine start is great er than or equal to 600 seconds;
(b) Cumulative vehicle operation at or abov e 40 km/h occurs for greater than or equal to 300 seconds;
(c) Continuous vehicle operation at idle (i.e. accelerator pedal released by driver and vehicle speed less than or 
equal to 1,6 km/h) for great er than or equal to 30 seconds.
3.9. Bi-fuelled gas vehicles
In general, for bi-fuelled gas vehicles for each of the fuel types (petrol and (NG/biomethane)/LPG)) all the OBD 
requirements as for a mono-fuelled vehicle are applicable. To this end one of the followi ng two options in 
paragraphs 3.9.1. or 3.9.2. of this annex or any combination thereof, shall be used.
3.9.1. One OBD system for both fuel types.
3.9.1.1. The followi ng procedures shall be executed for each diagnostic in a sing le OBD system for operation on petrol 
and on (NG/biomethane)/LPG, either independent of the fuel currently in use or fuel type specific:
(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this annex);
(b) Faul t code stora ge (see paragraph 3.6. of this annex);
(c) Extinguishing the MI (see paragraph 3.7. of this annex);
(d) Erasing a fault code (see paragraph 3.8. of this annex).
For compo nents or system s to be monitored, either separate diagnostics for each fuel type can be used or a 
common diagnostic.
3.9.1.2. The OBD system can reside in either one or more comput ers.
3.9.2. Two separate OBD syste ms, one for each fuel type.
3.9.2.1. The followi ng procedures shall be execut ed independently of each other when the vehicle is operat ed on petrol 
or on (NG/biomethane)/LPG:
(a) Activation of malfunction indicator (MI) (see paragraph 3.5. of this annex);
(b) Faul t code stora ge (see paragraph 3.6. of this annex);
(c) Extinguishing the MI (see paragraph 3.7. of this annex);
(d) Erasing a fault code (see paragraph 3.8. of this annex).EN Offi cial Jour nal of the European Union L 423/590 26.11.2021  
3.9.2.2. The separate OBD systems can reside in either one or more comput ers.
3.9.3. Specific requirements regar ding the transmission of diagnostic signals from bi-fuelled gas vehicles.
3.9.3.1. On a request from a diagnostic scan tool, the diagnostic signals shall be transmitte d on one or more source 
addresses. The use of source addresses is descr ibed in the standard listed in paragraph 6.5.3.2.(a) of Appendix 1 
to this annex.
3.9.3.2. Identification of fuel specifi c information can be realized:
(a) By use of source addresses; and/or
(b) By use of a fuel select switc h; and/or
(c) By use of fuel specific fault codes.
3.9.4. Regarding the status code (as descr ibed in paragraph 3.6. of this annex), one of the following two options has to 
be used, if one or more of the diagnostics repor ting readiness is fuel type specifi c:
(a) The status code is fuel specifi c, i.e. use of two status codes, one for each fuel type;
(b) The status code shall indicate fully evaluated control systems for both fuel types (petrol and (NG/ 
biomethane)/LPG)) when the control systems are fully evaluated for one of the fuel types.
If none of the diagnostics repor ting readiness is fuel type specifi c, then only one status code has to be suppor ted.
3.10. Additional provisions for vehicles emp loying engine shut-off strateg ies.
3.10.1. Driving cycle
3.10.1.1. Autonomous engine restar ts commanded by the engine control system following an engine stall may be 
considered a new driving cycle or a continuation of the existing driving cycle.
4. REQUIREMENTS REL ATING TO THE TYPE APPR OVAL OF ON-BO ARD DIA GNOSTIC SYST EMS
4.1. A manufacturer may request to the Type Approv al Author ity that an OBD system be accept ed for type approval 
even though the syste m contains one or more deficien cies such that the specifi c requirements of this annex are 
not fully met. The Type Approv al Auth ority may approve up to two separate components or systems with one 
or more deficiencies.
When a manuf acturer adopts specifi c conditions for misfi re defined in paragraph 3.3.3.2.1. of this annex, these 
conditions shall not be considered as a deficiency .
4.2. In consider ing the request, the Type Approv al Auth ority shall determine whether compl iance with the 
requirements of this annex is infeasible or unreasonable.
The Type Approval Author ity shall take into consideration data from the manufacturer that details such factors 
as, but not limited to, technical feasibility , lead time and production cycles including phase-in or phase-out of 
engines or vehicle designs and programmed upgrades of comput ers, the extent to which the resultant OBD 
system will be effective in compl ying with the requirements of this Regulation and that the manuf acturer has 
demonstrate d an accept able level of effort towards compl iance with the requirements of this Regulation.
