Regulation No 83 of the Econom ic Commission for Europe of the United Nations (UN/ECE) 
– Uniform provisions concerning the approval of vehicles with 
regard to the emission of pollutants according to engine fuel requirements 
 
 
Revision 3
 
 
Incorporating all valid text up to:  
Incorporating all valid text up to the 05 series of amendments - Date of entry into force:  29 March 2001 
Supplement 1 to the 05 series of amendments - Date of entry into force:  12 September 2001 Supplement 2 to the 05 series of amendments - Date of entry into force:  21 February 2002 Corrigendum 1 to the 05 series of amendments subject of Depositary Notification C.N.111.2002.TREATIES-1    dated 8 February 2002 Corrigendum 2 to the 05 series of amendments subject of Depositary Notification C.N.883.2003.TREATIES-1  
  dated 2 September 2003 
Supplement 3 to the 05 series of amendments - Date of entry into force:  27 February 2004 Supplement 4 to the 05 series of amendments - Date of entry into force: 12 August 2004 Corrigendum 3 to the 05 series of amendments subject of Depositary Notification C.N. 1038.2004.TREATIES-1   dated 4 October 2004 Supplement 5 to the 05 series of amendments – Date of entry into force: 4 April 2005   
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Regulation No. 83 page 2   1.  SCOPE  1.1. This Regulation applies to:  1
/ 
 1.1.1. Exhaust emissions at normal and lo w ambient temperature, evaporative 
emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-board diagnostic (OBD) systems of motor vehicles equipped with positive-ignition (P.I.) engines which have at least 4 wheels. 
 1.1.2. Exhaust emissions, the durability of anti-pollution devices and on-board 
diagnostic (OBD) systems of vehicles of categories M
1 and N 1 equipped 
with compression-ignition (C.I.) engi nes which have at least 4 wheels 
and a maximum mass not exceeding 3,500 kg. 
 1.1.3. Exhaust emissions at normal and lo w ambient temperature, evaporative 
emissions, emissions of crankcase gases, the durability of pollution control exhaust devices and on-boa rd diagnostic (OBD) systems of 
hybrid electric vehicles (HEV) equipped with positive-ignition (P.I.) engines and having at least four wheels.  
 1.1.4.  Exhaust emissions, the durability of anti-pollution devices and on-board 
diagnostic (OBD) systems of hybr id electric vehicles (HEV) of 
categories M
1 and N 1 equipped with compression-ignition (C.I.) engines, 
having at least four wheels and a maximum mass not exceeding 3,500 kg. 
 1.1.5.  It does not apply to:    - vehicles with a maximum mass of less than 400 kg and to 
vehicles having a maximum desi gn speed of less than 50 km/h; 
 
- vehicles whose unladen mass is not more than 400 kg if they are 
intended for carrying passengers or  550 kg if they are intended 
for carrying goods and whose maximum engine power does not exceed 15 kW. 
 1.1.6. At the request of the manufacturer , type approval pursuant to this 
Regulation may be extended from M
1 or N 1 vehicles equipped with 
compression-ignition engine s which have already been typed approved to 
M2 and N 2 vehicles having a reference mass not exceeding 2,840 kg and 
meeting the conditions of paragr aph 7. (extension of approval). 
                                                 
1/ Vehicle categories as defined in the C onsolidated Resolution on the Construction of 
Vehicles (R.E.3), Annex 7 (doc ument TRANS/WP.29/78/Rev.1/Amend2). L 375/224 EN Official Journal of the European Union 27.12.2006
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1.1.7. Vehicles of category N1 equipped w ith compression-ignition engines or 
equipped with positive-ignition engines fuelled with NG or LPG are not subject to this Regulation provide d they have been type-approved 
pursuant to Regulation No. 49 as amended by the last series of amendments. 
 1.2. This Regulation does not apply to vehicles equipped with positive-
ignition engines fuelled with NG or LPG used for driving motor vehicles of M1 category having a maximum mass exceeding 3,500 kg, M
2, M 3, 
N2, N3 to which Regulation No. 49 is applicable. 
 2.  DEFINITIONS  
For the purposes of this Regulation: 
 2.1. "Vehicle type
" means a category of power-d riven vehicles that do not 
differ in such essential respects as: 
 2.1.1.  the equivalent inertia  determined in relation to the reference mass as 
prescribed in Annex 4, paragraph 5.1. and 
 2.1.2. the engine and vehicle characteristics as defined in Annex 1;  2.2. "Reference mass"
 means the "unladen mass" of the vehicle increased by a 
uniform figure of 100 kg for test according to Annexes 4 and 8, 
 2.2.1. "Unladen mass
" means the mass of the vehicl e in running order without 
driver, passengers or load, but with the fuel tank 90 per cent full and the 
usual set of tools and spare wh eel on board, where applicable; 
 2.3. "Maximum mass
" means the technically permissible maximum mass 
declared by the vehicle manufacturer (this mass may be greater than the maximum mass authorised by the national administration); 
 2.4. "Gaseous pollutants
" means the exhaust gas emissions of carbon 
monoxide, oxides of nitrogen, ex pressed in nitrogen dioxide (NO 2) 
equivalent and hydrocar bons assuming ratio of: 
 
- C1H1.85 for petrol, 
- C1H1.86 for diesel, 
- C1H2.525 for LPG, 
- C1H4 for NG. 
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Regulation No. 83 page 4  2.5. "Particulate pollutants
" means components of the exhaust gas which are 
removed from the diluted exhaust ga s at a maximum temperature of 325 
K (52 °C) by means of the filters described in Annex 4; 
 
2.6. "Exhaust emissions " means:  
 
-  for positive-ignition (P.I.) engines, emissions of gaseous pollutants; 
-  for compression-ignition (C.I.) engines, emissions of gaseous and 
particulate pollutants; 
 2.7. "Evaporative emissions
" means the hydrocarbon vapours lost from the 
fuel system of a motor vehicle othe r than those from exhaust emissions; 
 2.7.1. "Tank breathing losses
" are hydrocarbon emissions caused by 
temperature changes in the fuel tank (assuming a ratio of C 1H2.33). 
 2.7.2. "Hot soak losses
" are hydrocarbon emissions ar ising from the fuel system 
of a stationary vehicle after a peri od of driving (assuming a ratio of C 1 
H2.20 ); 
 2.8. "Engine crankcase
" means the spaces in or external to an engine which 
are connected to the oil sump by internal or external ducts through which gases and vapour can escape; 
 2.9. "Cold start device
" means a device that temporarily enriches the air/fuel 
mixture of the engine thus assisting the engine to start; 
 2.10. "Starting aid
" means a device which assists engine start up without 
enrichment of the air/fuel mixture of the engine, e.g. glow plug, injection 
timing change, etc.; 
 2.11. "Engine capacity
" means: 
 2.11.1.  For reciprocating piston engines,  the nominal engine swept volume; 
 2.11.2.  For rotary piston engines (Wankel) , twice the nominal swept volume of a 
combustion chamber per piston; 
 2.12. "Pollution control devices
" means those components of a vehicle that 
control and/or limit exhaust and evaporative emissions. 
 2.13. "OBD
" means an on-board diagnostic syst em for emission control, which 
has the capability of identifying the likely area of malfunction by means of fault codes stored in computer memory; 
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2.14. "In-service test
" means the test and evalua tion of confor mity conducted 
in accordance with paragraph 8.2.1. of this Regulation; 
 
2.15. "Properly maintained and used " means, for the purpose of a test vehicle, 
that such a vehicle satisfies the criteria for acceptance of a selected vehicle laid down in paragraph 2. of  Appendix 3 to this Regulation; 
 2.16. "Defeat device
" means any element of design which senses temperature, 
vehicle speed, engine rotational sp eed, transmission gear, manifold 
vacuum or any other parameter for th e purpose of activating, modulating, 
delaying or deactivating the operation of any part of the emission control 
system, that reduces the effectiveness of the emission control system under conditions which may reasonably be  expected to be encountered in 
normal vehicle operation and use. Such an element of design may not be 
considered a defeat device if: 
 2.16.1. the need for the device is justified in terms of protecting the engine 
against damage or accident and for safe operation of the vehicle, or 
 2.16.2. the device does not function beyond th e requirements of engine starting, 
or 
 2.16.3. conditions are substantially included in the Type I or Type VI test 
procedures. 
 2.17. "Family of vehicles"
 means a group of vehicle types identified by a 
parent vehicle for the purpose of Annex 12; 
 2.18. "Fuel requirement by the engine
" means the type of fuel normally used 
by the engine: 
 
- petrol, - LPG (liquefied petroleum gas), - NG (natural gas), - either petrol or LPG, - either petrol or NG, - diesel fuel; 
 2.19. "Approval of a vehicle
" means the approval of a vehicle type with regard 
to the limitation of the following conditions:  2 / 
 
                                                 
2/   Approval A cancelled. The 05 series of amendments to this Regulation prohibit the 
use of leaded petrol. 27.12.2006 EN Official Journal of the European Union L 375/227
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Regulation No. 83 page 6  2.19.1. Limitation of exhaust emissions by the vehicle, evaporative emissions, 
crankcase emissions, durability of pollution control devices, cold start pollutant emissions and on-board diag nostics of vehicles fuelled with 
unleaded petrol, or which can be fuelled with either unleaded petrol and 
LPG or NG (Approval B);  
 
2.19.2. Limitation of emissions of gaseous and particul ate pollutants, durability 
of pollution control devices and on-board  diagnostics of vehicles fuelled 
with diesel fuel (Approval C); 
 2.19.3. Limitation of emissions of gaseous pollutants by the engine, crankcase 
emissions, durability of pollution control devices, cold start emissions and on-board diagnostics of vehicles fuelled with LPG or NG (Approval 
D); 
 2.20. "Periodically regenerating system
" means an anti-pollution device (e.g. 
catalytic converter, particulate trap) that requires a periodical regeneration process in less than 4,000 km of normal vehicle operation.  
During cycles where regeneration occurs, emission standards can be exceeded.  If a regeneration of an anti-pollution device occurs at least once per Type I test and that has already regenerated at least once during vehicle preparation cycle, it will be considered as a continuously 
regenerating system which does not re quire a special test procedure.  
Annex 13 does not apply to con tinuously regenerating systems. 
  At the request of the manufacturer, the test procedure specific to 
periodically regenerating systems will not apply to a regenerative device if the manufacturer provides data to the type approval authority that, during cycles where regeneration oc curs, emissions remain below the 
standards given in paragraph 5.3.1.4. a pplied for the concerned vehicle 
category after agreement of the technical service. 
 2.21. Hybrid vehicles (HV)
 
 2.21.1. General definition of hybrid vehicles (HV): 
 "Hybrid vehicle (HV)
" means a vehicle with at least two different energy 
converters and two different energy st orage systems (on vehicle) for the 
purpose of vehicle propulsion. 
 2.21.2. Definition of hybrid el ectric vehicles (HEV): 
 "Hybrid electric vehicle (HEV)
" means a vehicle that, for the purpose of 
mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy/power:  L 375/228 EN Official Journal of the European Union 27.12.2006
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- a consumable fuel  - an electrical energy/power storage device (e.g.: battery, capacitor, 
flywheel/generator etc.) 
 
2.22. "Mono-fuel vehicle
" means a vehicle that is designed primarily for 
permanent running on LPG or NG, but ma y also have a petrol system for 
emergency purposes for starting only, where the petrol tank does not contain more than 15 litres of petrol; 
 
2.23. "Bi-fuel vehicle " means a vehicle that can run part-time on petrol and 
also part-time on either LPG or NG. 
 3. APPLICATION FOR APPROVAL  3.1. The application for approval of a ve hicle type with regard to exhaust 
emissions, crankcase emissions, evaporative emissions and durability of pollution control devices, as well as  to its on-board diagnostic (OBD) 
system shall be submitted by the vehicle manufacturer or by his authorized representative. 
 3.1.1. Should the application concern an on-board diagnostic (OBD) system, it 
shall be accompanied by the additiona l information required in paragraph 
4.2.11.2.7. of Annex 1, together with: 
 3.1.1.1.  a declaration by the manufacturer of:  3.1.1.1.1. in the case of vehicles equipped with positive-ignition engines, the 
percentage of misfires out of a total number of firing events that would 
result in emissions exceeding the limits given in paragraph 3.3.2. of 
Annex 11, if that percentage of misfire  had been present from the start of 
a Type I test as described in paragraph 5.3.1. of Annex 4; 
 3.1.1.1.2. in the case of vehicles equipped with positive-ignition engines, the 
percentage of misfires out of a total number of firing events that could 
lead to an exhaust catalyst, or catalysts, overheating prior to causing irreversible damage; 
 3.1.1.2. detailed written information fully describing the functional operation 
characteristics of the OBD system, including a listing of all relevant parts of the vehicle's emission control sy stem, i.e. sensors, actuators and 
components, that are monitored by the OBD system; 
 3.1.1.3. a description of the malfunction indi cator (MI) used by the OBD system 
to signal the presence of a fau lt to a driver of the vehicle; 27.12.2006 EN Official Journal of the European Union L 375/229
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copies of other type approvals with th e relevant data to enable extensions 
of approvals;  
 3.1.1.4. if applicable, the partic ulars of the vehicle family as referred to in Annex 
11, Appendix 2. 
 3.1.2. For the tests described in paragraph 3. of Annex 11, a vehicle 
representative of the vehicle type or vehicle family fitted with the OBD system to be approved shall be submitted to the technical service responsible for the type approval test. If the technical service determines 
that the submitted vehicle does not fu lly represent the vehicle type or 
vehicle family described in Annex 11,  Appendix 2, an alternative and if 
necessary an additional vehicle shall be submitted for test in accordance with paragraph 3. of Annex 11. 
 3.2. A model of the information docum ent relating to exhaust emissions, 
evaporative emissions, durability and the on-board diagnostic (OBD) system is given in Annex 1.  The information menti oned under paragraph 
4.2.11.2.7.6. of Annex 1 is to be in cluded in Appendix 1 "OBD - 
RELATED INFORMATION" to the type-approval communication given in Annex 2. 
 3.2.1. Where appropriate, copies of other type approvals with the relevant data 
to enable extensions of approvals and establishment of deterioration 
factors shall be submitted. 
 3.3. For the tests described in paragr aph 5. of this Regulation a vehicle 
representative of the vehicle type to be approved shall be submitted to the technical service responsible for the approval tests.  
 4.  APPROVAL  4.1. If the vehicle type submitted for approval following this amendment 
meets the requirements of paragraph 5. below, approval of that vehicle 
type shall be granted. 
 4.2. An approval number shall be assi gned to each type approved.  
 
Its first two digits shall indicate the series of amendments according to which the approval was granted. The same Contracting Party shall not assign the same number to another vehicle type. 
 4.3. Notice of approval or of extension or  refusal of approval of a vehicle type 
pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 2 to this Regulation. L 375/230 EN Official Journal of the European Union 27.12.2006
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4.3.1. In the event of amendment to the present text, for example, if new limit 
values are prescribed, the Parties to the Agreement shall be informed which vehicle types already approve d comply with the new provisions. 
 4.4. There shall be affixed, conspicuously  and in a readily accessible place 
specified on the approval form, to ev ery vehicle conforming to a vehicle 
type approved under this Regulati on, an internationa l approval mark 
consisting of: 
 4.4.1. a circle surrounding the letter "E" fo llowed by the distinguishing number 
of the country that ha s granted approval; 3
/ 
 4.4.2. the number of this Regulation, followe d by the letter "R", a dash and the 
approval number to the right of the circle described in paragraph 4.4.1. 
 4.4.3. However, the approval mark shall contain an additional character after 
the letter "R", the purpose of which is to distinguish the emission limit values for which the approval has b een granted.  For those approvals 
issued to indicate compliance with the limits for the Type I test detailed in Row A of the table in paragra ph 5.3.1.4.1. of this Regulation, the letter 
"R" will be followed by the roman number "I". For those approvals issued to indicate compliance with the limits for the Type I test detailed 
                                                
 
3/   1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for 
Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for 
Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 
24 for Ireland, 25 for Croatia, 26 for Slovenia,  27 for Slovakia, 28 for Belarus, 29 for 
Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European 
Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta and 51 for the Republic of 
Korea.  Subsequent numbers shall be assign ed to other countries in the chronological 
order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled  Vehicles, Equipment and Parts which can 
be Fitted and/or be Used on Wheeled Vehi cles and the Conditions for Reciprocal 
Recognition of Approvals Granted on the Basi s of these Prescriptions, and the numbers 
thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement. 
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in Row B in the table to paragra ph 5.3.1.4.1. of this Regulation, the letter 
"R" will be followed by the roman number "II".  
 4.5. If the vehicle conforms to a vehi cle type approved, under one or more 
other Regulations annexed to the Ag reement, in the country which has 
granted approval under this Regula tion, the symbol prescribed in 
paragraph 4.4.1. need not be repeated; in such a case, the Regulation and 
approval numbers and the additional symbols of a ll the Regulations under 
which approval has been granted in  the country which has granted 
approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1. 
 4.6. The approval mark shall be cl early legible and be indelible. 
 4.7. The approval mark shall be placed cl ose to or on the vehicle data plate. 
 4.8. Annex 3 to this Regulation gives examples of arrangements of the 
approval mark. 
 5.  SPECIFICATIONS AND TESTS   
Note
:  As an alternative to the requi rements of this paragraph, vehicle 
manufacturers whose world-wide a nnual production is less than 10,000 
units may obtain approval on the ba sis of the corresponding technical 
requirements specified in: the California Code of Regulations, Title 13, Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996 and later model-year vehicles , 1968.1, 1976 and 1975, applicable to 
1995 and later model year light-duty vehicles (California Code of 
Regulations is published by Barclays Publishing). 
 5.1.  General
  
 5.1.1. The components liable to affect the emission of pollutants shall be so 
designed, constructed and assembled as to enable the vehicle, in normal use, despite the vibration to which they may be subjected, to comply with the provisions of this Regulation. 
 5.1.2. The technical measures taken by th e manufacturer shall be such as to 
ensure that in conformity with the provisions of this Regulation, exhaust 
gas and evaporative emissions ar e effectively limited throughout the 
normal life of the vehicle and under nor mal conditions of use. This will 
include the security of those hoses a nd their joints and connections, used 
within the emission control systems, which shall be so constructed as to conform with the original design in tent.  For exhaust emissions, these 
provisions are deemed to be met if  the provisions of paragraphs 5.3.1.4. 
and 8.2.3.1. respectively are complied w ith.  For evaporative emissions, L 375/232 EN Official Journal of the European Union 27.12.2006
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these conditions are deemed to be me t if the provisions of paragraphs 
5.3.1.4. and 8.2.3.1. respectively are complied with. 
 5.1.2.1. The use of a defeat device is prohibited.  5.1.3.  Inlet orifices of petrol tanks  5.1.3.1. Subject to paragraph 5.1.3.2., the inlet orifice of the petr ol tank shall be 
so designed as to prevent the tank from being filled from a petrol pump delivery nozzle which has an external diameter of 23.6 mm or greater. 
 5.1.3.2. Paragraph 5.1.3.1. shall not apply to a ve hicle in respect of which both of 
the following conditions are satisfied, i.e.: 
 5.1.3.2.1. the vehicle is so designed and cons tructed that no device designed to 
control the emission of gaseous polluta nts shall be adversely affected by 
leaded petrol, and; 
 5.1.3.2.2. the vehicle is conspicuously, legibly and indelibly marked with the 
symbol for unleaded petrol, speci fied in ISO 2575:1982, in a position 
immediately visible to a person f illing the petrol tank. Additional 
markings are permitted. 
 5.1.4. Provision shall be made to prevent excess evaporative emissions and fuel 
spillage caused by a missing fuel filler cap. 
 
This may be achieved by using one of the following: 
 5.1.4.1. an automatically opening and clos ing, non-removable fuel filler cap, 
 5.1.4.2. design features which avoid excess ev aporative emissions in the case of a 
missing fuel filler cap, 
 5.1.4.3.  any other provision which has the same effect. Examples may include, 
but are not limited to, a tethered filler cap, a chained filler cap or one utilising the same locking key for the filler cap as for the vehicle's ignition. In this case, the key shall be removable from the filler cap only in the locked condition. 
 5.1.5. Provisions for electr onic system security 
 5.1.5.1. Any vehicle with an emission control computer shall include features to 
deter modification, except  as authorised by the manufacturer.  The 
manufacturer shall authorise modifica tions if these modifications are 27.12.2006 EN Official Journal of the European Union L 375/233
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necessary for the diagnosis, servicing,  inspection, retrofitting or repair of 
the vehicle.  Any reprogrammabl e computer codes or operating 
parameters shall be resistant to tampering and afford a level of protection at least as good as the provisions in ISO DIS 15031-7, dated 
October 1998 (SAE J2186 dated Oc tober 1996), provided that the 
security exchange is conducted us ing the protocols and diagnostic 
connector as prescribed in paragraph 6.5. of Annex II, Appendix 1.  Any 
removable calibration memory chips shall be potted, encased in a sealed container or protected by electr onic algorithms and shall not be 
changeable without the use of sp ecialised tools and procedures. 
 5.1.5.2. Computer-coded engine operating para meters shall not be changeable 
without the use of specialised tools and procedures (e. g. soldered or 
potted computer components or se aled (or soldered) computer 
enclosures). 
 5.1.5.3. In the case of mechanical fuel -injection pumps fitted to compression-
ignition engines, manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in service. 
 5.1.5.4. Manufacturers may apply to the approval authority for an exemption to 
one of these requirements for those ve hicles which are unlikely to require 
protection. The criteria that the a pproval authority will evaluate in 
considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sa les volume of the vehicle. 
 5.1.5.5. Manufacturers using programmable computer code systems (e.g. 
Electrical Erasable Programmable Read-Only Memory, EEPROM) shall deter unauthorised reprogramming. Manufacturers shall include enhanced tamper protecti on strategies and write pr otect features requiring 
electronic access to an off-site computer maintained by the manufacturer. Methods giving an adequate level of  tamper protecti on will be approved 
by the authority. 
 5.1.6. It shall be possible to inspect the ve hicle for roadworthiness test in order 
to determine its performance in relation to the data collected in accordance with paragraph 5.3.7. of this Regulation.  If this inspection requires a special procedure, this shall be detailed in the service manual (or equivalent media).  This special procedure shall not require the use of 
special equipment other than th at provided with the vehicle 
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5.2. Test procedure
 
 
Table 1 illustrates the various possibilities for type approval of a vehicle. 
 
5.2.1. Positive ignition engine-powered vehi cles and hybrid electric vehicles 
equipped with a positive-ignition engine shall be subject to the following tests: 
 
Type I (verifying the average exhaust emissions after a cold start), 
 
Type II (carbon monoxide emission at idling speed), 
 
Type III (emission of crankcase gases), 
 
Type IV (evaporation emissions), 
 
Type V (durability of anti-pollution devices), 
 
Type VI (verifying the average low ambient temperature carbon monoxide and hydrocarbon exhaust emissions after a cold start, 
 
OBD-test. 
 
5.2.2. Positive ignition engine-powered ve hicle and hybrid electric vehicles 
equipped with positive-ignition engine  fuelled with LPG or NG (mono or 
bi-fuel) shall be subjected to the following tests (according to Table 1): 
  Type I (verifying the average exhaust emissions after a cold start),   Type II (carbon monoxide emissions at idling speed),   Type III (emission of crankcase gases),   Type IV (evaporative emissions), where applicable,   Type V (durability of anti-pollution devices),   Type VI (verifying the average low ambient temperature carbon 
monoxide and hydrocarbon exhaust e missions after a cold start), 
where applicable, 
  OBD test, where applicable.  27.12.2006 EN Official Journal of the European Union L 375/235
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Regulation No. 83 page 14  5.2.3. Compression ignition engine-powered ve hicles and hybrid  electric vehicles  
equipped with a compression ignition engine shall be subject to the 
following tests:   
 
Type I (verifying the average exhaust emissions after a cold start)  Type V (durability of anti-pollution control devices)  and, where applicable, OBD test. L 375/236 EN Official Journal of the European Union 27.12.2006
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Table 1
 
 
Different routes for type approval and extensions 
 
 
Type-approval 
test Positive-ignition engined vehicles of categories M and N Compression-ignition 
engined vehicles o f 
categories M 1 and N 1 
 petrol fuelled vehicle bi-fuel vehicle mono-fuel vehicle  
Type I Yes 
(maximum mass  
 3.5 t) Yes 
(test with both fuel types) 
(maximum mass  3.5 t) Yes 
(maximum mass  
 3.5 t) Yes 
(maximum mass 
  3.5 t) 
Type II Yes Yes 
(test with both fuel types) Yes - 
Type III Yes Yes 
(test only with petrol) Yes - 
Type IV Yes 
(maximum mass  
 3.5 t) Yes 
(test only with petrol) 
(maximum mass  3.5 t) - - 
Type V Yes 
(maximum mass  
 3.5 t) Yes 
(test only with petrol) 
(maximum mass  3.5 t) Yes 
(maximum mass 
  3.5 t) Yes 
(maximum mass  
 3.5 t) 
Type VI Yes 
(maximum mass  
 3.5 t) Yes 
(maximum mass  3.5 t) 
(test only with petrol) - - 
Extension Paragraph 7. Paragraph 7. Paragraph 7. Paragraph 7.; 
M2 and N 2 with a 
reference mass 
 2,840 kg . 
On-board 
diagnostics Yes, in accordance 
with paragraph 
11.1.5.1.1. or 
11.1.5.3. Yes, in accordance with 
paragraph  11.1.5.1.2. or 
11.1.5.3. Yes, in accordance with 
paragraph 11.1.5.1.2. or 
11.1.5.3. Yes, in accordance with paragraph 11.1.5.2..1 or 
11.1.5.2.2. or 11.1.5.2.3. 
or 11.1.5.3. 
 
5.3.  Description of tests  
 5.3.1.  Type I test (Simulating the average exhaust emissions after a cold start). 
 5.3.1.1. Figure 1 illustrates the routes for Type I test. This test shall be carried out 
on all vehicles referred to in pa ragraph 1., having a maximum mass not 
exceeding 3.5 tonnes. 
 5.3.1.2. The vehicle is placed on a chassis dy namometer equipped with a means of 
load and inertia simulation. 
 5.3.1.2.1. A test lasting a total of 19 minutes and 40 seconds, made up of two parts, 
One and Two, is performed without in terruption. An unsampled period of 27.12.2006 EN Official Journal of the European Union L 375/237
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Regulation No. 83 page 16  
not more than 20 seconds may, with the agreement of the manufacturer, be 
introduced between the end of Part On e and the beginning of Part Two in 
order to facilitate adjustment of the test equipment. 
 
5.3.1.2.1.1. Vehicles that are fuelled with LPG or NG shall be tested in the Type I test 
for variation in the composition of LPG or NG, as set out in Annex 12.  
Vehicles that can be fuelled either with  petrol or LPG or NG shall be tested 
on both the fuels, tests on LPG or NG being performed for variation in the 
composition of LPG or NG, as set out in Annex 12. 
 5.3.1.2.1.2. Notwithstanding the requirement of paragraph 5.3.1.2.1.1., vehicles that 
can be fuelled with either petrol or  a gaseous fuel, but where the petrol 
system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded for 
the test Type I as vehicles th at can only run on a gaseous fuel. 
 5.3.1.2.2. Part One of the test is made up of  four elementary urban cycles. Each 
elementary urban cycle comprises fi fteen phases (idling, acceleration, 
steady speed, deceleration, etc.). 
 5.3.1.2.3. Part Two of the test is made up of one extra-urban cycle.  The extra-urban 
cycle comprises 13 phases (idling, acceleration, steady speed, deceleration, etc.). 
 5.3.1.2.4. During the test, the exhaust gases are diluted and a proportional sample 
collected in one or more bags.  The exhaust gases of the vehicle tested are diluted, sampled and analysed, followi ng the procedure described below, 
and the total volume of the diluted exhaust is measured. Not only the 
carbon monoxide, hydrocarbon and nitrogen oxide emissions but also the particulate pollutant emissions from vehicles equipped with compression-
ignition engines are recorded. 
 5.3.1.3. The test is carried out using the procedure described in Annex 4. The 
methods used to collect and analyse the gases and to remove and weigh the particulates shall be as prescribed. 
 5.3.1.4. Subject to the requirements of para graph 5.3.1.5. the test shall be repeated 
three times. The results are multiplied by the appropriate deterioration factors obtained from paragraph 5.3.6. and, in the case of periodically 
regenerating systems as defined in pa ragraph 2.20., also must be multiplied 
by the factors K
i obtained from Annex 13. The re sulting masses of gaseous 
emissions and, in the case of vehicl es equipped with compression-ignition 
engines, the mass of particulates obtained in each test shall be less than the limits shown in the table below: L 375/238 EN Official Journal of the European Union 27.12.2006
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Limit Values
 
 
 
Mass of 
carbon monoxide 
(CO)  
Mass of 
hydrocarbons 
(HC)  
Mass of  oxides of 
nitrogen (NO x) 
 Combined mass of 
hydrocarbons and 
oxides of nitrogen 
(HC + NO x) Mass of 
particulate
s 
(1) 
(PM)  Reference 
mass 
(RW) 
 
(kg) 
L1 
(g/km) L2 
(g/km) L3 
(g/km) L2 + L 3 
(g/km) L4 
(g/km) 
Category Clas
s  Petrol Diesel Petrol Diesel Petrol Diesel Petrol Diesel Diesel 
M(2) - All 2.3  
0.64  
0.20  
-  
0.15  
0.50  
-  
0.56  
0.05 
I RW % 1,305  
2.3  
0.64  
0.20  
-  
0.15  
0.50  
-  
0.56  
0.05 
II 1,305 < RW 
% 1,760  
4.17  
0.80  
0.25  
-  
0.18  
0.65  
-  
0.72  
0.07 A(2000) 
N1(3) 
III  
1,760 < RW  
5.22  
0.95  
0.29  
-  
0.21  
0.78  
-  
0.86  
0.10 
M(2) -  
 All  
1.0  
0.50  
0.10  
-  
0.08  
0.25  
-  
0.30  
0.025 
I  
RW%1,305  
1.0  
0.50  
0.10  
-  
0.08  
0.25  
-  
0.30  
0.025 
II  
1,305 < RW 
% 1,760  
1.81  
0.63  
0.13  
-  
0.10  
0.33  
-  
0.39  
0.04 B(2005) 
 
N1(3) 
III  
1,760 < RW  
2.27  
0.74  
0.16  
-  
0.11  
0.39  
-  
0.46  
0.06 
 
 
      (1) For compression-ignition engines.       (2) Except vehicles the maximum mass of which exceeds 2,500 kg.       (3) And those category M vehi cles which are specified in note (2). 
 5.3.1.4.1. Notwithstanding the requireme nts of paragraph 5.3.1.4., for each 
pollutant or combination of pollutants, one of the three resulting masses obtained may exceed, by not more than 10 per cent, the limit prescribed, provided the arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests. 
 5.3.1.4.2. When the tests are performed with gaseous fuels, the resulting mass of 
gaseous emissions shall be less than the limits for petrol-engined vehicles in the above table. 
 5.3.1.5. The number of tests prescribed in paragraph 5.3.1.4. is reduced in the 
conditions hereinafter defined, where V
1 is the result of the first test and 
V2 the result of the second test for each pollutant or for the combined 
emission of two pollutants subject to limitation. 
 27.12.2006 EN Official Journal of the European Union L 375/239
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Regulation No. 83 page 18  5.3.1.5.1. Only one test is performed if the result obtained for each pollutant or for 
the combined emission of two pollutants subject to limitation, is less than 
or equal to 0.70 L (i.e. V
1 % 0.70 L). 
 
5.3.1.5.2. If the requirement of paragraph 5.3.1.5.1. is not satisfied, only two tests 
are performed if, for each pollutant or for the combined emission of two pollutants subject to limitation, the following requirements are met: 
  
V
1 % 0.85 L and V 1 + V 2 % 1.70 L and V 2 % L. 
 5.3.2.  Type II test (Carbon monoxide emission test at idling speed)  5.3.2.1.  This test is carried out on all vehicles powered by positive-ignition 
engines having maximum mass exceeding 3.5 tonnes.  
 5.3.2.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG shall 
be tested in the test Type II on both fuels. 
 5.3.2.1.2. Notwithstanding the requirement of paragraph 5.3.2.1.1., vehicles that 
can be fuelled with either petrol or  a gaseous fuel, but where the petrol 
system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded 
for the test Type II as vehicles that can only run on a gaseous fuel. 
 5.3.2.2. When tested in accordance with Annex 5, the carbon monoxide content 
by volume of the exhaust gases emitted with the engine idling shall not exceed 3.5 per cent at the setting specified by the manufacturer and shall not exceed 4.5 per cent within the range  of adjustments specified in that 
annex. 
 5.3.3. Type III test (verifying emissions of crankcase gases)  5.3.3.1. This test shall be carried out on all vehicles referred to in paragraph 1. 
except those having compression-ignition engines. 
 5.3.3.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should 
be tested in the Type III test on petrol only. 
 5.3.3.1.2. Notwithstanding the requirement of paragraph 5.3.3.1.1., vehicles that 
can be fuelled with either petrol or  a gaseous fuel, but where the petrol 
system is fitted for emergency purposes or starting only and which the petrol tank cannot contain more than 15 litres of petrol will be regarded 
for the test Type III as vehicles that can only run on a gaseous fuel. L 375/240 EN Official Journal of the European Union 27.12.2006
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Figure 1
 
 
Flow chart for Type I type approval 
(see paragraph 5.3.1.) 
  
                                     
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Regulation No. 83 page 20  5.3.3.2. When tested in accordance with Annex 6, the engine's crankcase 
ventilation system shall not permit the emission of any of the crankcase gases into the atmosphere. 
 
5.3.4. Type IV test (Determinati on of evaporative emissions) 
 
5.3.4.1. This test shall be carried out on all vehicles referred to in paragraph 1. 
except those vehicles having a comp ression-ignition engine, vehicles 
fuelled with LPG or NG and those vehicles with a maximum mass greater than 3,500kg. 
 5.3.4.1.1. Vehicles that can be fuelled either with petrol or with LPG or with NG 
should be tested in the Type IV test on petrol only. 
 5.3.4.2. When tested in accordance with Annex 7, evaporative emissions shall be 
less than 2 g/test. 
 5.3.5. Type VI test (Verifying the average low ambient temperature carbon 
monoxide and hydrocarbon exhaust emissions after a cold start). 
 5.3.5.1. This test shall be carried out on all M
1 and N 1 Class I vehicles equipped 
with a positive-ignition engine, except vehicles designed to carry more than six occupants and vehicles whose maximum mass exceeds 2,500 kg. 
 5.3.5.1.1. The vehicle is placed on a chassi s dynamometer equipped with a means 
of load an inertia simulation. 
 5.3.5.1.2. The test consists of the four elementary urban driving cycles of Part One 
of the Type I test. The Part One test  is described in Annex 4, Appendix 1 
and illustrated in figures 1/1, 1/2 and 1/3 of the Appendix. The low ambient temperature test lasting a to tal of 780 seconds shall be carried 
out without interruption and start at engine cranking. 
 5.3.5.1.3. The low ambient temperature test sha ll be carried out at an ambient test 
temperature of 266 K (-7°C). Before the test is carried out, the test 
vehicles shall be conditioned in a unifo rm manner to ensure that the test 
results may be reproducible. The cond itioning and other test procedures 
are carried out as described in Annex 8. 
 5.3.5.1.4. During the test, the exhaust gases ar e diluted and a proportional sample 
collected. The exhaust gases of the vehicle tested are diluted, sampled 
and analysed, following the procedur e described in Annex 8, and the 
total volume of the diluted exhaust is measured. The diluted exhaust 
gases are analysed for carbon monoxide and hydrocarbons. 
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5.3.5.2. Subject to the requirements in paragraphs 5.3.5.2.2. and 5.3.5.3. the test 
shall be performed three times. Th e resulting mass of carbon monoxide 
and hydrocarbon emission shall be less than the limits shown in the table 
below:  
 
Test temperature Carbon monoxide L1 
(g/km) Hydrocarbons L2 
(g/km) 
266 K (-7 °C) 15 1.8 
 
 5.3.5.2.1. Notwithstanding the requireme nts of paragraph 5.3.5.2., for each 
pollutant, not more than one of the three results obtained may exceed the limit prescribed by not more than 10 per cent, provided the arithmetical mean value of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant, it is immaterial whether this occurs in the same test or in different tests. 
 5.3.5.2.2. The number of tests prescribed in paragraph 5.3.5.2. may, at the request 
of the manufacturer, be increased to 10 if the arithmetical mean of the first three results is lower than 110 per cent of the limit. In this case, the requirement after testing is only that the arithmetical mean of all 10 results shall be less than the limit value. 
 5.3.5.3. The number of tests prescribed in paragraph 5.3.5.2. may be reduced 
according to paragraphs 5.3.5.3.1. and 5.3.5.3.2. 
 5.3.5.3.1. Only one test is performed if the re sult obtained for each pollutant of the 
first test is less than or equal to 0.70 L. 
 5.3.5.3.2. If the requirement of paragraph 5.3.5.3.1. is not satisfied, only two tests 
are performed if for each pollutant the result of the first test is less than or equal to 0.85 L and the sum of the first two results is less than or equal to 1.70 L and the result of the second te st is less than or equal to L. 
 
(V
1 £ 0.85 L and V 1 + V 2 £ 1.70 L and V 2 £  L). 
 5.3.6. Type V test (Durability of anti-pollution devices)  5.3.6.1. This test shall be carried out on all vehicles referred to in paragraph 1 to 
which the test specified in paragra ph 5.3.1. applies. The test represents 
an ageing test of 80,000 kilometres driven in accordance with the programme described in Annex 9 on a test track, on the road or on a 
chassis dynamometer. 
 27.12.2006 EN Official Journal of the European Union L 375/243
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Regulation No. 83 page 22  5.3.6.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG should 
be tested in the Type V test on petrol only.  In that case the deterioration factor found with unleaded petrol w ill also be taken for LPG or NG. 
 
 Notwithstanding the requirement of pa ragraph 5.3.6.1., a manufacturer may choose 
to have the deterioration factors fro m the following table used as an 
alternative to testing to paragraph 5.3.6.1. 
 
 
Engine Category  
Deterioration factors 
Pollutant CO HC NO x HC + NO x(1) Particulates 
Positive-ignition Engine  1.2  1.2  1.2  -  - 
Compression-ignition engine  1.1  -  1  1  1.2 
 
  (1)   For compression ignition engined vehicles  
At the request of the manufacturer, the technical service may carry out the Type I test before the Type V test has been completed using the deterioration factors in the table above. On completion of the Type V 
test, the technical service may then amend the type approval results recorded in Annex 2 by replacing th e deterioration factors in the above 
table with those measured in the Type V test. 
 5.3.6.3. Deterioration factors are deter mined using either procedure in 
paragraph 5.3.6.1. or using the values in the table in paragraph 5.3.6.2. 
The factors are used to establish compliance with the requirements of paragraphs 5.3.1.4. and 8.2.3.1. 
 5.3.7. Emission data required fo r roadworthiness testing 
 5.3.7.1. This requirement applies to all ve hicles powered by a positive-ignition 
engine for which type approval is sought in accordance with this amendment. 
 5.3.7.2. When tested in accordance with Annex 5 (Type II test) at normal idling 
speed: 
 
(a) the carbon monoxide content by volume of the exhaust gases 
emitted shall be recorded, 
 
(b) the engine speed during the test shall be recorded, including 
any tolerances. 
 
5.3.7.3.  When tested at 'high idle' speed (i. e. > 2,000 min. -1) 
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(a) the carbon monoxide content by volume of the exhaust gases 
emitted shall be recorded, 
 
(b)  the Lambda value (*) shall be recorded. 
 
(c)  the engine speed during the test shall be recorded, including any  tolerances. 
 
(*) The Lambda value shall be calculated using the simplified 
Brettschneider equation as follows: 
 
 
 
 
 where:    [ ] =  Concentration in per cent volume    K1 =  Conversion factor for NDIR measurement to FID 
measurement (provided  by manufacturer of measuring equipment) 
  H
cv  =   Atomic ratio of hydrogen to carbon - for petrol  1.73 
  - for LPG    2.53   - for NG      4.0 
 
 O cv  =   Atomic ratio of oxygen to carbon - for petrol  0.02 
  - for LPG    0.0 
- for NG      0.0 
 5.3.7.4. The engine oil temperature at the time  of the test shall be measured and 
recorded. 
 5.3.7.5.  The table in item 17 to Annex 2 shall be completed. 
 5.3.7.6. The manufacturer shall confirm th e accuracy of the Lambda value 
recorded at the time of type a pproval in paragraph 5.3.7.3. as being 27.12.2006 EN Official Journal of the European Union L 375/245
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representative of typical production vehi cles within 24 months of the date 
of the granting of type approval by the competent authority. An assessment shall be ma de based on surveys and studies of production 
vehicles. 
 
5.3.8.  OBD - test  
This test shall be carried out on all vehicles referred to in paragraph 1.  
The test procedure described in  Annex 11, paragraph 3. shall be 
followed. 
 6.  MODIFICATIONS OF THE VEHICLE TYPE   6.1. Every modification of the vehicle type shall be notified to the 
administrative department that approved the vehicle type. The 
department may then either: 
 6.1.1. consider that the modifications made  are unlikely to have an appreciable 
adverse effect and that in any case the vehicle still complies with the requirement; or 
 6.1.2. require a further test report from th e technical servi ce responsible for 
conducting the tests. 
 6.2. Confirmation or refusal of approval, specifying th e alterations, shall be 
communicated by the procedure specif ied in paragraph 4.3. above to the 
Parties to the Agreement wh ich apply this Regulation. 
 6.3. The competent authority issuing the extension of approval shall assign a 
series number to the extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in  Annex 2 to this Regulation. 
 7.  EXTENSION OF APPROVAL  
In the case of modifications of the type approval pursuant to this Regulation, the following special provi sions shall apply, if applicable. 
 
7.1.  Exhaust emission related extensions
 
(Type I, Type II and Type VI tests). 
 7.1.1.  Vehicle types of different reference masses  7.1.1.1. Approval granted to a vehicle type may be extended only to vehicle types 
of a reference mass requiring the use of the next two higher equivalent 
inertia categories or any lower equivalent inertia category. L 375/246 EN Official Journal of the European Union 27.12.2006
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7.1.1.2. In the case of vehicles of category N
1 and vehicles of category M referred 
to in note 2 of paragraph 5.3.1.4., if the reference mass of the vehicle 
type for which extension of the appr oval is requested requires the use of 
equivalent inertia lower than that used for the vehicle type already approved, extension of th e approval is granted if the masses of the 
pollutants obtained from the vehicle already approved are within the 
limits prescribed for the vehicle for which extension of the approval is requested. 
 7.1.2.  Vehicle types with different overall gear ratios  
Approval granted to a vehicle type may under the following conditions be extended to vehicle types which di ffer from the type approved only in 
respect of their transmission ratios: 
 7.1.2.1. For each of the transmission ratios used in the Type I and Type VI test, it 
is necessary to determine the proportion, 
 
 
 
where, at an engine speed of 1,000 min-1, V 1 is the speed of the vehicle 
type approved and V 2 is the speed of the vehicle type for which extension 
of the approval is requested. 
 7.1.2.2.  If, for each gear ratio, E < ṥ
 8 per cent, the extension is granted without 
repeating the Type I and Type VI tests. 
 7.1.2.3.  If, for at least one gear ratio, E > 8 per cent and if for each gear ratio E 
 13 per cent the Type I and Type VI test shall be repeated, but may be 
performed in a laboratory chosen by the manufacturer subject to the approval of the technical service.  The report of the tests shall be sent to 
the technical service responsible for the type approval tests. 
 7.1.3.  Vehicle types of different refe rence masses and different overall 
transmission ratios 
 
Approval granted to a vehicle type may be extended to vehicle types 
differing from the approved type only in respect of their reference mass and their overall transmission ratios,  provided that all the conditions 
prescribed in paragraphs 7.1.1. and 7.1.2. are fulfilled. 27.12.2006 EN Official Journal of the European Union L 375/247
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Regulation No. 83 page 26   7.1.4.  Note
:  When a vehicle type has been approved in accordance with 
paragraphs 7.1.1. to 7.1.3., such approva l may not be extended to other 
vehicle types. 
 7.2.  Evaporative emissions
 (Type IV test) 
  7.2.1. Approval granted to a vehicle type equipped with a control system for 
evaporative emissions may be exte nded under the following conditions: 
 7.2.1.1. The basic principle of fuel/air mete ring (e.g. single point injection, 
carburetor) shall be the same. 
 7.2.1.2. The shape of the fuel tank and the ma terial of the fuel tank and liquid fuel 
hoses shall be identical. The worst-case family with regard to the cross-paragraph and approximate hose leng th shall be tested. Whether non-
identical vapour/liquid separators ar e acceptable is decided by the 
technical service responsible for the type approval tests. The fuel tank 
volume shall be within a range of $ 10 per cent. The setting of the tank 
relief valve shall be identical. 
 