4.2.1. The Type Approval Author ity shall not accept any deficiency request that includes the complet e lack of a 
required diagnostic monitor or the lack of mandat ed recording and repor ting of data relat ed to a monitor .EN Offi cial Jour nal of the European Union 26.11.2021 L 423/591  
4.2.2. For Level 1A
The Type Approv al Author ity will not accept any deficien cy request that does not respect the OBD thresholds 
set out in paragraph 6.8.2. of this Regulation.
For Level 1B
The responsible author ity shall reject any deficiency request that does not respect the OBD thresholds set out in 
regional legislation multiplied by a factor required by regional legislation up to a maximum factor of two.
4.3. In deter mining the identif ied order of deficiencies, deficiencies relating to paragraphs 3.3.3.1., 3.3.3.2. 
and 3.3.3.3. of this annex for positive ignition engines and paragraphs 3.3.4.1., 3.3.4.2. and 3.3.4.3. of this 
annex for compre ssion-ignition engines shall be identif ied first.
4.4. Prior to or at the time of type approval, no deficiency shall be grant ed in respect of the requirements of 
paragraph 6.5., excep t paragraph 6.5.3.5., of Appendix 1 to this annex.
4.5. Deficiency period
4.5.1. A deficiency may be carried-over for a period of two years after the date of type-approval unless it can be 
adequat ely demonstrate d that substantial vehicle hardware modifi cations and additional lead-time beyond two 
years would be necessar y to correct the deficiency . In such a case, the deficiency may be carried-o ver for a 
period not exce eding three years.
4.5.2. A manuf acturer may request that the Type Approval Author ity grant a deficiency retrospectively when such a 
deficiency is disco vered after the original type-appro val. In this case, the deficiency may be carried-over for a 
period of two years after the date of notifi cation to the Type Approval Author ity unless it can be adequat ely 
demonstrate d that substantial vehicle hardware modifi cations and additional lead-time beyond two years would 
be necessar y to correct the deficiency . In such a case, the deficien cy may be carried-o ver for a period not 
excee ding three years.
4.6. At the request of the manufacturer , a vehicle with an OBD system may be accept ed for type-approval with 
regar d to emissions, even though the system contains one or more deficiencies such that the specifi c 
requirements of this annex are not fully met, provid ed that the specific administrative provisions set out in 
section paragraph 3 of this annex are compl ied with.
The Type Approv al Author ity shall notify its decision in granting a deficien cy request to all other Contracting 
Parties to the 1958 Agreement applying this Regulation.EN Offi cial Jour nal of the European Union L 423/592 26.11.2021  
Appendix 1 
Functional aspects of On-Board Diagnost ic (OBD) systems 
1. INTR ODUCTION
This appendix descr ibes the procedure of the test according to paragraph 3. of this annex. The procedure descr ibes 
a method for chec king the function of the On-Board Diagnostic (OBD) system installed on the vehicle by failure 
simulation of relevant systems in the engine manag ement or emission control system. It also sets procedures for 
determining the durability of OBD systems.
The manufacturer shall make available the defectiv e compo nents and/or electr ical devices which would be used to 
simulat e failures. When measured over the Type 1 test cycle, such defe ctive compo nents or devices shall not cause 
the vehicle emissions to exceed any of the OBD thresholds set out in Table 4A and Table 4B (as applicable) in 
paragraph 6.8.2. of this Regulation by more than 20 per cent. For electr ical failures (shor t/open circuit), the 
emissions may exceed these OBD thresholds by more than twenty per cent.
When the vehicle is tested with the defe ctive component or device fitted, the OBD system is approved if the MI is 
activat ed. The OBD system is also approved if the MI is activate d below the OBD thresholds.
2. DESCRIPTION OF TEST
2.1. The testing of OBD syste ms consists of the followi ng phases:
2.1.1. Simulation of malfunction of a compo nent of the engine management or emission control system ;
2.1.2. Preconditioning of the vehicle with a simulat ed malfunction over preconditioning specifi ed in paragraph 6.2.1. or 
paragraph 6.2.2. of this appendix;
2.1.3. Driving the vehicle with a simulated malfunction over the Type 1 test cycle and measur ing the emissions of the 
vehicle. When driving the vehicle with a simulated malfunction, the drive trace indices and tolerances set out in 
paragraph 2.6.8.3.2. of Annex B6 shall not apply ;
2.1.4. Determining whether the OBD system reacts to the simulated malfunction and indicates malfunction in an 
appropr iate manner to the vehicle driver.
2.2. Alternatively , at the request of the manufacturer , malfunction of one or more compo nents may be electronically 
simulat ed according to the requirements of paragraph 6. of this appendix.
2.3. Manufact urers may request that monitori ng take place outside the Type 1 test cycle if it can be demonstrate d to the 
Type Approv al Author ity that monitori ng during conditions encountered during the Type 1 test cycle would 
impose restr ictive monitori ng conditions when the vehicle is used in service.