7.2.1.3. The method of storage of the fuel vapou r shall be identical, i.e. trap form 
and volume, storage medium, air cleaner (if used for evaporative emission control), etc. 
 
7.2.1.4. The carburetor bowl fuel volume shall be within a $ 10 millilitre range. 
 
7.2.1.5. The method of purging of the stored vapour shall be identical (e.g. air 
flow, start point or purge volume over driving cycle). 
 7.2.1.6. The method of sealing and venting of the fuel metering system shall be 
identical. 
 7.2.2. Further notes:  
(i)   different engine sizes are allowed; 
 
(ii)  different engine powers are allowed; 
 
(iii) automatic and manual gearboxes, two and four wheel 
transmissions are allowed; 
 
(iv)  different body styles are allowed: 
 
(v) different wheel and tyre sizes are allowed; 
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7.3. Durability of anti-pollution devices
 (Type V test) 
 
7.3.1. Approval granted to a vehicle type may be extended to different vehicle 
types, provided that the engine/pollution control system combination is identical to that of the vehicle al ready approved. To this end, those 
vehicle types whose parameters descri bed below are identical or remain 
within the limit values prescribed are considered to belong to the same engine/pollution control system combination. 
 7.3.1.1. Engine:  
number of cylinders, 
 
engine capacity (  15 per cent), 
 
configuration of the cylinder block, 
 
number of valves, 
 
fuel system, 
 
type of cooling system, 
 
combustion process, 
 
cylinder bore centre to centre dimensions. 
 7.3.1.2.  Pollution control system:  
Catalytic converters: 
 
number of catalytic converters and elements, 
 
size and shape of catalytic converters (volume of monolith  
10 per cent), 
 
type of catalytic activity (oxidising, three-way,...), 
 
precious metal load (identical or higher), 
 
precious metal ratio (  15 per cent), 
  
substrate (structure and material), 
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cell density, 
  
type of casing for the catalytic converter(s), 
 
location of catalytic converters (position and dimension in the 
exhaust system, that does not pr oduce a temperature variation of 
more than 50 K at the inlet of the catalytic converter). 
 
This temperature variation sh all be checked under stabilised 
conditions at a speed of 120 km/h and the load setting of Type I test. 
 
Air injection: with or without 
type (pulsair, air pumps,...). 
 
Exhaust gas recirculation (EGR):  with or without. 
 7.3.1.3. Inertia category: the two inertia categories immediately above and any 
inertia category below. 
 7.3.1.4. The durability test may be achieved by using a vehicle, the body style, 
gear box (automatic or manual) and si ze of the wheels or tyres of which 
are different from those of  the vehicle type for which the type approval is 
sought. 
 7.4. On-board diagnostics
 
 7.4.1. Approval granted to a vehicle type with respect to the OBD system may 
be extended to different vehicle ty pes belonging to the same vehicle-
OBD family as described in Annex 11, Appendix 2. The engine emission 
control system shall be identical to that of the vehicle already approved and comply with the description of the OBD engine family given in Annex 11, Appendix 2, regardless of the following vehicle 
characteristics: 
 
engine accessories, 
 
tyres, 
 
equivalent inertia, 
 
cooling system, 
 
overall gear ratio, 
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transmission type, 
 
type of bodywork. 
 8. CONFORMITY OF PRODUCTION (COP)  8.1. Every vehicle bearing an approval mark as prescribed under this 
Regulation shall conform, with re gard to components affecting the 
emission of gaseous and particulate pollutants by the engine, emissions 
from the crankcase and evaporative emissions, to the vehicle type approved. The conformity of production procedures shall comply with 
those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements: 
 8.2. As a general rule, conformity of production with rega rd to limitation of 
emissions from the vehicle (test Types I, II, III and IV) is checked based 
on the description given in the co mmunication form and its annexes. 
 
Conformity of in-service vehicles
 
 
With reference to type approvals gr anted for emissions, these measures 
shall also be appropriate for confirming the functionality of the emission control devices during the normal usef ul life of the vehicles under normal 
conditions of use (conformity of in-ser vice vehicles properly maintained 
and used). For the purpose of this Regulation these measures shall be checked for a period of up to 5 years of age or 80,000 km, whichever is the sooner, and from 1 January 2005, for a period of up to five years of age or 100,000 km, whichever is the sooner. 
 8.2.1. Audit of in-service conformity by the administrative department is 
conducted on the basis of any relevant  information that the manufacturer 
has, under procedures similar to thos e defined in Appendix 2 of the 1958 
Agreement (E/ECE/324-E/ ECE/TRANS/505/Rev.2). 
  Figures 4/1 and 4/2, in Appendix 4, illustrate the procedure for in-service 
conformity checking. 
 1. Parameters defining the in-service family 
  The in-service family may be defined by basic design parameters which 
must be common to vehicles within the family.  Accordingly, those vehicle types which have in common, or  within the stated tolerances, at 
least the parameters described below, can be considered as belonging to the same in-service family: 27.12.2006 EN Official Journal of the European Union L 375/251
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1. combustion process (2-stroke, 4-stroke, rotary); 
2. number of cylinders; 
1. configuration of the cylinder block (in-line, V, radial, 
horizontally opposed, other).  Th e inclination or orientation 
of the cylinders is not a criteria; 
3. method of engine fuelling (e.g. i ndirect or direct injection); 
4. type of cooling system (air, water, oil); 
5. method of aspiration (naturally aspirated, pressure charged); 
1. fuel for which the engine is designed (petrol, diesel, NG, 
LPG, etc).  Bi-fuelled vehicles may be grouped with dedicated fuel vehicles pr oviding one of the fuels is 
common; 
2. type of catalytic converter (t hree-way catalyst or other(s)); 
6. type of particulate tr ap (with or without); 
7. exhaust gas recirculation (with or without); 
8. engine cylinder capacity of the largest engine within the 
family minus 30 per cent. 
 
8.2.1.2. An audit of in-service conformity w ill be conducted by the administrative 
department on the basis of inform ation supplied by the manufacturer.  
Such information must include, but is not limited to, the following: 
 8.2.1.2.1. The name and addre ss of the manufacturer. 
 8.2.1.2.2. The name, address, tele phone and fax numbers a nd e-mail address of his 
authorised representative within the areas covered by the manufacturer’s information. 
 
8.2.1.2.3. The model name(s) of the vehicl es included in the manufacturer’s 
information. 
 
8.2.1.2.4. Where appropriate, the list of ve hicle types covered within the 
manufacturer’s information, i.e. the in-service family group in accordance with paragraph 8.2.1.1. 
 
8.2.1.2.5. The vehicle identification number (VIN) codes applicable to these 
vehicle types within the in-service family (VIN prefix). 
 
8.2.1.2.6. The numbers of the type approvals applicable to these vehicle types 
within the in-service family, including, where applicable, the numbers of all extensions and field fixes/recalls (re-works). 
 
8.2.1.2.7. Details of extensions, field fixes/r ecalls to those type approvals for the 
vehicles covered within the manufactur er’s information (if requested by 
the administrative department). 
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8.2.1.2.8. The period of time over which th e manufacturer’s information was 
collected. 
 
8.2.1.2.9. The vehicle build period covered w ithin the manufacturer’s information 
(e.g. 'vehicles manufactured dur ing the 2001 calendar year'). 
 
8.2.1.2.10. The manufacturer’s in-service conformity checking procedure, including: 
 
8.2.1.2.10.1. Vehicle location method; 
 
8.2.1.2.10.2. Vehicle selection a nd rejection criteria; 
 
8.2.1.2.10.3. Test types and procedures  used for the programme; 
 
8.2.1.2.10.4. The manufacturer’s acceptance/rejecti on criteria for the in-service family 
group; 
 
8.2.1.2.10.5. Geographical area(s) within whic h the manufacturer has collected 
information. 
 
8.2.1.2.10.6. Sample size and sampling plan used. 
 
1. The results from the manufacturer’s in-service conformity procedure, 
including: 
 2. Identification of the vehicles include d in the programme (whether tested 
or not). 
 The identification will include: model name;  
9. vehicle identification number (VIN); 
10. vehicle registration number; 
11. date of manufacture; 
12. region of use (where known); 
13. tyres fitted. 
 8.2.1.2.11.2. The reason(s) for rejecting a vehicle from the sample.  8.2.1.2.11.3. Service history for each vehicle in th e sample (including any re-works). 
 8.2.1.2.11.4. Repair history for each vehicl e in the sample (where known). 
 
8.2.1.2.11.5. Test data, including:  
14. date of test; 
15. location of test; 
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17. test fuel specifications (e.g. test reference fuel or market fuel); 
18. test conditions (temperature, humidity, dynamometer inertia 
weight); 
19. dynamometer settings (e.g. power setting); 
20. test results (from at least three different vehicles per family). 
 
8.2.1.2.12. Records of indication from the OBD system.  8.2.2. The information gathered by the manufacturer must be sufficiently 
comprehensive to ensure that in-service performance can be assessed for normal conditions of use as define d in paragraph 8.2. and in a way 
representative of the manufact urer’s geographic penetration. 
  For the purpose of this Regulation, the manufacturer shall not be obliged 
to carry out an audit of in-service conformity for a vehicle type if he can demonstrate to the satisfaction of the type-approval authority that the annual worldwide sales of that ve hicle type are less than 10,000 per 
annum. 
   In the case of vehicles to be sold within the European Union, the 
manufacturer shall not be obliged to carry out an audit in-service conformity for a vehicle type if he can  demonstrate to the satisfaction of 
the type-approval authority that the a nnual sales of that vehicle type is 
less than 5,000 per annum within the European Union. 
  8.2.3. If a Type I test is to be carried out  and a vehicle type approval has one or 
several extensions, the tests will be carried out either on the vehicle described in the initial information package or on the vehicle described in the information package relating to the relevant extension. 
 8.2.3.1. Checking the conformity of the vehicle for a Type I test.  
After selection by the authority, th e manufacturer shall not undertake any 
adjustment to the vehicles selected. 
  For hybrid electric vehicles (HEV),  the tests shall be carried out under 
the conditions determined in Annex 14: 
 
- For OVC vehicles, the measuremen ts of emissions of pollutants 
shall be carried out with the vehicle conditioned according to condition B of the Type I test for OVC hybrid vehicles. 
 - For NOVC vehicles, the measurem ents of emissions of pollutants 
shall be carried out under the same conditions as in the Type I test for NOVC vehicles. 
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8.2.3.1.1. Three vehicles are selected at random  in the series and are tested as 
described in paragraph 5.3.1. The deteri oration factors are used in the 
same way. The limit values are given in paragraph 5.3.1.4. 
 
8.2.3.1.1.1. In the case of periodically regenerating systems as defined in paragraph 
2.20., the results shall be multiplied by the factors K
i obtained by the 
procedure specified in Annex 13 at the time when type approval was granted. 
  At the request of the manufacturer, testing may be carried out 
immediately after a regeneration has been completed. 
 8.2.3.1.2. If the authority is satisfied with the production standard  deviation given 
by the manufacturer in accordance with paragraph 8.2.1. above, the tests are carried out according to Appendix 1. 
 
If the authority is not satisfied w ith the production standard deviation 
given by the manufacturer in accordance with paragraph 8.2.1. above, the tests are carried out according to Appendix 2. 
 8.2.3.1.3. The production of a series is deemed to conform or not to conform on the 
basis of a sampling test of the vehicl es once a pass decision is reached for 
all the pollutants or a fail decision is reached for one pollutant, according to the test criteria applied in the appropriate Appendix. 
 
When a pass decision has been reached for one pollutant, that decision will not be changed by any additional tests carried out to reach a decision 
for the other pollutants. 
 
If no pass decision is reached for all the pollutants and no fail decision is reached for one pollutant, a test is carried out on another vehicle (see Figure 2 below). 
 8.2.3.2. Notwithstanding the requirements  of paragraph 3.1.1. of Annex 4, the 
tests will be carried out on vehicles coming straight off the production line. 
 8.2.3.2.1. However, at the request of the manuf acturer, the tests may be carried out 
on vehicles which have completed: 
 
- a maximum of 3,000 km for vehicles equipped with a positive-
ignition engine, 
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- a maximum of 15,000 km for vehicles equipped with a 
compression-ignition engine. 
 
In both these cases, the running-in procedure will be conducted by the 
manufacturer, who shall undertake not to  make any adjustments to these 
vehicles. 
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Figure 2
 
 
 
8.2.3.2.2. If the manufacturer wishes to run-in the vehicles, ("x" km, where 
x % 3,000 km for vehicles equipped with a positive-ignition engine and x 
% 15,000 km for vehicles equipped with  a compression-ignition engine), 
the procedure will be as follows: 
 
(a) the pollutant emissions (Type I) will be measured at zero and at "x" km  on the first tested vehicle, 
 
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(b) the evolution coefficient of the emissions between zero and 
"x" km will be calculated for each of the pollutants: 
 
Emissions "x" km / Emissions zero km 
 
This may be less than 1, 
 
(c) the other vehicles will not be run-in, but their zero km 
emissions will be multiplied by the evolution coefficient. 
 
In this case, the values to be taken will be: 
 
(i) the values at 'x' km for the first vehicle, 
 
(ii) the values at zero km multiplied by the evolution coefficient 
for the other vehicles. 
 8.2.3.2.3. All these tests may be conducted with  commercial fuel. However, at the 
manufacturer's request, the reference fuels described in Annex 10 may be 
used. 
 
(i) If a Type III test is to be carried out, it shall be conducted on 
all vehicles selected for the Type I COP test. The conditions laid down in paragraph 5.3.3.2. sh all be complied with.  For 
hybrid electric vehicles (HEV), the tests shall be carried out under the conditions determined  in Annex 14, paragraph 5. 
 
(ii) If a Type IV test is to be  carried out, it shall be conducted in 
accordance with paragraph 7. of Annex 7. 
 8.2.4. When tested in accordance with Annex 7, the average evaporative 
emissions for all production vehicles of  the type approve d shall be less 
than the limit value in paragraph 5.3.4.2. 
 8.2.5. For routine end-of-production-line te sting, the holder of the approval 
may demonstrate compliance by sampling vehicles which meet the requirements in paragraph 7. of Annex 7. 
 8.2.6. On-board diagnostics (OBD)  
If a verification of the performance of the OBD system is to be carried out, it shall be conducted in accordance with the following: 
 8.2.6.1.  When the approval authority deter mines that the quality of production 
seems unsatisfactory a vehicle is randomly taken from the series and 
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 For hybrid electric vehicles (HEV), the tests shall be carried out under 
the conditions determined in Annex 14, paragraph 9. 
 8.2.6.2. The production is deemed to conform if this vehicle meets the 
requirements of the tests desc ribed in Annex 11, Appendix 1. 
 8.2.6.3. If the vehicle taken from the series  does not satisfy the requirements of 
paragraph 8.2.6.1., a further random samp le of four vehicles shall be 
taken from the series and subjected to  the tests described in Annex 11, 
Appendix 1. The tests may be carried out on vehicles which have been 
run in for no more than 15,000 km. 
 8.2.6.4. The production is deemed to conform if at least 3 vehicles meet the 
requirements of the tests desc ribed in Annex 11, Appendix 1. 
 8.2.7. On the basis of the audit referred to in paragraph 8.2.1., the 
administrative department must either: 
 
- decide that the in-service confor mity of a vehicle type or a vehicle 
in-service family is satisfactory a nd not take any further action; 
 - decide that the data provided by the manufacturer is insufficient to 
reach a decision and request additi onal information or test data 
from the manufacturer, or 
 -  decide that the in-service conf ormity of a vehicle type, or vehicle 
type(s) that is/are part of an in-service family, is unsatisfactory and proceed to have such vehicle type(s) tested in accordance with Appendix  3. 
 
In the case that the manufacturer has been permitted to not carry out an audit for a particular vehicle type  in accordance with paragraph 8.2.2., 
the administrative department may proceed to have such vehicle types tested in accordance with Appendix 3. 
 8.2.7.1  Where Type I tests are considered necessary to check the conformity of 
emission control devices with the requirements for their performance 
while in service, such tests shall be carried out using a test procedure meeting the statistical crit eria defined in Appendix 4. 
 8.2.7.2. The type approval authority, in co -operation with the manufacturer, shall 
select a sample of vehicles with sufficient mileage whose use under normal conditions can be reasonably a ssured. The manufacturer shall be 27.12.2006 EN Official Journal of the European Union L 375/259
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consulted on the choice of the vehicles  in the sample and be allowed to 
attend the confirmatory checks of the vehicles. 
 8.2.7.3. The manufacturer is authorised, under the supervision of the type 
approval authority, to carry out check s, even of a destructive nature, on 
those vehicles with emission levels in excess of the limit values with a view to establishing possible causes of deterioration which cannot be 
attributed to the manufacturer himself (e.g. use of leaded petrol before the test date). Where the results of the checks confirm such causes, those test results are excluded from the conformity check. 
 8.2.7.3.1. The test results shall also be excluded from the conformity check of 
vehicles within the sample: 
  
(i)  that been issued an approval certificate indicating compliance 
with the emission limits of category A in paragraph 5.3.1.4. of the 05 series of amendments to Regulation provided that those vehicles have been regularly operated on fuel having a sulphur level exceeding 150 mg/kg (petrol fuel) or 350 mg/kg (diesel fuel), or 
 
(ii)  that have been issued with an approval certificate indicating 
compliance with the emission limits of category B in paragraph 5.3.1.4. of the 05 series of amendm ents to Regulation provided 
that those vehicles have been regularly operated on petrol or 
diesel fuel having a sulphur level exceeding 50 mg/kg. 
 8.2.7.4. Where the type approval authority is not satisfied with the results of the 
tests in accordance with the criteria defined in Appendix 4, the remedial measures referred to in Appendix 2 of the 1958 Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2) ar e extended to vehicles in service belonging 
to the same vehicle type which are likely to be affected with the same defects in accordance with paragraph 6. of Appendix 3. 
 
The plan of remedial measures presented by the manufacturer shall be approved by the type approval authorit y. The manufacturer is responsible 
for the execution of the remedial plan as approved. 
 
The type approval authority shall notify its decision to all Parties to the Agreement within 30 days. The Parties to the Agreement may require the same plan of remedial measures be applied to all vehicles of the same 
type registered in their territory. 
 8.2.7.5. If a Party to the Agreement has established that a vehicle type does not 
conform to the applicable requireme nts of Appendix 3, it shall notify L 375/260 EN Official Journal of the European Union 27.12.2006
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without delay the Party to the Agreem ent which granted the original type 
approval in accordance with the requirements of the Agreement. 
 
Then, subject to the provision of the Agreement, the competent authority of the Party to the Agreement which granted the original type approval shall inform the manufacturer that a vehicle type fails to satisfy the requirements of these provisions and that certain measures are expected of the manufacturer. The manufacturer shall submit to the authority, within two months after this notifica tion, a plan of measures to overcome 
the defects, the substance of which should correspond to the requirements of paragraphs 6.1. to  6.8. of Appendix 3. The competent 
authority which granted the original type approval shall, within two months, consult the manufacturer in order to secure agreement on a plan 
of measures and on carrying out the plan. If the competent authority which granted the original type appr oval establishes that no agreement 
can be reached, the relevant procedures to the Agreement shall be initiated. 
 9. PENALTIES FOR NON-CONFORMITY OF PRODUCTION   9.1. The approval granted in respect of  a vehicle type pursuant to this 
amendment, may be withdrawn if  the requirements laid down in 
paragraph 8.1. above are not complied with  or if the vehicle or vehicles 
taken fail to pass the tests pres cribed in paragraph 8.2. above. 
 9.2.  If a Party to the Agreement which applies this Regulation withdraws an 
approval it has previously  granted, it shall forthwith so notify the other 
Contracting Parties applying th is Regulation, by means of a 
communication form conforming to the model in Annex 2 to this Regulation. 
 10.  PRODUCTION DEFINITELY DISCONTINUED   
If the holder of the approval complete ly ceases to manufacture a type of 
vehicle approved in accordance with th is Regulation, he shall so inform 
the authority which granted the appr oval. Upon receiving the relevant 
communication, that authority shall in form thereof the other Parties to 
the 1958 Agreement applying this Regulation by means of copies of the communication form conforming to the model in Annex 2 to this Regulation. 
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Regulation No. 83 page 40  11. TRANSITIONAL PROVISIONS  11.1. General
 
 
11.1.1. As from the official date of entry into force of the 05 series of 
amendments, no Contracting Party appl ying this Regulation shall refuse 
to grant approval under this Regulation as amended by the 05 series of 
amendments. 
 11.1.2. New type approvals
 
 11.1.2.1. Subject to the provisions of paragraphs 11.1.4., 11.1.5. and 11.1.6., 
Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 05 series of amendments.  
 
For vehicles of category M or vehicles of category N
1 these requirements 
shall apply from the date of entry into force of the 05 series of amendments.   
 
Vehicles shall satisfy the limits for the Type I test detailed in either Row A or Row B of the table in pa ragraph 5.3.1.4. of this Regulation. 
 11.1.2.2. Subject to the provisions of paragraphs 11.1.4., 11.1.5., 11.1.6. and 
11.1.7., Contracting Parties applying  this Regulation shall grant 
approvals only if the vehicle type to  be approved meets the requirements 
of this Regulation as amended by the 05 series of amendments.   
 
For vehicles of category M having a maximum mass less than or equal to 2,500 kg or vehicles of category N
1 (Class I) these requirements shall 
apply from 1 January 2005.   
 
For vehicles of category M having a maximum mass greater than 2,500 kg or vehicles of category N
1 (Classes II or III) these requirements 
shall apply from 1 January 2006.    
 
Vehicles shall satisfy the limits for the Type I test detailed in Row B of the table in paragraph 5.3.1.4. of this Regulation. 
 11.1.3. Limit of validity of ex isting type approvals
 
 11.1.3.1. Subject to the provisions of paragraphs 11.1.4., 11.1.5. and 11.1.6., 
approvals granted to this Regulation, as amended by the 04 series of amendments, shall cease to be valid from the date of entry into force of the 05 series of amendments for vehicles of category M having a maximum mass less than or equal to 2,500 kg or vehicles of category N
1 L 375/262 EN Official Journal of the European Union 27.12.2006
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(Class I) and on 1 January 2002 for vehicles of category M having a maximum mass greater than 2,500 kg or vehicles of category N
1 (Classes 
II or III), unless the Contracting Party which granted the approval 
notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the re quirements of this Regulation as 
required by paragraph 11.1.2.1. above. 
 11.1.3.2. Subject to the provisions of paragraphs 11.1.4., 11.1.5., 11.1.6. and 
11.1.7., approvals granted to this Regula tion, as amended by the 05 series 
of amendments and to the limit values of Row A of the table in paragraph 5.3.1.4. of this Regulation, sha ll cease to be valid on 1 January 
2006 for vehicles of category M having a maximum mass less than or equal to 2,500 kg or vehicles of category N
1 (Class I) and on 1 January 
2007 for vehicles of category M havi ng a maximum mass greater than 
2,500 kg or vehicles of category N 1 (Classes II or III), unless the 
Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type approved meets the requirements of this Regulation as required by 
paragraph 11.1.2.2. above. 
 11.1.4. Special provisions
 
 11.1.4.1. Until 1 January 2003, vehicles of category M
1, fitted with compression-
ignition engines and having a maximum mass greater than 2,000 kg, which: 
  
(i) are designed to carry more than six occupants (including the driver), or  (ii) are off-road vehicles as defined in Annex 7 of the 
Consolidated Resolution on the Construction of Vehicles (R.E.3) 4
/ 
 
shall be considered, for the purposes of paragraphs 11.1.3.1. and 
11.1.3.2. as vehicles in category N 1. 
 11.1.4.2. In the case of vehicles equipped with direct-injection  compression-
ignition engines and designed to carry more than six occupants (including the driver), approvals granted in accordance with the provision of paragraph 5.3.1.4.1. of this Regulation, as amended by the 04 series of amendments, shall con tinue to be valid until 1 January 2002. 
 
                                                
 
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Regulation No. 83 page 42  11.1.4.3. Type approval and conformity of production verification provisions, as 
specified in this Regulation as amended by the 04 series of amendments, remain applicable until the dates referred to in paragraphs 11.1.2.1. and 
11.1.3.1. 
 11.1.4.4. As from 1 January 2002, the Type VI test defined in Annex 8 is 
applicable to new types of vehicle of category M
1 and of category N 1 
Class 1 and which are equipped with a positive-ignition engine. This requirement shall not apply to such ve hicles equipped to carry more than 
six occupants (including the driver) or  to vehicles whose maximum mass 
exceeds 2,500 kg. 
 11.1.5. On-board diagnostic (OBD) system
 
 11.1.5.1. Vehicles equipped with positive ignition engines  11.1.5.1.1. Vehicles of category M
1 and N 1 fuelled with petrol  shall be equipped 
with on-board diagnostic systems, as specified in paragraph 3.1. to Annex 11 of this Regulation, on th e dates shown in paragraph 11.1.2. 
 11.1.5.1.2. Vehicles of category M
1, other than vehicles whose maximum mass 
exceeds 2,500 kg, and N 1 class I, running permanently or part-time on 
either LPG or NG fuel shall be equipped with on-board diagnostic 
system from 1 October 2004 for new types and from 1 July 2005 for all types. 
  Vehicles of category M
1 whose maximum mass exceeds 2,500 kg and N 1 
classes II and III, running permanently or part-time on either LPG or NG fuel shall be equipped with on-board  diagnostic system from 1 January 
2006 for new types and from 1 January 2007 for all types. 
 11.1.5.2. Vehicles equipped with compression-ignition engines 
 11.1.5.2.1. Vehicles of category M
1, other than vehicles designed to carry more than 
six occupants (including the drive r) or vehicles whose maximum mass 
exceeds 2,500 kg, shall be equipped w ith on-board diagnostic system 
from 1 October 2004 for new types and from 1 July 2005 for all types. 
 11.1.5.2.2. Vehicles of category M
1 not covered by paragraph 11.1.5.2.1., except 
vehicles whose maximum mass exceeds 2,500 kg, and vehicles of category N
1 class I, shall be equipped w ith on-board diagnostic system 
from 1 January 2005 for new types and from 1 January 2006 for all types. 
 11.1.5.2.3. Vehicles of category N
1, classes II and III, and vehicles of category M 1 
whose maximum mass exceeds 2,500 kg, shall be equipped with on-L 375/264 EN Official Journal of the European Union 27.12.2006
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board diagnostic system from 1 January 2006 for new types and from 1 January 2007 for all vehicles.  
 11.1.5.2.4. Where compression-ignition engined ve hicles entering into service prior 
to the dates given in the paragra phs above are fitted with on-board 
diagnostic systems the provisions of paragraphs 6.5.3. to 6.5.3.6. of Annex 11, Appendix 1, are applicable. 
 11.1.5.3. Hybrid electric vehicles (HEV) sha ll comply with the requirements for 
on-board diagnostic systems as follows: 
 11.1.5.3.1.   Hybrid electric vehicles (HEV) equipped with positive-ignition engines, 
hybrid electric vehicles (HEV) of category M
1 equipped with 
compression-ignition engines a nd whose maximum mass does not 
exceed 2,500 kg, and hybrid electric vehicles (HEV) of category N 1 
(Class I) equipped with compression ignition engines, from 1 January 2005 for new types and from 1 January 2006 for all types. 
 11.1.5.3.2. Hybrid electric vehicles (HEV) of category N
1 (Classes II and III), 
equipped with compression-ignition engine s, and hybrid electric vehicles 
(HEV) of category M 1 equipped with compression-ignition engines and 
whose maximum mass exceeds 2,500 kg, from 1 January 2006 for new types and from 1 January 2007 for all types. 
 11.1.5.4. Vehicles of other categorie s or vehicles of category M
1 or N 1 not cover 
by the above may be equipped with an on-board diagnostic system.  In this case, they shall comply with the OBD provisions laid down in paragraphs 6.5.3. to 6.5.3.6. of Annex 11, Appendix 1. 
 11.1.6. Approvals to the Regulation as ame nded by the 04 series of amendments
 
 11.1.6.1. By exception to the requireme nts of paragraphs 11.1.2. and 11.1.3. 
Contracting Parties may continue to approve vehicles and may continue 
to recognise the validity of existing approvals that indicate compliance with: 
 
(i)  the requirements of paragraph 5.3.1.4.1. of the 04 series of 
amendments to this Regulation provided that the vehicles are 
intended for export to, or for firs t use in, countries where the use 
of unleaded petrol is not widely available, and 
 (ii)  the requirements of para graph 5.3.1.4.2. of the 04 series of 
amendments to this Regulation provided that the vehicles are 
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unleaded petrol having a maximu m sulphur level of 50 mg/kg or 
less is not widely available, and 
 (iii) the requirements of para graph 5.3.1.4.3. of the 04 series of 
amendments to this Regulation provided that the vehicles are 
intended for export to, or for firs t use in, countries where diesel 
fuel having a maximum sulphur le vel of 350 mg/kg or less is not 
widely available. 
 
11.1.6.2. By way of derogation to the obligati ons of Contracting Parties to this 
Regulation, approvals granted to this  Regulation, as amended by the 04 
series of amendments, shall cease to be valid in the European Community from: 
 
(i) 1 January 2001 for vehicles of category M having a maximum 
mass less than or equal to 2,500 kg  or vehicles of category N
1 
(Class I), and on 
  (ii) 1 January 2002 for vehicles of category M having a maximum 
mass greater than 2500 kg or vehicles of category N
1 (Classes II 
or III),  
 unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the vehicle type 
approved meets the requirements of this Regulation as required by 
paragraph 11.1.2.1. above. 
 
11.1.7.  Approvals to Regulation as am ended by 05 series of amendments
 
 11.1.7.1.  By exception to the requirements of paragraphs 11.1.2.2. and 11.1.3.2. 
Contracting Parties may continue to approve vehicles and may continue 
to recognize the validity of approvals granted to vehicles to the requirements of paragraph 5.3.1.4. (conc erning category A emissions) of 
the 05 series of amendments to this Regulation provided that the vehicles are intended for export to, or for fi rst use in, countries where unleaded 
petrol or diesel fuels having maximu m sulphur levels of  50 mg/kg or less 
are not widely available. 
 11.1.7.2.  By way of derogation to the obliga tions of Contractin g Parties to this 
Regulation, approvals granted indica ting compliance with the emission 
limits of category A in paragraph 5.3.1.4. of the 05 series of amendments to this Regulation, shall cease to be valid in the European Community from:  
 L 375/266 EN Official Journal of the European Union 27.12.2006
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(i)  1 January 2006 for vehicles of category M having a maximum 
mass less than or equal to 2,500 kg  or vehicles of category N
1 
(Class I), and on 
 
(ii)  1 January 2007 for vehicles of category M having a maximum 
mass greater than 2,500 kg or vehicles of category N 1 (Class II or 
III) , 
 
unless the Contracting Party which has granted the approval notifies 
other Contracting Parties applying this Regulation that the vehicle type 
approved meets the requirements of this Regulation as required by 
paragraph 11.1.2.2. above. 
  12. NAMES AND ADDRESSES OF TECHNICAL SERVICES 
RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS 
  
The Parties to the 1958 Agreement which apply this Regulation shall 
communicate to the United Nations Secretariat the names and addresses of the technical services  responsible for conducting  approval tests and of 
the administrative departments which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, 
issued in other countries, are to be sent. 
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Regulation No. 83 page 46   
Appendix 1
 
 
PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS 
IF THE PRODUCTION STANDARD DEVIATION GIVEN BY THE 
MANUFACTURER IS SATISFACTORY 
 
1. This Appendix describes the procedure to be used to verify the production conformity 
for the Type I test when the manufactu rer's production standard deviation is 
satisfactory. 
 2. With a minimum sample size of 3, the sampling procedure is set so that the probability 
of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's 
risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0.l (consumer's risk = 10 per cent). 
 3. For each of the pollutants given in pa ragraph 5.3.1.4. of this Regulation, the following 
procedure is used (see Figure 2 of this Regulation). 
  
Taking: 
 
L = the natural logarithm of the limit value for the pollutant,  x
i = the natural logarithm of the measurement for the i-th vehicle of the sample, 
 s = an estimate of the production standard deviation (after taking the natural 
logarithm of the measurements), 
 n = the current sample number. 
  Compute for the sample the test statistic quantifying the sum of the standard deviations from 
the limit and defined as: 
) (1
1in
ixLsÅ
?/ 
5.  Then : 
 
5.1. If the test statistic is greater than the pa ss decision number for the sample size given in 
Table (1/1 below), the pollutant is passed, 
  If the test statistic is less than the fail decision number for the sample size given in Table (1/1 below), the pollutant is failed; otherwise, an additional vehicle is tested and the calculation reapplied to the sample with a sample size one unit greater. L 375/268 EN Official Journal of the European Union 27.12.2006
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Table 1/1   
Cumulative number 
of tested vehicles (current sample size)  
 
Pass decision threshold   
Fail decision threshold 
 
3  
3.327  
-4.724 
 
4  
3.261  
-4.79 
 
5  
3.195  
-4.856 
 
6  
3.129  
-4.922 
 
7  
3.063  
-4.988 
 
8  
2.997  
-5.054 
 
9  
2.931  
-5.12 
 
10  
2.865  
-5.185 
 
11  
2.799  
-5.251 
 
12  
2.733  
-5.317 
 
13  
2.667  
-5.383 
 
14  
2.601  
-5.449 
 
15  
2.535  
-5.515 
 
16  
2.469  
-5.581 
 
17  
2.403  
-5.647 
 
18  
2.337  
-5.713 
 
19  
2.271  
-5.779 
 
20  
2.205  
-5.845 
 
21  
2.139  
-5.911 
 
22  
2.073  
-5.977 
 
23  
2.007  
-6.043 
 
24  
1.941  
-6.109 
 
25  
1.875  
-6.175 
 
26  
1.809  
-6.241 
 
27  
1.743  
-6.307 
 
28  
1.677  
-6.373 
 
29  
1.611  
-6.439 
 
30  
1.545  
-6.505 
 
31  
1.479  
-6.571 
 
32  
-2.112  
-2.112 
 27.12.2006 EN Official Journal of the European Union L 375/269
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Regulation No. 83 page 48  
Appendix 2
 
 
PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS IF THE PRODUCTION STANDARD DEVIATION GIVEN BY THE MANUFACTURER 
IS EITHER NOT SATISFACTORY OR NOT AVAILABLE  
 1. This Appendix describes the procedure to be used to verify the production conformity 
requirements for the Type I test when the manufacturer's evidence of production 
standard deviation is either not satisfactory or not available. 
 2. With a minimum sample size of 3, the sampling procedure is set so that the probability 
of a lot passing a test with 40 per cent of the production defective is 0.95 (producer's 
risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the production defective is 0.l (consumer's risk = 10 per cent). 
 3. The measurements of the pollutants give n in paragraph 5.3.1.4. of this Regulation are 
considered to be log normally distributed a nd shall first be transformed by taking their 
natural logarithms. Let m
0 and m denote the minimum and maximum sample sizes 
respectively (m 0 = 3 and m = 32) and let n denot e the current sample number. 
 4. If the natural logarithms of the measurements in the series are x
1,x2..., x i and L is the 
natural logarithm of the limit value for the pollutant, then define: 
   d
1 = x 1 – L 
 
 Å
??n
iin dnd
11 
 
and 
 
 *+Å
?/ ?n
ini n ddnV
1221 
 
5. Table 1/2 shows values of the pass (A n) and fail (B n) decision numbers against current 
sample number.  The test statistic is  the ratio dn/Vn and shall be used to determine 
whether the series has passed or failed as follows: 
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For m
o % n % m 
 
(i) Pass the series if n
nnAVd  
 
 (ii)  Fail the series if n
nnBVd  
 
 
(iii) Take another measurement if n Vd
n B A
nn>>  
 6. Remarks  
The following recursive formulae are useful for computing successive values of the test statistic: 
 
 
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Table 1/2
 
 
Minimum sample size = 3 
  
 
Sample size 
(n)   
Pass decision threshold 
(A
n)   
Fail decision threshold 
(B
n) 
3 -0.80381 16.64743  
4  
-0.76339  
7.68627  
5  
-0.72982  
4.67136  
6  
-0.69962  
3.25573  
7  
-0.67129  
2.45431  
8  
-0.64406  
1.94369  
9  
-0.61750  
1.59105  
10  
-0.59135  
1.33295  
11  
-0.56542  
1.13566  
12  
-0.53960  
0.97970  
13  
-0.51379  
0.85307  
14  
-0.48791  
0.74801  
15  
-0.46191  
0.65928 
16  
-0.43573  
0.58321  
17  
-0.40933  
0.51718  
18  
-0.38266  
0.45922  
19  
-0.35570  
0.40788  
20  
-0.32840  
0.36203 
21  
-0.30072  
0.32078  
22  
-0.27263  
0.28343  
23  
-0.24410  
0.24943  
24  
-0.21509  
0.21831  
25  
-0.18557  
0.18970  
26  
-0.15550  
0.16328  
27  
-0.12483  
0.13880  
28  
-0.09354  
0.11603  
29  
-0.06159  
0.09480  
30  
-0.02892  
0.07493  
31  
0.00449  
0.05629  
32  
0.03876  
0.03876 
 
  L 375/272 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 51  
 
Appendix 3
 
 
IN-SERVICE CONFORMITY CHECK 
 1. INTRODUCTION  
This Appendix sets out the criteria referred  to in paragraph 8.2.7. of this Regulation 
regarding the selection of vehicles for tes ting and the procedures for the in-service 
conformity control. 
 2. SELECTION CRITERIA   
The criteria for acceptance of a selected vehi cle are defined in paragraphs 2.1. to 2.8. of 
this Appendix.  Information is collected by vehicle examination and an interview with the owner/driver. 
 2.1. The vehicle shall belong to a vehicle type that is type approved under this Regulation 
and covered by a certificate of conformity in accordance with the 1958 Agreement. It 
shall be registered and used in a country of the Contracting Parties. 
 2.2. The vehicle shall have been in service fo r at least 15,000 km or 6 months, whichever is 
the later, and for no more than 80,000 km or 5 years, whichever is the sooner. 
 2.3. There shall be a maintenance record to show that the vehicle has been properly 
maintained, e.g. has been serviced in accordance with the manufacturer's recommendations. 
 2.4. The vehicle shall exhibit no indications of abuse (e.g. racing, overloading, misfuelling, 
or other misuse), or other factors (e.g. tampering) that could affect emission 
performance. In the case of vehicles fitted with an OBD system, the fault code and mileage information stored in the computer is  taken into account. A vehicle shall not be 
selected for testing if the information stored in the computer shows that the vehicle has operated after a fault code was stored and a relatively prompt repair was not carried out. 
 2.5. There shall have been no unauthorised major re pair to the engine or major repair of the 
vehicle.  
 2.6. The lead content and sulphur content of a fuel sample from the vehicle tank shall meet 
applicable standards and there shall be no evidence of misfuelling. Checks may be done in the exhaust, etc 27.12.2006 EN Official Journal of the European Union L 375/273
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Regulation No. 83 page 52    2.7. There shall be no indication of any probl em that might jeopardise the safety of 
laboratory personnel. 
 2.8. All anti-pollution system components on the vehicle shall be in conformity with the 
applicable type approval. 
 3. DIAGNOSIS AND MAINTENANCE  
Diagnosis and any normal maintenance ne cessary shall be performed on vehicles 
accepted for testing, prior to measuring exhaust emissions, in accordance with the procedure laid down in paragraphs 3.1. to 3.7. below. 
 3.1. The following checks shall be carried out: checks on air filter, all drive belts, all fluid 
levels, radiator cap, all vacuum hoses and electrical wiring related to the anti-pollution system for integrity; checks on ignition, fuel metering and anti-pollution device components for maladjustments a nd/or tampering. All discre pancies shall be recorded. 
 3.2. The OBD system shall be checked for prope r functioning.  Any malfunction indications 
in the OBD memory shall be recorded and the requisite repairs shall be carried out. If the OBD malfunction indicator registers a malfunction during a preconditioning cycle, the fault may be identified and repaired.  The test may be re-run and the results of that repaired vehicle used. 
 3.3. The ignition system shall be checked and defective components re placed, for example 
spark plugs, cables, etc. 
 3.4. The compression shall be checked.  If the resu lt is unsatisfactory the vehicle is rejected. 
 3.5. The engine parameters shall be checked to the manufacturer's specifications and adjusted 
if necessary. 
 3.6. If the vehicle is within 800 km of a scheduled  maintenance service, that service shall be 
performed according to the manufacturer's instructions.  Regardless of odometer reading, the oil and air filter may be changed at the request of the manufacturer. 
 3.7. Upon acceptance of the vehicle, the fuel sha ll be replaced with appropriate emission test 
reference fuel, unless the manufacturer  accepts the use of market fuel. 
 3.8. In the case of vehicles equipped with peri odically regenerating systems as defined in 
paragraph 2.20., it shall be esta blished that the vehicle is not approaching a regeneration 
period.  (The manufacturer must be gi ven the opportunity to confirm this). L 375/274 EN Official Journal of the European Union 27.12.2006
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 3.8.1. If this is the case, the vehicle must be driven until the end of the regeneration.  If a 
regeneration occurs during emi ssions measurement, then a further test must be carried 
out to ensure that regeneration has been completed.  A complete new test shall then be performed, and the first and second te st results not taken into account. 
 3.8.2. As an alternative to para graph 3.8.1., if the vehicle is approaching a regeneration the 
manufacturer may request that a specific conditioning cycle is used to ensure that regeneration (e.g. this may involve high speed, high load driving). 
 
The manufacturer may request that testing may be carried out immediately after regeneration or after the conditioning cycl e specified by the manufacturer and normal 
test preconditioning. 
 4. IN-SERVICE TESTING  4.1. When a check on vehicles is deemed ne cessary, emission tests in accordance with 
Annex 4 to this Regulation are performed on pre-conditione d vehicles selected in 
accordance with the requirements of paragraphs 2. and 3. of this Appendix. 
 4.2. Vehicles equipped with an OBD system  may be checked for proper in-service 
functionality of the malfunction indication, etc., in relation to  levels of emissions (e.g. 
the malfunction indication limits defined in Annex 11 to this Regulation) for the type approved specifications. 
 4.3. The OBD system may be checked, for exam ple, for levels of emissions above the 
applicable limit values with no malfunction indication, system atic erroneous activation 
of the malfunction indication and identified fa ulty or deteriorated components in the 
OBD system. 
 4.4. If a component or system operates in a manner  not covered by the particulars in the type 
approval certificate and/or information package for such vehicle types and such deviation has not been authorised under the 1958 Agreement, with no malfunction 
indication by the OBD, the component or system  shall not be replaced prior to emission 
testing, unless it is determined that the com ponent or system has been tampered with or 
abused in such a manner that the OBD does not detect the resulting malfunction. 
 5. EVALUATION OF RESULTS   5.1. The test results are submitted to the evaluation procedure in accordance with 
Appendix 4. 27.12.2006 EN Official Journal of the European Union L 375/275
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Regulation No. 83 page 54    5.2. Test results shall not be multip lied by deterioration factors.  
 
5.3. In the case of periodically regenerating sy stems as defined in paragraph 2.20., the results 
shall be multiplied by the factors K
i obtained at the time when type approval was 
granted. 
 