3. TEST VEHICLE AND FUEL
3.1. Vehicle
The test vehicle shall meet the requirements of paragraph 2.3. of Annex B6 to this Regulation.
3.2. Fuel
The appropr iate reference fuel as descr ibed in Annex B3 to this Regulation shall be used for testing. The fuel type 
for each failure mode to be tested (descr ibed in paragraph 6.3. of this appendix) may be select ed by the Type 
Approv al Author ity from the reference fuels descr ibed in Annex B3 to this Regulation in the case of the testing of 
a mono-fuelled gas vehicle or of a bi-fuelled gas vehicle. The select ed fuel type shall not be changed during any of 
the test phases (descr ibed in paragraphs 2.1. to 2.3. of this appendix). In the case of the use of LPG or 
NG/biomethane as a fuel it is permissible that the engine is started on petrol and switched to LPG or 
NG/biomethane after a pre-determ ined period of time whic h is controlled autom atically and not under the 
control of the driver.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/593  
4. TEST TEMPERA TURE AND PRESSURE
4.1. The test temperature and pressure shall meet the requirements of the Type 1 test as descr ibed in Annex B6 to this 
Regulation.
5. TEST EQUIPMENT
5.1. Chassis dynamometer
The chassis dynamomete r shall meet the requirements of Annex B5 to this Regulation.
6. OBD TEST PROCEDURE
An over view of the OBD test procedure is provided in Figure C5.App1/1. This is for information purposes only .
Figure C5.App1/1
Overview of demonst ration test
6.1. The operating cycle on the chassis dynamometer shall be the applicable WLTC driven in the Type 1 test, as 
specified in Annex es Part B.EN Offi cial Jour nal of the European Union L 423/594 26.11.2021  
6.1.1. The Type 1 test need not be performe d for the demonstration of electr ical failures (shor t/open circuit). The 
manuf acturer may demonstrate these failure modes using driving conditions in which the compo nent is used and 
the monitori ng conditions are encount ered. These conditions shall be repor ted in the type appro val 
documentation.
6.1.2. At the beginning of each failure mode to be demonstrate d, the fault code memor y shall be cleared.
6.2. Vehicle preconditioning
6.2.1. Preconditioning for adap tion
Preconditioning for adap tion consists of two parts
(a) Preconditioning for adaption without fault
(b) Preconditioning for adaption with fault
upon the choice of the manufacturer .
Level 1A
The preconditioning for adaption consists of one or more consecutive WLTC 4-phase tests. At the request of the 
manuf acturer and with the approval of the Type Approval Author ity, alternati ve method for adaption may be 
used instead of 4-phase-tests.
If the fault code is stored after preconditioning for adap tion, manufacturer shall delet e the fault code.
Level 1B
The preconditioning for adaption consists of one or more consecutive WLTC 3-phase tests. At the request of the 
manuf acturer and with the approval of the Type Approval Author ity, alternati ve method for adaption may be 
used instead of 3-phase-tests.
If the fault code is stored after preconditioning for adap tion, manufacturer shall delet e the fault code.
6.2.2. Preconditioning for Monitoring
6.2.2.1. Level 1A Only
According to the engine type and after introduction of one of the failure modes given in paragraph 6.3. of this 
appendix, the vehicle shall be preconditioned by driving at least two consecutive 4-phase- WLTC tests.
Level 1B Only
According to the engine type and after introduction of one of the failure modes given in paragraph 6.3. of this 
appendix, the vehicle shall be preconditioned by driving at least two consecutive 3-phase- WLTC tests.
6.2.3. Level 1A Only
At the request of the manufacturer with approval by Type Approval Author ity, alternative preconditioning 
methods may be used.
The reason for the use of additional preconditioning cycles or alternative preconditioning methods as well as 
details of these cycles/methods shall be repor ted in the type approval documentation.
6.3. Failure modes to be tested
6.3.1. Positive ignition engined vehicles:
6.3.1.1. Replacement of the catalyst with a deter iorate d or defectiv e catalyst or electronic simulation of such a failure;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/595  
6.3.1.2. Engine misfi re conditions according to the conditions for misfire monitoring given in paragraph 3.3.3.2. of this 
annex;
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defe ctive oxyge n sensor or electronic simulation of such 
a failure;
6.3.1.4. Electr ical disconnection of any other emission-relat ed compo nent connected to a power -train management 
comput er (if active on the selecte d fuel type);
6.3.1.5. Electr ical disconnection of the electronic evaporative purge control device (if equipped and if active on the selecte d 
fuel type).
6.3.2. Com pression-ignition engined vehicles:
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or electronic simulation of such a 
failure.
6.3.2.2. Where fitted, total removal of the particulat e trap or, where sensors are an integral part of the trap, a defective trap 
assembly .