6. PLAN OF REMEDIAL MEASURES   6.1. When more than one vehicle is found to be an outlying emitter that either, 
  - meets the conditions of paragra ph 3.2.3. of Appendix 4 and where both the 
administrative department and the manufacturer agree that the excess emission is due to the same cause, or 
  -  meets the conditions of paragraph 3.2.4. of Appendix 4 where the administrative 
department has determined that the ex cess emission is due to the same cause, 
 
the administrative department must request the manufacturer to submit a plan of remedial measures to remedy the non-compliance. 
 6.2. The plan of remedial measures shall be f iled with the type appr oval authority not later 
than 60 working days from the date of th e notification referred to in paragraph 6.1. 
above.  The type approval aut hority shall within 30 working days declare its approval or 
disapproval of the plan of remedial measur es.  However, where the manufacturer can 
demonstrate, to the satisfaction of the competent type approval authority, that further time is required to investigate the non-complianc e in order to submit a plan of remedial 
measures, an extension is granted. 
 6.3. The remedial measures shall apply to all ve hicles likely to be affected by the same 
defect. The need to amend the type approval documents shall be assessed. 
 6.4. The manufacturer shall provide a copy of all communications related to the plan of 
remedial measures, and shall also maintain a record of the recall campaign, and supply 
regular status reports to the type approval authority. 
 6.5. The plan of remedial measures sha ll include the requirements specified in 
paragraphs 6.5.1. to 6.5.11.  The manufacturer sha ll assign a unique identifying name or 
number to the plan of remedial measures. 
 6.5.1. A description of each vehicle type incl uded in the plan of remedial measures. 
 6.5.2. A description of the specific modifications, alterations, repairs, co rrections, adjustments, 
or other changes to be made to bring the vehicles into conformity including a brief L 375/276 EN Official Journal of the European Union 27.12.2006
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summary of the data and technical studies which support the manufacturer's decision as 
to the particular measures to be taken to correct the non-conformity. 
 6.5.3. A description of the method by which th e manufacturer informs the vehicle owners. 
 6.5.4. A description of the proper main tenance or use, if any, which the manufacturer stipulates 
as a condition of eligibility for repair under the plan of remedial measures, and an 
explanation of the manufacturer's reas ons for imposing any such condition. No 
maintenance or use conditions may be imposed unless it is demonstrably related to the non-conformity and the remedial measures. 
 6.5.5. A description of the procedure to be followe d by vehicle owners to obtain correction of 
the non-conformity.  This shall include a date after which th e remedial measures may be 
taken, the estimated time for the workshop to perform the repairs and where they can be done.  The repair shall be done expediently,  within a reasonable time after delivery of 
the vehicle. 
 6.5.6. A copy of the information transmitted to the vehicle owner.  6.5.7. A brief description of the system which th e manufacturer uses to assure an adequate 
supply of component or systems for fulfilling th e remedial action.  It shall be indicated 
when there will be an adequate supply of  components or systems to initiate the 
campaign. 
 6.5.8. A copy of all instructions to be sent to  those persons who are to perform the repair. 
 6.5.9. A description of the impact of the proposed remedial measures on  the emissions, fuel 
consumption, derivability, and safety of each  vehicle type, covered by the plan of 
remedial measures with data, technical st udies, etc. which support these conclusions. 
 6.5.10. Any other information, reports or data the type approval authority may reasonably 
determine is necessary to evaluate  the plan of remedial measures. 
 6.5.11. Where the plan of remedial measures includes a recall, a description of the method for 
recording the repair shall be submitted to the type approval authority.  If a label is used, an example of it shall be submitted. 
 6.6. The manufacturer may be required to conduc t reasonably designed and necessary tests 
on components and vehicles incorporating a pr oposed change, repair, or modification to 
demonstrate the effectiveness of th e change, repair, or modification. 
 6.7. The manufacturer is responsible for keepin g a record of every vehicle recalled and 
repaired and the workshop which performed th e repair.  The type approval authority 
shall have access to the record on re quest for a period of 5 years from the 
implementation of the plan  of remedial measures. 27.12.2006 EN Official Journal of the European Union L 375/277
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certificate supplied by the manufacturer to the vehicle owner. L 375/278 EN Official Journal of the European Union 27.12.2006
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Appendix 4
 
 
STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY TESTING 
 1. This Appendix describes the procedure to be  used to verify the in-service conformity 
requirements for the Type I test. 
 2. Two different procedures are to be followed:  
(i) One dealing with vehicles identified in the sample, due to an emission-related 
defect, causing outliers in the results  (paragraph 3. below). 
 
(ii) The other deals with the total sample (paragraph 4. below). 
 3. PROCEDURE TO BE FOLLOWED WITH OUTLYING EMITTERS IN THE 
SAMPLE 1
/ 
 3.1. With a minimum sample size of three and a maximum sample size as determined by 
the procedure of paragraph 4., a vehicle is taken at random from the sample and the 
emissions of the regulated pollutants are measured to determine if it is an outlying emitter. 
 3.2. A vehicle is said to be an outlying e mitter when the conditions given in either 
paragraph 3.2.1. or paragraph 3.2.2. are met. 
 3.2.1. In the case of a vehicle that has been ty pe-approved according to the limit values given 
in row A of the table in paragraph 5.3.1.4., an outlying emitter is a vehicle where the applicable limit value for any regulated po llutant is exceeded by a factor of 1.2. 
 3.2.2. In the case of a vehicle that has been ty pe-approved according to the limit values given 
in row B of the table in paragraph 5.3.1.4., an outlying emitter is a vehicle where the applicable limit value for any regulated po llutant is exceeded by a factor of 1.5. 
 3.2.3. In the specific case of a vehicle with a m easured emission for any regulated pollutant 
within the ‘intermediate zone’ 2
/. 
                                                 
1/ On the basis of actual in-service data to be supplied before 31 December 2003, the 
requirements of this paragraph may be reviewed  and consider (a) whether the definition of 
outlying emitter needs to be revised with respect to vehicles that have been type-approved according to the limit values given in row B of the table in paragraph 5.3.1.4., (b) whether the procedure for identifying outlying emitters should be  amended and (c) whether the procedures for 
in-service conformity testing should be replaced  at an appropriate time  by a new statistical 
procedure. If appropriate it will be  proposed the necessary amendments. 
2
/ For any vehicle, the "intermediate zone" is de termined as follows:  The vehicle shall meet 
the conditions given in either paragraph 3.2.1. or  paragraph 3.2.1. and, in addition, the measured 27.12.2006 EN Official Journal of the European Union L 375/279
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Regulation No. 83 page 58   3.2.3.1. If the vehicle meets the conditions of this  paragraph, the cause of the excess emission 
must be determined and anot her vehicle is then taken at random from the sample. 
 
3.2.3.2. Where more than one vehicle meets the cond ition of this paragraph, the administrative 
department and the manufacturer must determine if the excess emission from both 
vehicles is due to the same cause or not. 
 3.2.3.2.1. If the administrative department and th e manufacturer both agree that the excess 
emission is due to the same cause, the sample is regarded as having failed and the plan of remedial measures outlined in paragraph 6. of Appendix 3 applies. 
 3.2.3.2.2. If the administrative department and the ma nufacturer can not agree on either the cause 
of the excess emission from an individual ve hicle or whether the causes for more than 
one vehicle are the same, another vehicle is taken at random from the sample, unless 
the maximum sample size has already been reached. 
 3.2.3.3. When only one vehicle meeting the conditi ons of this paragraph has been found, or 
when more than one vehicle has been found and the administrative department and the 
manufacturer agree it is due to different cau ses, another vehicle is taken at random 
from the sample, unless the maximum sample size has already been reached. 
 3.2.3.4. If the maximum sample size is reached and not more than one vehicle meeting the 
requirements of this paragraph has been f ound where the excess emission is due to the 
same cause, the sample is regarded as having passed with regard to the requirements of paragraph 3. of this Appendix. 
 
3.2.3.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the 
initial sample and that vehicle is taken. 
 
3.2.3.6. Whenever another vehicle is taken from the sample, the statistical procedure of 
paragraph 4. of this Appendix is applied to the increased sample. 
 
3.2.4. In the specific case of a vehicle with a m easured emission for any regulated pollutant 
within the "failure zone" 3 / 
 
3.2.4.1. If the vehicle meets the conditions of th is paragraph, the admin istrative department 
shall determine the cause of the excess emission and another vehicle is then taken at random from the sample. 
                                                                                                                                                              
 
value for the same regulated pollutant shall be below a level that is determined from the product of the limit value for the same regu lated pollutant given in row A of the table in paragraph 5.3.1.4. 
multiplied by a factor of 2.5. 3
/ For any vehicle, the "failure zone" is deter mined as follows.  The measured value for any 
regulated pollutant exceeds a level that is de termined from the product of the limit value for the 
same regulated pollutant given in row A of th e table in paragraph 5.3.1.4. multiplied by a factor 
of  2.5. L 375/280 EN Official Journal of the European Union 27.12.2006
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3.2.4.2. Where more than one vehicle meets th e condition of this paragraph, and the 
administrative department determines that the excess emission is due to the same cause, the manufacturer shall be informed that the sample is regarded as having failed, together with the reasons for that decision, and the plan of remedial measures outlined 
in paragraph 6. of Appendix 3 applies. 
 3.2.4.3. When only one vehicle meeting the conditi ons of this paragraph has been found, or 
when more than one vehicle has been f ound and the administrative department has 
determined that it is due to different cause s, another vehicle is taken at random from 
the sample, unless the maximum sample size has already been reached. 
 
3.2.4.4. If the maximum sample size is reached and not more than one vehicle meeting the 
requirements of this paragraph has been f ound where the excess emission is due to the 
same cause, the sample is regarded as having passed with regard to the requirements of paragraph 3. of this Appendix. 
 
3.2.4.5. If, at any time, the initial sample has been exhausted, another vehicle is added to the 
initial sample and that vehicle is taken. 
 3.2.4.6. Whenever another vehicle is taken from the sample, the statistical procedure of 
paragraph 4. of this Appendix is applied to the increased sample. 
 3.2.5. Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at 
random from the sample. 
 4.  PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUATION OF 
OUTLYING EMITTERS IN THE SAMPLE 
 4.1. With a minimum sample size of three the sampling procedure is set so that the 
probability of a batch passing a test with 40 per cent of the production defective is 0.95 
(producer's risk = 5 per cent) while the pr obability of a batch being accepted with 75 
per cent of the production defective is 0.15 (consumer's risk = 15 per cent). 
 4.2. For each of the pollutants given in the table of paragraph 5.3.1.4. of this Regulation, 
the following procedure is used (see Figure 4/2 below). 
 27.12.2006 EN Official Journal of the European Union L 375/281
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Regulation No. 83 page 60  
where: 
 
L  = the limit value for the pollutant,  
x
i = the value of the measurement for the i-th vehicle of the  sample, 
 
n = the current sample number.  
4.3. The test statistic quantifying the num ber of non-conforming vehicles, i.e. x
i > L, is 
computed for the sample. 
 4.4. Then: 
 (i) If the test statistic does not exceed the pass decision number for the sample size 
given in the following table, a pass decision is reached for the pollutant, 
 (ii) If the test statistic equals or exceeds the fail decision number for the sample 
size given in the following table, a fa il decision is reached for the pollutant, 
  (iii) Otherwise, an additional vehicle is tested and the procedure is applied to the 
sample with one extra unit. 
 
In the following table the pass and fail deci sion numbers are computed in accordance 
with the International Standard ISO 8422:1991. 
 
A sample is regarded as having passe d the test when it has passed both the 
requirements of paragraphs 3. and 4. of this appendix. 
 L 375/282 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 61  
 
  
Table 4/1
 
 
TABLE FOR ACCEPTANCE/REJECTION SAMPLING PLAN BY ATTRIBUTES 
  
 
Cumulative sample size (n)   
Pass decision number   
Fail decision number 
 
3 
4 5 6 7 8 9 
10 11 12 13 14 15 16 17 18 19 20 
  
0 1 1 2 2 3 4 4 5 5 6 6 7 8 8 9 9 
11  
- - 
5 6 6 7 8 8 9 9 
10 11 11 12 12 13 13 12 
 27.12.2006 EN Official Journal of the European Union L 375/283
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Regulation No. 83 page 62  
Figure 4/1
 
 
In-service conformity checking - audit procedure 
 
 
                                      
 
Figure 4/2
 
  
Does TAA 1 / 
decide that 
information is 
insufficient to reach a 
decision?  Vehicle manufacturer and administrative department  
 complete vehicle approval for the new vehicle type.  
Administrative department (TAA) grants type-approval. 
Manufacture and sales of approved vehicle type. 
Vehicle manufacturer develops own in-service conformity 
procedure 
Vehicle manufacturer carries out own in-service 
conformity procedure (vehicle type or family ) 
Vehicle manufacturer compiles report of the in-house 
procedure (including all data required by paragraph 8.2.1.) In-house in-
service 
conformity report 
for approved  
vehicle type or 
family  START 
NO 
NO Manufacturer submits in-
service conformity report to 
TAA 1 / for audit YES 
TAA 1 / reviews 
manufacturer’s in-service 
conformity  report 
Does the  
TAA 1 / accept that  
manufacturer’s in-service 
conformity report confirms 
acceptability of a vehicle type 
within the family?  
 (paragraph 8.2.1.)  
Process Completed.  
No further action 
required.  Manufacturer 
provides or 
obtains 
additional 
information or 
test data. 
 
Manufacturer 
compiles new 
in-service  
conformity 
report. 
TAA 1 / begins formal in-service 
compliance surveillance programme 
on suspect vehicle type (as  
described in Appendix 3) go to Figure 
4/2 Does 
the TAA 1 / 
decide to audit the 
manufacturer’s compliance 
data for this vehicle type or 
family? Manufacturer 
files report for 
future  
reference  
1/ In this case, TAA means the administrative department that granted the type-approval.  NO 
YES 
YES L 375/284 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 63  
 
In-service conformity testing - se lection and test of vehicles 
 
 
NO, or UNCERTAIN 
 
 27.12.2006 EN Official Journal of the European Union L 375/285
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Regulation No. 83 page 64  
Annex 1
 
 
ENGINE AND VEHICLE CHARACTERISTICS AND INFORMATION 
CONCERNING THE CONDUCT OF TESTS 
 The following information, when applicable, shall be supplied in triplicate.  If there are drawings, they shall be to an appropriate scale and show sufficient detail; they shall be presented in A4 format or folded to that format.  In the case of microprocessor-controlled functions, appropriate operating informati on shall be supplied. 
 
1. GENERAL  1.1. Make (name of undertaking):....................................................................................... 
 1.2. Type and commercial description (mention any variants):..........................................  1.3. Means of identification of type, if marked on the vehicle: ..........................................  1.3.1. Location of that mark: .................................................................................................  
 1.4. Category of vehicle: ....................................................................................................  1.5. Name and address of manufacturer:............................................................................. 
 1.6. Name and address of manufacturer 's authorized representative  
 where appr opriate:........................................................................................................ 
 2. GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE  2.1. Photographs and/or drawings of a representa tive vehicle:........................................... 
 2.2. Powered axles (number, position, interconnection):.................................................... 
 3. MASSES (kilograms) (refer to drawing where applicable).........................................  3.1. Mass of the vehicle with bodywork in running order, or mass of  
 the chassis with cab if the manufacturer does not fit the bodywork   (including coolant, oils, fuel, t ools, spare wheel and driver): ..................................... 
   3.2. Technically permissible maximum laden mass as stated by the manufacturer:........... 
 4. DESCRIPTION OF ENERGY CONVERTERS  4.1. Engine Manufacturer:................................................................................................... L 375/286 EN Official Journal of the European Union 27.12.2006
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4.1.1. Manufacturer's engine code (as marked on the engine, or other  
 means of identification):...............................................................................................  4.2. Internal combustion engine .........................................................................................  4.2.1. Specific engine information: ........................................................................................  4.2.1.1.  Working principle: positive-ignition/compression-ignition,  
  four-stroke/two-stroke 1
/ 
 4.2.1.2. Number, arrangement and firi ng order of cylinders:.................................................... 
 4.2.1.2.1. Bore: 3
/ mm 
 4.2.1.2.2. Stroke: 3
/  mm 
 
4.2.1.3. Engine capacity: 4 /...............................................................................................  cm3 
 
4.2.1.4. Volumetric compression ratio: 2 /................................................................................. 
 4.2.1.5. Drawings of combustion chamber and piston crown:..................................................  4.2.1.6. Normal engine idling speed: 2
/ .................................................................................... 
 4.2.1.7. High idle engine speed: 2
/............................................................................................ 
 4.2.1.8. Carbon monoxide content by volume in the exhaust gas with   the engine idling (according to the manufacturer's   specifications) 2
/ ...........................................................................................  per cent 
   
4.2.1.9. Maximum net power: 2 /............. kW at ............................................................. min-1 
 
4.2.2. Fuel: diesel/petrol/LPG/NG 1 / 
 4.2.3. Research octane  number (RON): ................................................................................. 
 4.2.4. Fuel feed  4.2.4.1. By carburettor(s): yes/no 1
/ 
 4.2.4.1.1. Make(s):   4.2.4.1.2. Type(s):   27.12.2006 EN Official Journal of the European Union L 375/287
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Regulation No. 83 page 66  4.2.4.1.3. Number fitted: ...................................................................................................... ........ 
 4.2.4.1.4. Adjustments: 2
/ ............................................................................................................ 
 
4.2.4.1.4.1. Jets: 
 4.2.4.1.4.2. Venturis:  4.2.4.1.4.3. Float-chamber level:.............................................................................................. ....... 
 4.2.4.1.4.4. Mass of float:.................................................................................................... ............ 
 4.2.4.1.4.5. Float needle: ..................................................................................................... ............ 
 4.2.4.1.5. Cold start syste m: manual/automatic 1
/ 
 4.2.4.1.5.1. Operating principle:.............................................................................................. ........ 
 4.2.4.1.5.2. Operating limits/settings: 1
/ 2/ ..................................................................................... 
 4.2.4.2. By fuel injection (compression-ignition only): yes/no 1
/ 
 4.2.4.2.1. System description: ................................................................................................. ..... 
 4.2.4.2.2. Working principle: direct-injec tion/pre-chamber/swirl chamber 1
/ 
 4.2.4.2.3. Injection pump  4.2.4.2.3.1. Make(s):  4.2.4.2.3.2. Type(s):  
4.2.4.2.3.3. Maximum fuel delivery: 1
/ 2/ ........... mm3/stroke or cycle at a pump speed of: 1 / 2/ 
...........min-1 or characteristic diagram: ....................................................................... 
 
4.2.4.2.3.4. Injection timing: 2 /....................................................................................................... 
 4.2.4.2.3.5. Injection advance curve: 2
/ .......................................................................................... 
 4.2.4.2.3.6. Calibration procedure: test bench/engine 1
/ 
 4.2.4.2.4. Governor  4.2.4.2.4.1. Type: ............................................................................................................ ....... 
 L 375/288 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 67  
 
4.2.4.2.4.2. Cut-off point:.................................................................................................... ............ 
 
4.2.4.2.4.2.1. Cut-off point under load:...................................................................................  min-1 
 4.2.4.2.4.2.2. Cut-off point without load:................................................................................  min-1 
 4.2.4.2.4.3.  Idling speed: .................................................................................................... ..  min-1 
 4.2.4.2.5. Injector(s):  
 
4.2.4.2.5.1. Make(s):   4.2.4.2.5.2. Type(s):   4.2.4.2.5.3. Opening pressure: 2
/ .....kPa or characteristic diagram:............................................... 
  4.2.4.2.6. Cold start system  4.2.4.2.6.1. Make(s):  4.2.4.2.6.2. Type(s):  4.2.4.2.6.3. Description: ...................................................................................................... ............ 
 4.2.4.2.7. Auxiliary starting aid  4.2.4.2.7.1. Make(s):  4.2.4.2.7.2. Type(s):  4.2.4.2.7.3. Description: ...................................................................................................... ............ 
 4.2.4.3. By fuel injection (positive-ignition only): yes/no 1
/ 
 4.2.4.3.1. System description: ................................................................................................. ..... 
 4.2.4.3.2. Working principle: intake manifold (s ingle/multi-point)/direct injection/other 
(specify) 
 
Control unit - type (or No.): ) Fuel regulator - type: ) Air-flow sensor - type: ) Fuel distributor - type: ) information to be given 
Pressure regulator - type: ) in the case of continuous 27.12.2006 EN Official Journal of the European Union L 375/289
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Regulation No. 83 page 68  
Micro-switch - type: ) injection; Idle adjusting screw - type: ) in the case of other Throttle housing - type: ) systems, equivalent Water temperature sensor - type: ) details 
Air temperature sensor - type: ) 
Air temperature switch - type: ) 
 
Electromagnetic interference protecti on. Description and/or drawing: 1
/ .......... 
 ............................................................................................................................. 
............................................................................................................................. 
 4.2.4.3.3.  Make(s):   4.2.4.3.4. Type(s):  4.2.4.3.5. Injectors: Opening pressure: 1
/ 2/ ...................................................................... kPa 
 or characteristic diagram:..........................................................................................  4.2.4.3.6. Injection timing: ................................................................................................... ..... 
 4.2.4.3.7. Cold start system:.................................................................................................. .... 
 4.2.4.3.7.1. Operating principle(s): ........................................................................................... ... 
 4.2.4.3.7.2. Operating limits/settings: 1
/ 2/ .................................................................................. 
 4.2.4.4. Feed pump............................................................................................................. .... 
 4.2.4.4.1. Pressure: 1
/ 2/ ....... kPa or characteristic diagram: ................................................... 
 4.2.5. Ignition ............................................................................................................... .... 
 4.2.5.1. Make(s): ............................................................................................................. ...... 
 4.2.5.2. Type(s): ............................................................................................................. ...... 
 4.2.5.3. Working principle: ....................................................................................................  
 4.2.5.4. Ignition advance curve: 2
/......................................................................................... 
 4.2.5.5. Static ignition timing: 2
/........ degrees before TDC ................................................. 
 4.2.5.6. Contact-point gap: 2
/................................................................................................. 
 4.2.5.7. Dwell-angle: 2
/.......................................................................................................... 
 L 375/290 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 69  
 
4.2.5.8. Spark plugs........................................................................................................... ..... 
 
4.2.5.8.1. Make: .............................................................................................................. ..... 
 4.2.5.8.2. Type: .............................................................................................................. ..... 
 4.2.5.8.3. Spark plug gap setting:........................................................................................mm  4.2.5.9. Ignition coil ......................................................................................................... ...... 
 4.2.5.9.1. Make: .............................................................................................................. ..... 
 4.2.5.9.2. Type: .............................................................................................................. ..... 
 4.2.5.10. Ignition condenser................................................................................................... .. 
 4.2.5.10.1. Make: ............................................................................................................. ...... 
 4.2.5.10.2. Type: ............................................................................................................. ...... 
 4.2.6. Cooling system: liquid/air 1
/..................................................................................... 
 4.2.7. Intake system:.......................................................................................................... .. 
 4.2.7.1. Pressure charger: yes/no 1
/........................................................................................ 
 4.2.7.1.1. Make(s): ........................................................................................................... ........ 
 4.2.7.1.2. Type(s): ........................................................................................................... ........ 
 4.2.7.1.3. Description of the system (maximum charge pressure: .....................................kPa,  waste-gate) ................................................................................................................  4.2.7.2. Inter-cooler: yes/no 1
/ ............................................................................................... 
 4.2.7.3.  Description and drawings of inlet pipe s and their accessories  (plenum chamber, 
heating device, additional air intakes, etc.): .............................................................. 
 4.2.7.3.1.  Intake manifold description (drawings and/or photographs): ................................... 
 4.2.7.3.2.  Air filter, drawings: ............................................................................................. , or 
 4.2.7.3.2.1. Make(s): ......................................................................................................... .......... 
 4.2.7.3.2.2. Type(s): ......................................................................................................... .......... 27.12.2006 EN Official Journal of the European Union L 375/291
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Regulation No. 83 page 70   4.2.7.3.3.  Intake silencer, drawings: ...................................................................................., or  
 4.2.7.3.3.1.  Make(s): ........................................................................................................ ........... 
 4.2.7.3.3.2.  Type(s): ........................................................................................................ ........... 
 4.2.8.  Exhaust system......................................................................................................... . 
 4.2.8.1.  Description and drawings of the exhaust system: .....................................................  4.2.9.  Valve timing or e quivalent data: ............................................................................... 
 4.2.9.1.  Maximum lift of valves, angles of opening and closing, or timing details of 
alternative distribution systems, in relation to dead centres: .................................... 
 4.2.9.2.  Reference and/or setting ranges: 1
/ 2/....................................................................... 
 4.2.10.  Lubricant used:....................................................................................................... ... 
 4.2.10.1.  Make: .............................................................................................................. ..... 
 4.2.10.2.  Type: .............................................................................................................. ..... 
 4.2.11.  Measures taken against air pollution:........................................................................  4.2.11.1.  Device for recycling crankcase ga ses (description and drawings): .......................... 
 4.2.11.2.  Additional pollution control devices (i f any, and if not covered by another 
heading: ................................................................................................................... 
 4.2.11.2.1.  Catalytic converter: yes/no 1
/.................................................................................... 
 4.2.11.2.1.1.  Number of catalytic c onverters and elements: .......................................................... 
 4.2.11.2.1.2.  Dimensions and shape of the catal ytic converter(s)  (volume,...):.......................... 
 4.2.11.2.1.3.  Type of catalytic action:....................................................................................... .. 
 4.2.11.2.1.4.  Total charge of precious metal:..............................................................................  4.2.11.2.1.5.  Relative concentration:......................................................................................... .. 
 4.2.11.2.1.6.  Substrate (structu re and material): ......................................................................... 
 4.2.11.2.1.7.  Cell density:................................................................................................... ......... L 375/292 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 71  
 
 
4.2.11.2.1.8.  Type of casing for catalytic converter(s): ..............................................................  4.2.11.2.1.9. Positioning of the catalytic converter(s ) (place and reference distances in the 
exhaust system): ..................................................................................................... 
 4.2.11.2.1.10. Regeneration systems/method of exhaust after -treatment systems, description:... 
 4.2.11.2.1.10.1. The number of Type I operating cycles, or  equivalent engine test bench cycles, 
between two cycles where regenerative phases occur under the conditions equivalent to Type I test (Distance "D" in figure 1 in Annex 13: ......................... 
............................................................................................................................. 
 4.2.11.2.1.10.2. Description of method employed to de termine the number of cycles between 
two cycles where regenerative phases  occur:........................................................ 
 4.2.11.2.1.10.3. Parameters to de termine the level of loading required before regeneration 
occurs (i.e. temperature, pressure etc.): ................................................................. 
 4.2.11.2.1.10.4. Description of method used to load syst em in the test procedure described in 
paragraph 3.1., Annex 13: ........................................................... .......................... 
 4.2.11.2.1.11.  Oxygen sensor: type............................................................................................ ... 
 4.2.11.2.1.11.1. Location of oxygen sensor: ....................................................................................  
 4.2.11.2.1.11.2. Control range of oxygen sensor: 2
/ ........................................................................ 
 4.2.11.2.2. Air injection: yes/no 1
/........................................................................................... 
 4.2.11.2.2.1.  Type (pulse air, air pump,...):.................................................................................  
 4.2.11.2.3.  Exhaust gas recirculation (EGR): yes/no 1
/ 
 4.2.11.2.3.1.  Characteristics (flow,..):...................................................................................... ...... 
 4.2.11.2.4.  Evaporative emission control system. Complete detailed de scription of the 
devices and their state of tune: 
  Drawing of the evaporative control system: .............................................................   Drawing of the ca rbon canister: ................................................................................ 
  Drawing of the fuel tank with indi cation of capacity and material:.......................... 
 27.12.2006 EN Official Journal of the European Union L 375/293
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Regulation No. 83 page 72  4.2.11.2.5.  Particulate trap: yes/no 1
/ 
 4.2.11.2.5.1.  Dimensions and shape of the particulate trap (capacity):  
4.2.11.2.5.2.  Type of particulate trap and design:.......................................................................... 
 4.2.11.2.5.3.  Location of the particulate trap (refer ence distances in the exhaust system):........... 
 4.2.11.2.5.4.  Regeneration system/method. Description and drawing:.......................................... 
 4.2.11.2.5.4.1. The number of Type I operating cycles, or  equivalent engine test bench cycle, 
between two cycles where regeneration phases occur under the conditions equivalent to Type I test (Distance 'D' in figure 1 in Annex 13):................... .......... 
 .............................................................................................................................. ..... 
 4.2.11.2.5.4.2. Description of method employed to dete rmine the number of cycles between two 
cycles where regenerative phases occur: .................................................................. 
 4.2.11.2.5.4.3. Parameters to determine th e level of loading required before regeneration occurs 
(i.e. temperature, pressure, etc.): ............................................................ 
 4.2.11.2.5.4.4.  Description of method used to load syst em in the test procedure described in  
 paragraph 3.1., Annex 13: ...........................................................  4.2.11.2.6.  Other systems (description and working principle): .................................................  4.2.11.2.7.  On-board-diagnostic (OBD) system  4.2.11.2.7.1.  Written description and/ or drawing of the malfunc tion indicator (MI): ................... 
 4.2.11.2.7.2.  List and purpose of all component s monitored by the OBD system:........................ 
 4.2.11.2.7.3. Written description (general working principles) for:  4.2.11.2.7.3.1.  Positive-ignition engines  4.2.11.2.7.3.1.1.  Catalyst monitoring :....................................................................................... .... 
 4.2.11.2.7.3.1.2.  Misfire detection : ......................................................................................... ...... 
 4.2.11.2.7.3.1.3.  Oxygen sensor monitoring: .................................................................................  4.2.11.2.7.3.1.4.  Other components monitored by the OBD system: ............................................  4.2.11.2.7.3.2.  Compression-ignition engines   L 375/294 EN Official Journal of the European Union 27.12.2006
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4.2.11.2.7.3.2.1.  Catalyst monitoring:........................................................................................ .... 
 
4.2.11.2.7.3.2.2.  Particulate trap monitoring : .............................................................................. . 
 4.2.11.2.7.3.2.3.  Electronic fuelling system monitoring :..............................................................  4.2.11.2.7.3.2.4.  Other components monitored by the OBD system : ...........................................  4.2.11.2.7.4.  Criteria for MI activation (fixed numbe r of driving cycles or statistical 
method): ............................................................................................................. 
 4.2.11.2.7.5.  List of all OBD output codes and form ats used (with explanation of each):...... 
  4.2.11.2.7.6.  The following additional information must be provided by the vehicle 
manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test 
equipment, unless such information is covered by intellect ual property rights 
or constitutes specific know-how of the manufacturer or the OEM supplier(s). 
 4.2.11.2.7.6.1.  A description of the type and number of the pre-conditioning cycles used for 
the original type approval of the vehicle. 
 4.2.11.2.7.6.2.  A description of the type of the OBD demonstration cycle used for the 
original type-approval of the vehicle for the component monitored by the OBD system. 
 4.2.11.2.7.6.3.  A comprehensive document describi ng all sensed components with the 
strategy for fault detection and MI ac tivation (fixed number of driving cycles 
or statistical method), including a list of relevant secondary sensed 
parameters for each component monitore d by the OBD system.  A list of all 
OBD output codes and format used (with an explanation of each) associated 
with individual emission related powe r-train components and individual non-
emission related components, where monito ring of the component is used to 
determine MI activation.  In particular, a comprehensive explanation for the 
data given in service $05 Test ID $21 to FF and the data given in service $06 
must be provided.  In the case of vehi cle types that use a communication link 
in accordance with ISO 15765-4 ‘Road ve hicles – Diagnostics on Controller 
Area Network (CAN) – Part 4: Require ments for emissions -related systems’, 
a comprehensive explanation for the data  given in service $06 Test ID $00 to 
FF, for each OBD monitor ID supported, must be provided. 27.12.2006 EN Official Journal of the European Union L 375/295
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Regulation No. 83 page 74   4.2.11.2.7.6.4.  The information required by this para graph may, for example, be defined by 
completing a table as follows, which shall be attached to this annex: 
 
Component Fault 
code Monitoring 
strategy Fault 
detection 
criteria MI 
activation 
criteria Secondary 
parameters Precondi-
tioning Demons
tration 
test 
Catalyst P0420 Oxygen sensor 
1 and 2 signalsDifference 
between 
sensor 1 and 
sensor 2 
signals 3rd cycle Engine 
speed, engine 
load, A/F 
mode, 
catalyst 
temperature Two Type I 
cycles Type I 
 
 
 4.2.12. LPG fuelling system: yes/no 1
/ 
 4.2.12.1.  Approval number:: ................................................................................................... . 
 4.2.12.2.  Electronic engine management control unit for LPG fuelling  4.2.12.2.1.  Make(s):   4.2.12.2.2.  Type(s):   4.2.12.2.3.  Emission-related adju stment possibilities:................................................................ 
 4.2.12.3.  Further documentation: .............................................................................................  4.2.12.3.1. Description of the safeguarding of the catalyst at switch-over from petrol to LPG 
or back: ................................................................................................................... 
 4.2.12.3.2. System layout (electrical connections , vacuum connections, compensation hoses, 
etc.): ................................................................................................................... 
 4.2.12.3.3.  Drawing of the symbol:............................................................................................ . 
 4.2.13.  NG fuelling system: yes/no 1
/ 
 4.2.13.1.  Approval number: .................................................................................................... . 
 4.2.13.2.  Electronic engine management control unit for NG fuelling  4.2.13.2.1.  Make(s):   4.2.13.2.2.  Type(s):  L 375/296 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 75  
 
 
4.2.13.2.3.  Emission-related adju stment possibilities:................................................................ 
 4.2.13.3.  Further documentation: .............................................................................................  4.2.13.3.1.  Description of the safeguarding of the catalyst at switch-over from petrol to LPG 
or back:  
 4.2.13.3.2.  System layout (electrical connections , vacuum connections, compensation hoses, 
etc.):  
 4.2.13.3.3.  Drawing of the symbol:............................................................................................ . 
 4.3. Hybrid Electric Vehicle:  yes/no  1
/ .............................................. 
4.3.1. Category of Hybrid Electric vehicl e  Off Vehicle Charging/Not Off .............  
 Vehicle Charging  1 /  .............................................................. 
4.3.2. Operating mode switc h :  with/without  1 / .................................... 
4.3.2.1. Selectable modes  .............................................................. 4.3.2.1.1. Pure electric:  yes/no  1
/ .............................................. 
4.3.2.1.2. Pure fuel consuming:  yes/no  1 / .............................................. 
4.3.2.1.3. Hybrid modes:  yes/no  1 / .............................................. 
    (if yes, short description) ..................... 4.3.3. Description of the energy storage device: (battery, capacitor,   flywheel/generator ...) ............................................................................................... 4.3.3.1. Make: ................................................................................................................ ........ 
4.3.3.2. Type: ................................................................................................................ ......... 
4.3.3.3. Identification number: .............................................................................................. 4.3.3.4. Kind of electrochemical couple: ...... ........................................................................ 4.3.3.5. Energy: ..........  (for battery: voltage and capacity Ah in 2 h, for capacitor: J, ...).... 4.3.3.6. Charger: on board/ external/ without  1
/ 
4.3.4. Electric machines (descr ibe each type of electric machine separately) 
4.3.4.1. Make: ................................................................................................................ ........ 
4.3.4.2. Type: ................................................................................................................ ......... 
4.3.4.3. Primary use: traction motor / generator 4.3.4.3.1. When used as traction motor: monomotor/ multimotors (number): ......................... 4.3.4.4. Maximum power: ........................ kW  4.3.4.5. Working principle: ...................................................................................................  
4.3.4.5.1. direct current/ alternating current/ number of phases: ............................................. 
4.3.4.5.2. separate excitation/ series/ compound  1
/.................................................................. 
4.3.4.5.3. synchronous / asynchronous  1 / ................................................................................ 
4.3.5. Control unit ............................................................................................................ ... 
4.3.5.1. Make: ................................................................................................................ ........ 
4.3.5.2. Type: ................................................................................................................ ......... 
4.3.5.3. Identificatio n number: ............................................................................................. 4.3.6. Power controller ........................................................................................................  27.12.2006 EN Official Journal of the European Union L 375/297
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Regulation No. 83 page 76  4.3.6.1. Make: ................................................................................................................ ........ 
4.3.6.2. Type: ................................................................................................................ ......... 
4.3.6.3. Identification number: .............................................................................................. 4.3.7. Vehicle electric range ...... km  (according Annex 7 of Regulation No. 101): ......... 
4.3.8. Manufacturer’s recommendation for preconditioning : ...... ..................................... 
 
5.  TRANSMISSION  5.1.  Clutch (type):........................................................................................................... .. 
 5.1.1.  Maximum torque conversion: ...................................................................................  5.2.  Gearbox: ................................................................................................................ ... 
 5.2.1.  Type: ................................................................................................................. .. 
 5.2.2. Location relative to the engine:.................................................................................  5.2.3.  Method of control:.....................................................................................................  
 5.3. Gear ratios ....................................................................................................………. L 375/298 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 77  
 
 
 
Index  
Gearbox ratios  
Final drive  
ratios  
Total ratios 
 Maximum for CVT (*)       
 1       
 2       
 3       
 4, 5, others       
 Minimum for CVT (*)       
 Reverse       
 
(*) CVT - Continuously variable transmission 
 
6.  SUSPENSION...........................................................................................................   6.1.  Tyres and wheels.......................................................................................................
............................................................................................................................... ....
............................................................................................................................... ....
............................................................................................................................... ....  
 6.1.1.  Tyre/wheel combination(s) (for tyre s indicate size designation, minimum load-
capacity index, minimum speed category symbol; for wheels, indicate rim size(s) and off-set (s): ............................................................................................................  
   6.1.1.1. Axles  6.1.1.1.1. Axle 1:............................................................................................................. ..........  
 6.1.1.1.2. Axle 2:............................................................................................................. ..........  
 6.1.1.1.3. Axle 3:............................................................................................................. ..........  
 6.1.1.1.4. Axle 4:............................................................................................................. .... etc. 
 6.1.2.  Upper and lower limit of rolling circumference: ......................................................   6.1.2.1. Axles  6.1.2.1.1. Axle 1:............................................................................................................. ..........  
 27.12.2006 EN Official Journal of the European Union L 375/299
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Regulation No. 83 page 78  6.1.2.1.2. Axle 2:............................................................................................................. ..........  
 6.1.2.1.3. Axle 3:............................................................................................................. ..........  
 
6.1.2.1.4. Axle 4:............................................................................................................. .... etc. 
 
6.1.3.  Tyre pressure(s) recommended by the manufacturer:  kPa  7.  BODYWORK  7.1. Number of seats:........................................................................................................                           ____________ 1
/ Strike out what does not apply. 
  2
/ Specify the tolerance. 
 3
/ This value shall be rounded-off to  the nearest tenth of a millimetre. 
 4
/ This value shall be calculated with ̸ = 3.1416 and rounded-off to the nearest cm3. 
 L 375/300 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 79  
 
Annex 2  
 
COMMUNICATION 
  (maximum format:  A4 (210 x 297 mm))  
issued by: Name of administration: 
.........................................
.........................................  
....................... .................  
        concerning: 2
/ APPROVAL GRANTED 
APPROVAL EXTENDED APPROVAL REFUSED APPROVAL WITHDRAWN PRODUCTION DEFINITELY DISCONTINUED 
  of a vehicle type with regard to the emission of gaseous pollutants by the engine pursuant to 
Regulation No. 83  
 Approval No.  ……….      Extension No.  ………………..  
 1.  Category of the vehicl e type (M1, N 1, etc.):.........................................................................  
 1.1. Hybrid electric vehicle : yes/no  2
/ 
 1.1.1. Category of Hybrid Electric vehicle :Off Vehicle Charging/Not Off Vehicle Charging 2
/ 
 1.1.2. Operating mode switc h : with/without  2
/  
 2.  Engine fuel requirements:  petrol/diesel/LPG/CNG: 2
/ .........................................................  
 3.  Trade name or mark  of the vehicle: ......................................................................................  
 4.  Vehicle type: .................... Engine type: .........................................................................  27.12.2006 EN Official Journal of the European Union L 375/301
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Regulation No. 83 page 80   5.  Manufacturer’s na me and address:..................................................................................  
 6.  If applicable, name and addre ss of manufacturer's representative: 
 7.  Unladen mass of the vehicle: ..........................................................................................   7.1. Reference mass of  the vehicle:........................................................................................  
 8.  Maximum mass of the vehicle: .......................................................................................   9.  Number of seats (including the driver): ..........................................................................   10.  Transmission  10.1. Manual or automatic or conti nuously variable transmission: 2
/ 3/ .................................  
 10.2. Number of gear ratios:................................................................................................... ..  
 10.3. Transmission ratio of gearbox: 2
/ 
  
First gear N/V: ..........................................................................................................  Second gear  N/V:......................................................................................................  
Third gear N/V:.........................................................................................................  Fourth gear N/V:.......................................................................................................  Fifth gear N/V:..........................................................................................................  Final drive ratio: .......................................................................................................  Range of tyre sizes:...................................................................................................  Rolling circumference of tyres us ed for the Type I test: ..........................................  
Wheel drive: front, rear, 4 x 4: 2
/ .............................................................................  
 11. Vehicle submitted for test on: ...........................................................................................   12. Technical service conduc ting approval tests:....................................................................  
 13. Date of report issued by that service:................................................................................   14. Number of report issued by that service: ..........................................................................   15. Approval granted/refuse d/extended/withdrawn: 2
/...........................................................  
 16.  Test results: ............................................................................................................. ..........  
 L 375/302 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 81  
 
16.1. Test Type I: ............................................................................................................ ..........  
 
 
Pollutant  CO 
(g/km)  
HC 
(g/km)  
NO
x 
(g/km)  HC + NO
x (1) 
(g/km)  Particulates (1) 
(g/km) 
 
         
          
  
 measured 
 
         
          
 
          
calculated 
with 
deterioration 
factor (DF)  
         
 
(1)  For compression-ignition engined vehicles only. 
 
 16.1.1. In the case of vehicles fuelled with LPG or NG:  16.1.1.1. Repeat the table for all reference gase s of LPG or NG, showing if results are 
measured or calculated.  In the case of vehicles designed to run either on petrol or on LPG or NG: repeat for petrol and all reference gases of LPG or NG. 
 16.1.1.2. Approval number of the parent vehicle, if  the vehicle is a member of a family: .....  
 
16.1.1.3. Ratios r of emission results for the family in the case of gaseous fuels for each 
pollutant: 
 
16.1.2. In the case of externally chargeab le (OVC) Hybrid El ectric Vehicle:  
 16.1.2.1. Repeat the table for the both test conditi ons specified in paragraphs 3.1. and 3.2. of 
Annex 14.    
 16.1.2.2. Repeat the table for the weighted values  determined according to paragraphs 3.1.4. 
or 3.2.4. of Annex 14................................................................................................  
 16.2. Test Type II: 2
/ 
 CO: ............... per cent at idling speed: ...........................................................min -1 
 (measured at the exhaust).  16.3. Test Type III: 2
/........................................................................................................  
 16.4. Test Type IV: 2
/..............................................................................................  g/test 
 16.5. Test Type V:  Durability...........................................................................................  27.12.2006 EN Official Journal of the European Union L 375/303
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Regulation No. 83 page 82   16.5.1. Type of durability test: 80,000 km/not applicable: 2
/ ..............................................  
 16.5.2. Deterioration factors (DF): calculated/fixed 2
/ 
Specify the values:....................................................................................................  
 16.6.  Test Type VI: 2
/........................................................................................................  
 
 
  CO (g/km)  HC (g/km) 
 Measured value     
 
16.7. OBD test  16.7.1. Written description and/or  drawing of the malfunction indicator (MI): ..................  
  16.7.2. List and function of all compone nts monitored by the OBD system: 
............................................................................................................................... ...  
 16.7.3. Written description (general working principles) for:  16.7.3.1. Misfire detection:................................................................................................... ...  
 16.7.3.2.  Catalyst monitoring : ............................................................................................... . 
 16.7.3.3. Oxygen sensor monitoring : .....................................................................................   16.7.3.4.  Other components monitored by the OBD system:..................................................   16.7.3.5. Particulate trap monitoring: ......................................................................................  
 
16.7.3.6.  Electronic fuelling system actuator monitoring : .....................................................   16.7.3.7. Other components monitored by the OBD system :.................................................   16.7.4. Criteria for MI activation (fixed number of driving cycles or st atistical method): ..  
 16.7.5. List of all OBD output codes and formats used (with explanation of each): ...........  L 375/304 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 83  
 
 
17. Emissions data required fo r roadworthiness testing ................................................  
  
 
Test  CO value 
(per cent vol.)  
Lambda (1)  Engine speed 
(min 
-1)  
Engine oil 
temperature 
(°C) 
 
Low idle test    N/A     
 High idle test         
 
(1) Lambda formula: see paragraph 5.3.7.3. of this Regulation 
 
 18.  Position of approva l mark on vehicle:......................................................................  
 19. Place: ..................................................................................................................... ...  
 20.  Date:..................................................................................................................... .....  
 21.  Signature:................................................................................................................ ..  
   _____________________  1
/   Distinguishing number of the country wh ich has granted/extended/refused/withdrawn the 
approval (see approval provi sions in the Regulation). 
 2
/    Strike out what does not apply. 
 3
/    In the case of vehicles equipped with  automatic-shift gearboxes, give all pertinent 
technical data.   27.12.2006 EN Official Journal of the European Union L 375/305
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 84  
Annex 2 – Appendix 1
 
 
OBD – RELATED INFORMATION 
 
As noted in item 4.2.11.2.7.6. of the information doc ument in Annex 1 of this Regulation, the 
information in this appendix is provided by th e vehicle manufacturer for the purposes of enabling 
the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test 
equipment.  Such information need not be supplie d by the vehicle manufacturer if it is covered by 
intellectual property rights or constitutes speci fic know-how of the manufacturer or the OEM 
supplier(s).  Upon request, this appendix will be  made available to any intere sted component, diagnostic tools 
or test equipment manufacturer,  on a non-discriminatory basis. 
 1. A description of the type and number of the pre-conditioning cycles used for the original 
type approval of the vehicle. 
 2. A description of the type of the OBD dem onstration cycle used for the original type 
approval of the vehicle for the com ponent monitored by the OBD system. 
 3. A comprehensive document describing all se nsed components with the strategy for fault 
detection and MI activation (fixe d number of driving cycles or statistical method), including 
a list of relevant secondary sensed parameters for each component monitored by the OBD system.  A list of all OBD output codes and fo rmat used (with an explanation of each) 
associated with individual emission related power-train components and individual non-
emission related components, where monitoring of the component is used to determine MI 
activation.  In particular, a comprehensive expl anation for the data given in service $05 Test 
ID $21 to FF and the data given in service $06 must be provided.  In the case of vehicle 
types that use a communication link in acco rdance with ISO 15765-4 ‘Road vehicles – 
Diagnostics on Controller Area Network (CAN ) – Part 4: Requirements for emissions-
related systems’, a comprehensive explanation fo r the data given in service $06 Test ID $00 
to FF, for each OBD monitor ID supported, must be provided. 
 This information may be defined in the form of a table, as follows:  
Component Fault 
code Monitoring 
strategy Fault 
detection 
criteria MI 
activation 
criteria  Secondary 
parameters Precondi-tioning Demonstration 
test 
Catalyst P0420 Oxygen 
sensor 1 and 
2 signals Difference 
between 
sensor 1 and 
sensor 2 
signals 3rd cycle Engine speed, 
engine load, A/F 
mode, catalyst 
temperature Two Type I 
cycles Type I 
 L 375/306 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 85 Annex 2 – Appendix 1 
 
 
Annex 3  
 
ARRANGEMENTS OF THE APPROVAL MARK 
 Approval B (Row A)
 1/ - Vehicles approved to the emission levels  of gaseous 
pollutants required for feeding the engi ne with petrol (unleaded) or with 
unleaded petrol and either LPG or NG.   
 
 
The above approval mark affixed to a vehicle in  conformity with paragra ph 4. of this Regulation 
shows that the vehicle type concerned has been  approved in the United Kingdom (E11), pursuant 
to Regulation No. 83 under approval number 052439.  This approval indicates  that the approval 
was given in accordance with the requirements of Regulation No. 83 with the 05 series of 
amendments incorporated and satisfying the limits fo r the Type I test detailed in Row A (2000) of 
the table in paragraph 5.3.1.4. of this Regulation. 
 
Approval B, (Row B)  1/ - Vehicles approved to the emission levels of gaseous pollutants required 
for feeding the engine with petrol (unleaded) or  with either unleaded petrol or LPG or NG.  
 
 
 
 
The above approval mark affixed to a vehicle in  conformity with paragra ph 4. of this Regulation 
shows that the vehicle type concerned has been  approved in the United Kingdom (E11), pursuant 
to Regulation No. 83 under approval number 052439.  This approval indicates  that the approval 
was given in accordance with the requirements of Regulation No. 83 with the 05 series of 27.12.2006 EN Official Journal of the European Union L 375/307
 
amendments incorporated and satisfying the limits fo r the Type I test detailed in Row B (2005) of 
the table in paragraph 5.3.1.4. of this Regulation. 
 
Approval C (Row A)  1/ - Vehicles approved to the emission levels of gaseous pollutants required 
for feeding the engine with diesel fuel. 
 
 
 
The above approval mark affixed to a vehicle in  conformity with paragra ph 4. of this Regulation 
shows that the vehicle type concerned has been  approved in the United Kingdom (E11), pursuant 
to Regulation No. 83 under approval number 052439.  This approval indicates  that the approval 
was given in accordance with the requirement s of Regulation No. 83 with the 05 series of 
amendments incorporated and satisfying the limits fo r the Type I test detailed in Row A (2000) of 
the table in paragraph 5.3.1.4. of this Regulation. 
 
Approval C (Row B)  1/ - Vehicles approved to the emission levels of gaseous pollutants required 
for feeding the engine with diesel fuel. 
 
 
 
The above approval mark affixed to a vehicle in  conformity with paragra ph 4. of this Regulation 
shows that the vehicle type concerned has been  approved in the United Kingdom (E11), pursuant 
to Regulation No. 83 under approval number 052439.  This approval indicates  that the approval 
was given in accordance with the requirement s of Regulation No. 83 with the 05 series of 
amendments incorporated and satisfying the limits fo r the Type I test detailed in Row B (2005) of 
the table in paragraph 5.3.1.4. of this Regulation. 
 
Approval D, (Row A)  1/ - Vehicles approved to the emission levels of gaseous pollutants required 
for feeding the engine with LPG or NG. 
 L 375/308 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 87 Annex 2 – Appendix 1 
 
 
 
The above approval mark affixed to a vehicle in  conformity with paragra ph 4. of this Regulation 
shows that the vehicle type concerned has been  approved in the United Kingdom (E11), pursuant 
to Regulation No. 83 under approval number 052439.  This approval indicates  that the approval 
was given in accordance with the requirement s of Regulation No. 83 with the 05 series of 
amendments incorporated and satisfying the limits fo r the Type I test detailed in Row A (2000) of 
the table in paragraph 5.3.1.4. of this Regulation. 
 
 
Approval D, (Row B)  1/ - Vehicles approved to the emission levels of gaseous pollutants required 
for feeding the engine with LPG or NG. 
 
 
 
The above approval mark affixed to a vehicle in  conformity with paragra ph 4. of this Regulation 
shows that the vehicle type concerned has been  approved in the United Kingdom (E11), pursuant 
to Regulation No. 83 under approval number 052439.  This approval indicates  that the approval 
was given in accordance with the requirement s of Regulation No. 83 with the 05 series of 
amendments incorporated and satisfying the limits fo r the Type I test detailed in Row B (2005) of 
the table in paragraph 5.3.1.4. of this Regulation. 
 
 
__________________ 
1/  See paras. 2.19. and 5 .3.1.4. of this Regulation.27.12.2006 EN Official Journal of the European Union L 375/309
 
Annex 4  
 
TYPE I TEST 
 
(Verifying exhaust emissions after a cold start) 
 
1. INTRODUCTION 
 
This annex describes the procedure for the Type I test defined in paragraph 5.3.1. of 
this Regulation.  When the reference fuel to be used is LPG or NG, the provisions of 
Annex 12 shall apply additionally.  When  the vehicle is equipped with a periodically 
regenerating system as defined in paragr aph 2.20., the provisions of Annex 13 shall 
apply. 
 
2.  OPERATING CYCLE ON THE CHASSIS DYNAMOMETER 
 
2.1.  Description of the cycle  
 
The operating cycle on the chassis dynamometer shall be that indicated in the 
Appendix 1 to this annex. 
 
2.2. General conditions under which the cycle is carried out  
 
Preliminary testing cycles should be carried out  if necessary to determine how best to 
actuate the accelerator and brake controls so as to achieve a cycle approximating to 
the theoretical cycle within the prescribed limits. 
 
2.3.  Use of the gearbox  
 
2.3.1. If the maximum speed which can be attained in first gear is below 15 km/h, the 
second, third and fourth gears shall be used  for the urban cycle (Part One) and the 
second, third, fourth and fifth gears for the extra-urban cycle (Part Two). The second, 
third and fourth gears may also be used  for the urban cycle (Part One) and the 
second, third, fourth and fifth gears for th e extra-urban cycle (Part Two) when the 
manufacturer's instructions recommend st arting in second gear on level ground, or 
when first gear is therein defined as a gear reserved for cross-country driving, 
crawling or towing. 
 
Vehicles which do not attain the acceleration and maximum speed values required in 
the operating cycle shall be operated with the accelerator control fully depressed 
until they once again reach the required operating curve. Deviations from the 
operating cycle shall be recorded in the test report. 
 
 Vehicles equipped with semi-auto matic-shift gearboxes shall be tested by using the gears 
normally employed for driving, and the gear shift is used in accordance with the 
manufacturer's instructions. L 375/310 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 89 Annex 2 – Appendix 1 
  
2.3.3.  Vehicles equipped with automatic-shift gearboxes shall be tested with the highest 
gear ("Drive") engaged. The accelerator shall be used in such a way as to obtain the 
steadiest acceleration possible, enabling the various gears to be engaged in the 
normal order. Furthermore, the gear-chang e points shown in Appendix 1 to this 
annex shall not apply; acceleration shall continue throughout the period represented 
by the straight line connecting the end of each period of idling with the beginning of 
the next following period of steady spee d. The tolerances given in paragraph 2.4. 
below shall apply. 
 
2.3.4. Vehicles equipped with an overdrive which th e driver can actuate shall be tested with 
the overdrive out of action for the urban cycle (Part One) and with the overdrive in 
action for the extra-urban cycle (Part Two). 
 
2.3.5.  At the request of the manufacturer, for a vehicle type where the idle speed of the 
engine is higher than the engine speed that would occur during operations 5, 12 and 24 of the elementary urban cycle (Part One), the clutch may be disengaged during the previous operation. 
 
2.4.  Tolerances  
 
2.4.1. A tolerance of ± 2 km/h shall be allowed between the indicated speed and the 
theoretical speed during acceleration, durin g steady speed, and during deceleration 
when the vehicle's brakes are used. If th e vehicle decelerates more rapidly without 
the use of the brakes, only the provisions of paragraph 6.5.3. below shall apply. 
Speed tolerances greater than those prescribed shall be accepted during phase 
changes provided that the tolerances are never exceeded for more than 0.5 s on any 
one occasion. 
 
2.4.2. The time tolerances shall be ± 1.0 s.  The above tolerances shall apply equally at the 
beginning and at the end of each gear-changing period 1 / for the urban cycle 
(Part One) and for the operations Nos. 3, 5 and 7 of the extra-urban cycle (Part Two). 
 
2.4.3. The speed and time tolerances shall be combined as indicated in Appendix 1 to this 
annex. 
 
3.  VEHICLE AND FUEL 
  
3.1.  Test vehicle  
 
                                                 
1/  It should be noted that the time of two sec onds allowed includes the time for changing gear 
and, if necessary, a certain amount of latitude to catch up with the cycle. 27.12.2006 EN Official Journal of the European Union L 375/311
 
3.1.1.  The vehicle shall be presented in good m echanical condition. It shall have been run-
in and driven at least 3,000 km before the test. 
 
3.1.2.  The exhaust device shall not exhibit any leak likely to reduce the quantity of gas 
collected, which quantity shall be that emerging from the engine. 
 
3.1.3. The tightness of the intake system may be checked to ensure that carburation is not 
affected by an accidental intake of air. 
 
3.1.4.  The settings of the engine and of the vehi cle's controls shall be those prescribed by 
the manufacturer. This requirement also applies, in particular, to the settings for 
idling (rotation speed and carbon monoxide c ontent of the exhaust gases), for the 
cold start device and for the exhaust gas cleaning system. 
 
3.1.5.  The vehicle to be tested, or an equivalent  vehicle, shall be fitted, if necessary, with a 
device to permit the measurement of the characteristic parameters necessary for 
chassis dynamometer setting,  in conformity with paragraph 4.1.1. of this annex. 
 
3.1.6.  The technical service responsible for the tests may verify that the vehicle's 
performance conforms to that stated by the manufacturer, that it can be used for 
normal driving and, more  particularly, that it is capable of starting when cold and 
when hot. 
 
3.2.  Fuel  
 
 When testing a vehicle against the emission limit values given in row A of the table 
in paragraph 5.3.1.4. of this Regulation, the ap propriate reference fuel must comply 
with the specifications given in paragraph 1. of Annex 10 or, in the case of gaseous 
reference fuels, either paragra ph 1.1.1. or paragraph 1.2. of Annex 10a. 
 
When testing a vehicle against the emission limit values given in row B of the table 
in paragraph 5.3.1.4. of this Regulation, the ap propriate reference fuel must comply 
with the specifications given in paragraph 2. of Annex 10 or, in the case of gaseous 
reference fuels, either paragra ph 1.1.2. or paragraph 1.2. of Annex 10a. 
 
3.2.1.  Vehicles that are fuelled either with petrol or with LPG or NG shall be tested 
according to Annex 12 with the appropriate reference fuel(s) as defined in 
Annex 10a. L 375/312 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 91 Annex 2 – Appendix 1 
  
 
4.  TEST EQUIPMENT 
  
4.1.  Chassis dynamometer  
 
4.1.1.  The dynamometer shall be capable of simulating road load within one of the 
following classifications: 
 
dynamometer with fixed load curve, i.e. a dynamometer whose physical 
characteristics provide a fixed load curve shape, 
 
dynamometer with adjustable load curve, i.e. a dynamometer with at least two road 
load parameters that can be adjusted to shape the load curve. 
 
4.1.2.  The setting of the dynamomete r shall not be affected by the lapse of time. It shall not 
produce any vibrations perceptible to the vehicle and likely to impair the vehicle's 
normal operations. 
 
4.1.3.  It shall be equipped with means to simu late inertia and load. These simulators are 
connected to the front roller in the case of a two-roller dynamometer. 
 
4.1.4.  Accuracy 
 
4.1.4.1.  It shall be possible to measure and r ead the indicated load to an accuracy of $ 5 
per cent. 
 
4.1.4.2.  In the case of a dynamometer with a fixed load curve, the accuracy of the load 
setting at 80 km/h shall be  5 per cent. In the case of a dynamometer with adjustable 
load curve, the accuracy of matching dynamometer load to road load shall be  5 per 
cent at 120, 100, 80, 60, and 40 km/h and  10 per cent at 20 km/h. Below this, 
dynamometer absorption shall be positive. 
 
4.1.4.3.  The total inertia of the rotating part s (including the simulated inertia where 
applicable) shall be known  and shall be within  20 kg of the inertia class for the test. 
 
4.1.4.4.  The speed of the vehicle shall be measured  by the speed of rotation of the roller (the 
front roller in the case of a two-roller dynamometer). It shall be measured with an 
accuracy of  1 km/h at speeds above 10 km/h. 
 
4.1.4.5.  The distance actually driven by the vehicl e shall be measured by the movement of 
rotation of the roller (the front roller in the case of a two-roller dynamometer). 
 
4.1.5.  Load and inertia setting 27.12.2006 EN Official Journal of the European Union L 375/313
 
 
4.1.5.1. Dynamometer with fixed load curve: the load simulator shall be adjusted to absorb 
the power exerted on the driving wheels at a steady speed of 80 km/h and the 
absorbed power at 50 km/h shall be noted. The means by which this load is 
determined and set are described in Appendix 3 to this annex. 
 
4.1.5.2. Dynamometer with adjustable load curve: the load simulator shall be adjusted in 
order to absorb the power exerted on the driving wheels at steady speeds of 120, 100, 
80, 60 and 40 and 20 km/h. The means by whic h these loads are determined and set 
are described in Appendix 3 to this annex. 
 
4.1.5.3. Inertia 
 
Dynamometers with electric inertia simulation shall be demonstrated to be equivalent 
to mechanical inertia systems. The means by which equivalence is established are 
described in Appendix 4 to this annex. 
 
4.2. Exhaust gas-sampling system  
 
4.2.1. The exhaust gas sampling system shall be  able to measure the actual quantities of 
pollutants emitted in the exhaust gases to be measured.  The system that shall be used 
is the constant volume sample r (CVS) system.  This require s that the vehicle exhaust 
be continuously diluted with ambient air unde r controlled conditions.  In the constant 
volume sampler concept of measuring mass emissions, two conditions shall be 
satisfied, the total volume of the mixture of exhaust and dilution air shall be 
measured and a continuously proportional sa mple of the volume shall be collected 
for analysis.  The quantities of pollutants are determined from the sample 
concentrations, corrected for the pollutant content of the ambient air and the totalised 
flow over the test period. 
 
The particulate pollutant emission level is determined by using suitable filters to 
collect the particulates from a proportiona l part flow throughout the test and 
determining the quantity thereof gravimetrically in accordance with 
paragraph 4.3.1.1. 
 
4.2.2.  The flow through the system shall be su fficient to eliminate wate r condensation at all 
conditions which may occur during a test, as  defined in Appendix 5 to this annex. 
 
4.2.3. Appendix 5 gives examples of three types of constant volume sampler system which 
satisfy the requirements of this annex. 
 
4.2.4. The gas and air mixture shall be homogene ous at point S2 of the sampling probe. 
 
4.2.5. The probe shall extract a true samp le of the diluted exhaust gases. 
 
4.2.6. The system shall be free of gas leaks.  The design and materials sh all be such that the 
system does not influence the pollutant c oncentration in the diluted exhaust gas. L 375/314 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 93 Annex 2 – Appendix 1 
 
Should any component (heat ex changer, blower, etc.) change the concentration of 
any pollutant gas in the diluted gas, the sampling for that pollutant shall be carried 
out before that component if the problem cannot be corrected. 
 
4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising several 
branches, the connecting tubes shall be connected as near as possible to the vehicle 
without adversely affecting his operation. 
 
4.2.8. Static pressure variations at the ex haust(s) of the vehicle shall remain 
within $ 1.25 kPa of the static pressure varia tions measured during the dynamometer 
driving cycle and with no connection to the exhaust(s). Sampling systems capable of 
maintaining the static pressure to within $ 0.25 kPa are used if a written request 
from a manufacturer to the administration granting the approval substantiates the 
need for the closer tolerance. The back-p ressure shall be measured in the exhaust 
pipe as near as possible to its end or in  an extension having the same diameter. 
 
4.2.9. The various valves used to direct the ex haust gases shall be of a quick-adjustment, 
quick-acting type. 
 
4.2.10. The gas samples are collected in sample ba gs of adequate capacity. These bags shall 
be made of such materials as will not change the pollutant gas by more than $ 2 per 
cent after 20 minutes of storage. 
 
4.3. Analytical equipment  
 
4.3.1. Provisions 
 
4.3.1.1. Pollutant gases shall be analysed  with the following instruments: 
 
Carbon monoxide (CO) and carbon dioxide (CO 2 )analysis: 
Analysers shall be of the non-dispersi ve infra-red (NDIR) absorption type. 
 
Hydrocarbons (HC) analysis - spark-ignition engines: 
The analyser shall be of the flame ionisa tion (FID) type calibra ted with propane gas 
expressed equivalent  to carbon atoms (C 1). 
 
Hydrocarbons (HC) analysis - compression-ignition engines: 
he analyser shall be of the flame ionisation type with detector, valves, pipework, etc., 
heated to 463 K (190 °C) $ 10 K (HFID). It shall be calibrated with propane gas 
expressed equivalent  to carbon atoms (C 1). 
 
Nitrogen oxide (NO x) analysis: 
The analyser shall be either of the chemi-luminescent (CLA) or of the non-dispersive 
ultra-violet resonance absorpti on (NDUVR) type, both with an NO x-NO converter. 27.12.2006 EN Official Journal of the European Union L 375/315
 
 
Particulates - Gravimetric determination of the particulates collected: 
 
These particulates shall in each case be coll ected by two series-mounted filters in the 
sample gas flow. The quantity of particulates collected by each pair of filters shall be 
as follows: 
 
 
 
where: 
 
Vep : flow through filters; 
 
Vmix  : flow through tunnel; 
 
M : particulate mass (g/km); 
 
Mlimit  : limit mass of particulates (limit mass in force, g/km); 
 
m : mass of particulates collected by filters (g); 
 
d : distance corresponding to the operating cycle km). 
 
The particulates sample rate (V ep/Vmix) shall be adjusted so that for M = M limit,  
1 % m  % 5 mg (when 47 mm diameter filters are used). 
 
The filter surface shall consist of a materi al that is hydrophobic and inert towards 
the components of the exhaust gas (fluoro carbon coated glass fibre filters or 
equivalent). 
 
4.3.1.2. Accuracy 
 
The analysers shall have a measuring range compatible with the accuracy required 
to measure the concentrations of the exhaust gas sample pollutants. 
 
Measurement error shall not exceed $ 2 per cent (intrinsic error of analyser) 
disregarding the true value for the calibration gases. 
 
For concentrations of less than 100 ppm the measurement error shall not exceed 
$ 2 ppm. 
 L 375/316 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 95 Annex 2 – Appendix 1 
 
The ambient air sample shall be measured on the same analyser with an appropriate 
range. 
 
The microgram balance used to determine the weight of all filters shall have 
accuracy of 5 µg (standard deviation) and readability of 1 µg. 
 
4.3.1.3.  Ice-trap 
 
No gas drying device shall be used befo re the analysers unless shown to have no 
effect on the pollutant content of the gas stream. 
 
4.3.2.  Particular requi rements for compression-ignition engines 
 
A heated sample line for a continuous HC-analysis with the flame ionisation 
detector (HFID), including recorder (R) shall be used. The average concentration 
of the measured hydrocarbons shall be de termined by integration. Throughout the 
test, the temperature of the heated sample  line shall be controlled at 463 K (190 °C) 
$ 10 K. The heated sampling line shall be fitted with a heated filter (F H) 99 per 
cent efficient with particles & 0.3 µm, to extract any solid particles from the 
continuous flow of gas required for analysis. 
 
The sampling system response time (from the pr obe to the analyser inlet) shall be 
no more than four seconds. 
 
The HFID shall be used with a constant flow (heat exchanger) system to ensure a 
representative sample, unless compensation for varying CFV or CFO flow is made. 
 
The particulate sampling unit shall consist of a dilution tunnel, a sampling probe, a 
filter unit, a partial-flow pump, and flow rate regulators and measuring units. The 
particulate-sampling part flow is draw n through two series-mounted filters. The 
sampling probe for the test gas flow for particulates shall be so arranged within the 
dilution tract that a representative sample gas flow can be taken from the 
homogeneous air/exhaust mixture and an  air/exhaust gas mixture temperature 
of 325 K (52 °C) is not exceeded immediatel y before the particulate filter. The 
temperature of the gas flow in the flow metre may not fluctuate by more 
than $ 3 K, nor may the mass flow rate fluctuate by more than $ 5 per cent. 
Should the volume of flow change unacceptably as a result of excessive filter 
loading, the test shall be stopped. When it is repeated, the rate of flow shall be 
decreased and/or a larger filter used. The filters shall be removed from the chamber 
no earlier than an hour before the test begins. 
 
The necessary particle filte rs shall be conditioned (as regards temperature and 
humidity) in an open dish which has been protected against dust ingress for at 27.12.2006 EN Official Journal of the European Union L 375/317
 
least 8 and for not more than 56 hours be fore the test in an air-conditioned 
chamber.  After this conditioning the uncontaminated filters will be weighed and 
stored until they are used.  If the filters are not used within one hour of their 
removal from the weighing chamber they shall be re-weighed. 
 
The one-hour limit may be replaced by an eight-hour limit if one or both of the 
following conditions are met; 
 
a stabilised filter is placed and kept in a sealed filter holder assembly with the ends 
plugged, or; 
 
a stabilised filter is placed in a sealed  filter holder assembly which is then 
immediately placed in a sample line through which there is no flow. 
 
4.3.3. Calibration 
 
Each analyser shall be calibrated as often as necessary and in any case in the month 
before type approval testin g and at least once every six months for verifying 
conformity of production. 
 
The calibration method to be used is descri bed in Appendix 6 to this annex for the 
analysers referred to in paragraph 4.3.1. above. 
 
4.4. Volume measurement  
 
4.4.1. The method of measuring total dilute exha ust volume incorporated in the constant 
volume sampler shall be such that measurement is accurate to $ 2 per cent. 
 
4.4.2. Constant volume sampler calibration 
 
The constant volume sampler system volume measurement device shall be 
calibrated by a method sufficient to ensure the prescribed accuracy and at a 
frequency sufficient to maintain such accuracy. 
 
An example of a calibration procedure wh ich will give the required accuracy is 
given in Appendix 6 to this annex. The method shall utilise a flow metering device 
which is dynamic and suitable for the hi gh flow-rate encountered in constant 
volume sampler testing. The device shall be of certified accuracy traceable to an 
approved national or in ternational standard. L 375/318 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 97 Annex 2 – Appendix 1 
  
4.5. Gases  
 
4.5.1. Pure gases 
 
The following pure gases shall be available, if necessary, for calibration and 
operation: 
 
purified nitrogen: 
(purity: $ 1 ppm C, $ 1 ppm CO, $ 400 ppm CO 2, $ 0.1 ppm NO); 
 
purified synthetic air: 
(purity: Ṡ 1 ppm C, 1 ppm CO, 400 ppm CO 2, 0.1 ppm NO); oxygen content 
between 18 and 21 per cent volume; 
 
purified oxygen: (purity > 99.5 per cent vol. O 2); 
 
purified hydrogen (and mixtu re containing helium): 
(purity $ 1 ppm C, $ 400 ppm CO 2). 
 
carbon monoxide: (minimum purity 99.5 per cent) 
 
propane: (minimum purity 99.5 per cent). 
 
4.5.2. Calibration and span gases 
 
Mixtures of gases having the following ch emical compositions shall be available: 
 
C8 H8 and purified synthetic air (see paragraph 4.5.1. of this annex); 
 
CO and purified nitrogen; 
 
CO 2 and purified nitrogen; 
 
NO and purified nitrogen.  (The amount of NO 2 contained in this calibration gas 
shall not exceed 5 per cent of the NO content.) 
 
The true concentration of a calibration gas shall be within $ 2 per cent of the stated 
figure. 
 27.12.2006 EN Official Journal of the European Union L 375/319
 
The concentrations specified in Appendix 6 to this annex may also be obtained by 
means of a gas divider, diluting with purified N 2 or with purified synthetic air. The 
accuracy of the mixing device shall be such that the concentrations of the diluted 
calibration gases may be determined to within $ 2 per cent. 
 
4.6. Additional equipment  
 
4.6.1. Temperatures 
 
The temperatures indicated in Appendix 8 shall be measured with an accuracy 
of $ 1.5 K. 
 
4.6.2. Pressure 
 
The atmospheric pressure shall be measurable to within $ 0.1 kPa. 
 
4.6.3. Absolute humidity 
 
The absolute humidity (H) shall be measurable to within $ 5 per cent. 
 
The exhaust gas-sampling system shall be  verified by the method described in 
paragraph 3. of Appendix 7 to this annex.  
 
The maximum permissible deviation between the quantity of gas introduced and 
the quantity of gas measured is 5 per cent. 
 
5. PREPARING THE TEST 
 
5.1. Adjustment of inertia simulators to the vehicle's translatory inertias  
 
An inertia simulator shall be used enabling a total inertia of the rotating masses to 
be obtained proportional to the refere nce mass within the following limits: 
 L 375/320 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 99 Annex 2 – Appendix 1 
  
 
Reference mass of vehicle RW(kg)  
Equivalent inertia I (kg)  
RW % 480  
455 
 
480 < RW % 540  
510 
540 < RW % 595  
570 
595 < RW % 650  
625 
650 < RW % 710  
680  
710 < RW % 765  
740 
 
765 < RW % 850  
800 
 
850 < RW % 965  
910 
 
965 < RW % 1080  
1020 
 
1080 < RW % 1190  
1130 
 
1190 < RW % 1305  
1250 
 
1305 < RW % 1420  
1360 
 
1420 < RW % 1530  
1470 
 
1530 < RW % 1640  
1590 
 
1640 < RW % 1760  
1700 
 
1760 < RW % 1870  
1810 
 
1870 < RW % 1980  
1930 
 
1980 < RW % 2100  
2040 
 
2100 < RW % 2210  
2150 
 
2210 < RW % 2380  
2270 
 
2380 < RW % 2610  
2270 
 
2610 < RW  
2270 
 
If the corresponding equivalent inertia is not available on the dynamome ter, the larger value 
closest to the vehicle reference mass will be used. 
 
5.2. Setting of dynamometer  
 
The load shall be adjusted according to methods described in paragraph 4.1.5. above. 27.12.2006 EN Official Journal of the European Union L 375/321
 
 
 
The method used and the values obtaine d (equivalent inertia - characteristic 
adjustment parameter) shall be recorded in the test report. 
 
5.3. Conditioning of vehicle  
 
5.3.1. For compression-ignition engined vehicles for the purpose of measuring particulates, 
at most 36 hours and at least 6 hours before testing, the Part Two cycle described in 
Appendix 1 to this annex sha ll be used. Three consecutive cycles shall be driven. The 
dynamometer setting shall be indicat ed in paragraphs 5.1. and 5.2. above. 
 
At the request of the manufacturer, vehicles fitted with positive-ignition engines may 
be preconditioned with one Part One and two Part Two driving cycles. 
 
After this preconditioning, specific for compression-ignition engines, and before 
testing, compression-ignition and positive-ignition engined vehicles shall be kept in a 
room in which the temperature remains relatively constant between 293 and 303 K 
(20 and 30 °C). This conditioning shall be  carried out for at least six hours and 
continue until the engine oil temperature and coolant, if any, are within $ 2 K of the 
temperature of the room. 
 
5.3.1.1. If the manufacturer so requests, the test shall be carried out not later than 30 hours 
after the vehicle has been run at its normal temperature. 
 
5.3.1.2. For positive-ignition engined vehicles fue lled with LPG or NG or so equipped that 
they can be fuelled with either petrol or LPG or NG, between the tests on the first 
gaseous reference fuel and the second gaseous reference fuel, the vehicle shall be 
preconditioned before the test on the second reference fuel.  This preconditioning is 
done on the second reference fuel by driving a preconditioning cycle consisting of 
one Part One (urban part) and two times Part Two (extra-urban part) of the test cycle 
described in Appendix 1 to this annex.  On the manufacturer’s request and with the 
agreement of the technical service this  preconditioning may be extended.  The 
dynamometer setting shall be the one indicated in paragraphs 5.1. and 5.2. of this 
annex. 
 
5.3.2. The tyre pressures shall be the same as th at specified by the manufacturer and used 
for the preliminary road test for brake adjustment. The tyre pressure may be 
increased by up to 50 per cent from the manufacturer's recommended setting in the 
case of a two-roller dynamometer. The actual pressure used shall be recorded in the 
test report. 
 L 375/322 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 101 Annex 2 – Appendix 1 
 6. PROCEDURE FOR BENCH TESTS 
 
6.1. Special conditions for carrying out the cycle  
 
6.1.1. During the test, the test cell temperatur e must be between 293 K and 303 K (20° and 
30° C). The absolute 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 H20/kg dry air) 
 
6.1.2. The vehicle shall be approximately horiz ontal during the test so as to avoid any 
abnormal distribution of the fuel. 
 
6.1.3. A current of air of variable speed shall be blown over the vehicle. The blower speed 
shall be such that, within the operating range of 10 km/h to at least 50 km/h, the 
linear velocity of the air at the blower outlet is within $ 5 km/h of the corresponding 
roller speed. The final selection of the blower shall have the following 
characteristics:  
 
Area: at least 0.2 m2; 
Height of the lower edge above ground: approximately 20 cm; 
Distance from the front of the vehicle: approximately 30 cm. 
 
s an alternative the blower speed shall be fixed at an air speed of at least 6 m/s 
(21.6 km/h).  
 
For special vehicles (e. g. va ns, off-road), the height of the cooling fan can also be 
modified at the request of the manufacturer. 
 
6.1.4. During the test the speed is recorded agai nst time or collected by the data-acquisition 
system so that the correctness of th e cycles performed can be assessed. 
 
6.2. Starting-up the engine  
 
6.2.1. The engine shall be started up by mean s of the devices provided for this purpose 
according to the manufacturer's instructions , as incorporated in the drivers' handbook 
of production vehicles. 
 
6.2.2. The first cycle starts on the initiation of the engine start-up procedure. 
 
6.2.3. In the case of the use of LPG or NG as a fuel it is permissible that the engine is 
started on petrol and switched to LPG or NG after a predetermined period of time 
which cannot be changed by the driver. 
 27.12.2006 EN Official Journal of the European Union L 375/323
 
6.3. Idling  
 
6.3.1. Manual-shift or semi-automa tic gearbox, see Appendix 1 to this annex, tables 1.2 
and 1.3. 
 
6.3.2. Automatic-shift gearbox 
 
After initial engagement the selector shall not be operated at any time during the test 
except in the case specified in paragraph 6.4.3. below or if the selector can actuate 
the overdrive, if any. 
 
6.4. Accelerations  
 
6.4.1. Accelerations shall be so performed that th e rate of acceleration is as constant as 
possible throughout the operation. 
 
6.4.2. If an acceleration cannot be carried out in  the prescribed time, the extra time required 
shall be deducted from the time allowed for changing gear, if possible, but otherwise 
from the subsequent steady-speed period. 
 
6.4.3. Automatic-shift gearboxes 
 
If an acceleration cannot be carried out in the prescribed time, the gear selector shall 
operate in accordance with require ments for manual-shift gearboxes. 
 
6.5. Decelerations  
 
6.5.1. All decelerations of the elementary urba n cycle (Part One) shall be effected by 
removing the foot completely from the accelerator, the clutch remaining engaged.  
The clutch shall be disengaged, without use of the gear lever, at the higher of the 
following speeds:  10 km/h or the speed corresponding to the engine idle speed. 
 
All decelerations of the extra-urban cycle (Part Two) shall be effected by removing 
the foot completely from the accelerator, the clutch remaining engaged. The clutch 
shall be disengaged, without use of the gear lever, at a speed of 50 km/h for the last 
deceleration. 
 
6.5.2. If the period of deceleration is longer than that prescribed for the corresponding 
phase, the vehicle's brakes shall be used to enable the timing of the cycle to be 
complied with. 
 
6.5.3. If the period of deceleration is shorter than that prescribed for the corresponding 
phase, the timing of the theoretical cycle shall be restored by constant speed or idling 
period merging into the following operation. 
 L 375/324 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 103 Annex 2 – Appendix 1 
 6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers) of the 
elementary urban cycle (Part One) the gears shall be placed in neutral and the clutch 
engaged. 
 
6.6. Steady speeds  
 
6.6.1. "Pumping" or the closing of the thro ttle shall be avoide d when passing from 
acceleration to the following steady speed. 
 
6.6.2. Periods of constant speed shall be achieved by keeping the accelerator position fixed. 
 
 
7. PROCEDURE FOR SAMPLING AND ANALYSIS 
 
7.1. Sampling  
 
Sampling shall begin (BS) before or at the initiation of the engine start up procedure 
and end on conclusion of the final idling pe riod in the extra-urban cycle (Part Two, 
end of sampling (ES) or, in the case of test  Type VI, on conclusion of the final idling 
period of the last elementa ry urban cycle (Part One). 
 
7.2. Analysis  
 
7.2.1. The exhaust gases contained in the bag sha ll be analysed as soon as possible and in 
any event not later than 20 minutes after the end of the test cycle. The spent 
particulate filters shall be  taken to the chamber no later than one hour after 
conclusion of the test on the exhaust ga ses and shall there be conditioned for 
between 2 and 36 hours and then be weighed. 
 
7.2.2. Prior to each sample analysis, the analyser range to be used for each pollutant shall 
be set to zero with the appropriate zero gas. 
 
7.2.3. The analysers shall then be set to the calibration curves by means of span gases of 
nominal concentrations of 70 to 100 per cent of the range. 
 
7.2.4. The analysers' zeros shall then be rechecked. If the reading differs by more than 2 
per cent of the range from that set in pa ragraph 7.2.2. above, the procedure shall be 
repeated. 
 
7.2.5. The samples shall then be analysed. 
 
7.2.6. After the analysis, zero and span points sh all be rechecked using the same gases. If 
these rechecks are within $ 2 per cent of those in paragraph 7.2.3. above, the 
analysis shall be considered acceptable. 
 27.12.2006 EN Official Journal of the European Union L 375/325
 
7.2.7. At all points in this paragraph, the flow-rat es and pressures of the various gases shall 
be the same as those used during calibration of the analysers. 
 
7.2.8. The figure adopted for the content of th e gases in each of the pollutants measured 
shall be that read off after stabilisation of the measuring device. Hydrocarbon mass 
emissions of compression-ignition engines shall be calculated from the integrated 
HFID reading, corrected for varying flow if necessary, as shown in Appendix 5 to 
this annex. 
 
 
8. DETERMINATION OF THE QUANTITY OF GASEOUS AND PARTICULATE 
POLLUTANTS EMITTED 
 
8.1. The volume considered  
 
The volume to be considered shall be corrected to conform to the conditions of 
101.33 kPa and 273.2 K. 
 
8.2. Total mass of gaseous and particulate pollutants emitted  
 
The mass M of each pollutant emitted by the vehicle during the test shall be 
determined by obtaining the product of th e volumetric concentr ation and the volume 
of the gas in question, with due regard for the following densities under above-
mentioned reference conditions: 
 
In the case of carbon monoxide (CO):  d = 1.25 g/l 
 
In the case of hydrocarbons: 
 
for petrol (CH 1.85)  d = 0.619 g/1 
for diesel (CH l.86)  d = 0.619 g/1 
for LPG (CH 2.525)  d = 0.649 g/l 
or NG (CH 4)  d = 0.714 g/l 
 
In the case of nitrogen oxides (NO x): d = 2.05 g/1 
 
The mass m of particulate pollutant emissions from the vehicle during the test shall 
be defined by weighing the mass of particulates collected by the two filters, m 1 by 
the first filter, m 2 by the second filter: 
 
if 0.95 (m 1 + m 2) % m1, m = m 1, 
if 0.95 (m 1 + m 2) > m 1, m = m 1 + m 2, 
if m 2 > m 1, the test is cancelled. 
 L 375/326 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 105 Annex 2 – Appendix 1 
 
Appendix 8 to this annex gives calcula tions, followed by examples, used to 
determine the mass emissions of ga seous and particulate pollutants. 
 27.12.2006 EN Official Journal of the European Union L 375/327
 
Annex 4 - Appendix 1  
 
BREAKDOWN OF THE OPERATING CYCLE USED FOR THE TYPE I TEST 
 
1. OPERATING CYCLE 
 
The operating cycle, made up of a Part On e (urban cycle) and Part Two (extra-
urban cycle), is illustrated in Figure 1/1. 
 
2. ELEMENTARY URBAN CYCLE (Part One) 
 
(See figure 1/2 and table 1.2.) 
 
2.1. Breakdown by phases: 
 
  Time (s)   per cent 
 Idling  60  30.8  35.4 
 
Idling, vehicle moving, clutch engaged on one 
combination  
9  4.6   
 Gear-changing  8  4.1   
 Accelerations  36  18.5   
 Steady-speed periods  57  29.2   
 Decelerations  25  12.8   
 
  
195  100  
 
 
2.2. Breakdown by use of gears  
 
  Time (s)   per cent 
 Idling  60  30.8  
35.4 
 
Idling, vehicle moving, clutch engaged on one 
combination  
9  4.6  
 
 
Gear-changing  8  4.1  
 
 
First gear  24  12.3  
 
 
Second gear  53  27.2  
 
 Third gear   41  21 
 
 
  195  100  
 
 
 L 375/328 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 107 Annex 2 – Appendix 1 
 2.3. General information: 
 
Average speed during test :  19 km/h 
Effective running time :  195 s 
Theoretical distance covered per cycle : 1.013 km 
Equivalent distance for the four cycles : 4.052 km 27.12.2006 EN Official Journal of the European Union L 375/329
 
Figure 1/1  
 
Operating cycle for the Type I test 
Elementary urban cycle
Part OnePart Two
195195195195400
1180Time (s)
0 102030405060708090100
110
120
Speed (km/h)
BSES
BS: Beginning of sampling, engine startES: End of sampling
 
 
 
 L 375/330 EN Official Journal of the European Union 27.12.2006
Appendix 1 
 
 Table 1.2 
 Elementary urban operating cycle on the chassis dynamometer (Part One) 
 
 
Duration of each  No. of 
operation  Operation  Phase  Acceleration 
 (m/s2)  
Speed 
(km/h)  
Operation   (s)  
Phase  (s)  
Cumulative 
time 
(s)  
Gear to be used in 
the case of a 
manual gearbox 
 1  Idling  1      
11  
11  
11  
6 s PM + 5 s K 1 
(*) 
 2  Acceleration  2  
1.04  
0-15  
4  
4  
15  
1 
 3  Steady speed  3    
15  
9  
8  
23  
1 
 4  Deceleration  4  
-0.69  
15-10  
2  
5  
25  
1 
 5  Deceleration, 
clutch disengaged    
-0.92  
10-0  
3    
28  
K1 (*) 
 6  Idling  5      
21  
21  
49  
16 s PM + 5 s K 1 
(*) 
 7  Acceleration  6  
0.83  
0-15  
5  
12  
54  
1 
 
8  Gear change      
2  
56   
 9  Acceleration   
 
0.94  
15-32  
5   
 
61  
2 
 
10  Steady speed  
7    
32  
24  
24  
85  
2 
 11  Deceleration  
8  
-0.75  
32-10  
8  
11  
93  
2 
 27.12.2006 EN Official Journal of the European Union L 375/331
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
(*)   PM = gearbox in neutral, clutch engaged.     K 1, K2 = first or second gear engaged, clutch disengaged. 
 
  
12  Deceleration, 
clutch disengaged   
-0.92 10-0 3  96 K 2 (*) 
 13  Idling  
9  
0-15  
0-15  
21    
117  
16 s PM + 5 s K 1 
(*) 
 14  Acceleration  
10      
5  
26  
122  
1 
 15  Gear change      
2  
124   
 16  Acceleration  
0.62  
15-35  
9  
133  
2 
 17  Gear change      
2  
135   
 18  Acceleration   
 
0.52  
35-50  
8   
 
143  
3 
 19  Steady speed  
11    
50  
12  
12  
155  
3 
 20  Deceleration  
12  
-0.52  
50-35  
8  
8  
163  
3 
 21  Steady speed  
13    
35  
13  
13  
176  
3 
 22  Gear change  
14      
2  
12  
178   
 23  Deceleration  
-0.99  
35-10  
7  
185  
2 
 24  Deceleration 
clutch disengaged   
 -0.92  10-0  3   
 188  K
2 (*) 
 25  Idling  15      7  7  195  7 s PM (*) L 375/332 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 111 Annex 2 – Appendix 1 
 
Figure 1/2
 
 
Elementary urban cycle for the Type I test 
1148232152524832152928128132737
1148521122411212612813127
1
1111
122222
3333
K1K1K1K1
K2 PM
PMPM
R
R
RR
K2
K
K
K
K
050100200
150
2341 5678910111213141516171819202122232425
204060V km/h
10 km/h
15 km/h
32 km/h
35 km/h
50 km/hKEY1 = first gear
K = declutching
PM = neutralK   K   = declutching,
           first or second gear engaged
12 2 = second gear
R = idling
3 = third gear= gear changing= speed (± 2 km/h) and
time (± 1.0 seconds) tolerances
are combined geometrically
for each point as shown in the inset12345t (s)
1 2 3 4 5V (km/h)
Theoretical graphof cycle
+1 s
-1 s- 2 km/h + 2 km/hEND  OF CYCLE: 195 seconds
Partial phase times
Sequence numbers
Sequence times
Seconds
 27.12.2006 EN Official Journal of the European Union L 375/333
 
     
3. EXTRA-URBAN CYCLE (Part Two) 
 
 (See Figure 1/3 and Table 1.3.) 
 