6.3.2.3. Electr ical disconnection of any fuelling system electronic fuel quantity and timing actuator .
6.3.2.4. Electr ical disconnection of any other emission-relat ed compo nent connected to a power -train management 
comput er.
6.3.2.5. In meeting the requirements of paragraphs 6.3.2.3. and 6.3.2.4. of this appendix, and with the agreement of the 
Type Approval Auth ority, the manufacturer shall take appropr iate steps to demonstrate that the OBD system will 
indicate a fault when disconnection occurs.
6.3.2.6. The manufa cturer shall demonstrate that malfunctions of the EGR flow and cooler are detected by the OBD 
system during its appro val test.
6.4. OBD syste m test
6.4.1. Vehicles fitted with positive ignition engines:
6.4.1.1. After vehicle preconditioning according to paragraph 6.2. of this appendix, the test vehicle is driven over a Type 1 
test.
The MI shall be activated at the lates t before the end of this test under any of the conditions given in paragraphs 
6.4.1.2. to 6.4.1.6. of this appendix. The MI may also be activat ed during preconditioning. The Techn ical Service 
may substitute those failure modes with others in accordance with paragraph 3.3.3.4. of this annex. However , the 
total number of failures simulated shall not exceed four (4) for the purpose of type approval.
In the case of testing a bi-fuel gas vehicle, both fuel types shall be used within the maximum of four (4) simulated 
failures at the discretion of the Type Approv al Authority.
6.4.1.2. Replacement of a catalyst with a deter iorated or defective catalyst or electronic simulation of a deterior ated or 
defe ctive catalyst that results in emissions exceeding the NMHC OBD threshold or the NOx OBD threshold set 
out in paragraph 6.8.2. of this Regulation.
6.4.1.3. An induced misfire condition according to the conditions for misfire monitoring given in paragraph 3.3.3.2. of 
this annex that results in emissions excee ding any of the OBD thresholds set out in paragraph 6.8.2. of this 
Regulation.EN Offi cial Jour nal of the European Union L 423/596 26.11.2021  
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or electronic simulation of a 
deteriorated or defectiv e oxygen sensor that results in emissions exceeding any of the OBD thresholds set out in 
paragraph 6.8.2. of this Regulation.
6.4.1.5. Electr ical disconnection of the electronic evaporative purge control device (if equipped and if active on the selecte d 
fuel type).
6.4.1.6. Electr ical disconnection of any other emission-relat ed power -train component connecte d to a comput er that 
results in emissions excee ding any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation (if active 
on the selecte d fuel type).
6.4.2. Vehicles fitted with compre ssion-ignition engines:
6.4.2.1. After vehicle preconditioning according to paragraph 6.2. of this appendix, the test vehicle is driven over a Type 1 
test.
The MI shall be activated at the lates t before the end of this test under any of the conditions given in paragraphs 
6.4.2.2. to 6.4.2.5. of this appendix. The MI may also be activate d during preconditioning. The technical service 
may substitute those failure modes by others in accordance with paragraph 3.3.4.4. of this annex. However , the 
total number of failures simulated shall not exceed four (4) for the purposes of type approval.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defe ctive catalyst or electronic simulation of a 
deteriorated or defe ctive catalyst that results in emissions excee ding any of the OBD thresholds set out in 
paragraph 6.8.2. of this Regulation.
6.4.2.3. Where fitted, total remo val of the particulat e trap or replacement of the particulate trap with a defective 
particulate trap meeting the conditions of paragraph 6.3.2.2. of this appendix that results in emissions exceed ing 
any of the OBD thresholds set out in paragraph 6.8.2. of this Regulation.
6.4.2.4. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any fuelling system electronic fuel 
quantity and timing actuat or that results in emissions excee ding any of the OBD thresholds set out in 
paragraph 6.8.2. of this Regulation.
6.4.2.5. With reference to paragraph 6.3.2.5. of this appendix, disconnection of any other emission-relat ed power-train 
compo nent connected to a comput er that results in emissions excee ding any of the OBD thresholds set out in 
paragraph 6.8.2. of this Regulation.