3.1. Breakdown by phases: 
 
 
  
Time (s)  
per cent 
 
Idling:  
20  
5.0 
 
Idling, vehicle moving, clutch 
engaged on one combination:  
20  
5.0 
 
Gear-shift:  
6  
1.5 
 
Accelerations:  
103  
25.8 
 
Steady-speed periods:  
209  
52.2 
 
Decelerations:  
42  
10.5 
   
400  
100 
 
3.2. Breakdown by use of gears: 
 
   
Time (s)  
per cent 
 
Idling:  
20  
5.0 
 
Idling, vehicle moving, clutch 
engaged on one combination:  
20  
5.0 
 
Gear-shift:  
6  
1.5 
 
First gear:  
5  
1.3 
 
Second-gear  
9  
2.2 
 
Third gear:  
8  
2 
 
Fourth gear:  
99  
24.8 
 
Fifth gear:  
233  
58.2 
   
400  
100 
 L 375/334 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 113 Annex 2 – Appendix 1 
 3.3. General information 
 
Average speed during test: 62.6 km/h 
Effective running time: 400 s 
Theoretical distance covered per cycle: 6.955 km 
Maximum speed: 120 km/h 
Maximum acceleration: 0.833 m/s2 
Maximum deceleration: -1.389 m/s2 
 27.12.2006 EN Official Journal of the European Union L 375/335
 
Table 1.3  
 
Extra-urban cycle (Part Two) for the Type I test 
 
 
Duration of each  
No. of 
operation  
Operation  
Phase  
Acceleration 
(m/s2)  
Speed 
(km/h)  
Operation  (s)  
Phase (s)  
Cumulative 
time 
(s)  
Gear to be 
used in the 
case of a 
manual 
gearbox 
 
1  
Idling  
1  
    
20  
20  
20  
K1  (1) 
 
2  
Acceleration  
0.83  
0  
5  
25  
1 
 
3  
Gear change      
2  
27  
- 
 
4  
Acceleration  
0.62  
15-35  
9  
36  
2 
 
5  
Gear change      
2  
38  
- 
 
6  
Acceleration  
0.52  
35-30  
8  
46  
3 
 
7  
Gear change  
12 
     
2  
41 
 
48  
- 
 
8  
Acceleration   
0.43  
50-70  
13   
61  
4 
 
9  
Steady speed  
3    
70  
50  
50  
111  
5 
 
10  
Deceleration  
4  
-0.69  
70-50  
8  
8  
119  
4  s.5 + 4  s.4 
 
11  
Steady speed  
5    
50  
69  
69  
188  
4 L 375/336 EN Official Journal of the European Union 27.12.2006
 
  
12  
Acceleration  
6  
0.43  
50-70  
13  
13  
201  
4 
 
13  
Steady speed  
7  
  
70  
50  
50  
251  
5 
 
14  
Acceleration  
8  
0.24  
70-100  
35  
35  
286  
5 
 
15  
Steady speed  (2)  
9    
100  
30  
30  
316  
5 (2) 
 
16  
Acceleration (2)  
10  
0.28  
100-120  
20  
20  
336  
5 (2) 
 
17  
Steady speed (2)  
11    
120  
10  
20  
346  
5 (2) 
 
18  
Deceleration  (2)  
-0.69  
120-80  
16  
34  
362  
5 (2) 
 
19  
Deceleration  (2)  
12 
 
-1.04  
80-50  
8    
370  
5 (2) 
 
20  
Deceleration, 
clutch disengaged   
1.39  
50-0  
10   
380  
K5 (1) 
 
21  
Idle  
13      
20  
20  
400  
PM (1) 
 
  
(1) PM = gearbox on neutral, clutch engaged. 
  K 1,K5 = first or second gear engaged, clutch disengaged 
 
(2) Additional gears can be used according to manufacturer reco mmendations if the vehicle is equipped with a transmission 
 with more than five gears. 
 
 27.12.2006 EN Official Journal of the European Union L 375/337
 
     
Figure 1/3
 
 
Extra-urban cycle (Part Two) for the Type I test 
1234567891011121314151617181920 21
0102030405060708090
100
110
120050100150200250300350400
Operation number
Speed (km/h)Time (s)
 
 
 
 L 375/338 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 117 Annex 2 – Appendix 1 
  
Annex 4 - Appendix 2  
 
CHASSIS DYNAMOMETER 
 
1.  DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED LOAD CURVE 
 
1.1.  Introduction 
 
In the event that the total resistance to progress on the road cannot be reproduced 
on the chassis dynamometer between sp eeds of 10 km/h and 120 km/h, it is 
recommended that a chassis dynamometer having the characteristics defined below 
should be used. 
 
1.2.  Definition 
 
1.2.1. The chassis dynamometer may have one or two rollers. 
The front roller shall drive, directly or indirectly, the inertial masses and the power 
absorption device. 
 
1.2.2. The load absorbed by the brake and th e chassis dynamometer internal frictional 
effects between the speeds of 0 and 120 km/h is as follows:  
 
F = (a + b.V2) Ṡ$ 0.1.F 80   (without being negative)  
 
where:  
 
F  = total load absorbed by the chassis dynamometer (N)  
a  = value equivalent to rolling resistance (N)  
b  = value equivalent to coeffici ent of air resistance (N/(km/h)2)  
V  = speed (km/h)  
F80 = load at 80 km/h (N). 
 
2. METHOD OF CALIBRATING THE DYNAMOMETER 
 
2.1.  Introduction 
 
This Appendix describes the me thod to be used to determine the load absorbed by a 
dynamometer brake. The load absorbed comprises the load absorbed by frictional 
effects and the load absorbed by the power-absorption device. 
 
The dynamometer is brought into operation beyond the range of test speeds. The 
device used for starting up the dynamometer is then disconnected: the rotational 
speed of the driven roller decreases. 27.12.2006 EN Official Journal of the European Union L 375/339
 
     
 
The kinetic energy of the rollers is dissi pated by the power-absorption unit and by 
the frictional effects. This method disregar ds variations in the roller's internal 
frictional effects caused by rollers with or  without the vehicle. The frictional effects 
of the rear roller shall be disregarded when the roller is free. 
 
2.2. Calibration of the load indicator to 80 k m/h as a function of the load absorbed. 
 
The following procedure shall be used (see also Figure 2/1): 
 
2.2.1. Measure the rotational speed of the roller if this has not already been done. A fifth 
wheel, a revolution counter or some other method may be used. 
 
2.2.2. Place the vehicle on the dynamometer or de vise some other me thod of starting-up 
the dynamometer. 
 
2.2.3. Use the flywheel or any other system of inertia simulation for the particular inertia 
class to be used. 
 L 375/340 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 119 Annex 2 – Appendix 1 
 
Figure 2/1
 
 
Diagram illustrating the power absorbed by the chassis dynamometer 
 
 
Ş = F = a + b · V2 Ƴ  = (a + b V2) - 0.1 · F 80 ® = (a + b · V2) + 0.1 · F 80 
 
 
2.2.4. Bring the dynamometer to a speed of 80 km/h. 
 
2.2.5. Note the load indicated F i (N) 
 
2.2.6. Bring the dynamometer to a speed of 90 km/h. 
 
2.2.7. Disconnect the device used to start-up the dynamometer. 
 
2.2.8. Note the time taken by th e dynamometer to pass from a speed of 85 km/h to a 
speed of 75 km/h. 
 
2.2.9. Set the power-absorption device at a different level. 
 
2.2.10. The requirements of paragraphs 2.2.4. to 2.2.9. shall be repeated sufficiently often 
to cover the range of loads used. 
  27.12.2006 EN Official Journal of the European Union L 375/341
 
     
2.2.11. Calculate the load absorb ed using the formula:  
 
 
 
where:  
 
F = load absorbed (N)  
Mi = equivalent inertia in kg (exc luding the inertial effects of  
   the free rear roller)  
Ț V = Speed deviation in m/s ( 10 km/h = 2.775 m/s)  
t = time taken by the roller to pass from 85 km/h to 75 km/h.  
 
 Figure 2/2 shows the load indicated at 80 k m/h in terms of load absorbed at 80 km/h. 
 
Figure 2/2  
 
Load indicated at 80 km/h in terms of load absorbed at 80 km/h 
 
 
2.2.13. The requirements of paragraphs 2.2.3. to  2.2.12. above shall be repeated for all 
inertia classes to be used. 
 
2.3. Calibration of the load indicator as a func tion of the absorbed load for other speeds. 
The procedures described in paragraph 2.2. above shall be repeated as often as 
necessary for the chosen speeds. 
 L 375/342 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 121 Annex 2 – Appendix 1 
 2.4. Verification of the load-absorption cu rve of the dynamometer from a reference 
setting at a speed of 80 km/h 
 
2.4.1. Place the vehicle on the dynamometer or de vise some other me thod of starting-up 
the dynamometer. 
 
2.4.2. Adjust the dynamometer to the absorbed load (F) at 80 km/h. 
 
2.4.3. Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h. 
 
2.4.4. Draw the curve F(V) and verify that  it corresponds to the requirements of 
paragraph 1.2.2. of this Appendix. 
 
2.4.5. Repeat the procedure set out in paragr aphs 2.4.1. to 2.4.4. above for other values of 
power F at 80 km/h and for other values of inertias. 
 
2.5. The same procedure shall be used  for force or torque calibration.  
 
3.  SETTING OF THE DYNAMOMETER 
 
3.1. Setting method 
 
3.1.1. Introduction 
 
This method is not a preferred method and sh all be used only with fixed load curve 
shape dynamometers for dete rmination of load setting at 80 km/h and cannot be 
used for vehicles with compression-ignition engines. 
 
3.1.2. Test instrumentation 
 
The vacuum (or absolute pressure) in the vehicle’s intake manifold shall be 
measured to an accuracy of ± 0.25 kPa.  It  shall be possible to record this reading 
continuously or at intervals of no more  than one second.  The speed shall be 
recorded continuously with a precision of $ 0.4 km/h. 
 
3.1.3. Road test 
 
3.1.3.1. Ensure that the requirements of paragra ph 4. of Appendix 3 to this annex are met. 
 
3.1.3.2. Drive the vehicle at a steady speed of 80 km/h, recording speed and vacuum (or 
absolute pressure) in accordance with the requirements of paragraph 3.1.2. above. 
 
3.1.3.3. Repeat procedure set out in paragraph 3.1.3.2.  above three times in each direction.  
All six runs must be comp leted within four hours. 
 27.12.2006 EN Official Journal of the European Union L 375/343
 
     
3.1.4. Data reduction and acceptance criteria 
 
3.1.4.1. Review results obtained in accordance  with paragraphs 3.1.3.2. and 3.1.3.3. above. 
(Speed must not be lower than 79.5 km/h or greater than 80.5 km/h for more than 
one second).  For each run, read  vacuum  level at one second intervals, calculate 
mean vacuum and standard deviation (s).  This calculation shall consist of no less 
than 10 readings of vacuum. 
 
3.1.4.2. The standard deviation must not exceed 10 per cent of the mean (v)  for each run. 
 
3.1.4.3. Calculate the mean value for the six runs (three runs in each direction). 
 
3.1.5. Dynamometer setting 
 
3.1.5.1. Preparation 
 
Perform the operations specified in paragraphs 5.1.2.2.1. to 5.1.2.2.4. of 
Appendix 3 to this annex. 
 
3.1.5.2. Load setting 
 
After warm-up, drive the vehicle at a steady speed of 80 km/h and adjust 
dynamometer load to reproduce the vacuum reading (v) obtained in accordance 
with paragraph 3.1.4.3. above.  Deviation fro m this reading shall be no greater 
than 0.25 kPa.  The same instruments shall be  used for this exercise as were used 
during the road test. 
 
3.2. Alternative method 
 
With the manufacturer’s agreement the following method may be used. 
 
3.2.1. The brake is adjusted so as to absorb th e load exerted at the driving wheels at a 
constant speed of 80 km/h, in accordance with the following table:  L 375/344 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 123 Annex 2 – Appendix 1 
  
 
 
 
3.2.2. In the case of vehicles other than passe nger cars, with a reference mass of more 
than 1,700 kg or vehicles with permanent all-wheel drive, the power values given 
in the table set out in paragraph 3.2.1. above are multiplied by the factor 1.3. 
 
 
 27.12.2006 EN Official Journal of the European Union L 375/345
 
     
Annex 4 - Appendix 3
 
 
RESISTANCE TO PROGRESS OF A VEHICLE MEASUREMENT METHOD  
ON THE ROAD SIMULATION ON A CHASSIS DYNAMOMETER 
 
1. OBJECT OF THE METHODS 
 
The object of the methods defined below is to measure the resistance to progress of 
a vehicle at stabilised speeds on the road and to simulate this resistance on a 
dynamometer, in accordance with the c onditions set out in paragraph 4.1.5. of 
Annex 4. 
 
2. DEFINITION OF THE ROAD 
 
The road shall be level and sufficiently long to enable the measurements specified 
below to be made. The slope sh all be constant to within $ 0.1 per cent and shall not 
exceed 1.5 per cent. 
 
3. ATMOSPHERIC CONDITIONS 
 
3.1. Wind 
 
Testing shall be limited to wind speeds averaging less than 3 m/s with peak speeds 
of less than 5 m/s. In addition, the vector component of the wind speed across the 
test road shall be less than 2 m/s. Wind ve locity shall be measured 0.7 m above the 
road surface. 
 
3.2. Humidity 
 
The road shall be dry. 
 
3.3. Pressure - Temperature 
 
Air density at the time of the test shall not deviate by more than $ 7.5 per cent 
from the reference conditions, P = 100 kPa and T = 293.2 K. 
 
4. VEHICLE PREPARATION 1 / 
 
4.1. Selection of the test vehicle 
 
                                                 
1/ For HEV, and until uniform technical provisions have been established, the 
manufacturer will agree with the technical service concerning the status of the vehicle when performing the test as defined in this appendix. L 375/346 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 125 Annex 2 – Appendix 1 
 
If not all variants of a vehicle type are measured, the following criteria for the 
selection of the test vehicle shall be used. 
 
4.1.1. Body  
 
If there are different types of body, th e test shall be performed on the least 
aerodynamic body.  The manufacturer shall provide the necessary data for the 
selection.  
 
4.1.2. Tyres  
 
The widest tyre shall be chosen. If there are more than three tyre sizes, the widest 
minus one shall be chosen. 
 
4.1.3. Testing mass 
 
The testing mass shall be the reference mass of the vehicle with the highest inertia 
range. 
 
4.1.4. Engine 
 
The test vehicle shall have the largest heat exchanger(s). 
 
4.1.5. Transmission  
 
A test shall be carried out with each type of the following transmission: 
 
front-wheel drive  
rear-wheel drive  
full-time 4 x 4  
part-time 4 x 4  
automatic gearbox  
manual gearbox 
 
4.2. Running-in 
 
The vehicle shall be in normal running order and adjustment after having been 
run-in for at least 3,000 km.  The tyres sh all be run-in at the same time as the 
vehicle or have a tread depth within 90 and 50 per cent of the initial tread 
depth. 
 
4.3. Verifications 
 27.12.2006 EN Official Journal of the European Union L 375/347
 
     
The following checks shall be made in accordance with the manufacturer's 
specifications for the use considered: 
 
wheels, wheel trims, tyres (make, type, pressure), 
front axle geometry, 
brake adjustment (elimination of parasitic drag), lubrication of front and rear axles, 
adjustment of the suspension and vehicle level, etc. 
 
4.4. Preparation for the test 
 
4.4.1. The vehicle shall be loaded to its referen ce mass.  The level of the vehicle shall be 
that obtained when the centre of gravity of the load is situated midway between the 
'R' points of the front outer seats and on a straight line passing through those 
points. 
 
4.4.2. In the case of road tests, the windows of th e vehicle shall be closed.  Any covers of 
air climatisation systems, headlamps, et c. shall be in the non-operating position. 
 
4.4.3. The vehicle shall be clean. 
 
4.4.4. Immediately prior to the test, the vehi cle shall be brought to normal running 
temperature in an appropriate manner. 
 
5. METHODS 
 
5.1. Energy variation during coast-down method 
 
5.1.1. On the road 
 
5.1.1.1. Test equipment and error 
 
Time shall be measured to an error lower than ± 0.1 s. 
Speed shall be measured to an error lower than ± 2 per cent. 
 
5.1.1.2. Test procedure 
 
5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen test speed V. 
 
5.1.1.2.2. Place the gearbox in 'neutral' position 
 
5.1.1.2.3. Measure the time taken (t 1) for the vehicle to decelerate from speed 
 
V2 = V + ȚV   km/h   to   V 1 = V - ȚV   km/h 
 
5.1.1.2.4. Perform the same test in  the opposite direction: t 2 L 375/348 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 127 Annex 2 – Appendix 1 
 
 
5.1.1.2.5. Take the average T of the two times t 1 B t2 
 
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p) of the average 
 
is not more than 2 per cent  (p % 2 per cent) 
 
The statistical accuracy (p) is defined by: 
 
where: 
 
t = coefficient given by the table below, 
n = number of tests,   
s = standard deviation   
 
 
n  
4  
5  
6  
7  
8  
9  
10  
11  
12  
13  
14  
15 
 
t  
3.2  
2.8  
2.6  
2.5  
2.4  
2.3  
2.3  
2.2  
2.2  
2.2  
2.2  
2.2 
 
nt/   
1.6  
1.25  
1.06  
0.94  
0.85  
0.77  
0.73  
0.66  
0.64  
0.61  
0.59  
0.57 
 
5.1.1.2.7. Calculate the power by the formula: 
 
 
  
where: 
 
P is expressed in kW, 
 
V = speed of the test in m/s, 
 
ȚV = speed deviation from speed V, in m/s 
 
M = reference mass in kg 
 
 
Å
?//n
i nTTi
1 12) ( 27.12.2006 EN Official Journal of the European Union L 375/349
 
     
T = time in seconds (s) 
 
5.1.1.2.8. The power (P) determined on the track shall be corrected to the reference 
ambient conditions as follows: 
 
 P Corrected   =  K . P Measured   
 
K = *+]_××
ØÖ
ÇÇ
ÈÆ-/-pp
RRttKRR
TAERO
R
TR 0
0 . 1 
 
where: 
 
RR =  rolling resistance at speed V  
RAERO  =  aerodynamic drag at speed V  
RT =  total driving resistance = R R + R AERO 
KR =  temperature correction factor of rolling resistance, taken to be 
  equal to: 8.64 C 10-3/°C, or the manufacturer’s correction 
actor that is approved by the authority 
t   = road test ambient temperature in °C 
t0 = reference ambient temperature = 20 °C  
ʼ = air density at the test conditions  
ʼ0 = air density at the referenc e conditions (20 °C, 100 kPa)  
 
The ratios R R/RT and R AERO/RT shall be specified by the vehicle manufacturer 
based on the data normally available to the company. 
 
If these values are not available, subject to the agreement of the manufacturer 
and the technical service concerned, the figures for the rolling/ total resistance 
given by the following formula may be used: 
 
 
 
where: 
 M = vehicle mass in kg,  
   and for each speed the coefficients a and b are shown in the following table: 
 
V (km/h) a b L 375/350 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 129 Annex 2 – Appendix 1 
 
20 
40 60 80 
100 120 7.24 C 10
-5 
1.59 C 10-4 
1.96 C 10-4 
1.85 C 10-4 
1.63 C 10-4 
1.57 C 10-4 0.82 0.54 0.33 0.23 0.18 0.14 
 
 
 
5.1.2. On the dynamometer 
 
5.1.2.1. Measurement equipment and accuracy 
 
The equipment shall be identical to that used on the road. 
 
5.1.2.2. Test procedure 
 
5.1.2.2.1. Install the vehicle on the test dynamometer. 
 
5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required by the 
dynamometer. 
 
5.1.2.2.3. Adjust the equivalent  inertia of the dynamometer. 
 
5.1.2.2.4. Bring the vehicle and dynamomete r to operating temperature in a suitable 
manner. 
 
5.1.2.2.5. Carry out the operations specified  in paragraph 5.1.1.2. above (with the 
exception of paragraphs 5.1.1.2.4. and 5.1.1.2.5.), replacing M by I in the 
formula set out in paragraph 5.1.1.2.7. 
 
5.1.2.2.6. Adjust the brake to reproduce the corrected power (paragraph 5.1.1.2.8.) and to 
take into account the difference between the vehicle mass (M) on the track and 
the equivalent inertia test mass (I) to be used.  This may be done by calculating 
the mean corrected road coast down time from V 2 to V 1 and reproducing the 
same time on the dynamometer by the following relationship:  
 
 
  
K = value specified in paragraph 5.1.1.2.8. above. 
 27.12.2006 EN Official Journal of the European Union L 375/351
 
     
5.1.2.2.7. The power P
a to be absorbed by the dynamometer shall be determined in order 
to enable the same power (paragraph 5.1.1.2.8.) to be reproduced for the same 
vehicle on different days.  
 
5.2. Torque measurements method at constant speed 
 
5.2.1. On the road 
 
5.2.1.1. Measurement equipment and error 
 
Torque measurement shall be carried out with an appropriate measuring device 
accurate to within $ 2 per cent. 
 
Speed measurement shall be accurate to within $ 2 per cent. 
 
5.2.1.2. Test procedure 
 
5.2.1.2.1. Bring the vehicle to the chosen stabilised speed V. 
 
5.2.1.2.2. Record the torque C t and speed over a period of at least 20 seconds. The 
accuracy of the data recording system shall be at least $ 1 Nm for the torque 
and $ 0.2 km/h for the speed. 
 
5.2.1.2.3. Differences in torque C t and speed relative to time shall not exceed 5 per cent 
for each second of the measurement period. 
 
5.2.1.2.4. The torque C t1 is the average torque derived from the following   formula: 
 
 
  
 
 
5.2.1.2.5. The test shall be carried out three times in each direction. Determine the 
average torque from these six measurements for the reference speed. If the 
average speed deviates by more than 1 km/h from the reference speed. a linear 
regression shall be used for calculating the average torque. 
 
5.2.1.2.6. Determine the average of these two torques C t1 and C t2, i.e. C t. 
 
5.2.1.2.7. The average torque C T determined on the track shall be corrected to the 
reference ambient conditions as follows: 
 
CTcorrected   =  K . C Tmeasured   L 375/352 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 131 Annex 2 – Appendix 1 
 
 
where K has the value specified in paragraph 5.1.1.2.8. of this appendix. 
 
5.2.2. On the dynamometer 
 
5.2.2.1. Measurement equipment and error 
 
The equipment shall be identical to that used on the road. 
 
5.2.2.2. Test procedure 
 
5.2.2.2.1. Perform the operations specified in paragraphs 5.1.2.2.1. to 5.1.2.2.4. above. 
 
5.2.2.2.2. Perform the operations specified in paragraphs 5.2.1.2.1. to 5.2.1.2.4. above. 
 
5.2.2.2.3. Adjust the power absorption unit to  reproduce the corrected total track torque 
indicated in paragraph 5.2.1.2.7. above. 
 
5.2.2.2.4. Proceed with the same operations as in paragraph 5.1.2.2.7., for the same 
purpose. 
 
 27.12.2006 EN Official Journal of the European Union L 375/353
 
     
Annex 4 - Appendix 4
 
 
 
VERIFICATION OF INERTIAS OTHER THAN MECHANICAL 
 
1. OBJECT 
 
The method described in this appendix makes it possible to check that the 
simulated total inertia of the dynamometer is carried out satisfactorily in the 
running phase of the operating cycle. The manufacturer of the dynamometer shall 
specify a method for verifying the specifica tions according to paragraph 3. below. 
 
2.  PRINCIPLE 
  
2.1. Drawing-up working equations 
 
Since the dynamometer is subjected to variations in the rotating speed of the 
roller(s), the force at the surface of the roller(s) can be expressed by the formula: 
 
 
  
where: 
 
F  = force at the surface of the roller(s), 
 
I  = total inertia of the dynamometer (equivalent inertia of the vehicle: see the 
table in paragraph 5.1.), 
 
IM = inertia of the mechanical masses of the dynamometer, 
 
ʱ  = tangential acceleration at roller surface, 
 
F1 =  inertia force. 
 
Note :  An explanation of this formula with reference to dynamometers with 
mechanically simulated inertia’s is appended. 
 
Thus, total inertia is expressed as follows: 
 
 I = I m+ F 1 /ʱ 
 L 375/354 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 133 Annex 2 – Appendix 1 
 
where: 
 
Im can be calculated or measured by traditional methods, 
 
F1 can be measured on the dynamometer, 
 
ʱ can be calculated from the peripheral speed of the rollers. 
 
The total inertia (I) will be  determined during an acceleration or deceleration test 
with values higher than or equal to  those obtained on an operating cycle. 
 
2.2. Specification for the calculation of total inertia 
 
The test and calculation methods shall ma ke it possible to determine the total 
inertia I with a relative error ( ÇI/I) of less than ± 2 per cent. 
 
3.  SPECIFICATION 
 
3.1. The mass of the simulated total inertia I shall remain the same as the theoretical 
value of the equivalent inertia (see paragr aph 5.1. of Annex 4) within the following 
limits: 
 
3.1.1. $ 5 per cent of the theoretical value for each instantaneous value; 
 
3.1.2. $ 2 per cent of the theoretical value for the average value calculated for each 
sequence of the cycle. 
 
3.2. The limit given in paragraph 3.1.1. above is brought to $ 50 per cent for one 
second when starting and, for vehicles w ith manual transmission, for two seconds 
during gear changes. 
 
4. VERIFICATION PROCEDURE 
  
4.1. Verification is carried out during ea ch test throughout the cycle defined in 
paragraph 2.1. of Annex 4. 
 
4.2. However, if the requirements of paragr aph 3. above are met, with instantaneous 
accelerations which are at least three times greater or smaller than the values 
obtained in the sequences of the theoretical  cycle, the verification described above 
will not be necessary. 
 27.12.2006 EN Official Journal of the European Union L 375/355
 
     
Annex 4 - Appendix 5
 
 
DEFINITION OF GAS-SAMPLING SYSTEMS 
 
1.  INTRODUCTION 
 
1.1.  There are several types of sampling devices capable of meeting the requirements 
set out in paragraph 4.2. of Annex 4.  
 
The devices described in paragraphs 3.1. and 3.2. shall be deemed acceptable if 
they satisfy the main criteria relating to the variable dilution principle. 
 
1.2. In its communications, the laboratory sh all mention the system of sampling used 
when performing the test. 
 
2. CRITERIA RELATING TO THE VARIABLE-DILUTION SYSTEM FOR 
MEASURING EXHAUST-GAS EMISSIONS 
  
2.1.  Scope  
 
This section shall specify the operating characteristics of an exhaust-gas sampling 
system intended to be used for measurin g the true mass emissions of a vehicle 
exhaust in accordance with the provisions of this Regulation. 
 
The principle of variable-dilution samp ling for measuring mass emissions shall 
require three conditions to be satisfied: 
 
2.1.1. The vehicle exhaust gases shall be continuously diluted with ambient air under 
specified conditions; 
 
2.1.2. The total volume of the mixture of exha ust gases and dilution air shall be measured 
accurately; 
 
2.1.3. A continuously proportiona l sample of the diluted exha ust gases and the dilution air 
shall be collected for analysis. 
 
Mass gaseous emissions shall be dete rmined from the proportional sample 
concentrations and the total volume m easured during the test. The sample 
concentrations shall be corrected to take account of the pollutant content of the 
ambient air. 
 
In addition, where vehicles are equipped  with compression-ignition engines, their 
particulate emissions shall be plotted. 
 L 375/356 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 135 Annex 2 – Appendix 1 
 
2.2. Technical summary  
 
Figure 5/1 gives a schematic di agram of the sampling system. 
 
2.2.1.1. The vehicle exhaust gases shall be d iluted with a sufficient amount of ambient air 
to prevent any water condensation in the sampling and measuring system. 
 
2.2.2. The exhaust-gas sampling system shall be so designed as to make it possible to 
measure the average volume concentrations of the CO 2, CO, HC and NO x, and, in 
addition, in the case of vehicles equipped  with compression-ignition engines, of the 
particulate emissions, contained in the exhaust gases emitted during the vehicle 
testing cycle. 
 
2.2.3. The mixture of air and exhaust gases shall be homogeneous at the point where the 
sampling probe is located (see paragraph 2.3.1.2. below). 
 
2.2.4. The probe shall extract a representative sample of the diluted gases. 
 
2.2.5.  The system shall enable the total volume of the diluted exhaust gases to be 
measured. 
 
2.2.6. The sampling system shall be gas-tight. The design of the variable-dilution 
sampling system and the materials that go to make it up shall be such that they do 
not affect the pollutant concentration in  the diluted exhaust gases. Should any 
component in the system (heat  exchanger, cyclone separator, blower, etc.) change 
the concentration of any of the pollutants in the diluted exhaust gases and the fault 
cannot be corrected, then sampling for that  pollutant shall be carried out upstream 
from that component. 
 
2.2.7. If the vehicle tested is equipped with  an exhaust system with several outlets, the 
connecting tubes shall be connected by a ma nifold installed as near as possible to 
the vehicle. 
 
2.2.8. The gas samples shall be collected in sampling bags of adequate capacity so as not 
to hinder the gas flow during the sampli ng period. These bags shall be made of 
materials which will not affect the concentration of pollutant gases (see 
paragraph 2.3.4.4. below). 
 
2.2.9. The variable-dilution system shall be so designed as to enable the exhaust gases to 
be sampled without appreciably changing the back-pressure at the exhaust pipe 
outlet (see paragraph 2.3.1.1. below). 27.12.2006 EN Official Journal of the European Union L 375/357
 
     
Figure 5/1
 
 
Diagram of a variable-dilution system  for measuring exhaust gas emissions 
 
Pump
Flow control valve
FilterFlow meter
Ambient-air sampling bag
(sample taken during test)Pump
Flow control valve
FilterFlow meter
Diluted exhaust-gases
sampling bag (sample taken
during test)
Measurement of the
pressure and
temperature of the
mixture
Air filter
(optional)
Air
Vehicle
exhaust
gasesMixing chamberConditioning of the
mixture
(if necessary)
Sampling pre-heating
position for
diesel enginesSuction device/
Volume measuring
deviceTo the
atmosphere
 
 
 L 375/358 EN Official Journal of the European Union 27.12.2006
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E/ECE/TRANS/505   
Regulation No. 83 page 137 Annex 2 – Appendix 1 
 
2.3. Specific requirements  
 
2.3.1. Exhaust-gas collection and dilution device 
 
2.3.1.1. The connecting tube between the vehi cle exhaust outlets and the mixing chamber 
shall be as short as possible; it shall in no event: 
 
(i) 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 whole duration of the test from the static pressures recorded when 
nothing is connected to the vehicle ex haust outlets. The pressure shall be 
measured in the exhaust outlet or in an extension having the same 
diameter, as near as possible to the end of the pipe; 
 
(ii) change the nature of the exhaust gas. 
 
2.3.1.2. Provision shall be made for a mixing  chamber in which the vehicle exhaust gases 
and the dilution air are mixed so as to produce a homogeneous mixture at the 
chamber outlet. 
 
  The homogeneity of the mixture in any cross-paragraph at the location of the 
sampling probe shall not vary by more than  2 per cent from the average of the 
values obtained for at least five points located at equal intervals on the diameter of 
the gas stream. In order to minimise th e effects on the conditions at the exhaust 
outlet and to limit the drop in pressure insi de the dilution-air conditioning device, if 
any, the pressure inside the mixing chamber shall not differ by more than 
$ 0.25 kPa from atmospheric pressure. 
 
2.3.2. Suction device/volume measuring device 
 
This device may have a range of fixed speeds as to ensure sufficient flow to 
prevent any water condensation. This result is generally obtained by keeping the 
concentration of CO 2 in the dilute exhaust gas sampling bag lower than 3 per cent 
by volume. 
 
2.3.3. Volume measurement 
 
2.3.3.1. The volume measuring device shall retain its calibration accuracy to within 
$ 2 per cent under all opera ting conditions. If the devi ce cannot compensate for 
variations in the temperature of the mixtur e of exhaust gases and dilution air at the 
measuring point, a heat exchanger shall be used to maintain the temperature to 
within $ 6 K of the specified operating temperature. 
 27.12.2006 EN Official Journal of the European Union L 375/359
 
     
If necessary, a cyclone separator may be used to protect the volume measuring 
device. 
 
 A temperature sensor shall be installed immediately before th e volume measuring device. This 
temperature sensor shall have an accura cy and a precision of ± 1 K and a response 
time of 0.1 s at 62 per cent of a given te mperature variation (value measured in 
silicone oil). 
 
2.3.3.3. The pressure measurements shall ha ve a precision and an accuracy of ± 0.4 kPa 
during the test. 
 
2.3.3.4. The measurement of the pressure di fference from atmospheric pressure shall be 
taken upstream from and, if necessary, downstream from the volume measuring 
device. 
 
2.3.4. Gas sampling 
 
2.3.4.1.  Dilute exhaust gases 
 
2.3.4.1.1. The sample of dilute  exhaust gases shall be taken upstream from the suction device 
but downstream from the conditioning devices (if any). 
 
2.3.4.1.2. The flow rate shall not de viate from the average by more than $ 2 per cent. 
 
2.3.4.1.3. The sampling rate shall not fall be low 5 litres per minute and shall not exceed 0.2 
per cent of the flow rate of the dilute exhaust gases. 
 
2.3.4.2. Dilution air 
 
2.3.4.2.1. A sample of the dilution air shall be taken at a constant flow  rate near the ambient 
air-inlet (after the filter if one is fitted). 
 
2.3.4.2.2.  The air shall not be contaminat ed by exhaust gases from the mixing area. 
 
2.3.4.2.3.  The sampling rate for the dilution air sh all be comparable to that used in the case of 
the dilute exhaust gases. 
 
2.3.4.3. Sampling operations 
 
2.3.4.3.1. The materials used for the sampling ope rations shall be such as not to change the 
pollutant concentration. 
 
2.3.4.3.2. Filters may be used in order to extract the solid particles from the sample. 
 
2.3.4.3.3. Pumps are required in order to convey the sample to the sampling bag(s). L 375/360 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 139 Annex 2 – Appendix 1 
 
 
2.3.4.3.4. Flow control valves and flow-meter s are needed in order to obtain the flow-rates 
required for sampling. 
 
2.3.4.3.5. Quick-fastening gas- tight connections may be used between the three-way valves 
and the sampling bags, the connections sea ling themselves automatically on the bag 
side. Other systems may be used for conveyi ng the samples to the analyser (three-
way stop valves, for example). 
 
2.3.4.3.6. The various valves used for direc ting the sampling gases shall be of the quick-
adjusting and quick-acting type. 
 
2.3.4.4. Storage of the sample 
 
The gas samples shall be collected in sampling bags of adequate capacity so as not 
to reduce the sampling rate. The bags shall be made of a material such as will not 
change the concentration of synthetic po llutant gases by more than 2 per cent 
after 20 minutes. 
 
2.4.  Additional sampling unit for the testin g of vehicles equipped with a compression-
ignition engine  
 
2.4.1. Unlike the taking of gas samples from vehicles equipped with spark-ignition 
engines, the hydrocarbon and particulate sampling points are located in a dilution 
tunnel. 
 
2.4.2. In order to reduce heat losses in th e exhaust gases between the exhaust outlet and 
the dilution tunnel inlet, the pipe may not be more than 3.6 m long, or 6.1 m long if 
heat insulated. Its internal diameter may not exceed 105 mm. 
 
2.4.3. Predominantly turbulent flow conditions (Reynolds number & 4000) shall apply in 
the dilution tunnel, which shall consist of a straight tube of electrically-conductive 
material, in order to guarantee that the diluted exhaust gas is homogeneous at the 
sampling points and that the samples consist of representative gases and 
particulates. The dilution tunnel shall be  at least 200 mm in diameter and the 
system shall be earthed. 
 
2.4.4. The particulate sampling system shall consist of a sampling probe in the dilution 
tunnel and two series-mounted filters. Quic k-acting valves shall be located both up 
and downstream of the two filters in the direction of flow. 
 
The configuration of the sa mple probe shall be as indicated in Figure 5/2. 
 27.12.2006 EN Official Journal of the European Union L 375/361
 
     
2.4.5. The particulate sampling probe shall meet the following conditions: 
 
It shall be installed near  the tunnel centreline, roughly ten tunnel diameters 
downstream of the gas inlet,  and have an internal diameter of at least 12 mm. 
 
The distance from the sampling tip to the f ilter mount shall be at least five probe 
diameters, but shall not exceed 1,020 mm. 
 
2.4.6. The sample gas flow measuring unit sha ll consist of pumps, gas flow regulators and 
flow measuring units. 
 
2.4.7. The hydrocarbon sampling system sha ll consist of a heated sampling probe, line, 
filter and pump. The sampling probe shall be installed at the same distance from 
the exhaust gas inlet as the particulate sampling probe, in such a way that neither 
interferes with samples taken by the other. It shall have a minimum internal 
diameter of 4 mm. 
 
2.4.8. All heated parts shall be mainta ined at a temperature of 463 K (190 °C) $ 10 K by 
the heating system. 
 
2.4.9. If it is not possible to compensate for variations in the flow rate provision shall be 
made for a heat exchanger and a temperature control device as specified in 
paragraph 2.3.3.1. so as to ensure that th e flow rate in the system is constant and 
the sampling rate accordingly proportional. L 375/362 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 141 Annex 2 – Appendix 1 
 
 
Figure 5/2  
 
Particulate sampling probe configuration 
 
 
 
 
 27.12.2006 EN Official Journal of the European Union L 375/363
 
     
3.  DESCRIPTION OF THE DEVICES 
  
3.1.  Variable dilution devi ce with positive displacement pump  
(PDP-CVS) (Figure 5/3)  
 
3.1.1.  The positive displacement pump - constant volume sampler (PDP-CVS) satisfies 
the requirements of this Annex by meteri ng the flow of gas through the pump at 
constant temperature and pressure. The total volume is measured by counting the 
revolutions made by the calibrated pos itive displacement pump. The proportional 
sample is achieved by sampling with pump, flow-meter and flow control valve at a 
constant flow rate. 
 
3.1.2. Figure 5/3 is a schematic drawing of such a sampling system. Since various 
configurations can produce accurate results, exact conformity with the drawing is 
not essential. Additional co mponents such as instruments, valves, solenoids and 
switches may be used to provide additional information and co-ordinate the 
functions of the component system. 
 
3.1.3. The sampling equipment consists of: 
 
3.1.3.1. A filter (D) for the dilution air, which can be preheated if necessary. This filter 
shall consist of activated charcoal sandw iched between two layers of paper, and 
shall be used to reduce and stabilise th e hydrocarbon concentrations of ambient 
emissions in the dilution air; 
 
3.1.3.2. A mixing chamber (M) in which ex haust gas and air are mixed homogeneously; 
 
3.1.3.3. A heat exchanger (H) of a capacity suffi cient to ensure that throughout the test the 
temperature of the air/exhaust-gas mixture measured at a point immediately 
upstream of the positive displacement pump is within 6 K of the designed operating 
temperature. This device shall not affect the pollutant concentrations of diluted 
gases taken off after for analysis; 
 
3.1.3.4. A temperature control system (TC), us ed to preheat the heat exchanger before the 
test and to control its temperature during the test, so that deviations from the 
designed operating temperature are limited to 6 K; 
 
3.1.3.5. The positive displacem ent pump (PDP), producing a c onstant-volume flow of the 
air/exhaust-gas mixture; the flow capacity of the pump shall be large enough to 
eliminate water condensation in the syst em under all operating conditions which 
may occur during a test; this can be generally ensured by using a positive 
displacement pump with a flow capacity: 
 
3.1.3.5.1. twice as high as the maximum flow of exhaust gas produced by accelerations of the 
driving cycle, or L 375/364 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 143 Annex 2 – Appendix 1 
 
 
3.1.3.5.2.  sufficient to ensure that the CO 2 concentration in the dilute-exhaust sample bag is 
less than 3 per cent by volume for petrol  and diesel, less than 2.2 per cent by 
volume for LPG and less than 1.5 per cent by volume for NG. 
 
3.1.3.6.  A temperature sensor (T 1),(accuracy and precision $ 0.4 kPa), fitted immediately 
upstream of the volume meter and used to register the pressure difference between 
the gas mixture and the ambient air; 
 
3.1.3.7.  A pressure gauge (G 1),(accuracy and precision $ 0.4 kPa), fitted immediately 
upstream of the positive displacement pump and used to register the pressure 
gradient between the gas mi xture and the ambient air; 
 
3.1.3.8.  Another pressure gauge (G 2),accuracy and precision $ 0.4 kPa), fitted so that the 
differential pressure between pump inlet and pump outlet can be registered; 
 
3.1.3.9. Two sampling probes (S 1 and S 2) for continuous sampling of the dilution air and of 
the diluted exhaust-gas/air mixture; 
 
3.1.3.10.  A filter (F), to extract solid particles from the flows of gas collected for analysis; 
 
3.1.3.11.  Pumps (P), to collect a constant flow  of the dilution air as well as of the diluted 
exhaust-gas/air mixture during the test; 
 
3.1.3.12.  Flow controllers (N), to ensure a constant uniform flow of  the gas samples taken 
during the course of the test from sampling probes S 1 and S 2 and flow of the gas 
samples shall be such that, at the end of each test, the quantity of the samples is 
sufficient for analysis (approx. 10 litres per minute); 
 
3.1.3.13. Flow meters (FL), for adjusting and monitoring the constant flow of gas samples 
during the test; 
 
3.1.3.14.  Quick-acting valves (V), to divert a constant flow of gas samples into the sampling 
bags or to the outside vent; 
 
3.1.3.15.  Gas-tight, quick-lock coupling elemen ts (Q) between the quick-acting valves and 
the sampling bags; the coupling shall close automatically on the sampling-bag side; 
as an alternative, other ways of transporting the samples to the analyser may be 
used (three-way stopcocks, for instance); 
 27.12.2006 EN Official Journal of the European Union L 375/365
 
     
3.1.3.16.  Bags (B), for collecting samples of the diluted exhaust gas and of the dilution air 
during the test; they shall be of sufficient capacity not to impede the sample flow; 
the bag material shall be such as to affect neither the measurements themselves nor 
the chemical composition of the gas samples (for instance: laminated 
polyethylene/polyamide films, or fluorinated polyhydrocarbons); 
 
3.1.3.17.  A digital counter (C), to register  the number of revolutions performed by the 
positive displacement pump during the test. 
 
3.1.4. Additional equipment required when te sting compression-ignition-engined vehicles 
 
To comply with the requirements of paragraphs 4.3.1.1. and 4.3.2. of Annex 4, the 
additional components within the dotted lines  in Figure 5/3 shall be used when 
testing compression-ignition-engined vehicles: 
 
Fh is a heated filter, 
 
S3 is a hydrocarbon sampling point, 
 
Vh is a heated multi-way valve, 
 
Q is a quick connector to allow the ambient air sample BA to be 
analysed on the HFID, 
 
HFID  is a heated flame ionisation analyser, 
 
R and I are a means of integrating and recording the instantaneous 
hydrocarbon concentrations, 
 
Lh is a heated sample line. 
 
All heated components shall be main tained at 463 K (190 °C) ± 10 K. 
 
Particulate sampling system: 
 
S4 Sampling probe in the dilution tunnel, 
 
Fp Filter unit consisting of two series -mounted filters; switching arrangement 
for further parallel-mounted pairs of filters, L 375/366 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 145 Annex 2 – Appendix 1 
 
 
Sampling line, 
 
Pumps, flow regulators, flow measuring units. 
 
3.2.  Critical-flow venturi dilu tion device (CFV-CVS) (Figure 5/4)  
 
3.2.1. The use of a critical-flow venturi in  connection with the CVS sampling procedure 
is based on the principles of flow mechan ics for critical flow. The variable mixture 
flow rate of dilution and exhaust gas is maintained at sonic velocity which is 
directly proportional to the square root of the gas temperature. Flow is continually 
monitored, computed and integrated throughout the test. 
 
The use of an additional critical-flow sa mpling venturi ensures the proportionality 
of the gas samples taken. As both pressu re and temperature are equal at the two 
venturi inlets the volume of the gas flow  diverted for sampling is proportional to 
the total volume of diluted exhaust-gas mixture produced, and thus the 
requirements of this annex are met. 27.12.2006 EN Official Journal of the European Union L 375/367
 
     
Figure 5/3
 
 
Constant volume sampler with pos itive displacement pump (PDP-CVS) 
 
Figure 5/4  
 Ambient air
BS IMSSPHFL
To ventQB
FPTo ventV
NFLQ
PDP
TC
TGTo vent
To vent
P
NHC - span gas
N
Q
HFID
RIFh
Required for diesel testing only
134C
5678BE
NG1
1T
S22G
VhBAZero airA
V
Fp
 L 375/368 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 147 Annex 2 – Appendix 1 
 
Constant volume sampler with criti cal-flow venturi (CFV-CVS System) 
 
Ambient air
BS IHSSPHFL
To ventQBFP
To ventVFLQ
TC
TGTo vent
P
NHC - span gas
N
Q
HFID
RIFh
Required for diesel testing only
134BE
NS2
VhBAZero airPS
SV
CSTGMVBL
A
V
Fp
 
 
 
3.2.2. Figure 5/4 is a schematic drawing of such a sampling system. Since various 
configurations can produce accurate results, exact conformity with the drawing is 
not essential. Additional co mponents such as instruments, valve, solenoids, and 27.12.2006 EN Official Journal of the European Union L 375/369
 
     
switches may be used to provide additional information and co-ordinate the 
functions of the component system. 
 