6.5. Diagnostic signals
6.5.1. Reser ved
6.5.1.1. Upon determination of the first malfunction of any compo nent or system , "freeze-frame" engine conditions 
present at the time shall be stored in comput er memor y. Should a subsequent fuel system or misfi re malfunction 
occur , any previously stored freeze-frame conditions shall be replaced by the fuel system or misfire conditions 
(which ever occurs first). Stored engine conditions shall include, but are not limited to calculated load value, 
engine speed (RPM), fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available), engine 
coolant temperature, intake manif old pressure (if available), fuel system status (e.g. closed-loop, open-loop) (if 
available) and the fault code which caused the data to be stored. The manufacturer shall choose the most 
appropr iate set of conditions facilitating effective repairs for freeze-frame storage. Only one frame of data is 
required. Manufacturers may choose to store additional frames provided that at least the required frame can be 
read by a gener ic scan tool meeting the specifi cations of paragraphs 6.5.3.2. and 6.5.3.3. of this appendix. If the 
fault code causing the conditions to be stored is erased in accordance with paragraph 3.8. of this annex, the 
stored engine conditions may also be erased.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/597  
6.5.1.2. If available, the follo wing signals in addition to the required freeze-frame information shall be made available on 
demand through the serial port on the standardised data link connector , if the information is available to the 
on-board comput er or can be determi ned using information available to the on-board comput er: number of 
diagnostic trouble codes, engine coolant temperature, fuel system status (e.g. closed-loop, open-loop), fuel trim 
value(s), ignition timing advance, intak e air temperature, intak e manif old air pressure, air flow rate, engine speed 
(RPM), throttle position sensor output value, secondar y air status (upstream, down stream or atmosphere), 
calculat ed load value, vehicle speed, fuel pressure, oxygen sensor , lambda sensor , and number of fault code.
The signals shall be provided in standard units based on the specifi cations given in paragraph 6.5.3. of this 
appendix. Actual signals shall be clearly identified separately from default value or limp-home signals.
6.5.1.3. For all emission control systems for which specifi c on-board evaluation tests are conducted (catalyst, oxygen 
sensor , etc.), excep t misfi re detection, fuel system monitori ng and comprehensive compo nent monitoring, the 
results of the most recent test performe d by the vehicle and the limits to whic h the system is compare d shall be 
made available through the serial data port on the standardised data link connector according to the 
specifications given in paragraph 6.5.3. of this appendix. For the monitored components and syste ms excep ted 
abov e, a pass/fa il indication for the most recent test results shall be available through the data link connector .
All data required to be stored in relation to OBD in-use performa nce according to the provisions of paragraph 7.6. 
of this appendix shall be available through the serial data port on the standardized data link connector according 
to the specifications given in paragraph 6.5.3. of this appendix.
6.5.1.4. The OBD requirements to which the vehicle is certified and the major emission control systems monitor ed by the 
OBD system consistent with paragraph 6.5.3.3. of this appendix shall be available through the serial data port on 
the standardised data link connector according to the specifications given in paragraph 6.5.3. of this appendix.
6.5.1.5. For all types of vehicles enter ing into service, the software calibration identif ication number shall be made 
available through the serial port on the standardised data link connector . The software calibration identification 
number shall be provided in a standardised format.
6.5.2. The emission control diagnostic system is not required to evaluate compo nents during malfunction if such 
evaluation would result in a risk to safety or component failure.
6.5.3. The emission control diagnostic system shall provid e for standardised and unrestr icted access and conf orm to the 
follo wing ISO standards and/or SAE specifi cation. Later versions may be used at the manufacturers' discretion.
6.5.3.1. The followi ng standard shall be used as the on-board to off-board communications link:
(a) ISO 15765-4:2011 "Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements 
for emissions-related systems", dated 1 Febr uary 2011 .
6.5.3.2. Standards used for the transmission of OBD relevant information:
(a) ISO 15031-5 "Road vehicles – communication between vehicles and external test equipment for emissions- 
related diagnostics – Part 5: Emissions-relat ed diagnostic services", date d 1 Apr il 2011 or SAE J1979 date d 
23 Febr uary 2012 ;
(b) ISO 15031-4 "Road vehicles – Communication between vehicle and exte rnal test equipment for emissions 
related diagnostics – Part 4: Extern al test equipment", dated 1 June 2005 or SAE J1978 date d 30 Apr il 2002 ;
(c) ISO 15031-3 "Road vehicles – Communication between vehicle and exte rnal test equipment for emissions 
related diagnostics Part 3: Diagnostic connector and relat ed electr ical circuits: specif ication and use", dated 
1 July 2004 or SAE J 1962 dated 26 July 2012 ;EN Offi cial Jour nal of the European Union L 423/598 26.11.2021  
(d) ISO 15031-6 "Road vehicles – Communication between vehicle and exte rnal test equipment for emissions 
related diagnostics – Part 6: Diagnostic trouble code definitions", dated 13 August 2010 or SAE J2012 dated 
07 March 2013 ;
(e) ISO 27145 "Road vehicles – Implementation of World- Wide Harmonized On-Board Diagnostics (WWH- 
OBD)" dated 2012-08-15 with the restr iction, that only 6.5.3.1.(a) may be used as a data link;
(f) ISO 14229:2013 "Road vehicles – Unified diagnostic services (UDS) with the restr iction, that only 6.5.3.1.(a) 
may be used as a data link".
The standards (e) and (f) may be used as an option instead of (a).
6.5.3.3. Test equipment and diagnostic tools needed to communicate with OBD syste ms shall meet or excee d the 
functional specifi cation given in the standard liste d in paragraph 6.5.3.2.(b) of this appendix.
6.5.3.4. Basic diagnostic data, (as specifi ed in paragraph 6.5.1.) and bi-directional control information shall be provid ed 
using the format and units descr ibed in the standard listed in paragraph 6.5.3.2.(a) of this appendix and must be 
available using a diagnostic tool meeting the requirements of the standard listed in paragraph 6.5.3.2.(b) of this 
appendix.
The vehicle manuf acturer shall provide to a national standardisation body the details of any emission-relat ed 
diagnostic data, e.g. PID’s, OBD monitor Id’s, Test ID’s not specif ied in the standard listed in paragraph 6.5.3.2.(a) 
of this appendix but relat ed to this Regulation.
6.5.3.5. When a fault is register ed, the manufact urer shall identify the fault using an appropr iate ISO/S AE controlled fault 
code specifi ed in one of the standards listed in paragraph 6.5.3.2.(d) of this appendix relating to "emission related 
system diagnostic trouble codes". If such identif ication is not possible, the manuf acturer may use manufacturer 
controlled diagnostic trouble codes according to the same standard. The fault codes shall be fully accessible by 
standardised diagnostic equipment compl ying with the provisions of paragraph 6.5.3.3. of this appendix.
6.5.3.6. The connection interface between the vehicle and the diagnostic tester shall be standardised and shall meet all the 
requirements of the standard listed in paragraph 6.5.3.2.(c) of this appendix. The installation position shall be 
subject to agreement of the administrative depar tment such that it is readily accessible by service personnel but 
prot ected from tamp ering by non-qualif ied personnel.
7. IN-USE PERFORMANCE
This paragraph is only applicable for Level 1A
7.1. General requirements
7.1.1. Each monitor of the OBD system shall be execut ed at least once per driving cycle in which the monitori ng 
conditions as specified in paragraph 7.2. of this appendix are met. Manufa cturers may not use the calculated ratio 
(or any element thereof) or any other indication of monitor frequency as a monitori ng condition for any monitor .
7.1.2. The In-Use Performance Ratio (IUPR) of a specific monitor M of the OBD syste ms and in-use performa nce of 
pollution control devices shall be:
IUPR M = Numerato rM / Denominator M
7.1.3. Com parison of numerator and denominator gives an indication of how often a specific monitor is operating 
relative to vehicle operation. To ensure all manufa cturers are tracking IUPR M in the same manner , detailed 
requirements are given for defining and incrementing these count ers.EN Offi cial Jour nal of the European Union 26.11.2021 L 423/599  
7.1.4. If, according to the requirements of this annex, the vehicle is equipped with a specifi c monit or M, IUPR M shall be 
greate r or equal to the following minimum values:
(a) 0,260 for secondar y air system monitors and other cold start relat ed monitors;
(b) 0,520 for evaporative emission purge control monitors;
(c) 0,336 for all other monitors.
7.1.5. Vehicles shall comply with the requirements of paragraph 7.1.4. of this appendix for a mileage of at least the target 
useful life, as defined in paragraph 6.7. of this Regulation.
7.1.6. The requirements of this paragraph are deemed to be met for a particular monitor M, if for all vehicles of a 
particular OBD family manufa ctured in a particular calendar year the follo wing statistical conditions hold:
(a) The average IUPR M is equal or abov e the minimum value applicable to the monitor;
(b) More than 50 per cent of all vehicles have an IUPR M equal or above the minimum value applicable to the 
monitor .
7.2. Numerato rM
7.2.1. The numerator of a specif ic monitor is a counter measur ing the number of times a vehicle has been operat ed such 
that all monitoring conditions necessar y for the specifi c monitor to detect a malfunction in order to warn the 
driver, as they have been implement ed by the manuf acturer , have been encounter ed. The numerator shall not be 
increment ed more than once per driving cycle, unless there is reasoned technical justif ication.
7.3. Denominat orM
7.3.1. The purpose of the denominat or is to provid e a counte r indicating the number of vehicle driving events, taking 
into account special conditions for a specific monitor . The denominator shall be incremented at least once per 
driving cycle, if during this driving cycle such conditions are met and the general denominator is increment ed as 
specified in paragraph 7.5. of this appendix unless the denominat or is disabled according to paragraph 7.7. of 
this appendix.
7.3.2. In addition to the requirements of paragraph 7.3.1. of this appendix:
(a) Secondar y air system monitor denominat or(s) shall be incremented if the commanded "on" operation of the 
secondar y air system occurs for a time great er than or equal to 10 seconds. For purposes of determining this 
commanded "on" time, the OBD system may not include time during intrusive operation of the secondar y air 
system solely for the purposes of monitoring.