3.2.3. The collecting equipment consists of: 
 
3.2.3.1.  A filter (D) for the dilution air, whic h can be preheated if necessary: the filter shall 
consist of activated charcoal  sandwiched between layers of  paper, and shall be used 
to reduce and stabilise the hydrocarbon ba ckground emission of the dilution air; 
 
3.2.3.2.  A mixing chamber (M), in which exhaust gas and air are mixed homogeneously; 
 
3.2.3.3.  A cyclone separator (CS), to extract particles; 
 
3.2.3.4. Two sampling probes (S 1 and S 2) for taking samples of the dilution air, as well as 
of the diluted exhaust gas; 
 
3.2.3.5. A sampling critical-flow venturi (SV), to take proportional sa mples of the diluted 
exhaust gas at sampling probe S 2 ; 
 
3.2.3.6. A filter (F), to extract solid particles from the gas flows diverted for analysis; 
 
3.2.3.7. Pumps (P), to collect part of the flow  of air and diluted exhaust gas in bags during 
the test; 
 
3.2.3.8. A flow controller (N), to ensure a c onstant flow of the gas samples taken in the 
course of the test from sampling probe S 1; the flow of the gas samples shall be such 
that, at the end of the test, the quantity of the samples is sufficient for analysis 
(approx. 10 litres per minute); 
 
3.2.3.9. A snubber (PS), in the sampling line; 
 
3.2.3.10. Flow meters (FL), for adjusting a nd monitoring the flow of gas samples during 
tests; 
 
3.2.3.11. Quick-acting solenoid valves (V), to di vert a constant flow of  gas samples into the 
sampling bags or the vent; 
 
3.2.3.12. Gas-tight, quick-lock coupling elements  (Q), between the quick-acting valves and 
the sampling bags; the couplings shall close automatically on the sampling-bag 
side. As an alternative, other ways of transporting the samples to the analyser may 
be used (three-way stop-cocks, for instance). 
 
3.2.3.13. Bags (B) for collecting samples of the diluted exhaust gas and the dilution air 
during the tests; they shall be of sufficient capacity not to impede the sample flow; 
the bag material shall be such as to affect neither the measurements themselves nor L 375/370 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 149 Annex 2 – Appendix 1 
 
the chemical composition of the gas samples (for instance: laminated 
polyethylene/polyamide films, or fluorinated poly-hydrocarbons); 
 
3.2.3.14. A pressure gauge (G), which sh all be precise and accurate to within $ 0.4 kPa; 
 
3.2.3.15. A temperature sensor (T), which is precise and accurate to within $ 1 K and has a 
response time of 0.1 seconds to 62 per cent of a temperature change (as measured 
in silicon oil); 
 
3.2.3.16. A measuring critical-flow venturi tube (MV), to measure the flow volume of the 
diluted exhaust gas; 
 
3.2.3.17. A blower (BL), of sufficient capacity to handle the total volume of diluted exhaust 
gas; 
 
3.2.3.18. The capacity of the CFV-CVS system shall be such that, under all operating 
conditions which may possibly occur during a test, there will be no condensation of 
water. This is generally ensured by using a blower whose capacity is: 
 
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by accelerations of the 
driving cycle; or 
 
3.2.3.18.2. sufficient to ensure that the CO 2 concentration in the dilute exhaust sample bag is 
less than 3 per cent by volume. 
 
3.2.4.  Additional equipment required when testing compression-ignition-engined vehicles 
 
To comply with the requirements of paragraphs 4.3.1.1. and 4.3.2. of Annex 4, the 
additional components shown within the dotte d lines of Figure 5/4 shall be used 
when testing compression-ignition-engined vehicles. 
 
Fh is a heated filter, 
 
S3 is a hydrocarbon sample, 
 
Vh is a heated multi-way valve, 
 
Q is a quick connector to allow the ambient air sample BA to be 
analysed on the HFID, 
 
HFID is a heated flame ionisation analyser, 
 27.12.2006 EN Official Journal of the European Union L 375/371
 
     
R and I are a means of integrating and recording the instantaneous 
hydrocarbon concentrations,  
 
Lh is a heated sample line. 
 
All heated components shall be maintained at 463 K (190 °C) $ 10 K. 
 
If compensation for varying flow is not possible, then a heat exchanger (H) and 
temperature control system (Tc) as descri bed in paragraph 3.1.3. of this Appendix 
will be required to ensure constant flow through the venturi (Mv) and thus 
proportional flow through S 3 particulate sampling system. 
 
S4 Sampling probe in dilution tunnel, 
 
Fp  Filter unit, consisting of two seri es-mounted filters; switching unit for 
further parallel-mounted  pairs of filters, 
 
Sampling line, 
 
Pumps, flow regulators, flow measuring units. 
 
 
 L 375/372 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 151 Annex 2 – Appendix 1 
 
Annex 4 - Appendix 6  
 
METHOD OF CALIBRATING THE EQUIPMENT 
 
1. ESTABLISHMENT OF THE CALIBRATION CURVE 
 
1.1. Each normally used operating range is calibrated in accordance with the 
requirements of paragraph 4.3.3. of Annex 4 by the following procedure: 
 
1.2. The analyser calibration curve is established by at least five calibration points 
spaced as uniformly as possible. The nominal concentration of the calibration gas 
of the highest concentration shall be not  less than 80 per cent of the full scale. 
 
1.3. The calibration curve is calculated by the least squares method.  If the resulting 
polynomial degree is greater than 3, th e number of calibration points shall be at 
least equal to this polynomial degree plus 2. 
 
1.4. The calibration curve shall not differ by more than $ 2 per cent from the nominal 
value of each calibration gas. 
 
1.5. Trace of the calibration curve 
 
From the trace of the calibration curve and the calibration points, it is possible to 
verify that the calibration has been carried out correctly. The different characteristic 
parameters of the analyser shall be indicated, particularly: 
 
the scale, 
the sensitivity, 
the zero point, 
the date of carrying out the calibration. 
 
1.6. If it can be shown to the satisfaction of the technical service that alternative 
technology (e.g. computer, el ectronically controlled range switch, etc.) can give 
equivalent accuracy, then these alternatives may be used. 
 
1.7. Verification of the calibration 
 
1.7.1. Each normally used operating range sh all be checked prior to each analysis in 
accordance with the following: 
 
1.7.2.  The calibration shall be checked by us ing a zero gas and a span gas whose nominal 
value is within 80-95 per cent of the supposed value to be analysed. 
 27.12.2006 EN Official Journal of the European Union L 375/373
 
     
1.7.3.  If, for the two points considered, the value found does not differ by more than 
$ 5 per cent of the full scale from the theoretical value, the adjustment parameters 
may be modified. Should this not be th e case, a new calibration curve shall be 
established in accordance with paragraph 1 of this appendix. 
 
1.7.4. After testing, zero gas and the same sp an gas are used for re-checking. The analysis 
is considered acceptable if the difference between the two measuring results is less 
than 2 per cent. 
 
2. CHECKING FOR FID HYDROCARBON RESPONSE 
  
2.1.  Detector response optimisation 
 
The FID shall be adjusted, as specified by the instrument manufacturer. Propane in 
air should be used, to optimise the res ponse, on the most common operating range. 
 
2.2.  Calibration of the HC analyser 
 
The analyser should be calibrated using pr opane in air and purified synthetic air. 
See paragraph 4.5.2. of Annex 4 (calibration and span gases). 
 
Establish a calibration curve as described in paragraphs 1.1. to 1.5. of this 
Appendix. 
 
2.3.  Response factors of differen t hydrocarbons and recommended limits 
 
The response factor (Rf), for a particular  hydrocarbon species is the ratio of the 
FID C 1 reading to the gas cylinder conc entration, expressed as ppm C 1. 
 
The concentration of the test gas shall be at a level to give a response of 
approximately 80 per cent of full-scale de flection, for the operating range. The 
concentration shall be known, to an accuracy of  2 per cent in reference to a 
gravimetric standard expre ssed in volume. In addition, the gas cylinder shall be 
pre-conditioned for 24 hours at a temper ature between 293 K and 303 K (20 and 30 
°C). 
 
Response factors should be determined when  introducing an analyser into service 
and thereafter at major service intervals. The test gases to be used and the 
recommended response factors are: 
 
Methane and purified air: 1.00 < Rf < 1.15 
 
or   1.00 < Rf < 1.05 for NG fuelled vehicles L 375/374 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 153 Annex 2 – Appendix 1 
 
 
Propylene and purified air: 0.90 < Rf < 1.00 
 
Toluene and purified air: 0.90 < Rf < 1.00 
 
Relative to a response factor (Rf) of  1.00 for propane and purified air. 
 
2.4.  Oxygen interference check and recommended limits 
 
The response factor shall be determined as  described in paragr aph 2.3. above. The 
test gas to be used and reco mmended response factor range is: 
 
Propane and nitrogen: 0.95 < Rf < 1.05 
 
3.  EFFICIENCY TEST OF THE NO x CONVERTER 
  
The efficiency of the converter  used for the conversion of NO 2 into NO is tested as 
follows: 
 
Using the test set up as shown in Figure 6/1 and the procedure described below, the 
efficiency of converters can be tested by means of an ozonator. 
 
3.1. Calibrate the analyzer in the most common operating range following the 
manufacturer's specifications using zero an d span gas (the NO content of which 
shall amount to about 80 per cent of the operating range and the NO 2 concentration 
of the gas mixture shall be less than 5 per cent of the NO concentration). The NO x 
analyser shall be in the NO mode so that the span gas does not pass through the 
converter. Record the i ndicated concentration. 
 
3.2. Via a T-fitting, oxygen or synthetic air is added continuously to the span gas flow 
until the concentration indicated is a bout 10 per cent less than the indicated 
calibration concentration gi ven in paragraph 3.1. above. Record the indicated 
concentration (C). The ozonator is kept  deactivated throughout this process. 
 
3.3. The ozonator is now activated to generate enough ozone to bring the NO 
concentration down to 20 per cent (min imum 10 per cent) of the calibration 
concentration given in paragraph 3.1. above. Record the indicated 
concentration (d). 
 
3.4.  The NO x analyser is then switched to the NO x mode, which means that the gas 
mixture (consisting of NO, NO 2, O 2 and N 2 ) now passes through the converter. 
Record the indicated concentration (a). 
 27.12.2006 EN Official Journal of the European Union L 375/375
 
     
3.5.  The ozonator is now deactivated. The mi xture of gases described in paragraph 3.2. 
above passes through the converter into  the detector. Reco rd the indicated 
concentration (b). 
 
Figure 6/1  
 
Diagram of NO x converter efficiency devices 
 
 
 
 
 
 
 
 
 
3.6. With the ozonator deactivated, the flow of oxygen or synthetic air is also shut off.  
The NO 2 reading of the analyser shall then be no more than 5 per cent above the 
figure given in paragraph 3.1. above. 
 
3.7. The efficiency of the NO x converter is calculated as follows: 
  Flow control solenoid valve 
O2 or Air supply 
Flow-control  valvu 
Flowmeter 
NO/NO 2 supply Analyser inlet connector Ozonator VARIAC L 375/376 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 155 Annex 2 – Appendix 1 
 
 
  
3.8.  The efficiency of the converter shall not be less than 95 per cent. 
 
3.9.  The efficiency of the converter shall be tested at least once a week. 
 
4.  CALIBRATION OF THE CVS SYSTEM 
  
4.1. The CVS system shall be calibrated by using an accurate flow-meter and a 
restricting device. The flow through the system shall be measured at various 
pressure readings and the c ontrol parameters of the syst em measured and related to 
the flows. 
 
4.1.1. Various types of flow-meter may be used, e.g. calibrated ve nturi, laminar flow-
meter, calibrated turbine-meter, provided that they are dynamic measurement 
systems and can meet the requirements of pa ragraphs 4.4.1. and 4.4.2. of Annex 4. 
 
4.1.2.  The following paragraphs give deta ils of methods of calibrating PDP and CFV 
units, using a laminar flow-meter, which gi ves the required accuracy, together with 
a statistical check on the calibration validity. 
 
4.2. Calibration of the pos itive displacement pump (PDP) 
 
4.2.1. The following calibration procedure outlines the equipment, the test configuration 
and the various parameters which are meas ured to establish the flow-rate of the 
CVS pump. All the parameters related to the pump are simultaneously measured 
with the parameters related to the flow-met er which is connected in series with the 
pump. The calculated flow-rate (given in m3/min. at pump inlet, absolute pressure 
and temperature) can then be plotted ve rsus a correlation function which is the 
value of a specific combination of pum p parameters. The linear equation which 
relates the pump flow and the correlation function is then determined. In the event 
that a CVS has a multiple speed drive, a calibration for each range used shall be 
performed. 
 
4.2.2. This calibration procedure is based on the measurement of the absolute values of 
the pump and flow-meter parameters that re late the flow rate at each point. Three 
conditions shall be maintained to ensure the accuracy and integrity of the 
calibration curve: 
 
4.2.2.1. The pump pressures shall be measured  at tappings on the pump rather than at the 
external piping on the pump inlet and outle t. Pressure taps that are mounted at the 
top centre and bottom centre of the pump drive headplate are exposed to the actual 
pump cavity pressures, and therefore reflect the absolute pressure differentials; 
 27.12.2006 EN Official Journal of the European Union L 375/377
 
     
4.2.2.2. Temperature stability shall be maintained during the calibration. The laminar flow-
meter is sensitive to inlet temperature oscillations which cause the data points to be 
scattered. Gradual changes of $ 1 K in temperature are acceptable as long as they 
occur over a period of several minutes; 
 
4.2.2.3. All connections between the flow-met er and the CVS pump shall be free of any 
leakage. 
 
4.2.3. During an exhaust emission test, the measurement of these same pump parameters 
enables the user to calculate the flow rate from the calibration equation. 
 
4.2.3.1. Figure 6/2 of this appendix show s one possible test set-up. Variations are 
permissible, provided that they are appr oved by the administration granting the 
approval as being of comparable accuracy. If the set-up shown in Appendix 5, 
Figure 5/3, is used, the following data sh all be found within the limits of precision 
given: 
 
barometric pessure (corrected)(P b)  0.03 kPa 
 
ambient temperature (T)  0.2 K 
 
air temperature at LFE (ETI)  0.15 K 
 
pressure depression upstream of LFE (EPI)  0.01 kPa 
 
pressure drop across the LFE matrix (EDP) $ 0.0015 kPa 
 
air temperature at CVS pump inlet (PTI) $ 0.2 K 
 
air temperature at CVS pump outlet (PTO) $ 0.2 K 
 
pressure depression at  CVS pump inlet (PPI) $ 0.22 kPa 
 
pressure head at CVS pump outlet (PPO) $ 0.22 kPa 
 
pump revolutions during test period (n) $ 1 1/min 
 
elapsed time for period (minimum 250 s) (t) $ 0.1 s 
 
4.2.3.2. After the system has been connected as  shown in Figure 6/2 of this Appendix, set 
the variable restrictor in the wide -open position and run the CVS pump for 20 
minutes before starting the calibration. 
 L 375/378 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 157 Annex 2 – Appendix 1 
 
 Reset the restrictor valve to a more restricted condition in an increment of pump inlet 
depression (about 1 kPa) that will yield a minimum of six data points for the total 
calibration. Allow the system to stabilise for three minutes and repeat the data 
acquisition. 
 
 
 
Figure 6/2  
 
PDP-CVS calibrati on configuration 
 
 
123456
654321
PTI
PTOTemperature
indicator
Revolutions
elapsed timentPTI
PPOSurge  control
valve (snubber)
ManometerVariable-flow
restrictor
LFEETIFilterEPIEDP
543210
 
 
 27.12.2006 EN Official Journal of the European Union L 375/379
 
     
4.2.4. Data analysis 
 
4.2.4.1.  The air flow rate (Q s) at each test point is calculated in standard m3/min. from the 
flow-meter data using the manufacturer's prescribed method. 
 
4.2.4.2. The air flow-rate is then converted to pump flow (V 0) in m3/rev at absolute pump 
inlet temperature and pressure. 
 
 
  
where: 
 
V0 = pump flow rate at T p and P p given in m3/rev., 
 
Qs = air flow at 101.33 kPa and 273.2 K given in m3/min., 
 
Tp = pump inlet temperature (K), 
 
Pp = absolute pump inlet pressure (kPa), 
 
n = pump speed in min-1. 
 
To compensate for the interaction of pum p speed pressure variations at the pump 
and the pump slip rate, the correlation function (x 0)  between the pump speed (n), 
the pressure differential from pump inle t to pump outlet and the absolute pump 
outlet pressure is then calculated as follows: 
 
 
  
where: 
 
x0 = correlation function, 
 
ȚPp = pressure differential from pum p inlet to pump outlet (kPa) 
 
Pe = absolute outlet pressure (PPO + P b)(kPa). 
 
A linear least-square fit is performed to generate the calibration equations which 
have the formulae: L 375/380 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 159 Annex 2 – Appendix 1 
 
 
V0 = D 0 - M (x 0) 
 
n = A - B ( ȚPp) 
 
D0,  M, A and B are the slope-intercept  constants describing the lines. 
 
 
Figure 6/3  
 
CFV-CVS calibration configuration 
 
 
 
4.2.4.3. A CVS system that has multiple speeds shall be calibrated on each speed used. The 
calibration curves generated for the ranges shall be approximately parallel and the 
intercept values (D 0) shall increase as the pump flow range decreases. 
 
If the calibration has been performed carefully, the calculated values from the 
equation will be within 0.5 per cent of the measured value of V 0.  Values of M will 
vary from one pump to another. Calibrati on is performed at pump start-up and after 
major maintenance. 123456
654321
Thermometer
Vacuum
gaugeSurge  controlvalve 
ManometerVariable-flow
restrictor
LFEETIFilterEPIEDP
543210
 27.12.2006 EN Official Journal of the European Union L 375/381
 
     
 
4.3. Calibration of the critical-flow venturi (CFV) 
 
4.3.1. Calibration of the CFV is based upon the flow equation for a critical venturi: 
 
 
  
where: 
 
Qs = flow, 
 
Kv = calibration coefficient, 
 
P = absolute pressure (kPa), 
 
T = absolute temperature (K). 
 
Gas flow is a function of inle t pressure and temperature. 
 
The calibration procedure described below establishes the value of the calibration 
coefficient at measured values of pressure, temperature and air flow. 
 
4.3.2. The manufacturer's recommended pro cedure shall be followed for calibrating 
electronic portions of the CFV. 
 
4.3.3. Measurements for flow calibration of the critical flow venturi are required and the 
following data shall be found with in the limits of precision given: 
 
barometric pressure (corrected) (P b) $ 0.03 kPa, 
LFE air temperature, flow-meter (ETI) $ 0.15 K, 
pressure depression upstream of LFE (EPI) $ 0.01 kPa, 
pressure drop across (EDP) LFE matrix  $ 0.0015 kPa, 
air flow (Q s)  $ 0.5 per cent, 
CFV inlet depression (PPI) $Ṟ0.02 kPa, 
temperature at venturi inlet (T v) $ 0.2 K. 
 L 375/382 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 161 Annex 2 – Appendix 1 
 
4.3.4. The equipment shall be set up as show n in figure 3 of this Appendix and checked 
for leaks. Any leaks between the flow-measuring device and the critical-flow 
venturi will seriously affect the accuracy of the calibration. 
 
4.3.5. The variable-flow restrictor shall be set to the open position, the blower shall be 
started and the system stabilised. Data from all instruments shall be recorded. 
 
4.3.6. The flow restrictor shall be varied and at least eight readings across the critical flow 
range of the venturi shall be made. 
 
4.3.7.  The data recorded during the calibration shall be used in the following calculations.  
 
The air flow-rate (Q s) at each test point is calculated from the flow-meter data using 
the manufacturer's prescribed method. 
 
Calculate values of the calibration coefficient for each test point: 
 
  
where: 
 
Qs  = flow-rate in m3/min at 273.2 K and 101.33 kPa, 
 
Tv  = temperature at the venturi inlet (K), 
 
Pv  = absolute pressure at the venturi inlet (kPa). 
 
Plot  K v as a function of venturi inle t pressure. For sonic flow, K v  will have a 
relatively constant value. As pressure decreases (vacuum increases) the venturi 
becomes unchoked and K v decreases. The resultant K v changes are not permissible. 
 
For a minimum of eight points in the critical region, calculate an average K v and 
the standard deviation. 
 
If the standard deviation exceeds 0.3 per cent of the average K v, take corrective 
action. 27.12.2006 EN Official Journal of the European Union L 375/383
 
     
Annex 4 - Appendix 7
 
 
TOTAL SYSTEM VERIFICATION 
 
1. To comply with the requirements of paragraph 4.7. of Annex 4, the total accuracy 
of the CVS sampling system and analytical system shall be determined by 
introducing a known mass of a pollutant ga s into the system whilst it is being 
operated as if during a normal test and then analysing and calculating the pollutant 
mass according to the formulae in Appendix 8 to Annex 4 except that the density of 
propane shall be taken as  1.967 grams per litre at standard conditions. The 
following two techniques are known to give sufficient accuracy. 
 
2. Metering a constant flow of pure gas (CO or C 3H8) 
using a critical flow orifice device 
  
2.1. A known quantity of pure gas (CO or C 3H8) is fed into the CVS system through the 
calibrated critical orifice. If the inlet pressure is high enough, the flow-rate (q), 
which is adjusted by means of the critical flow orifice, is independent of orifice 
outlet pressure (critical flow). If deviations exceeding 5 per cent occur, the cause of 
the malfunction shall be determined and co rrected. The CVS system is operated as 
in an exhaust emission test for about 5 to 10 minutes. The gas collected in the 
sampling bag is analysed by the usual equipment and the results compared to the 
concentration of the gas samp les which was known beforehand. 
 
3.  Metering a limited quantity of pure gas (CO or C 3H8) 
by means of a gravimetric technique 
  
3.1. The following gravimetric procedure may be used to verify the CVS system. 
 
The weight of a small cyli nder filled with either carbon  monoxide or propane is 
determined with a precision of $ 0.01 g. For about 5 to 10 minutes, the CVS 
system is operated as in a normal exhaus t emission test, while CO or propane is 
injected into the system. The quantity of pure gas involved is determined by means 
of differential weighing. The gas accumulated in the bag is then analysed by means 
of the equipment normally used for exhaust-gas analysis. The results are then 
compared to the concentration figures computed previously. 
 
 
 L 375/384 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 163 Annex 4 – Appendix 7 
 
Annex 4 - Appendix 8  
 
CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS 
 
 
1. GENERAL PROVISIONS 
 
Mass emissions of gaseous po llutants shall be calculated by means of the following 
equation: 
 
 
where: 
 
Mi  =  mass emission of the pollutant i in grams per kilometer, 
 
Vmix  =  volume of the diluted exhaust gas expressed in litres per test and 
corrected to standard conditions (273.2 K and 101.33 kPa), 
 
Qi  =  density of the pollutant i in grams per litre at normal temperature and 
pressure (273.2 K and 101.33 kPa), 
 
kh  =  humidity correction factor used for the calculation of the mass 
emissions of oxides of nitrogen. Th ere is no humidity correction for 
HC and CO, 
 
Ci  =  concentration of the pollutant i in the diluted exhaust gas expressed in 
ppm and corrected by the amount of the pollutant i contained in the 
dilution air, 
 
d = distance corresponding to the operating cycle in kilometres. 
 
1.2. VOLUME DETERMINATION 
 
1.2.1. Calculation of the volume when a va riable dilution device with constant flow 
control by orifice or venturi is used 
 
Record continuously the parameters showin g the volumetric flow , and calculate the 
total volume for the duration of the test. 
 
1.2.2. Calculation of volume when a positive displacement pump is used 
 (1)27.12.2006 EN Official Journal of the European Union L 375/385
 
     
The volume of diluted exhaust gas measured in systems comprising a positive 
displacement pump is calculated with the following formula: 
 
V = V o · N 
 
where: 
 
V  = volume of the diluted gas expressed in litres per test (prior to correction), 
 
Vo = volume of gas delivered by the positive displacement pump in testing 
conditions in litres per revolution, 
 
N  = number of revolutions per test. 
 
1.2.3. Correction of the diluted exha ust-gas volume to standard conditions 
 
The diluted exhaust-gas volume is corrected by means of the following formula: 
  
 
in which: 
 
 
  where: 
 
PB = barometric pressure in the test room in kPa, 
 
P1 = vacuum at the inlet to the positive displacement pump in kPa relative to 
the ambient barometric pressure, 
 
Tp = average temperature of the diluted exhaust gas entering the positive 
displacement pump during the test (K). 
 
 
 
1.3. CALCULATION OF THE CORRECTED CONCENTRATION OF 
POLLUTANTS IN THE SAMPLING BAG (2) 
(3) L 375/386 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 165 Annex 4 – Appendix 7 
 
 
 
 
where: 
 
Ci = concentration of the pollutant i in the diluted exhaust gas, expressed in 
ppm and corrected by the amount of i contained in the dilution air, 
 
Ce = measured concentration of pollutant i in the diluted exhaust gas, 
expressed in ppm, 
 
Cd = concentration of pollutant i in the air used for dilution, expressed in ppm, 
 
DF = dilution factor. 
 
The dilution factor is calculated as follows: 
 
For petrol and diesel 
 
DF =        for petrol and diesel (5a)     
 
 
DF =         for LPG (5b)     
 
 
DF =             
 For NG  (5c) 
In these equations: 
 
CCO2  =   concentration of CO 2 in the diluted exhaust gas 
contained in the sampling bag, expressed in per cent 
volume, 
 
CHC = concentration of HC in the diluted exhaust gas 
contained in the sampling bag, expressed in ppm 
carbon equivalent, 
 
CCO = concentration of CO in the diluted exhaust gas 
contained in the sampling bag, expressed in ppm. 
 (4) 
 
 
27.12.2006 EN Official Journal of the European Union L 375/387
 
     
1.4.  DETERMINATION OF THE NO HUMIDITY CORRECTION FACTOR 
 
In order to correct the influence of humidity on the results of oxides of nitrogen, the 
following calculations are applied: 
 
  
in which: 
 
where: 
 
H  = absolute humidity expressed in gram s of water per kilogram of dry air, 
 
Ra = relative humidity of the ambient air expressed as a percentage, 
 
Pd = saturation vapour pressure at ambi ent temperature expressed in kPa, 
 
PB = atmospheric pressure in the room, expressed in kPa. 
 
1.5. EXAMPLE 
 
1.5.1. Data 
 
1.5.1.1. Ambient conditions: 
 
ambient temperature: 23 °C = 297.2 K, 
 
barometric pressure: P B = 101.33 kPa, 
 
relative humidity: R a = 60 per cent, 
 
saturation vapour pressure: P d = 2.81 kPa of H 2O at 23 °C. 
 (6) L 375/388 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 167 Annex 4 – Appendix 7 
 
1.5.1.2.  Volume measured and reduced  to standard conditions (para. 1.) 
 
V = 51.961 m 3 
 
1.5.1.3.  Analyser readings: 
  
  Diluted exhaust sample  Dilution-air sample 
 HC (1)  92 ppm  3.0 ppm 
 CO  470 ppm  0 ppm 
 NO
x  
70 ppm  0 ppm 
 CO
2  
1.6 per cent by volume  0.03 per cent by volume 
(1) in ppm carbon equivalent 
 
1.5.2. Calculations 
 
1.5.2.1. Humidity correction factor (k H) (see formula 6): 
 
 
 
 
 
 H =10.5092 
 
 
 
 
 
 
 
 
 
27.12.2006 EN Official Journal of the European Union L 375/389
 
     
1.5.2.2. Dilution factor  (DF) (see formula (5)) 
 
 
 
1.5.2.3.  Calculation of the corrected conc entration of pollutants in the sampling bag: 
 
HC, mass emissions (see formulae (4) and (1)) 
 
Ci = C e - C d     
 
 
Ci = 92 - 3 (1-)    
 
Ci = 89.371    
MHC = C HC . V mix . Q HC . 
 
QHC = 0.619 in the case of petrol or diesel 
 
QHC = 0.649 in the case of LPG 
 
QHC = 0.714 in the case of NG 
 
MHC = 89.371 · 51.961 · 0.619 · 10-6 · 
 
MHC = d88.2 g/km 
 
CO, mass emissions (see formula (1)) 
 
L 375/390 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 169 Annex 4 – Appendix 7 
 
MCO  = C CO . V mix . Q CO .d1 
 
QCO = 1.25 
 
MCO  = 470 · 51.961 · 1.25 · 10-6 · d1 
 
MCO = d5.30 g/km 
 
NO x mass emissions (see formula (1)) 
 
MNOx = C NOx · V mix · Q NOx · kH · d1 
 
QNOx = 2.05 
 
MNOx = 70 · 51.961 · 2.05 · 0.9934 · 10-6 · d1 
 
MNOx =  d14.7 g/km 
 
2. SPECIAL PROVISIONS FOR VEHICLES EQUIPPED WITH COMPRESSION-
IGNITION ENGINES 
 
2.1. Determination of HC fo r compression-ignition engines 
 
To calculate HC-mass emission for compression-ignition engines, the average HC 
concentration is calculated as follows: 
 
 
 
 
 
 
 
 
where: 
 
(7) 
 27.12.2006 EN Official Journal of the European Union L 375/391
 
     
 
 = integral of the recording of the heated FID over the 
test (t 2-t1) 
 
Ce  = concentration of HC measured in the diluted 
exhaust in ppm of C i is substituted for C HC in all 
relevant equations. 
 
2.2. Determination of particulates 
 
Particulate emission M p (g/km) is calculated by means of the following equation: 
 
 
  
 
where exhaust gases are vented outside tunnel; 
 
 
  
 
where exhaust gases are returned to the tunnel. 
 
where: 
 
Vmix = Volume of diluted exhaust gase s (see para. 1.1.), under standard 
conditions, 
 
Vep = Volume of exhaust gas flowing th rough particulate filter under standard 
conditions, 
 
Pe  = Particulate mass collected by filters, 
 
d   = Distance corresponding to the operating cycle in km, 
 
Mp  = Particulate emission in g/km. 
 
  L 375/392 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 171 Annex 4 – Appendix 7 
 
Annex 5  
 
TYPE II TEST 
(Carbon monoxide emission test at idling speed) 
 
1. INTRODUCTION 
  
This annex describes the procedure for the Ty pe II test defined in paragraph 5.3.2. 
of this Regulation. 
 
2.  CONDITIONS OF MEASUREMENT 
  
2.1. The fuel shall be the reference fuel, specifications for which are given in 
Annexes 10 and 10a to  this Regulation. 
 
2.2.  During the test, the environmental te mperature shall be between 293 and 303 K (20 
and 30 °C). The engine shall be warmed up until all temperatures of cooling and 
lubrication means and the pressure of lubrication means have reached equilibrium. 
 
2.2.1. Vehicles that are fuelled either with petrol or with LPG or NG shall be tested with 
the reference fuel(s) used for the Type I test. 
 
2.3. In the case of vehicles with manually- operated or semi-autom atic-shift gearboxes, 
the test shall be carried out with the gear lever in the "neutral" position and with the 
clutch engaged. 
 
2.4. In the case of vehicles with automatic-shift gearboxes, the test shall be carried out 
with the gear selector in either the "neutral" or the "parking" position. 
 
2.5.  Components for adjusting the idling speed 
 
2.5.1. Definition 
 
For the purposes of this Regulation, "components for adjusting the idling speed " 
means controls for changing the idling conditions of the engine which may be 
easily operated by a mechanic using only th e tools described in paragraph 2.5.1.1. 
below. In particular, devices for calibrating fuel and air flows are not considered as 
adjustment components if their setting re quires the removal of the set-stops, an 
operation which cannot normally be perform ed except by a professional mechanic. 
 
2.5.1.1. Tools which may be used to control components for adjusting the idling speed: 
screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable), 
pliers, Allen keys. 
 27.12.2006 EN Official Journal of the European Union L 375/393
 
     
 
2.5.2.  Determination of measurement points 
 
2.5.2.1. A measurement at the setting in accordance with the conditions fixed by the 
manufacturer is performed first; 
 
2.5.2.2. For each adjustment component with a continuous variation, a sufficient number of 
characteristic positions shall be determined. 
 
2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases shall be carried 
out for all the possible positions of the adjustment components, but for components 
with a continuous variation only the positions  defined in paragraph 2.5.2.2. above 
shall be adopted. 
 
2.5.2.4. The Type II test shall be considered satisfactory if one or both of the two following 
conditions is met: 
 
2.5.2.4.1. none of the values measured in a ccordance with paragraph 2.5.2.3. above exceeds 
the limit values; 
 
2.5.2.4.2. the maximum content obtained by continuously varying one of the adjustment 
components while the other components are ke pt stable does not exceed the limit 
value, this condition being met for the various combinations of adjustment 
components other than the one which was varied continuously. 
 
2.5.2.5. The possible positions of the ad justment components shall be limited: 
 
2.5.2.5.1. on the one hand, by the larger of th e following two values: the lowest idling speed 
which the engine can reach; the speed recommended by the manufacturer, minus 
100 revolutions per minute; 
 
2.5.2.5.2. on the other hand, by the sm allest of the following three values: 
 
the highest speed the engine can attain by activation of the idling speed 
components; 
the speed recommended by the manufactur er, plus 250 revolutions per minute; 
the cut-in speed of automatic clutches. 
 
2.5.2.6. In addition, settings in compatible with correct running  of the engine shall not be 
adopted as measurement settings. In partic ular, when the engine is equipped with 
several carburettors all the carburettors shall have the same setting. 
 L 375/394 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 173 Annex 4 – Appendix 7 
 
3.  SAMPLING OF GASES 
 
3.1. The sampling probe shall be inserted into the exhaust pipe to a depth of at least 300 
mm into the pipe connecting the exhaust with the sampling bag and as close as 
possible to the exhaust. 
 
3.2. The concentration in CO (C CO) and CO 2 (C CO2) shall be determined from the 
measuring instrument readings or recordings, by use of appropriate calibration 
curves. 
 
3.3. The corrected concentration for carbon monoxide regarding four-stroke engines is: 
 
  
3.4. The concentration in C CO (see paragraph 3.2.) measured according to the formulae 
contained in paragraph 3.3. need not be co rrected if the total of the concentrations 
measured (C CO + C CO2) is for four-stroke engines at least: 
 
-  for petrol 15 per cent 
-  for LPG 13.5 per cent 
-  for NG 11.5 per cent 
 
 
 (per cent vol.) 27.12.2006 EN Official Journal of the European Union L 375/395
 
     
Annex 6
 
 
TYPE III TEST 
(Verifying emissions of crankcase gases) 
 
1. INTRODUCTION 
 
This annex describes the procedure for the Ty pe III test defined in paragraph 5.3.3. 
of this Regulation. 
 
2.  GENERAL PROVISIONS 
  
2.1. The Type III test shall be carried out on a vehicle with positive- ignition engine, 
which has been, subjected to the Type I and the Type II test, as applicable. 
 
2.2. The engines tested shall include leak-p roof engines other than those so designed 
that even a slight leak may cause unacceptable operating faults (such as flat-twin 
engines). 
 
3.  TEST CONDITIONS 
  
3.1. Idling shall be regulate d in conformity with the manufacturer's recommendations. 
 
3.2. The measurement shall be performed in the following three sets of conditions of 
engine operation: 
  
Condition Number  Vehicle speed (km/h) 
 1  Idling 
 2  
50 $ 2 (in 3rd gear or "drive")  
3  
50 $ 2 (in 3rd gear or "drive") 
 
  
Condition Number  Power absorbed by the brake 
 1  Nil 
 2  That corresponding to the setting for 
Type I test at 50 km/h  3  That for conditions No. 2, multiplied 
by a factor of 1.7 
 
 L 375/396 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 175 Annex 4 – Appendix 7 
 
4.  TEST METHOD 
  
4.1. For the operation conditions as listed in  paragraph 3.2. above , reliable function of 
the crankcase ventilation system shall be checked. 
 
5.  METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION 
SYSTEM 
  
5.1. The engine's apertures shall be left as found. 
 
5.2. The pressure in the crankcase shall be me asured at an appropriate location. It shall 
be measured at the dip-stick hole with an inclined-tube manometer. 
 
5.3. The vehicle shall be deemed satisfactory if, in every condition of measurement 
defined in paragraph 3.2. above, the pre ssure measured in the crankcase does not 
exceed the atmospheric pressure preva iling at the time of measurement. 
 
5.4. For the test by the method described a bove, the pressure in the intake manifold 
shall be measured to within $1 kPa. 
 
5.5. The vehicle speed as indicated at the dynamometer shall be measured to 
within $ 2 km/h. 
 
5.6. The pressure measured in the crankcase shall be measured to within $ 0.01 kPa. 
 
5.7. If in one of the conditions of measur ement defined in paragraph 3.2. above, the 
pressure measured in the crankcase exceed s the atmospheric pressure, an additional 
test as defined in paragra ph 6. below shall be performed  if so requested by the 
manufacturer. 
 
6. ADDITIONAL TEST METHOD 
  
6.1. The engine's apertures shall be left as found. 
 
6.2. A flexible bag impervious to crankcase gases and having a capacity of 
approximately five litres shall be connected  to the dipstick hole. The bag shall be 
empty before each measurement. 
 
6.3. The bag shall be closed before each measurement. It shall be opened to the 
crankcase for five minutes for each c ondition of measurement prescribed in 
paragraph 3.2. above. 
 
6.4. The vehicle shall be deemed satisfactory if, in every condition of measurement 
defined in paragraph 3.2. above, no vi sible inflation of the bag occurs. 
 27.12.2006 EN Official Journal of the European Union L 375/397
 
     
6.5.  Remark 
 
6.5.1. If the structural layout of the engine is  such that the test cannot be performed by the 
methods described in paragraphs 6.1. to  6.4. above, the measurements shall be 
effected by that method modified as follows: 
 
6.5.2. Before the test, all apertures other than that required for the recovery of the gases 
shall be closed; 
 
6.5.3. The bag shall be placed on a suita ble take-off which does not introduce any 
additional loss of pressure and is installed on the recycling circuit of the device 
directly at the engine-connection aperture. L 375/398 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 177 Annex 4 – Appendix 7 
 
TYPE III TEST 
 See detail (i)See detail (i)
See detail (i)(i) Connection of take-off bagTake-off
Crankcase
Bag
Vent
Control valve(b) Indirect recycling at slight vacuum (a) Direct recycling at slight vacuum
(c) Double-circuit direct recycling(d) Venting of crankcase with control
valve (the bag must be connected to the vent)Control valve
 27.12.2006 EN Official Journal of the European Union L 375/399
 
     
Annex 7
 
 
TYPE IV TEST 
(Determination of evaporative emissions from vehicles 
with positive-ignition engines) 
 
1. INTRODUCTION 
 
This annex describes the procedure of  the Type IV test according to 
paragraph 5.3.4. of this Regulation. 
 
This procedure describes a method fo r the determination of the loss of 
hydrocarbons by evaporation from the fuel systems of vehicles with positive-
ignition engines. 
 
2. DESCRIPTION OF TEST 
 
The evaporative emissions test (Figure 7/1 below) is designed to determine 
hydrocarbon evaporative emissions as a consequence of diur nal temperatures 
fluctuation, hot soaks during parking, and ur ban driving. The test consists of these 
phases: 
 
2.1. Test preparation including an urban (P art One) and extra-urban (Part Two) driving 
cycle, 
 
2.2. Hot soak loss determination, 
 
2.3. Diurnal loss determination. 
 
Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are 
added up to provide an ov erall result for the test. 
 
3. VEHICLE AND FUEL 
 
3.1. Vehicle 
 
3.1.1. The vehicle shall be in good mechanical  condition and have been  run in and driven 
at least 3,000 km before the test.  The ev aporative emission cont rol system shall be 
connected and have been functioning co rrectly over this period and the carbon 
canister(s) shall have been subject to normal use, neither undergoing abnormal 
purging nor abnormal loading. 
 L 375/400 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 179 Annex 4 – Appendix 7 
 
3.2. Fuel 
 
3.2.1. The appropriate reference fuel shall be used, as defined in Annex 10 to this 
Regulation. 
 
4. TEST EQUIPMENT FOR EVAPORATIVE TEST 
 
4.1. Chassis dynamometer 
 
The chassis dynamometer shall meet  the requirements of Annex 4. 
 
4.2. Evaporative emission measurement enclosure 
 
  The evaporative emission measurement enclosure shall be a gas-tight rectangular 
measuring chamber able to contain the ve hicle under test.  The vehicle shall be 
accessible from all sides and the enclosure when sealed shall be gas-tight in 
accordance with Appendix 1 to this annex.  The inner surface of the enclosure shall 
be impermeable and non-reactive to hydr ocarbons.  The temperature conditioning 
system shall be capable of controlling the internal enclosure air temperature to 
follow the prescribed temperature versus time profile throughout the test, and an 
average tolerance of  1 K over the duration of the test. 
 
The control system shall be tuned to provi de a smooth temperature pattern that has 
a minimum of overshoot, hunting, and in stability about the desired long-term 
ambient temperature profile. Interior surface temperatures shall not be less 
than 278 K (5 °C) nor more than 328 K (55 °C) at any time during the diurnal 
emission test. 
 
Wall design shall be such as to promote good dissipation of heat. Interior surface 
temperatures shall not be below 293 K ( 20 °C), nor above 325 K (52 °C) for the 
duration of the hot soak rest. 
 
To accommodate the volume changes due to enclosure temperature changes, either 
a variable-volume or fixed-vol ume enclosure may be used. 
 
4.2.1. Variable-volume enclosure 
 
The variable-volume enclosure expands  and contracts in response to the 
temperature change of the air mass in the enclosure. Two potential means of 
accommodating the internal volume changes are movable panel(s), or a bellows 
design, in which an impermeable bag or bags inside the enclosure expand(s) and 
contracts(s) in response to internal pressure changes by exchanging air from 
outside the enclosure. Any design for volume accommodation shall maintain the 27.12.2006 EN Official Journal of the European Union L 375/401
 
     
integrity of the enclosure as specified in Appendix 1 to this annex over the 
specified temperature range. 
 
Any method of volume accommodation sha ll limit the differential between the 
enclosure internal pressure and the barometric pressure to a maximum value 
of $ 5 KPa. 
 
The enclosure shall be capable of latchi ng to a fixed volume. A variable volume 
enclosure shall be capable of accommodating a + 7 per cent change from its 
'nominal volume' (see Appendix 1 to this annex, paragraph 2.1.1.), taking into 
account temperature and ba rometric pressure vari ation during testing. 
 
4.2.2. Fixed-volume enclosure 
 
The fixed-volume enclosure shall be construc ted with rigid panels that maintain a 
fixed enclosure volume, and m eet 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 thro ughout 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 activated carbon to provide a relatively constant 
hydrocarbon level. Any method of volum e accommodation shall maintain the 
differential between the enclosure internal  pressure and the barometric pressure 
between 0 and -5 kPa. 
 
4.2.2.2. The equipment shall be capable of measuring 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 proportional sample of the air withdrawn from and admitted to 
the enclosure. Alternatively, the inlet a nd outlet flow streams may be continuously 
analysed using an on-line FID analyser and integrated with the flow measurements 
to provide a continuous record of the mass hydrocarbon removal. 
 L 375/402 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 181 Annex 4 – Appendix 7 
 
Figure 7/1  
 
DETERMINATION OF EVAPORATIVE EMISSIONS 
3000 km run-in period (no excessive purge/load) 
Ageing of canister(s) verified 
Steam-clean of vehicle (if necessary)  27.12.2006 EN Official Journal of the European Union L 375/403
 
      
 
Fuel temperature 283 to 287K (10°-14°C) 
40% ± 2% of nominal tank capacity Ambient temperature:  293K to 303K (20° - 30°)
 
  Butane/nitrogen loading to 2-grams breakthrough 
 
 
Fuel temperature 291K ±8K (18K±8°C) 40%±2% of nominal tank capacity 
Ambient temperature 293 K to 303 K (20° - 30°C) 
 
Type 1: one Part 1 + two Parts 2 
T
start = 293 K to 303 (20°- 30°C) 
 
 
Ambient temperature:  293 K to 303 K (20° - 30°C) 
 
Type 1:  one Part 1 + one Part 2. 
T
start = 293 K to 303 (20°- 30°C) 
 
 
Type 1:  one Part 1 
  
 
T
min = 296K (23°C) 
Tmax = 304 K (31°C) 
60 min ± 0,5 min 
 
T=293K±2K(20°±2°C)last 6 hours 
 
Tstart  = 203K (20°C) 
Tmin  = 308 K; ȚT =15K 
24hours, No of diurnals = 1 
   
 
Notes :  
1.  Evaporative emission control families - details clarified. 
2.  Exhaust emissions may be measured during Type I test drive but these are not used for legislative purposes. 
Exhaust emission legislative test remains separate. 
  
Max 
7min Max 2 min 12 to 36h Repeated diurnal heat 
builds to 2-gram 
breakthrough T start 
=293K (20°C) 
ȚT = 15K Max 1h 
6 to 36h L 375/404 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 183 Annex 4 – Appendix 7 
 
4.3. Analytical systems 
 
4.3.1. Hydrocarbon analyser 
 
4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon detector of 
the flame ionisation de tector (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 
returned to the enclosure, preferably to a point immediately downstream of the 
mixing fan. 
 
4.3.1.2. The hydrocarbon analyser shall ha ve a response time to 90 per cent of final 
reading of less than 1.5 seconds. Its stabilit y 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 
better 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 gi ve best resolution over 
the measurement, calibration and leak checking procedures. 
 