(b) Denominat ors of monitors of systems only active during cold start shall be increment ed if the component or 
strateg y is commanded "on" for a time greate r than or equal to 10 seconds.
(c) The denominator(s) for monitor s of Variable Valve Timing (VV T) and/or control systems shall be incremented 
if the compo nent is commanded to function (e.g., commanded "on", "open", "closed", "locked", etc.) on two or 
more occasions during the driving cycle or for a time greater than or equal to 10 seconds, whic hever occurs 
first.
(d) For the followi ng monitors, the denominat or(s) shall be increment ed by one if, in addition to meeting the 
requirements of this paragraph on at least one driving cycle, at least 800 cumulative kilometres of vehicle 
operation have been exper ienced since the last time the denominator was increment ed:
(i) Diesel oxidation catalyst ;
(ii) Diesel particulate filter.
(e) Without prejudice to requirements for the increment of denominator s of other monitors the denominat ors of 
monitors of the followi ng compo nents shall be increment ed if and only if the driving cycle started with a cold 
start:
(i) Liquid (oil, engine coolant, fuel, SCR reagent) temperature sensors;EN Offi cial Jour nal of the European Union L 423/600 26.11.2021  
(ii) Clean air (ambient air, intake air, charg e air, inlet manif old) temperature sensors;
(iii) Exhaust (EGR recirculation/cooling, exhaust gas turbo-ch arging, catalyst) temperature sensors;
(f) The denominat ors of monitors of the boost pressure control syste m shall be increment ed if all of the 
followi ng conditions are met :
(i) The general denominat or conditions arc fulfilled ;
(ii) The boost pressure control system is active for a time greater than or equal to 15 seconds.
(g) Manufactur ers may request to use special denominator conditions for certain compo nents or systems and this 
request can be approved only if it can be demonstrate d to the Type Approval Authority by submitting data 
and/or an engineer ing evaluation that those other conditions are necessar y to allow for reliable detection of 
malfunctions.
7.3.3. For hybrid vehicles, vehicles that emplo y alternati ve engine start hardware or strateg ies (e.g. integrat ed starter and 
generators), or altern ative fuel vehicles (e.g. dedicat ed, bi-fuel, or dual-fuel applications), the manufacturer may 
request the approval of the Type Approv al Author ity to use altern ative criteria to those set out in this paragraph 
for incrementing the denominat or. In general, the Type Approv al Author ity shall not approve altern ative criteria 
for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Approv al by the Type 
Approv al Author ity of the altern ative criteria shall be based on the equivalence of the alternative criteria to 
determine the amount of vehicle operation relative to the measure of conventional vehicle operation in 
accordance with the criteria in this paragraph.
7.4. Ignition cycle count er
7.4.1. The ignition cycle counter indicates the number of ignition cycles a vehicle has exper ienced. The ignition cycle 
count er may not be incremented more than once per driving cycle.
7.5. General denominat or
7.5.1. The general denominat or is a counte r measur ing the number of times a vehicle has been operat ed. It shall be 
increment ed within 10 seconds, if and only if, the follo wing criteria are satisfied on a sing le driving cycle:
(a) Cumulative time since engine start is greate r than or equal to 600 seconds while at an elevation of less than 
2 440 m abov e sea level and at an ambient temperature of great er than or equal to – 7 °C;
(b) Cumulative vehicle operation at or above 40 km/h occurs for great er than or equal to 300 seconds while at an 
elevation of less than 2 440 m abov e sea level and at an ambient temperature of greater than or equal to – 7 ° 
C;
(c) Continuous vehicle operation at idle (i.e. accelerat or pedal released by driver and vehicle speed less than or 
equal to 1,6 km/h) for greater than or equal to 30 seconds while at an elevation of less than 2 440 m above 
sea level and at an ambient temperature of greater than or equal to – 7 °C.
7.6. Repor ting and increasing counters
7.6.1. The OBD system shall repor t, in accordance with the ISO 15031-5 specifi cations of the standard liste d in 
paragraph 6.5.3.2.(a) of this appendix, the ignition cycle counter and general denominator as well as separate 
numerat ors and denominators for the followi ng monitors, if their presence on the vehicle is required by this 
annex:
(a) Catalysts (each bank to be repor ted separately );
(b) Oxygen /exhaust gas sensors, including secondar y oxygen sensors (each sensor to be repor ted separately);
(c) Evaporative system ;EN Offi cial Jour nal of the European Union 26.11.2021 L 423/601  
(d) EGR system;
(e) VVT syste m;
(f) Secondar y air system;
(g) Particulate filter;
(h) NO x after-treatment system (e.g. NO x adsorber , NO x reage nt/catalyst system);
(i) Boost pressure control system.
7.6.2. For specifi c compo nents or systems that have multiple monitor s, whic h are required to be repor ted by this point 
(e.g. oxygen sensor bank 1 may have multiple monitor s for sensor response or other sensor charact eristics), the 
OBD syste m shall separately track numerat ors and denominat ors for each of the specific monitors and repor t 
only the corresponding numerat or and denominat or for the specific monitor that has the lowest numer ical ratio. 
If two or more specific monit ors have identical ratios, the corresponding numerat or and denominator for the 
specific monitor that has the highest denominator shall be repor ted for the specifi c compo nent.
7.6.2.1. Numerato rs and denominators for specific monitor s of components or systems, that are monitori ng continuously 
for shor t circuit or open circuit failures are exem pted from repor ting.
"Continuously", if used in this conte xt means monitori ng is alwa ys enabled and sampli ng of the signal used for 
monitoring occurs at a rate no less than two samples per second and the presence or the absence of the failure 
relevant to that monitor has to be concluded within 15 seconds.
If for control purposes, a comput er input compo nent is sampled less frequently , the signal of the compo nent may 
inste ad be evaluated each time sam pling occurs.
It is not required to activat e an output compo nent/system for the sole purpose of monit oring that output 
compo nent/syst em.
7.6.3. All counters, when increment ed, shall be increment ed by an integ er of one.
7.6.4. The minimum value of each counte r is 0, the maximum value shall not be less than 65 535 , notwithstanding any 
other requirements on standardised storag e and repor ting of the OBD system .
7.6.5. If either the numerator or denominat or for a specifi c monitor reaches its maximum value, both counters for that 
specific monitor shall be divided by two before being increment ed again according to the provisions set in 
paragraphs 7.2. and 7.3. of this appendix. If the ignition cycle counter or the general denominat or reac hes its 
maximum value, the respective counter shall chang e to zero at its next increment according to the provisions set 
in paragraphs 7.4. and 7.5. of this appendix, respectively .
7.6.6. Each counter shall be reset to zero only when a non-volatile memor y reset occurs (e.g. reprogramming event, etc.) 
or, if the numbers are stored in keep-alive memor y (KAM), when KAM is lost due to an interr upti on in electr ical 
power to the control module (e.g. batt ery disconnect, etc.).
7.6.7. The manufacturer shall take measures to ensure that the values of numerator and denominat or cannot be reset or 
modified, excep t in cases provid ed for explicitly in this paragraph.
7.7. Disablement of numerat ors and denominator s and of the general denominat or
7.7.1. Within 10 seconds of a malfunction being detec ted, which disables a monitor required to meet the monitori ng 
conditions of this annex (i.e. a pending or conf irmed code is stored), the OBD system shall disable further 
incrementing of the corresponding numerat or and denominator for each monitor that is disabled. When the 
malfunction is no long er detect ed (i.e., the pending code is erased through self-clear ing or through a scan tool 
command), incrementing of all corresponding numerat ors and denominator s shall resume within 10 seconds.EN Offi cial Jour nal of the European Union L 423/602 26.11.2021  
7.7.2. Within 10 seconds of the start of a Power Take-off Operation (PTO) that disables a monitor required to meet the 
monitoring conditions of this annex, the OBD system shall disable further incrementing of the corresponding 
numerat or and denominator for each monitor that is disabled. When the PTO operation ends, incrementing of all 
corresponding numerators and denominat ors shall resume within 10 seconds.
7.7.3. The OBD system shall disable further incrementing of the numerator and denominat or of a specific monitor 
within 10 seconds, if a malfunction of any compo nent used to deter mine the criteria within the definition of the 
specific monit or's denominator (i.e. vehicle speed, ambient temperature, elevation, idle operation, engine cold 
start, or time of operation) has been detected and the corresponding pending fault code has been store d. 
Incrementing of the numerator and denominator shall resume within 10 seconds when the malfunction is no 
long er present (e.g. pending code erased through self-clear ing or by a scan tool command).
7.7.4. The OBD system shall disable further incrementing of the general denominat or within 10 seconds, if a 
malfunction has been detected of any compo nent used to deter mine whether the criteria in paragraph 7.5. of this 
appendix are satisfi ed (i.e. vehicle speed, ambient temperature, elevation, idle operation, or time of operation) and 
the corresponding pending fault code has been stored. The general denominator may not be disabled from 
incrementing for any other condition. Incrementing of the general denominator shall resume within 10 seconds 
when the malfunction is no long er present (e.g. pending code erased through self-clear ing or by a scan tool 
command).EN Offi cial Jour nal of the European Union 26.11.2021 L 423/603