4.3.2. Hydrocarbon analyser data recording system 
 
4.3.2.1. The hydrocarbon analyser shall be fitte d with a device to record electrical signal 
output either by strip chart recorder or ot her data processing system at a frequency 
of at least once per minute. The recording system shall have operating 
characteristics at least equivalent to the signal being recorded and shall provide a 
permanent record of results. The record shall show a positive indication of the 
beginning and end of the hot soak or di urnal emission test (including beginning 
and end of sampling periods along with  the time elapsed between start and 
completion of each test). 
  
4.4. Fuel tank heating (only applicable  for gasoline canister load option) 
  
4.4.1. The fuel in the vehicle tank(s) shall be  heated by a controllable source of heat; for 
example 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 
above the fuel. 
 
4.4.2. The tank heating device sh all make it possible to heat the fuel in the tank evenly 
by 14 K from 289 K (16 °C) within 60 minutes, with the temperature sensor 
position as in paragraph 5.1.1. below. The heating system shall be capable of 27.12.2006 EN Official Journal of the European Union L 375/405
 
     
controlling the fuel temperature to $ 1.5 K of the required temperature during the 
tank heating process. 
 
4.5. Temperature recording 
 
4.5.1. The temperature in the chamber is r ecorded at two points by temperature sensors 
which are connected so as to show a mean value. The measuring points are 
extended approximately 0.1 m into the encl osure from the vertical centre line of 
each side wall at a height of 0.9 ± 0.2 m. 
 
4.5.2. The temperatures of the fuel tank (s) are recorded by means of the sensor 
positioned in the fuel tank as in paragraph 5.1.1. below in the case of use of the 
gasoline canister load option (paragraph 5.1.5. below). 
 
4.5.3. Temperatures shall, throughout th e evaporative emission measurements, be 
recorded or entered into a data processing system at a frequency of at least once 
per minute. 
 
4.5.4. The accuracy of the temperature recording system shall be within $ 1.0 K and the 
temperature shall be capabl e of being resolved to $ 0.4 K. 
 
4.5.5. The recording or data processing system shall be capable of resolving time 
to $ 15 seconds. 
 
4.6.  Pressure recording 
 
4.6.1. The difference Țp between barometric pressure within the test area and the 
enclosure internal pressure shall, throughout the evaporative emission 
measurements, be recorded or entered into a data processing system at a frequency 
of at least once per minute. 
 
4.6.2. The accuracy of the pressure recording system shall be within $ 2 kPa and the 
pressure shall be capable of being resolved to $ 0.2 kPa. 
 
4.6.3. The recording or data processing system shall be capable of resolving time 
to $ 15 seconds. 
 
4.7. Fans 
 
4.7.1. By the use of one or more fans or blowers with the SHED door(s) open it shall be 
possible to reduce the hydrocarbons concen tration in the chamber to the ambient 
hydrocarbon level. 
 
4.7.2. The chamber shall have one or more fans or blowers of like capacity 0.1 to 
0.5 m3/min. with which to thoroughly mix the atmosphere in the enclosure. It shall L 375/406 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 185 Annex 4 – Appendix 7 
 
be possible to attain an even temperature and hydrocarbon concentration in the 
chamber during measurements. The vehicle in the enclosure shall not be subjected 
to a direct stream of air from the fans or blowers. 
 
4.8. Gases 
 
4.8.1. The following pure gases shall be  available for calibration and operation: 
 Purified synthetic air:  (purity < 1 ppm C 1 equivalent, 
 %1 ppm CO, %400 ppm CO 2, %0,1 ppm NO); 
 oxygen content 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 C 1 equivalent hydrocarbon, less than 400 ppm CO 2), 
 
Propane (C 3H8): 99.5 per cent minimum purity. 
 
Butane (C 4H10): 98 per cent minimum purity, 
 
Nitrogen (N 2): 98 per cent minimum purity. 
 
4.8.2. Calibration and span ga ses shall be available contai ning mixtures of propane 
(C3H8) and purified synthetic air. The true co ncentrations of a calibration gas shall 
be within 2 per cent of the stated figures. The accuracy of the diluted gases 
obtained when using a gas divider shall be to within $ 2 per cent of the true value. 
The concentrations specified in Appendix 1 may also be obtained by the use of a 
gas divider using synthetic air as the dilutant gas. 
 
4.9. Additional equipment 
 
4.9.1. The absolute humidity in the test area shall be measurable to within $ 5 per cent. 
 
5. TEST PROCEDURE 
 
5.1. Test preparation 
 
5.1.1. The vehicle is mechanically 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 5.1.5. 
below) the fuel tank of the vehicle shall be equipped with a temperature 27.12.2006 EN Official Journal of the European Union L 375/407
 
     
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, 
 
(d) additional fittings, adapters of devices may be fitted to the fuel system in 
order to allow a complete draining of the fuel tank.  For this purpose it is 
not necessary 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. 
 
5.1.2. The vehicle is taken into the test area where the ambient temperature is 
between 293 and 303 K (20 and 30 °C). 
 
5.1.3. The ageing of the canister(s) has to be verified. This may be done by 
demonstrating that it has accumulated a minimum of 3,000 km. If this 
demonstration is not given, the following procedure is used. In the case of a 
multiple canister system each canister shall undergo the procedure separately. 
 
5.1.3.1. The canister is removed from the vehicl e. Special care shall be taken during this 
step to avoid damage to components a nd the integrity of the fuel system. 
 
5.1.3.2. The weight of the canister shall be checked. 
 
5.1.3.3.  The canister is connected to a fuel tank, possibly an external one, filled with 
reference fuel, to 40 per cent volume of the fuel tank(s). 
 
5.1.3.4. The fuel temperature in the fuel tank shall be between 183 K and 287 K 
(10 and 14 °C). 
 
5.1.3.5.  The (external) fuel tank is h eated from 288 K to 318 K (15 to 45 °C) (1 °C 
increase every 9 minutes). 
 
5.1.3.6. If the canister reaches breakthrough before the temperature reaches 318 K (45 °C), 
the heat source shall be turned off.  Then the canister is weighed. If the canister 
did not reach breakthrough during the he ating to 318 K (45 °C), the procedure 
from paragraph 5.1.3.3. above shall be  repeated until breakthrough occurs. 
 
5.1.3.7.  Breakthrough may be checked as described in paragraphs 5.1.5. and 5.1.6. of this 
annex, or with the use of another sampling and analytical arrangement capable of 
detecting the emission of hydrocarbons from the canister at breakthrough. 
 
5.1.3.8. The canister shall be purged with 25 $ 5 litres per minute with the emission 
laboratory air until 300 bed volume exchanges are reached. 
 L 375/408 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 187 Annex 4 – Appendix 7 
 
5.1.3.9.  The weight of the canister shall be checked. 
 
5.1.3.10.  The steps of the procedure in paragraphs  5.1.3.4. to 5.1.3.9. shall be repeated nine 
times. The test may be terminated prior to that, after not less than three ageing 
cycles, if the weight of the canister after the last cycles has stabilised. 
 
5.1.3.11. The evaporative emission canister is reconnected and the vehicle restored to its 
normal operating condition. 
 
5.1.4. One of the methods specified in paragraphs 5.1.5. and 5.1.6. shall be used to 
precondition the evaporative canister. For vehicles with multiple canisters, each 
canister shall be prec onditioned separately. 
 
5.1.4.1. Canister emissions are m easured to determine breakthrough. 
 
Breakthrough is here defined as the point at which the cumulative quantity of 
hydrocarbons emitted is equal to 2 grams. 
 
5.1.4.2. Breakthrough may be verified us ing the evaporative emission enclosure as 
described in paragraphs 5.1.5. and 5.1.6.  respectively. Alternatively, breakthrough 
may be determined using an auxiliary evaporative canister connected downstream 
of the vehicle's canister. The auxiliary canister shall be well purged with dry air 
prior to loading. 
 
5.1.4.3.  The measuring chamber shall be pur ged for several minutes immediately before 
the test until a stable background is obtaine d.  The chamber air mixing fan(s) shall 
be switched on at this time. 
 
The hydrocarbon analyser shall be zeroed  and spanned immediately before the 
test. 
 
5.1.5. Canister loading with repeated heat builds to breakthrough 
 
5.1.5.1.  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 a bnormally purge or abnormally load the 
evaporative control devices fitted to the vehicle.  Removal of the fuel cap is 
normally sufficient to achieve this. 
 
5.1.5.2. The fuel tank(s) is (are) refilled with  test fuel at a temperature of between 283 K 
to 287 K (10 to 14 °C) to 40 $ 2 per cent of the tank's normal volumetric capacity. 
The fuel cap(s) of the vehicle shall be fitted at this point. 
 
5.1.5.3. Within one hour of be ing refuelled the vehicle shall be placed, with the engine 
shut off, in the evaporative emission enclosure. The fuel tank temperature sensor 27.12.2006 EN Official Journal of the European Union L 375/409
 
     
is connected to the temperature recording system. 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 4.4. above. In the case of 
vehicles fitted with more than one fuel tank, all the tanks shall be heated in the 
same way as described below. The temperatures of the tanks shall be identical to 
within $ 1.5 K. 
 
5.1.5.4. The fuel may be artificially heated  to the starting diurnal temperature of 293 K 
(20 °C) $ 1 K. 
 
5.1.5.5. When the fuel temperature reaches at least 292 K (19 °C), the following steps 
shall be taken immediately: the purge blow er shall be turned off; enclosure doors 
closed and sealed; and m easurement initiated of the hydrocarbon level in the 
enclosure. 
 
5.1.5.6. When the fuel temperature of the fuel tank reaches 293 K (20 °C) a linear heat 
build of 15 K (15 °C) begins. The fuel sh all be heated in such a way that the 
temperature of the fuel during the heating conforms to the function below to 
within $ 1.5 K. The elapsed time of the heat build and temperature rise is 
recorded. 
 
Tr = T o + 0.2333 · t 
 
where: 
 
Tr = required temperature (K); 
 
To = initial temperature (K); 
 
t  = time from start of the tank heat build in minutes. 
 
5.1.5.7. As soon as break-through occurs or when the fuel temperature reaches 308 K 
(35 °C), whichever occurs first, the heat  source is turned off, the enclosure doors 
unsealed and opened, and the vehicle fuel  tank cap(s) removed. If break-through 
has not occurred by the time the fuel te mperature 308 K (35 °C), the heat source is 
removed from the vehicle, the vehicle removed from the evaporative emission 
enclosure and the entire procedure outlined in paragraph 5.1.7. below repeated 
until break-through occurs. 
 
5.1.6. Butane loading to breakthrough 
 
5.1.6.1.  If the enclosure is used for th e determination of the break-through (see 
paragraph 5.1.4.2. above) the vehicle shall be placed, with the engine shut off, in 
the evaporative emission enclosure. L 375/410 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 189 Annex 4 – Appendix 7 
 
 
5.1.6.2. The evaporative emission canister sh all be prepared for the canister loading 
operation. The canister shall not be removed from the vehicle, unless access to it 
in its normal location is so restricted that loading can only reasonably be 
accomplished by removing the canister from the vehicle. Special care shall be 
taken during this step to avoid damage to  the components and the integrity of the 
fuel system. 
 
5.1.6.3. The canister is loaded with a mixt ure composed of 50 per cent butane and 50 per 
cent nitrogen by volume at a rate of 40 grams butane per hour. 
 
5.1.6.4. As soon as the canister reaches breakth rough, the vapour source shall be shut off. 
 
5.1.6.5. The evaporative emission canister shall then be reconnected and the vehicle 
restored to its norma l operating condition. 
 
5.1.7.  Fuel drain and refill 
 
5.1.7.1. 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  abnormally purge or abnorma lly load the evaporative 
control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient 
to achieve this. 
 
5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of 
between 291 $ 8 K (18 $ 8 °C) to 40 +2 per cent of the tank's normal volumetric 
capacity. The fuel cap(s) of the vehicle shall be fitted at this point. 
 
5.2. Preconditioning drive 
 
5.2.1. Within one hour from the completing of canister loading in accordance with 
paragraphs 5.1.5. or 5.1.6. the vehicle is placed on the chassis dynamometer and 
driven through one Part One and two Part Two driving cycles of Type I test as 
specified in Annex 4. Exhaust emissions  are not sampled during this operation. 
 
5.3. Soak 
 
5.3.1. Within five minutes of completing the preconditioning operation specified in 
paragraph 5.2.1. above the engine bonnet shall be completely closed and the 
vehicle driven off the chassis dynamometer and parked in the soak area. The 
vehicle is parked for a minimum of 12 hours and a maximum of 36 hours. The 
engine oil and coolant temperatures shall have reached the temperature of the area 
or within $ 3 K of it at the end of the period. 
 
5.4.  Dynamometer test 
 27.12.2006 EN Official Journal of the European Union L 375/411
 
     
5.4.1.  After conclusion of the soak period th e vehicle is driven through a complete Type 
I test drive as described in Annex 4 (col d start urban and extra urban test). Then 
the engine is shut off. Exhaust emissi ons may be sampled during this operation 
but the results shall not be used for the purpose of exhaust emission type approval. 
 
5.4.2. Within two minutes of completing the Type I test drive specified in 
paragraph 5.4.1. above the vehicle is driv en a further conditioning drive consisting 
of one urban test cycle (hot start) of a Ty pe I test.  Then the engine is shut off 
again.  Exhaust emissions need not be sampled during this operation. 
 
5.5. Hot soak evaporative emissions test 
  
5.5.1. Before the completion of the test r un the measuring chamber shall be purged for 
several minutes until a stable hydrocar bon background is obtained. The enclosure 
mixing fan(s) shall also be turned on at this time. 
 
5.5.2. The hydrocarbon analyser shall be ze roed and spanned immediately prior to the 
test. 
 
5.5.3. At the end of the driving cycle the engine bonnet shall be completely closed and 
all connections between the vehicle and the test stand disconnected.  The vehicle 
is then driven to the measuring chamber with a minimum use of the accelerator 
pedal.  The engine shall be turned off be fore any part of the vehicle enters the 
measuring 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 luggage compartments shall be 
opened at this stage, if not already opened. 
 
5.5.4. The vehicle shall be pushed or otherw ise moved into the measuring chamber with 
the engine switched off. 
 
5.5.5. The enclosure doors are closed and s ealed gas-tight within two minutes of the 
engine being switched off a nd within seven minutes of the end of the conditioning 
drive. 
 
5.5.6. The start of a 60 $ 0.5 minute hot soak period begins  when the chamber is sealed. 
The hydrocarbon concentration, temper ature and barometric pressure are 
measured to give the initial readings C HCi, Pi and T i for the hot soak test.  These 
figures are used in the evaporative emission calculation, paragraph 6. below.  The 
ambient  temperature T of the enclosure shall not be less than 296 K and no more 
than 304 K during the 60-minute hot soak period. 
 
5.5.7. The hydrocarbon analyser shall be ze roed and spanned immediately before the 
end of the 60 $ 0.5 minute test period. 
 L 375/412 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 191 Annex 4 – Appendix 7 
 
5.5.8. At the end of the 60 $ 0.5 minute test period, the hydrocarbon concentration in 
the chamber shall be measured.  The temperature and the barometric pressure are 
also measured.  These are the final readings C HCf, Pf and T f for the hot soak test 
used for the calculation in paragraph 6. below. 
 
5.6. Soak 
 
5.6.1. The test vehicle shall be pushed or otherwise moved to the soak area without use 
of the engine and soaked for not less th an 6 hours and not more than 36 hours 
between the end of the hot soak test and the start of the diurnal emission test.  For 
at least 6 hours of this period th e vehicle shall be soaked at 
293 $ 2 K (20 $ 2 °C). 
 
5.7. Diurnal test 
 
5.7.1.  The test vehicle shall be exposed to one cycle of ambient temperature according to 
the profile specified in Appendix 2 to this annex with a maximum deviation 
of $ 2 K at any time.  The average temperature deviation from the profile, 
calculated using the absolute value of each measured deviation, shall not 
exceed $ 1 K.  Ambient temperature shall be measured at least every minute. 
Temperature cycling begins when time T start = 0, as specified in paragraph 5.7.6. 
below. 
 
5.7.2. The measuring chamber shall be purge d for several minutes immediately before 
the test until a stable background is obtaina ble.  The chamber mi xing fan(s) shall 
also be switched on at this time. 
 
5.7.3. The test vehicle, with the engine shut off and the test  vehicle windows and 
luggage compartment(s) opened shall be moved into the measuring 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 th e fuel tank of the test vehicle. 
 
5.7.4. The hydrocarbon analyser shall be ze roed and spanned immediately before the 
test. 
 
5.7.5. The enclosure doors shall be  closed and gas-tight sealed. 
 
5.7.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon 
concentration, temperature and barometric pressure are measured to give the 
initial readings C HCi, Pi and T i  for the diurnal test. This is the point where time 
Tstart = 0. 
 
5.7.7. The hydrocarbon analyser shall be ze roed and spanned immediately before the 
end of the test. 
 27.12.2006 EN Official Journal of the European Union L 375/413
 
     
5.7.8. The end of the emission sampling period occurs 24 hours $ 6 minutes after the 
beginning of the initial sampling, as specified in paragraph 5.7.6. above. The time 
elapsed is recorded. The hydrocarbon con centration, temperature and barometric 
pressure are measured to give the final readings C HCf, Pf and T f for the diurnal test 
used for the calculation in paragraph 6. This completes the evaporative emission 
test procedure. 
 
6. CALCULATION 
 
6.1. The evaporative emission tests describe d in paragraph 5. allow the hydrocarbon 
emissions from the diurnal and hot soak phases to be calculated. Evaporative 
losses from each of theses phases is calculated using the initial and final 
hydrocarbon concentrations, temperatures and pressures in the enclosure, together 
with the net enclosure volume. The formula below is used: 
 
 
 
 
  
 
where: 
 
MHC = hydrocarbon mass in grams  
 
MHC,out  = mass of hydrocarbon exiting the enclosure, in the case of 
 fixed-volume enclosures fo r diurnal emission testing 
 (grams). 
 
MHC,i = mass of hydrocarbon entering the enclosure, in the case of 
 fixed-volume enclosures fo r diurnal emission testing 
 (grams). 
 
CHC = measured hydrocarbon concentration in the enclosure 
 (ppm volume in C 1 equivalent), 
 
V = net enclosure volume in c ubic metres corrected for the 
 volume of the vehicle, with  the windows and the luggage 
 compartment open. If the vol ume of the vehicle is not 
 determined a volume of 1.42 m3 is subtracted. 
 
T =  ambient chamber temperature, in K, 
 L 375/414 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 193 Annex 4 – Appendix 7 
 
P = barometric pressure in kPa, 
 
H/C = hydrogen to carbon ratio, 
 
k = 1.2 . (12 + H/C); 
 
where: 
 
i = is the initial reading, 
 
f = is the final reading, 
 
H/C = is taken to be 2.33 for diurnal test losses, 
 
H/C = is taken to be 2.20 for hot soak losses. 
 
6.2. Overall results of test 
 
The overall hydrocarbon mass emission for the vehicle is taken to be: 
 
Mtotal = M DI + M HS 
 
 where: 
 
Mtotal  =  overall mass emissions of the vehicle (grams), 
 
MDI    =  hydrocarbon mass emission for diurnal test (grams), 
 
MHS    =  hydrocarbon mass emission for the hot soak (grams). 
 
7. CONFORMITY OF PRODUCTION 
 
7.1. For routine end-of-production-line te sting, the holder of the approval may 
demonstrate compliance by sampling vehi cles which shall meet the following 
requirements. 
 
7.2. Test for leakage 
 
7.2.1. Vents to the atmosphere from the em ission control system shall be isolated. 
 
7.2.2. A pressure of 370 $ 10 mm of H 2O shall be applied to the fuel system. 
 
7.2.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from 
the pressure source. 27.12.2006 EN Official Journal of the European Union L 375/415
 
     
 
7.2.4. Following isolation of the fuel syst em, the pressure shall not drop by more 
than 50 mm of H 2O in five minutes. 
 
7.3. Test for venting 
  
7.3.1. Vents to the atmosphere from th e emission control shall be isolated. 
 
7.3.2. A pressure of 370 $ 10 mm of H 2O shall be applied to the fuel system. 
 
7.3.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from 
the pressure source. 
 
7.3.4. The venting outlets from the emission c ontrol systems to the atmosphere shall be 
reinstated to the production condition. 
 
7.3.5. The pressure of the fuel sy stem shall drop to below 100 mm of H 20 in not less 
than 30 seconds but within two minutes. 
 
7.3.6. At the request of the manufacturer the functional capacity for venting can be 
demonstrated by equivalent  alternative procedure. Th e specific procedure should 
be demonstrated by the manufacturer to  the technical service during the type 
approval procedure. 
 
7.4. Purge test 
 
7.4.1. Equipment capable of detecting an airflow rate of 1.0 litres in one minute shall be 
attached to the purge inlet and a pressure vessel of sufficient size to have 
negligible effect on the purge system sha ll be connected via a switching valve to 
the purge inlet, or alternatively. 
 
7.4.2. The manufacturer may use a flow meter of his own choosing, if acceptable to the 
competent authority. 
 
7.4.3. The vehicle shall be operated in such a manner that any design feature of the 
purge system that could restrict purge ope ration is detected and the circumstances 
noted. 
 
7.4.4. Whilst the engine is operating within  the bounds noted in paragraph 7.4.3. above, 
the air flow shall be determined by either: 
 
7.4.4.1. The device indicated in  paragraph 7.4.1. above bein g switched in. A pressure drop 
from atmospheric to a level indicating that a volume of 1.0 litres of air has flowed 
into the evaporative emission control syst em within one minute shall be observed; 
or L 375/416 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 195 Annex 4 – Appendix 7 
 
 
7.4.4.2. if an alternative flow measuring device is used, a reading of no less than 1.0 litre 
per minute shall be detectable. 
 
7.4.4.3. At the request of the manufacturer an  alternative purge tat procedure can be used, 
if the procedure has been presented to and has been accepted by the technical 
service during the type approval procedure. 
 
7.5. The competent authority which has gran ted type approval may at any time verify 
the conformity control methods a pplicable to each production unit. 
 
7.5.1. The inspector shall take a sufficiently large sample from the series. 
 
7.5.2. The inspector may test these vehicles by application of paragraph 8.2.5. of this 
Regulation. 
 
7.6. If the requirements of paragraph 7.5. above are not met, the competent authority 
shall ensure that all necessary steps are taken to re-establish conformity of 
production as rapidly as possible. 
 27.12.2006 EN Official Journal of the European Union L 375/417
 
     
Annex 7 - Appendix 1
 
 
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION TESTING 
 
1. CALIBRATION FREQUENCY AND METHODS 
 
1.1. All equipment shall be calibrated before its initial use and then calibrated as often 
as necessary and in any case in the month before type approval testing. The 
calibration methods to be used ar e described in this Appendix. 
 
1.2. Normally the series of temperatures which are mentioned first shall be used. The 
series of temperatures within square brackets may alternatively be used. 
 
2. CALIBRATION OF THE ENCLOSURE 
 
2.1. Initial determination of internal volume of the enclosure 
 
2.1.1. 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 
irregularities such as bracing struts. The internal volume of the chamber is 
determined from these measurements. 
 
For variable-volume enclosures, the enclos ure shall be latched to a fixed volume 
when the enclosure is held at an am bient temperature of 303 K (30 °C) [(302 K 
(29 °C)]. This nominal volume shall be repeatable within $ 0.5 per cent of the 
reported value. 
 
2.1.2. The net internal volume is determined by subtracting 1.42 m3 from the internal 
volume of the chamber. Alternatively the volume of the test vehicle with the 
luggage compartment and windows open may be used instead of the 1.42 m3. 
 
2.1.3. The chamber shall be checked as in paragraph 2.3. below. If the propane mass 
does not correspond to the injected mass to within $ 2 per cent, then corrective 
action is required. 
 
2.2. Determination of ch amber background emissions 
 
This operation determines that the cham ber does not contain any materials that 
emit significant amounts of hydrocarbons. Th e check shall be carried out at the 
enclosure's introduction to service, after any operations in the enclosure which 
may affect background emissions and at a frequency of at least once per year. 
 L 375/418 EN Official Journal of the European Union 27.12.2006
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E/ECE/TRANS/505   
Regulation No. 83 page 197 Annex 4 – Appendix 7 
 
2.2.1. Variable-volume enclosures may be operated in either latched or unlatched 
volume configuration, as described in paragraph 2.1.1. above, ambient 
temperatures shall be maintained at 308 K $ 2 K. (35 $ 2 °C) [309 K $ 2 K 
(36 $ 2 °C)], throughout the 4-hour  period mentioned below. 
 
2.2.2. Fixed volume enclosures shall be opera ted with the inlet and outlet flow streams 
closed. Ambient temperatures shall be maintained at 308 K $ 2 K (35 $ 2 °C) 
[309 K $ 2 K (36 $ 2 °C) throughout the 4-hour period mentioned below. 
 
2.2.3. The enclosure may be sealed and th e mixing fan operated for a period of up 
to 12 hours before the 4-hour background sampling period begins. 
 
2.2.4. The analyser (if required) shall be calibrated, then zeroed and spanned. 
 
2.2.5. The enclosure shall be purged until a stable hydrocarbon reading is obtained, and 
the mixing fan turned on if not already on. 
 
2.2.6. The chamber is then sealed and the background hydrocarbon concentration, 
temperature and barometric pressure are measured.  These are the initial readings 
CHCi, Pi, Ti used in the enclosure background calculation. 
 
2.2.7. The enclosure is allowed to stand undist urbed with the mixing fan on for a period 
of four hours. 
 
2.2.8. At the end of this time the same analyser is used to measure the hydrocarbon 
concentration in the chamber.  The temperature and the barometric pressure are 
also measured.  These are the final readings C HCf, Pf, Tf. 
 
2.2.9. The change in mass of hydrocarbons in the enclosure shall be calculated over the 
time of the test in accordance with paragraph 2.4. below and shall 
not exceed 0.05 g. 
 
2.3. Calibration and hydrocarbon re tention test of the chamber 
 
The calibration and hydrocarbon retention te st in the chamber provides a check on 
the calculated volume in paragraph 2.1. a bove and also measures any leak rate.  
The enclosure leak rate shall be determined at the enclosure's introduction to 
service, after any operations in the enclosure which may affect the integrity of the 
enclosure, and at least monthly thereaft er.  If six consecutive monthly retention 
checks are successfully completed without  corrective action, the enclosure leak 
rate may be determined quarterly thereafter as long as no corrective action is 
required. 
 27.12.2006 EN Official Journal of the European Union L 375/419
 
     
2.3.1. The enclosure shall be purged until a stable hydrocarbon concentration is reached. 
The mixing fan is turned on, if not already switched on.  The hydrocarbon 
analyser is zeroed, calibrated if required, and spanned. 
 
2.3.2. On variable-volume enclosures, the enclosure shall be latched to the nominal 
volume position.  On fixed-volume enclosur es the outlet and inlet flow streams 
shall be closed. 
 
2.3.3. The ambient temperature control system is then turned on (if not already on) and 
adjusted for an initial temperature of 308 K (35 °C) [309 K (36 °C)]. 
 
2.3.4. When the enclosure stabilises at 308 K $ 2 K (35 $ 2 °C) 
[309 K $ 2 K (36 $ 2 °C)], the enclosure is sealed and the background 
concentration, temperature and barometric pressure measured. These are the initial 
readings C HCi, Pi, Ti used in the enclosure calibration. 
 
2.3.5. A quantity of approximately 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. 
 
2.3.6. The contents of the chamber shall be allowed to mix for five minutes and then the 
hydrocarbon concentration, temperature and barometric pressure are measured. 
These are the readings C HCf, Pf, Tf for the calibration of the enclosure as well as 
the initial readings C HCi, Pi, Ti for the retention check. 
 
2.3.7. Based on the readings taken according to paragraphs 2.3.4. and 2.3.6. above and 
the formula in paragraph 2.4. below, th e mass of propane in the enclosure is 
calculated. This shall be within  ± 2 per cent of the mass of propane measured in 
paragraph 2.3.5. above. 
 
2.3.8. For variable-volume en closures the enclosure shall be unlatched from the nominal 
volume configuration. For fixed-volume enclosures, the outlet and inlet flow 
streams shall be opened. 
 
2.3.9. The process is then begun of cycli ng the ambient temperature from 308 K (35 °C) 
to 293 K (20 °C) and back to 308 K (35 °C) [308.6 K (35.6 °C) to 295.2 K 
(22.2 °C) and back to 308.6 K (35.6 °C)] over a 24-hour period according to the 
profile [alternative profile] specified in Appendix 2 to this annex within 
15 minutes of sealing the enclosure. (Toler ances as specified in paragraph 5.7.1. 
of Annex 7). 
 
2.3.10. At the completion of the 24-hour cycling period, the final hydrocarbon 
concentration, temperature and barometric pressure are measured and recorded. 
These are the final readings C HCf, Pf, Tf for the hydrocarbon retention check. 
 L 375/420 EN Official Journal of the European Union 27.12.2006
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E/ECE/TRANS/505   
Regulation No. 83 page 199 Annex 4 – Appendix 7 
 
2.3.11. Using the formula in paragraph 2.4. below, the hydrocarbon mass is then 
calculated from the readings taken in pa ragraphs 2.3.10. and 2.3.6. above. The 
mass may not differ by more than 3 per cent from the hydrocarbon mass given in 
paragraph 2.3.7. above. 
 
2.4. Calculations 
 
The calculation of net hydrocarbon mass change within the enclosure is used to 
determine the chamber's hydrocarbon back ground and leak rate . Initial and final 
readings of hydrocarbon concentration, temperature and barometric pressure are 
used in the following formula to calculate the mass change. 
 
 
 
where: 
 
MHC = hydrocarbon mass in grams, 
 
MHC,out  = mass of hydrocarbons exiting the enclosure, in the case of 
  fixed-volume enclosures for diurnal emission testing (grams) 
 
MHC,i = mass of hydrocarbons entering the enclosure when a fixed-
  volume enclosure is used for testing diurnal emissions (grams) 
 
CHC = hydrocarbon concentration in the enclosure (ppm  carbon 
  (Note : ppm carbon = ppm propane x 3)), 
 
V = enclosure volume in cubic metres, 
 
T = ambient temperature in the enclosure, (K), 
 
P = barometric pressure, (kPa), 
 
K = 17.6; 
 
where: 
i is the initial reading, 
f  is the final reading. 
 
3. CHECKING OF FID HYDROCARBON ANALYZER 
 27.12.2006 EN Official Journal of the European Union L 375/421
 
     
3.1. Detector response optimisation 
 
The FID shall be adjusted as specified by the instrument manufacturer. Propane in 
air should be used to optimise the res ponse on the most common operating range. 
 
3.2. Calibration of the HC analyser 
 
The analyser should be calibrated using pr opane in air and purified synthetic air. 
See paragraph 4.5.2. of Annex 4 (Calibration and span gases). 
 
Establish a calibration curve as described in paragraphs 4.1. to 4.5. of this 
appendix. 
 
3.3. Oxygen interference check and recommended limits 
 
The response factor (Rf) fo r a particular hydrocarbon species is the ratio of the 
FID C 1 reading to the gas cylinder concentration, expressed as ppm C 1.  The 
concentration of the test gas shall be  at a level to give a response of 
approximately 80 per cent of full-scale deflection, for the operating range. The 
concentration shall be known, to an accuracy of $ 2 per cent in reference to a 
gravimetric standard expre ssed in volume. In addition the gas cylinder shall be 
preconditioned for 24 hours at a temper ature between 293 K and 303 K (20 and 
30 °C). 
 
Response factors should be determined when  introducing an analyser into service 
and thereafter at major service intervals. The reference gas to be used is propane 
with balance purified air which is take n to give a response factor of 1.00. 
 
The test gas to be used for oxygen interference and the recommended response 
factor range are given below: 
 
Propane and nitrogen:       0.95 % Rf ³  1.05. 
 
4. CALIBRATION OF THE HYDROCARBON ANALYZER 
 
Each of the normally used operating ranges are calibrated by the following 
procedure: 
 
4.1. Establish the calibration curve by at least five calibration points spaced as evenly 
as possible over the operating range.  Th e nominal concentration of the calibration 
gas with the highest concentrations to be at least 80 per cent of the full scale. 
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Regulation No. 83 page 201 Annex 4 – Appendix 7 
 
4.2. Calculate the calibration curve by the method of least squares.  If the resulting 
polynomial degree is greater than 3, then  the number of calibration points shall be 
at least the number of the polynomial degree plus 2. 
 
4.3. The calibration curve shall not differ by more than 2 per cent from the nominal 
value of each calibration gas. 
 
4.4. Using the coefficients of the polynomial derived from paragraph 3.2. above, a 
table of indicated reading against true c oncentration 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 potentiometer readings (where 
applicable), 
 
(b) nominal scale, 
 
(c) reference data of each calibration gas used, 
 
(d) the actual and indicated value of each calibration gas used together with 
the percentage differences, 
 
(e) FID fuel and type, 
 
(f) FID air pressure. 
 
4.5. If it can be shown to the satisfaction of the technical service that alternative 
technology (e.g. computer, electronically  controlled range switch) can give 
equivalent accuracy, then those alternatives may be used. 
 27.12.2006 EN Official Journal of the European Union L 375/423
 
     
Annex 7 - Appendix 2  
 
 
Diurnal ambient temperature profile 
for the calibration of the enclosure 
and the diurnal emission test Alternative diurnal ambient 
temperature profile for the 
calibration of the enclosure 
in accordance with Annex 7, 
Appendix 1, paragraphs 1.2. 
and 2.3.9. 
 
Time (hours ) 
Calibration  
Test Temperature 
(°C i)  
Time (hours)  
Temperature 
(°C i)  
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 
35.4 
   
24 
35.6L 375/424 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 203 Annex 7 – Appendix 2 
 
Annex 8  
 
TYPE VI TEST 
(Verifying the average exhaust emissions of carbon monoxide 
and hydrocarbons after a cold star t at low ambient temperature) 
 
1. INTRODUCTION 
 
This annex applies only to vehicles with positive-ignition engines.  It describes the 
equipment required and the procedure for the Type VI test defined in paragraph 5.3.5 
of this Regulation in order to verify  the emissions of carbon monoxide and 
hydrocarbons at low ambient temperatures.  Topics addressed in this Regulation 
include: 
 
Equipment requirements; 
 
(ii) Test conditions; 
 
(iii) Test procedures and data requirements. 
 
2. TEST EQUIPMENT 
 
2.1. Summary 
 
2.1.1. This chapter deals with the equipmen t needed for low ambient temperature exhaust 
emission tests of positive-ignition engi ned vehicles.  Equipment required and 
specifications are equivalent to the requirements for the Type I test as specified in 
Annex 4, with appendices, if specific requi rements for the Type VI test are not 
prescribed.  Paragraphs 2.2. to 2.6. descri be deviations applicable to Type VI low 
ambient temperature testing. 
 
2.2. Chassis dynamometer 
 
2.2.1. The requirements of paragraph 4.1. of  Annex 4 apply. The dynamometer shall be 
adjusted to simulate the operation of a vehi cle on the road at 266 K (-7 °C).  Such 
adjustment may be based on a determination of the road load force profile at 266 K (-
7 °C).  Alternatively the driving resistance determined according to Appendix 3 of 
Annex 4 may be adjusted for a 10 per cent decrease of the coast-down time.  The 
technical service may approve the use of other methods of determining the driving 
resistance. 
 
2.2.2. For calibration of the dynamometer the provisions of Appendix 2 to Annex 4 apply. 
 
2.3. Sampling system 27.12.2006 EN Official Journal of the European Union L 375/425
 
     
 
2.3.1. The provisions of paragraph 4.2. of Annex 4 and Appendix 5 to Annex 4 apply.  
Paragraph 2.3.2. of Appendix 5 is modified to read: 
 
"The piping configuration, flow capacit y of the CVS, and the temperature and 
specific humidity of the dilution air (which may be different from the vehicle 
combustion air source) shall be controlle d so as to virtually eliminate water 
condensation in the system (a flow of 0.142 to 0.165 m3/s is sufficient for most 
vehicles)." 
 
2.4. Analytical equipment 
 
2.4.1. The provisions of paragraph 4.3. of Annex 4 apply, but only for carbon monoxide, 
carbon dioxide, and hydrocarbon testing. 
 
2.4.2. For calibrations of the analytical equi pment the provisions of Appendix 6 to Annex 4 
apply. 
 
2.5. Gases 
 
2.5.1. The provisions of paragraph 4.5. of  Annex 4 apply, where they are relevant. 
 
2.6. Additional equipment 
 
2.6.1. For equipment used for the measurem ent of volume, temperature, pressure and 
humidity the provisions in paragraphs 4.4. and 4.6. of Annex 4 apply. 
 
3. TEST SEQUENCE AND FUEL 
 
3.1. General requirements 
 
3.1.1. The test sequence in Figure 8/1 show s the steps encountered as the test vehicle 
undergoes the procedures for the Type VI test. Ambient temperature levels 
encountered by the test vehicl e shall average: 266 K (-7 °C) $ 3 K and shall not be 
less than 260 K (-13 °C), or more than 272 K (-1 °C). 
 
The temperature may not fall below 263 K (-10 °C), or exceed 269 K (-4 °C) for 
more than three consecutive minutes. 
 
3.1.2. The test cell temperatur e monitored during testing shall be measured at the output of 
the cooling fan (paragraph 5.2.1. of this  annex). The ambient temperature reported 
shall be an arithmetic average of the test cell temperatures measured at constant 
intervals no more than one minute apart. 
 
3.2. Test procedure L 375/426 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 205 Annex 7 – Appendix 2 
 
 
The Part One urban driving cycle according to Figure 1/1 in Annex 4, Appendix 1, 
consists of four elementary urban cycles which together make a complete Part One 
cycle. 
 
3.2.1. Start of engine, start of the sampling an d the operation of the first cycle shall be in 
accordance with Table 1.2 and Figure 1/1 in Annex 4. 
 
3.3. Preparation for the test 
 
3.3.1. For the test vehicle the provisions of paragraph 3.1. of Annex 4 apply. For setting the 
equivalent inertia mass on the dynamomete r the provisions of paragraph 5.1. of 
Annex 4 apply. 27.12.2006 EN Official Journal of the European Union L 375/427
 
     
Figure 8/1
 
 
Procedure for low ambient temperature test 
 
 L 375/428 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 207 Annex 7 – Appendix 2 
 
3.4. Test fuel 
 
3.4.1. The test fuel must comply with the spec ifications given in paragraph 3. of Annex 10. 
 
4. VEHICLE PRECONDITIONING  
 
4.1. Summary 
 
4.1.1. To ensure reproducible emission tests, the test vehicles sha ll be conditioned in a 
uniform manner. The conditioning consists  of a preparatory drive on a chassis 
dynamometer followed by a soak period be fore the emission test according to 
paragraph 4.3. 
 
4.2. Preconditioning 
 
4.2.1. The fuel tank(s) shall be filled with the specified test fuel. If the existing fuel in the 
fuel tank(s) does not meet th e specifications contained in paragraph 3.4.1. above, the 
existing fuel shall be drained prior to the fuel fill. The test fuel shall be at a 
temperature less than or equal to 289 K (+16 °C). For the above operations the 
evaporative emission control system sh all neither be abnormally purged nor 
abnormally loaded. 
 
4.2.2. The vehicle is moved to the test ce ll and placed on the chassis dynamometer. 
 
4.2.3. The preconditioning consists of the driving cycle according to Annex 4, Appendix 1, 
Figure 1/1, Parts One and Two. At the re quest of the manufacturer, vehicles with a 
positive-ignition engine may be preconditione d with one Part One and two Part Two 
driving cycles. 
 
4.2.4. During the preconditioning the test cell temperature shall remain relatively constant 
and not be higher than 303 K (30 °C) 
 
4.2.5. The drive-wheel tyre pressure shall be set in accordance with the provisions of 
paragraph 5.3.2 of Annex 4. 
 
4.2.6. Within ten minutes of completion of  the preconditioning, the engine shall be 
switched off. 
 
4.2.7. If requested by the manufacturer and approved by the technical service, additional 
preconditioning may in exceptional cases be allowed. The technical service may also 
choose to conduct additi onal preconditioning. The additional preconditioning 
consists of one or more driving schedules  of the Part One cycle as described in 
Annex 4, Appendix 1. The extent of such additional prec onditioning shall be 
recorded in the test report. 
 27.12.2006 EN Official Journal of the European Union L 375/429
 
     
4.3. Soak methods 
 
4.3.1. One of the following two methods, to be selected by the manufacturer, shall be 
utilised to stabilise the vehicle before the emission test. 
 
4.3.2. Standard method 
 
The vehicle is stored for not less than 12 hours nor for more than 36 hours prior to 
the low ambient temperature exhaust emission test.  The ambient temperature (dry 
bulb) during this period shall be maintained at an average temperature of: 
 
266 K (-7 °C) $ 3 K during each hour of this peri od and shall not be less than 260 K 
(-13 °C) nor more than 272 K (-1 °C). In addition, the temperature may not fall 
below 263 K (-10 °C) nor more than 269 K (-4  °C) for more than three consecutive 
minutes. 
 
4.3.3. Forced method 
 
The vehicle shall be stored for not more than 36 hours prior to the low ambient 
temperature exhaust emission test. 
 
4.3.3.1. The vehicle shall not be stored at ambient temperatures which exceed 303 K (30 °C) 
during this period.  
 
4.3.3.2. Vehicle cooling may be accomplished by force-cooling the vehicle to the test 
temperature. If cooling is augmented by fans, the fans shall be placed in a vertical 
position so that the maximum cooling of the drive train and engine is achieved and 
not primarily the sump. Fans shall not be placed under the vehicle. 
 
4.3.3.3. The ambient temperature need only be  stringently controlled after the vehicle has 
been cooled to 266 K (-7 °C) $ 2 K, as determined by a representative bulk oil 
temperature. 
 
A representative bulk oil temperature is the temperature of the oil measured near the 
middle of the oil sump, not at the surface or at the bottom of the oil sump. If two or 
more diverse locations in the oil are monito red, they shall all meet the temperature 
requirements. 
 
4.3.3.4. The vehicle shall be stored for at least one hour after is has been cooled to 266 K 
(-7 °C) $ 2 K, prior to the low ambient temperature exhaust emission test. The 
ambient temperature (dry bulb) during th is period shall average 266 K (-7 °C) $ 3 K, 
and shall not be less than 260 K (-13 °C) or more than 272 K (-1 °C), 
 
In addition, the temperature may not fall below 263 K (-10 °C) or exceed 269 K  L 375/430 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 209 Annex 7 – Appendix 2 
 
(-4 °C), for more than three consecutive minutes. 
 
4.3.4. If the vehicle is stabilised at 266 K (-7 °C ), in a separate area and is moved through a 
warm area to the test cell, the vehicle shall be destabilised in the test cell for at least 
six times the period the vehicle is exposed to warmer temperatures. The ambient 
temperature (dry bulb) during this period shall average 266 K (-7 °C) $ 3 K and shall 
not be less than 260 K (-13 °C) nor more than 272 K (-1 °C). 
 
In addition, the temperature may not fall below 263 K (-10 °C) or exceed 269 K 
(-4 °C), for more than three consecutive minutes. 
 
5. DYNAMOMETER PROCEDURE 
 
5.1.  Summary 
 
5.1.1. The emission sampling is performed over a test procedure consisting of the Part One 
cycle (Annex 4, Appendix 1, Figure 1/1) . Engine start-up, immediate sampling, 
operation over the Part One cycle and en gine shut-down make a complete low 
ambient temperature test, with a tota l test time of 780 seconds. The exhaust 
emissions are diluted with ambient air and a continuously proportional sample is 
collected for analysis. The exhaust gases collected in the bag are analysed for 
hydrocarbons, carbon monoxide, and carbon di oxide. A parallel sample of the 
dilution air is similarly analysed for carbon monoxide, hydrocarbons and carbon 
dioxide. 
 
5.2. Dynamometer operation 
 
5.2.1.  Cooling fan 
 
5.2.1.1. A cooling fan is positioned so that cooling air is appropriately directed to the radiator 
(water cooling) or to the air intake (air-cooling) and to the vehicle. 
 
5.2.1.2. For front-engined vehicles, the fan sh all be positioned in front of the vehicle, 
within 300 mm of it. In the case of rear-engined vehicles or if the above arrangement 
is impractical, the cooling fan shall be positioned so that sufficient air is supplied to 
cool the vehicle. 
 
5.2.1.3. The fan speed shall be such that, within the operating range of 10 km/h to at 
least 50 km/h, the linear velocity of th e air at the blower outlet is within $ 5 km/h of 
the corresponding roller speed. The final se lection of the blow er shall have the 
following characteristics: 
 
(i) area:  at least 0.2 m2, 
 27.12.2006 EN Official Journal of the European Union L 375/431
 
     
(ii) height of the lower edge above ground: approximately 20 cm. 
 
As an alternative the blower linear air speed shall be at least 6 m/s (21.6 km/h). At 
the request of the manufacturer, for special ve hicles (e.g. vans, off-road) the height of 
the cooling fan may be modified. 
 
5.2.1.4. The vehicle speed as measured fro m the dynamometer roll(s) shall be used 
(paragraph 4.1.4.4. of Annex 4). 
 
5.2.3. Preliminary testing cycles may be carried out if necessary, to determine how best to 
actuate the accelerator and brake controls so as to achieve a cycle approximating to 
the theoretical cycle within the prescribed limits, or to permit sampling system 
adjustment. Such driving shall be carried out before "START" according to 
Figure 8/1. 
 
5.2.4. Humidity in the air shall be ke pt low enough to prevent condensation on the 
dynamometer roll(s). 
 
5.2.5. The dynamometer shall be thoroughly warmed as recommended by the dynamometer 
manufacturer, and using proce dures or control methods th at assure stability of the 
residual frictional power. 
 
5.2.6. The time between dynamometer warming a nd the start of the emission test shall be 
no longer than 10 minutes if the dynamomete r bearings are not independently heated. 
If the dynamometer bearings are independently heated, the emission test shall begin 
no longer than 20 minutes after dynamometer warming. 
 
5.2.7. If the dynamometer power is to be adju sted manually, it shall be set within one hour 
prior to the exhaust emission test phase.  Th e test vehicle may not be used to make 
the adjustment.  The dynamometer, using automatic control of pre-selectable power 
settings, may be set at any time prior to the beginning of the emission test. 
 
5.2.8. Before the emission test driving schedul e may begin, the test cell temperature shall 
be 266 K (-7 °C) $ 2 K, as measured in the air stream of the cooling fan with a 
maximum distance of 1.5 m from the vehicle. 
 
5.2.9. During operation of the vehicle the hea ting and defrosting devices shall be shut off. 
 
5.2.10. The total driving distance or ro ller revolutions measured are recorded. 
 
5.2.11. A four-wheel drive vehicle shall be te sted in a two-wheel drive mode of operation. 
The determination of the total road force for dynamometer setting is performed while 
operating the vehicle in its pr imary designed driving mode. 
 
5.3. Performing the test L 375/432 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 211 Annex 7 – Appendix 2 
 
 
5.3.1. The provisions of paragraphs 6.2. to 6.6., excluding 6.2.2., of Annex 4 apply in 
respect of starting the engine, carrying out the test and taking the emission samples. 
The sampling begins before or at the initiation of the engine start-up procedure and 
ends on conclusion of the final idling period of  the last elementary cycle of the Part 
One (urban driving cycle), after 780 seconds. 
 
The first driving cycle starts with a period of 11 seconds idling as soon as the engine 
has started. 
 
5.3.2. For the analysis of the sampled emi ssions the provisions of paragraph 7.2. of 
Annex 4 apply.  In performing the exhaust sample analysis the technical service shall 
exercise care to prevent condensation of water vapour in the exhaust gas sampling 
bags. 
 
5.3.3. For the calculations of the mass emissi ons the provisions of paragraph 8. of Annex 4 
apply. 
 
6. OTHER REQUIREMENTS 
 
6.1. Irrational emission control strategy 
 
6.1.1. Any irrational emission control strategy which results in a reduction in effectiveness 
of the emission control system under norma l operating conditions at low temperature 
driving, so far as not covered by the standa rdised emission tests, may be considered a 
defeat device. 
 27.12.2006 EN Official Journal of the European Union L 375/433
 
     
Annex 9
 
 
TYPE V TEST 
(Description of the endurance test for verifying the durability 
of pollution control devices) 
 
1. INTRODUCTION 
 
This annex described the test for verifying the durability of anti-pollution devices 
equipping vehicles with positive-ignition or compression-ignition engines during an 
ageing test of 80,000 km. 
 
2. TEST VEHICLE 
 
2.1. The vehicle shall be in good mechanic al order; the engine and the anti-pollution 
devices shall be new.  The vehicle may be the same as that presented for the Type I 
test; this Type I test has to  be done after the vehicle has run at least 3,000 km of the 
ageing cycle of paragraph 5.1. below. 
 
3. FUEL 
 
The durability test is conducted with a suitable commercially available fuel. 
 
4. VEHICLE MAINTENANCE AND ADJUSTMENTS 
 
Maintenance, adjustments as well as the use of the test vehicle's controls shall be 
those recommended by the manufacturer. 
 
5. VEHICLE OPERATION ON TRACK, ROAD OR ON CHASSIS 
DYNAMOMETER 
 
5.1. Operating cycle 
 
During operation on track, road or on roller te st bench, the distance shall be covered 
according to the driving schedule (Figure 9/1) described below: 
 
5.1.1. the durability test schedule is compos ed of 11 cycles covering 6 kilometres each, 
 
5.1.2. during the first nine cycles, the vehicl e is stopped four times in the middle of the 
cycle, with the engine idling each time for 15 seconds, 
 
5.1.3. normal acceleration and deceleration, 
 L 375/434 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 213 Annex 7 – Appendix 2 
 
5.1.4. five decelerations in the middle of each cycle, dropping from cycle speed to 32 km/h, 
and the vehicle is gradually accelerated  again until cycle speed is attained, 
 
5.1.5. the 10th cycle is carried out  at a steady speed of 89 km/h, 
 
5.1.6. the 11th cycle begins with maximum acceleration from stop point up to 113 km/h. At 
half-way, braking is employed normally until the vehicle comes to a stop. This is 
followed by an idle period of 15 sec onds and a second maximum acceleration. 
 
The schedule is then restarted from the beginning. 
The maximum speed of each cycle is given in the following table. 
 
 
Table 9.1.  
Maximum speed of each cycle 
 
 
Cycle  
Cycle speed 
in km/h 
 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11  
64 
48 
64 
64 
56 
48 
56 
72 
56 
89 
113 
 27.12.2006 EN Official Journal of the European Union L 375/435
 
     
Figure 9/1
 
 
Driving schedule 
 
 
 
 
5.2. At the request of the manufacturer, an alternative road test schedule may be used. 
Such alternative test schedules shall be a pproved by the technical service in advance 
of the test and shall have substantially th e same average speed, distribution of speeds, 
number of stops per kilometres and number of accelerations per kilometres as the 
driving schedule used on track or roller test  bench, as detailed in paragraph 5.1. and 
Figure 9/1. 
 
5.3. The durability test, or if the manufactur er has chosen, the modified durability test 
shall be conducted until the vehicle has covered a minimum of 80,000 km. L 375/436 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 215 Annex 7 – Appendix 2 
 
 
5.4. Test equipment 
 
5.4.1. Chassis dynamometer  
 
5.4.1.1. When the durability test is performed on a chassis dynamometer, the dynamometer 
shall enable the cycle described in paragraph 5.1. to be carried out.  In particular, it 
shall be equipped with systems simulating inertia and resistance to progress. 
 
5.4.1.2. The brake shall be adjusted in order to absorb the power exerted on the driving 
wheels at a steady speed of 80 km/h.  Methods  to be applied to determine this power 
and to adjust the brake are the same as those described in Appendix 3 to Annex 4. 
 
5.4.1.3. The vehicle cooling system should enab le the vehicle to operate at temperatures 
similar to those obtained on road (o il, water, exhaust system, etc.). 
 
5.4.1.4. Certain other test benc h adjustments and features are deemed to be identical, where 
necessary, to those described in Annex 4 of  this Regulation (inertia, for example, 
which may be mechanical or electronic). 
 
5.4.1.5. The vehicle may be moved, where nece ssary, to a different be nch in order to conduct 
emission measurement tests. 
 
5.4.2. Operation on track or road 
 
When the durability test is completed on track or road, the vehicle's reference mass 
will be at least equal to that retained for tests conducted on a chassis dynamometer. 
 
6. MEASURING EMISSIONS OF POLLUTANTS 
 
At the start of the test (0 km), and ever y 10,000 km (± 400 km) or more frequently, at 
regular intervals until having  covered 80,000 km, exhaust em issions are measured in 
accordance with the Type I test as defined in paragraph 5.3.1. of this Regulation.  
The limit values to be complied with are thos e laid down in paragraph 5.3.1.4. of this 
Regulation. 
 
In the case of vehicles equipped with peri odically regenerating systems as defined in 
paragraph 2.20. of this Regulation, it sh all be checked that the vehicle is not 
approaching a regeneration period.  If this is the case, the vehicle must be driven 
until the end of the regeneration.  If a regeneration occurs during the emissions measurement, a new test (inc luding preconditioning) shall be performed, and the first 
result not taken into account. 
 27.12.2006 EN Official Journal of the European Union L 375/437
 
     
All exhaust emissions results shall be plo tted as a function of the running distance on 
the system rounded to the nearest kilometre a nd the best fit straight line fitted by the 
method of least squares shall be drawn through all these da ta points. This calculation 
shall not take into account the test results at 0 km. 
 
The data will be acceptable for use in the calculation of the deterioration factor only 
if the interpolated 6,400 km and 80,000 km points on this line are within the above 
mentioned limits. 
 
The data are still acceptable when a best fit straight line crosses an applicable limit 
with a negative slope (the 6, 400 km interpolated point is higher than the 80,000 km 
interpolated point) but the 80,000 km act ual data point is below the limit. 
 
 A multiplicative exhaust emission deterioration factor shall be calculated for each 
pollutant as follows: 
 
 
  
 
 where: 
 
 Mi 1 = mass emission of the pollutant i in g/km interpolated to 6,400 km, 
 Mi 2 = mass emission of the pollutant i in g/km interpolated to 80,000 km. 
 
These interpolated values shall be carried out to a minimum of four places to the 
right of the decimal point before dividi ng one by the other to determine the 
deterioration factor.  The result shall be r ounded 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. 
 L 375/438 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 217 Annex 7 – Appendix 2 
 
Annex 10  
 
SPECIFICATIONS OF REFERENCE FUELS 
 
1. SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE 
EMISSION LIMITS GIVEN IN ROW A OF THE TABLE IN PARAGRAPH 5.3.1.4. – TYPE I TEST 
 1.1. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING 
VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES 
 Type: unleaded petrol 
Limits 1 / Parameter Unit minimum maximum Test Method 
Research octane number, RON  95.0 - EN 25164 
Motor octane number, MON  85.0 - EN 25163 
Density at 15 °C kg/m3 748 762 ISO 3675 
Reid vapour pressure kPa 56.0 60.0 EN 12 
Distillation:     
- initial boiling point °C 24 40 EN-ISO 3405 
- evaporated at 100 °C per cent v/v 49.0 57.0 EN-ISO 3405 
- evaporated at 150 °C per cent v/v 81.0 87.0 EN-ISO 3405 
- final boiling point °C 190 215 EN-ISO 3405 
Residue per cent v/v - 2 EN-ISO 3405 
Hydrocarbon analysis:     
- olefins per cent v/v - 10 ASTM D 1319 
- aromatics per cent v/v 28.0 40.0 ASTM D 1319 
- benzene per cent v/v - 1.0 pr. EN 12177 
- saturates per cent v/v - balance ASTM D 1319 
Carbon/hydrogen ratio  report report  
Induction period 2 / min. 480 - EN-ISO 7536 
Oxygen content per cent m/m - 2.3 EN 1601 
Existent gum mg/ml - 0.04 EN-ISO 6246 
Sulphur content 3 / mg/kg - 100 pr. EN ISO/DIS 
14596 
Class I copper corrosion  - 1 EN-ISO 2160 
Lead content mg/l - 5 EN 237 
Phosphorus content mg/l - 1.3 ASTM D 3231 
 ___________________ 
1
/ The values quoted in the specifica tions are “true values”.  In establishment of their limit values 
the terms of ISO 4259 “Petroleum products – Dete rmination and applica tion of precision data 
in relation to methods of test” have been applied and in fixi ng a minimum value, a minimum 
difference of 2R above zero has been taken in to account; in fixing a maximum and minimum 
value, the minimum difference is 4R (R = reproducibility). 27.12.2006 EN Official Journal of the European Union L 375/439
 
     
 Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of 
fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and 
at the mean value in the case of quotations of maximum and minimum limits.  Should it be 
necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied. 
 2
/  The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise 
refinery gasoline streams, but detergent/dispersive additives and solvent oils must not be added. 
 3
/ The actual sulphur content of the fuel used  for the Type I test shall be reported. 
 L 375/440 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 219 Annex 7 – Appendix 2 
 
 1.2. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING 
VEHICLES EQUIPPED WITH DIESEL ENGINE 
 Type :  Diesel fuel
 
 
Limits 1 / Parameter Unit minimum maximum Test Method 
Cetane number 2 /  52.0 54.0 EN-ISO 5165 
Density at 15 °C kg/m3 833 837 EN-ISO 3675 
Distillation:     
 50 per cent point °C 245 - EN-ISO 3405 
 95 per cent point °C 345 350 EN-ISO 3405 
- final boiling point °C - 370 EN-ISO 3405 
Flash point °C 55 - EN 22719 
CFPP °C - -5 EN 116 
Viscosity at 40 °C mm2/s 2.5 3.5 EN-ISO 3104 
Polycyclic aromatic hydrocarbons per cent m/m 3 6.0 IP 391 
Sulphur content 3 / mg/kg - 300 Pr. EN-ISO/DIS 14596 
Copper corrosion  - 1 EN-ISO 2160 
Conradson carbon residue (10 per 
cent DR) per cent m/m - 0.2 EN-ISO 10370 
Ash content per cent m/m - 0.01 EN-ISO 6245 
Water content per cent m/m - 0.02 EN-ISO 12937 
Neutralisation (strong acid) number mg KOH/g - 0.02 ASTM D 974-95 
Oxidation stability 4 / mg/ml - 0.025 EN-ISO 12205 
New and better method for poly-
cyclic aromatics under 
development per cent m/m - - EN 12916 
 
__________________ 1
/ The values quoted in the specifications are “t rue values”.  In establishment of their limit 
values the terms of ISO 4259 “Petroleum products  – Determination and ap plication 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 ha s been taken into account; in fixing a maximum and minimum 
value, the minimum difference is 4R (R = reproducibility)    Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value wh ere the stipulated maximum value is 2R and at 
the mean value in the case of quotations of maximum and minimum limits.  Should it be 
necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.  2
/ The range for cetane number is not in accordance with the requirements of a minimum 
range of 4R.  However, in the case of a dispute between fuel supplier and fuel user, the terms of 27.12.2006 EN Official Journal of the European Union L 375/441
 
     ISO 4259 may be used to resolve such disputes provided replicate measur ements, of sufficient 
number to archive the necessary precision, are made in preference to single determinations.  3
/  The actual sulphur content of the fuel us ed for the Type I test shall be reported. 
 4
/ Even though oxidation stability is controlled, it is likely that shelf life will be limited.  
Advice should be sought from the supplie r as to storage conditions and life L 375/442 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 221 Annex 7 – Appendix 2 
 
2. SPECIFICATIONS OF REFERENCE FUELS FOR TESTING VEHICLES TO THE EMISSION LIMITS GIVEN IN ROW B OF THE TABLE IN PARAGRAPH 5.3.1.4. - TYPE I TEST 
 
2.1.  TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING 
VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES 
 Type: Unleaded petrol  
Limits 1 / Parameter Unit minimum maximum Test Method 
Research octane number, RON  95.0 - EN 25164 
Motor octane number, MON  85.0 - EN 25163 
Density at 15 °C kg/m3 740 754 ISO 3675 
Reid vapour pressure kPa 56.0 60.0 PrEN ISO 13016-1 
(DVPE) 
Distillation:     
- Evaporated at 70 °C per cent v/v 24.0 40.0 EN-ISO 3405 
- Evaporated at 100 °C per cent v/v 50.0 58.0 EN-ISO 3405 
- Evaporated at 150 °C per cent v/v 83.0 89.0 EN-ISO 3405 
- final boiling point °C 190 210 EN-ISO 3405 
Residue per cent v/v - 2.0 EN-ISO 3405 
Hydrocarbon analysis:     
Olefins per cent v/v - 10.0 ASTM D 1319 
Aromatics per cent v/v 29.0 35.0 ASTM D 1319 
Saturates per cent v/v Report ASTM D 1319 
Benzene per cent v/v - 1.0 pr. EN 12177 
Carbon/hydrogen ratio  Report  
Induction period 2 / minutes 480 - EN-ISO 7536 
Oxygen content per cent m/m - 1.0 EN 1601 
Existent gum mg/ml - 0.04 EN-ISO 6246 
Sulphur content 3 / mg/kg - 10 ASTM D 5453 
Copper corrosion  - class 1 EN-ISO 2160 
Lead content mg/l - 5 EN 237 
Phosphorus content mg/l - 1.3 ASTM D 3231 
 ____________ 1
/ The values quoted in the speci fications are “true values”. In  establishment of their limit 
values the terms of ISO 4259 “Petroleum products – Determination and app lication of precision 
data in relation to met hods 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).  27.12.2006 EN Official Journal of the European Union L 375/443
 
      Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the 
mean value in the case of quotations of maxi mum and minimum limits. Should it be necessary to 
clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.  2
/ The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise 
refinery gasoline streams, but detergent/dispersive additives and solvent oils must not be added.  3
/ The actual sulphur content of the fuel used  for the Type I test shall be reported. 
 L 375/444 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 223 Annex 7 – Appendix 2 
 
  2.2. TECHNICAL DATA ON THE REFERENCE FUEL TO BE USED FOR TESTING 
VEHICLES EQUIPPED WITH DIESEL ENGINE 
 Type:  Diesel fuel  
Limits 1 / Parameter Unit minimum maximum Test Method 
Cetane number 2 /  52.0 54.0 EN-ISO 5165 
Density at 15°C kg/m3 833 837 EN-ISO 3675 
Distillation:     
 50 per cent point °C 245 - EN-ISO 3405 
 95 per cent point °C 345 350 EN-ISO 3405 
- Final boiling point °C - 370 EN-ISO 3405 
Flash point °C 55 - EN 22719 
CFPP °C - -5 EN 116 
Viscosity at 40 °C mm2/s 2.3 3.3 EN-ISO 3104 
Polycyclic aromatic hydrocarbons per cent m/m 3.0 6,0 IP 391 
Sulphur content 3 / mg/kg - 10 ASTM D 5453 
Copper corrosion  - Class 1 EN-ISO 2160 
Conradson carbon residue (10 per 
cent DR) per cent m/m - 0.2 EN-ISO 10370 
Ash content per cent m/m - 0.01 EN-ISO 6245 
Water content per cent m/m - 0.02 EN-ISO 12937 
Neutralisation (strong acid) 
number mg KOH/g - 0.02 ASTM D 974 
Oxidation stability 4 / mg/ml - 0.025 EN-ISO 12205 
Lubricity (HFRR wear scan diameter at 60 °C) om - 400 CEC F-06-A-96 
FAME Prohibited 
 
_____________ 1
/ The values quoted in the specifications are "t rue values".  In establishment of their limit 
values the terms of ISO 4259 "Petroleum products  – Determination and a pplication of precision 
data in relation to methods of test" have been applied and in fixing a minimum value, a minimum 
difference of 2R above zero has been taken into account; in fixing a maximum and minimum 
value, the minimum difference is 4R (R = reproducibility).   Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the 
mean value in the case of quotations of maximu m and minimum limits.  Should it be necessary to 
clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.  27.12.2006 EN Official Journal of the European Union L 375/445
 
     2
/ The range for cetane number is not in accordance with the requirements of a minimum range 
of 4R.  However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measur ements, of sufficient 
number to archive the necessary precision, are made in preference to single determinations.  3
/ The actual sulphur content of the fuel used  for the Type I test shall be reported. 
 4
/ Even though oxidation stability is controlled, it is likely that shelf life will be limited.  
Advice should be sought from the supplie r as to storage conditions and life 
 L 375/446 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 225 Annex 7 – Appendix 2 
 
3. SPECIFICATIONS OF REFERENCE FUEL TO BE USED FOR TESTING VEHICLES 
EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT TEMPERATURE - TYPE VI TEST 
 Type :  Unleaded petrol 
 
Limits 1 / Parameter Unit minimum maximum Test Method 
Research octane number, RON  95.0 - EN 25164 
Motor octane number, MON  85.0 - EN 25163 
Density at 15 °C kg/m3 740 754 ISO 3675 
Reid vapour pressure kPa 56.0 95.0 prEN ISO 13016-1 
(DVPE) 
Distillation:     
- Evaporated at 70 °C per cent v/v 24.0 40.0 EN-ISO 3405 
- Evaporated at 100 °C per cent v/v 50.0 58.0 EN-ISO 3405 
- Evaporated at 150 °C per cent v/v 83.0 89.0 EN-ISO 3405 
- final boiling point °C 190 210 EN-ISO 3405 
Residue per cent v/v - 2.0 EN-ISO 3405 
Hydrocarbon analysis:     
Olefins per cent v/v - 10.0 ASTM D 1319 
Aromatics per cent v/v 29.0 35.0 ASTM D 1319 
Saturates per cent v/v Report ASTM D 1319 
Benzene per cent v/v - 1.0 pr. EN 12177 
Carbon/hydrogen ratio  Report  
Induction period 2 / minutes 480 - EN-ISO 7536 
Oxygen content per cent m/m - 1,0 EN 1601 
Existent gum mg/ml - 0.04 EN-ISO 6246 
Sulphur content 3 / mg/kg - 10 ASTM D 5453 
Copper corrosion  - Class 1 EN-ISO 2160 
Lead content mg/l - 5 EN 237 
Phosphorus content mg/l - 1.3 ASTM D 3231 
 _____________ 1
/ The values quoted in the specifications are “t rue values”.  In establishment of their limit 
values the terms of ISO 4259 “Petroleum products – Determination and app lication of precision 
data in relation to met hods 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). 
 27.12.2006 EN Official Journal of the European Union L 375/447
 
     
 Notwithstanding this measure, which is nece ssary for technical reasons, the manufacturer of 
fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the 
mean value in the case of quotations of maximu m and minimum limits.  Should it be necessary to 
clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied. 
 2
/ The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise 
refinery gasoline streams, but detergent/dispersive additives and solvent oils must not be added. 
 3
/ The actual sulphur content of the fuel used  for the Type VI test shall be reported. 
 
  L 375/448 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 227 Annex 7 – Appendix 2 
 
Annex 10a : 
 1. SPECIFICATIONS OF GASEOUS REFERENCE FUELS  1.1. TECHNICAL DATA OF THE LPG REFERENCE FUELS  1.1.1. TECHNICAL DATA OF THE LPG REFERENCE FUELS USED FOR TESTING 
VEHICLES TO THE EMISSION LIMITS GIVEN IN ROW A OF THE TABLE IN PARAGRAPH 5.3.1.4. - TYPE I TEST 
 
Parameter Unit Fuel A Fuel B Test method 
Composition:    ISO 7941 
C3-content per cent vol 30 ± 2 85 ± 2  
C4-content per cent vol balance balance  
< C 3 , >C 4  per cent vol max. 2 max. 2  
Olefins per cent vol max. 12 max. 15  
Evaporation residue mg/kg max. 50 max. 50 ISO 13757 
Water at 0 C  free free visual inspection 
Total sulphur content mg/k g max. 50 max. 50 EN 24260 
Hydrogen sulphide  none none ISO 8819 
Copper strip corrosion rating Class 1 class 1 ISO 6251 1 / 
Odour  characteristic characteristic  
Motor octane number  min.  89 min. 89 EN 589 Annex B 
  
__________ 1
/ This method may not accurately determine the presence of corrosive materials if the sample 
contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to 
the copper strip.  Therefore, the addition of su ch compounds for the sole  purpose of biasing the 
test method is prohibited 27.12.2006 EN Official Journal of the European Union L 375/449
 
      1.1.2. TECHNICAL DATA OF THE LPG REFERENCE FUELS USED FOR TESTING 
VEHICLES TO THE EMISSION LIMITS GIVEN IN ROW B OF THE TABLE IN PARAGRAPH 5.3.1.4. OF ANNEX I - TYPE I TEST 
 
Parameter Unit Fuel A Fuel B Test method 
Composition:    ISO 7941 
C3-content per cent vol 30 ± 2 85 ± 2  
C4-content per cent vol balance balance  
< C 3 , >C 4  per cent vol max. 2 max. 2  
Olefins per cent vol max. 12 max. 15  
Evaporation residue mg/kg max. 50 max. 50 ISO 13757 
Water at 0 C  free free Visual inspection 
Total sulphur content mg/kg max. 10 max. 10 EN 24260 
Hydrogen sulphide  none none ISO 8819 
Copper strip corrosion Rating class 1 class 1 ISO 6251 1 / 
Odour  characteristic characteristic  
Motor octane number  min. 89 min. 89 EN 589 Annex B 
 
___________ 1
/ This method may not accurately determine the presence of corrosive materials if the sample 
contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to 
the copper strip.  Therefore, the addition of su ch compounds for the sole  purpose of biasing the 
test method is prohibited  L 375/450 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 229 Annex 7 – Appendix 2 
 
1.2. TECHNICAL DATA OF THE NG REFERENCE FUELS 
 
Limits Characteristics Units Basis min. max. Test Method 
Reference fuel G 20 
Composition:      
Methane per cent mole 100 99 100 ISO 6974 
Balance 1 / per cent mole - - 1 ISO 6974 
N2 per cent mole    ISO 6974 
Sulphur content mg/m3  2/ - - 10 ISO 6326-5 
Wobbe Index (net) MJ/m3  3/ 48.2 47.2 49.2  
Reference fuel G 25 
Composition:      
Methane per cent mole 86 84 88 ISO 6974 
Balance 1 / per cent mole - - 1 ISO 6974 
N2 per cent mole 14 12 16 ISO 6974 
Sulphur content mg/m3  2/ - - 10 ISO 6326-5 
Wobbe Index (net) MJ/m3  3/ 39.4 38.2 40.6  
 ____________ 1
/  Inerts (different from N 2) + C 2 +C 2+ 
 2
/  Value to be determined at 293.2 K (20 °C) and 101.3 kPa 
 3
/  Value to be determined at 273.2 K (0 °C) and 101.3 kPa 
 27.12.2006 EN Official Journal of the European Union L 375/451
 
     
Annex 11
 
 
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES 
 
1. INTRODUCTION 
 
This annex applies to the functional aspect s of on-board diagnostic (OBD) system for 
the emission control of motor vehicles. 
 
2. DEFINITIONS 
 
For the purposes of this annex: 
 
2.1. "OBD"  means an on-board diagnostic system for emission control which shall have 
the capability of identifying the likely area of malfunction by means of fault codes 
stored in computer memory. 
 
2.2. "Vehicle type"  means a category of power-driven vehicles which do not differ in 
such essential engine and OBD system characteristics. 
 
2.3. "Vehicle family"  means a manufacturer's grouping of vehicles which, through their 
design, are expected to have sim ilar exhaust emission and OBD system 
characteristics. Each vehicle of this family shall have complied with the requirements 
of this Regulation as defined in Appendix 2 to this annex. 
 
2.4. "Emission control system"  means the electronic engine management controller and 
any emission-related component in the exha ust or evaporative system which supplies 
an input to or receives an output from this controller. 
 
2.5. "Malfunction indicator (MI)"  means a visible or audible indicator that clearly 
informs the driver of the vehicle in the event of a malfunction of any emission-
related component connected to the OB D system, or the OBD system itself. 
 
2.6. "Malfunction"  means the failure of an emission -related component or system that 
would result in emissions exceeding the limits in paragraph 3.3.2. or if the OBD 
system is unable to fulfil the basic monitoring requirements of this annex 
 
2.7. "Secondary 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. 
 
2.8. "Engine misfire"  means lack of combustion in the cylinder of a positive-ignition 
engine due to absence of spark, poor fu el metering, poor compression or any other 
cause. In terms of OBD monitoring it is that percentage of misfires out of a total 
number of firing events (as declared by the manufacturer) that would result in L 375/452 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
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Regulation No. 83 page 231 Annex 7 – Appendix 2 
 
emissions exceeding the limits given in paragraph 3.3.2. or that percentage that could 
lead to an exhaust catalyst, or catalysts, overheating causing irreversible damage. 
 
2.9. "Type I test"  means the driving cycle (Parts One and Two) used for emission 
approvals, as detailed in  Annex 4, Appendix 1. 
 
2.10.  A "driving cycle"  consists of engine start-up, driving mode where a malfunction 
would be detected if present, and engine shut-off. 
 
2.11. A "warm-up cycle"  means sufficient vehicle operation such that the coolant 
temperature has risen by a least 22 K from engine starting and reaches a minimum 
temperature of 343 K (70 °C). 
 
2.12. A "Fuel trim"  refers to feedback adjustments to the base fuel schedule. Short-term 
fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel trim refers 
to much more gradual adjustments to the fuel calibration schedule than short-term 
trim adjustments. These long-term adjustments compensate for vehicle differences 
and gradual changes that occur over time. 
 
2.13. 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 
provides a dimensionless number that is not  engine specific and provides the service 
technician with an indication of the proporti on of engine capacity that is being used 
(with wide open throttle as 100 per cent);  
 
 
 
 
 
 
2.14. "Permanent emission default mode"  refers to a case where the engine management 
controller permanently switches to a setting that does not require an input from a 
failed component or system where such a failed component or system would result 
in an increase in emissions from the vehi cle to a level above the limits given in 
paragraph 3.3.2. of this annex. 
 
2.15. "Power take-off unit " means an engine-driven output provision for the purposes of 
powering auxiliary, vehicle mounted, equipment. 
 
2.16. "Access"  means the availability of all emission-related OBD data including all 
fault codes required for the inspection, diag nosis, servicing or repair of emissions-
related parts of the vehicle, via the serial interface for the standard diagnostic 
connection (pursuant to Appendix 1 to this annex, paragraph 6.5.3.5.). 
 
2.17. "Unrestricted " means: 
27.12.2006 EN Official Journal of the European Union L 375/453
 
     
 
2.17.1. access not dependent on an access code  obtainable only from the manufacturer, or 
a similar device, or 
 
2.17.2. access allowing evaluation of the da ta produced without the need for any unique 
decoding information, unless that information itself is standardised. 
 
2.18. "Standardised " means that all data stream information, including all fault codes 
used, shall be produced only in accordance with industry standards which, by 
virtue of the fact that their format and their permitted options are clearly defined, 
provide for a maximum level of harmonisa tion in the motor vehicle industry, and 
whose use is expressly permitted in this Regulation. 
 
2.19. "Repair information " means all information required for diagnosis, servicing, 
inspection, periodic monitoring or re pair of the vehicle and which the 
manufacturers provide for their authorised dealers/repair shops.  Where necessary, 
such information shall include servic e handbooks, technical manuals, diagnosis 
information (e.g. minimum and maximum theoretical values for measurements), 
wiring diagrams, the software calibration identification number applicable to  a 
vehicle type, instructions for individual and special cases, information provided 
concerning tools and equipment, data record information and two-directional 
monitoring and test data.  The manufacturer  shall not be obliged to make available 
that information which is covered by intellectual property rights or constitutes 
specific know-how of manufacturers and/ or OEM suppliers; in this case the 
necessary technical information sh all not be improperly withheld. 
 
2.20. "Deficiency " means, in respect of vehicle OBD systems, that up to two separate 
components or systems that are monito red contain temporary or permanent 
operating characteristics that impair the otherwise efficient OBD monitoring of 
those components or systems or do not me et all of the other detailed requirements 
for OBD.  Vehicles may be type-approved, registered and sold with such 
deficiencies according to the requireme nts of paragraph 4. of this annex. 
 
3. REQUIREMENTS AND TESTS 
 
3.1. All vehicles shall be equipped with an  OBD system so designed, constructed and 
installed in a vehicle as to enable it to identify types of deterioration or 
malfunction over the entire life of the vehicle.  In achieving this objective the 
approval authority shall accept that vehicles which have travelled distances in 
excess of the Type V durability distance, referred to in paragraph 3.3.1., may show 
some deterioration in OBD system performance such that the emission limits given 
in paragraph 3.3.2. may be exceeded before the OBD system signals a failure to 
the driver of the vehicle. 
 L 375/454 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 233 Annex 7 – Appendix 2 
 
3.1.1. Access to the OBD system required for the inspection, diagnosis, servicing or 
repair of the vehicle shall be unrestricted and standardised. All emission-related 
fault codes shall be consistent with paragr aph 6.5.3.4. of Appendix 1 to this annex. 
 
3.1.2. No later than three months after the manufacturer has provided any authorised 
dealer or repair shop with repair inform ation, the manufacturer shall make that 
information (including all subsequent amendments and supplements) available 
upon reasonable and non-discriminatory payment and shall notify the approval 
authority accordingly. 
 
In the event of failure to comply with these provisions the approval authority shall 
act to ensure that repair information is available, in accordance with the procedures 
laid down for type approval and in-service surveys. 
 
3.2. The OBD system shall be so designed, c onstructed and installed in a vehicle as to 
enable it to comply with the requireme nts of this annex during conditions of 
normal use. 
 
3.2.1. Temporary disablement of the OBD system 
 
3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is affected by 
low fuel levels. Disablement shall not o ccur when the fuel tank level is above 20 
per cent of the nominal capacity of the fuel tank. 
 
3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting 
temperatures below 266 K (-7 °C) or at  elevations over 2,500 metres above sea 
level provided the manufactur er submits data and/or an engineering evaluation 
which adequately demonstrate that mon itoring would be unreliable when such 
conditions exist. A manufacturer may also  request disablement of the OBD system 
at other ambient engine starting temperatures if he demonstrates to the authority with data and/or an engineering evalua tion that misdiagnosis would occur under 
such conditions.  misdiagnosis would occur under such conditions.  It is not necessary to illuminate the malfunction indicator (MI) if the OBD thresholds are exceeded during a regeneration  provided no defect is present.   
 
3.2.1.3. For vehicles designed to accommodate the installation of power take-off units, 
disablement of affected monitoring systems is permitted provided disablement 
occurs only when the power take-off unit is active. 
 
3.2.2. Engine misfire in vehicles equipped with positive-ignition engines 
 
3.2.2.1. Manufacturers may adopt higher misfir e percentage malfunction criteria than those 
declared to the authority, under specific engine speed and load conditions where it 
can be demonstrated to the authority that the detection of lower levels of misfire 
would be unreliable. 27.12.2006 EN Official Journal of the European Union L 375/455
 
     
 
3.2.2.2. When a manufacturer can demonstrate to  the authority that the detection of higher 
levels of misfire percenta ges is still not feasible, or that misfire cannot be 
distinguished from other effects (e.g. rough roads, transmission shifts, after engine 
starting; etc.) the misfire monitoring system may be disabled when such conditions 
exist. 
 
3.3. Description of tests 
 
3.3.1. The test are carried out on the vehicle used for the Type V durability test, given in 
Annex 9, and using the test procedure in  Appendix 1 to this annex. Tests are 
carried out at the conclusion of the Type V durability testing. 
 
When no Type V durability testing is carried out, or at the request of the 
manufacturer, 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-related component or 
system when that failure results in emissions exceeding the threshold limits given 
below: 
  
  
Reference 
mass 
(RM) 
(kg)  
Mass of carbon 
monoxide 
(CO) 
L1 
(g/km)  
Mass of total 
hydrocarbons 
(THC) 
L2 
(g/km)  
Mass of oxides 
of nitrogen 
(NO x) 
L3 
(g/km)  
Mass of 
particulates (1) 
(PM) 
L4 
(g/km)  
Category  
Class    
Petrol  
Diesel  
Petrol  
Diesel  
Petrol  
Diesel  
Diesel  
M(2)  
-  
all  
3.20  
3.20  
0.40  
0.40  
0.60  
1.20  
0.18  
I  
RM <  1305  
3.20  
3.20  
0.40  
0.40  
0.60  
1.20  
0.18  
II  
1305 < RM ṥ 
< 1760  
5.80  
4.00  
0.50  
0.50  
0.70  
1.60  
0.23   
N1(3) 
 
  
III  
1760 < RM  
7.30  
4.80  
0.60  
0.60  
0.80  
1.90  
0.28 
 
(1) For compression-ignition engines. 
 
(2) Except vehicles the maximum mass of which exceeds 2,500 kg. 
 
(3) And those category M vehicles which are specified in note (2). 
 
3.3.3. Monitoring requirements for vehicles equipped with positive-ignition engines 
 
In satisfying the requirements of paragra ph 3.3.2. the OBD system shall, at a 
minimum, monitor for: 
 L 375/456 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 235 Annex 7 – Appendix 2 
 
3.3.3.1. reduction in the efficiency of the catal ytic converter with respect to the emissions 
of HC only.  Manufacturers may monitor the front catalyst alone or in combination 
with the next catalyst(s) downstream.  Each monitored catalyst or catalyst 
combination shall be considered malfunctioning when the emissions exceed the HC 
threshold given in table in paragraph 3.3.2.; 
 
3.3.3.2.  the presence of engine misfire in the engine operating region bounded by the 
following lines: 
 
(a) a maximum speed of 4,500 min-1 or 1,000 min-1 greater than the highest 
speed occurring during a Type I test cycle, whichever is the lower; 
 
(b) the positive torque line (i.e. engine load with the transmission in neutral); 
 
(c) a line joining the following engine operating points: the positive torque line at 
3,000 min-1 and a point on the maximum speed line defined in (a) above with 
the engine's manifold vacuum at 13.33 kPa lower than that at the positive 
torque line. 
 
3.3.3.3. oxygen sensor deterioration 
 
3.3.3.4. if active on the selected fuel, other emission control system components or systems, 
or emission related powertr ain components or systems which are connected to a 
computer, the failure of which may result in tailpipe emissions exceeding the limits 
given in paragraph 3.3.2; 
 
3.3.3.5.  unless otherwise monitored, any other emission-related power-train component 
connected to a computer, including any relevant sensors to enable monitoring 
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 
monitored for circuit continuity. 
 
3.3.4. Monitoring requirements for vehicles  equipped with compression-ignition engines 
 
In satisfying the requirements of paragra ph 3.3.2. the OBD system shall monitor: 
 
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter; 
 
3.3.4.2. Where fitted, the functionality and integrity of the particulate trap; 
 
3.3.4.3. The fuel-injection sy stem electronic fuel quantity and timing actuator(s) is/are 
monitored for circuit continuity and total functional failure; 
 27.12.2006 EN Official Journal of the European Union L 375/457
 
     
3.3.4.4. Other emission control system compone nts or systems, or emission-related power-
train components or systems, which are c onnected to a computer, the failure of 
which may result in exhaust emissions exceeding the limits given in 
paragraph 3.3.2.  Examples of such  systems or components are those for 
monitoring and control of air mass-flow, air volumetric flow (and temperature), 
boost pressure and inlet manifo ld pressure (and relevant  sensors to enable these 
functions to be carried out). 
 
3.3.4.5. Unless otherwise monitored, any ot her emission-related pow er-train component 
connected to a computer shall be monitored for circuit continuity. 
 
3.3.5. Manufacturers may demonstrate to the approval authority that certain components 
or systems need not be monitored if, in the event of their total failure or removal, 
emissions do not exceed the emission limits given in paragraph 3.3.2. 
 
3.4.  A sequence of diagnostic checks sha ll be initiated at each engine start and 
completed at least once provided that the correct test conditions are met.  The test 
conditions shall be selected in such a wa y that they all occur under normal driving 
as represented by the Type I test. 
 
3.5. Activation of malf unction indicator (MI) 
 
3.5.1. The OBD system shall incorporate a malfunction indicator r eadily perceivable to 
the vehicle operator.  The MI shall not be used for any other purpose except to 
indicate emergency start-up or  limp-home routines to the driver.  The MI shall be 
visible in all reasonable lighting conditions.  When activated, it shall display a 
symbol in conformity with ISO 2575 1 /. A vehicle shall not be equipped with more 
than one general purpose MI for emissi on-related problems.  Separate specific 
purpose telltales (e. g. brake system, fasten seat belt, oil pressure, etc.) are 
permitted.  The use of red colour for an MI is prohibited. 
 
3.5.2. For strategies requiring more than tw o preconditioning cycles for MI activation, the 
manufacturer must provide da ta and/or an engineering evaluation which adequately 
demonstrates that the monitoring system is equally effective and timely in detecting 
component deterioration.  Strategies requiring on average more than ten driving 
cycles for MI activation are not accepted.  The MI must also activate whenever the 
engine control enters a permanent emi ssion default mode of  operation if the 
emission limits given in paragraph 3.3.2. are exceeded or if the OBD system is 
unable to fulfil the basic monitoring require ments specified in paragraph 3.3.3. or 
3.3.4. of this annex.  The MI must operate in a distinct warning mode, e.g. a 
flashing light, under any period during which engine misfire occurs at a level likely 
                                                 
1/  International Standard ISO 2575-1982 (E), entitled "Road vehicles:  Symbols for control 
indicators and tell-tales" , Symbol Number 4.36 . L 375/458 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 237 Annex 7 – Appendix 2 
 
to cause catalyst damage, as specified by the manufacturer.  The MI must also 
activate when the vehicle's ignition is in the "key-on" position before engine 
starting or cranking and de-activate af ter engine starting if no malfunction has 
previously been detected. 
 
3.6. The OBD system must record fau lt code(s) indicating the status of the 
 emission control system.  Separate status codes must be used to identify correctly 
 functioning emission control systems a nd those emission control systems which 
need further vehicle operation to be fully ev aluated.  If the MI is activated due to 
deterioration or malf unction or permanent emission default modes of operation, a 
fault code must be stored that identifies the type of malfunction.  A fault code must 
also be stored in the cases referred to in paragraphs 3.3.3.5. and 3.3.4.5. of this 
annex. 
 
3.6.1. The distance travelled by the vehicle while  the MI is activated shall be available at 
any instant through the serial port on the standard link connector. 2 / 
 
3.6.2. In the case of vehicles equipped with positive-ignition engines, misfiring cylinders 
need not be uniquely identified if a distinct single or multiple cylinder misfire fault 
code is stored. 
 
3.7.  Extinguishing the MI 
 
3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the 
manufacturer) is not present any more, or if  the engine is operated after changes to 
speed and load conditions where the level of misfire will not cause catalyst 
damage, the MI may be switched back to th e previous state of activation during the 
first driving cycle on which the misfire level was detected and may be switched to 
the normal activated mode on subsequent dr iving cycles.  If the MI is switched 
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 ma y be de-activated after three subsequent 
sequential driving cycles during which the monitoring system responsible for 
activating the MI ceases to detect the malfunction and if no other malfunction has 
been identified that would independently activate the MI. 
 
3.8.  Erasing a fault code 
 
                                                 
2/ This requirement is only applicable from 1 January 2003 to new types of vehicles with an 
electronic speed input to the engine  management.  It app lies to all vehicles entering into service 
from 1 January 2005.  27.12.2006 EN Official Journal of the European Union L 375/459
 
     
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-registered in at least 40 engine warm-
up cycles. 
 
3.9. Bi-fuelled gas vehicles 
 3.9.1. For bi-fuelled gas vehicles, the procedures:  
 activation of malfunction i ndicator (MI) (see paragraph 3.5. of this annex); 
 fault code storage (see para graph 3.6. of this annex); 
 extinguishing the MI (see paragraph 3.7. of this annex); 
 erasing a fault code (see paragraph 3.8. of this annex), 
 
 shall be executed independently of each  other when the vehicle is operated on 
petrol or on gas.  When the vehicle is operated on petrol, the result of any of 
the procedures indicated above shall not  be affected when the vehicle is 
operated on gas.  When the vehicle is operated on gas, the result of any of the procedures indicated above shall not be affected when the vehicle is operated on petrol. 
 
4. REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD 
DIAGNOSTIC SYSTEMS 
 
4.1. A manufacturer may request to the authority that an OBD system be accepted for 
type-approval even though the system contains one or more deficiencies such that 
the specific requirements of this annex are not fully met. 
 
4.2. In considering the request, the authority shall determine whether compliance with 
the requirements of this annex is  infeasible or unreasonable. 
 
The authority shall take into consideration data from the manufacturer that details 
such factors as, but not limited to, tec hnical feasibility, lead time and production 
cycles including phase-in or phase-out of engines or vehicle designs and 
programmed upgrades of computers, the ex tent to which the resultant OBD system 
will be effective in complying with the requirements of this Regulation and that the 
manufacturer has demonstrated an acceptable level of effort towards compliance 
with the requirements of this Regulation. 
 
4.2.1. The authority will not accept any deficiency request that includes the complete lack 
of a required diagnostic monitor. 
 
4.2.2. The authority will not accept any deficiency request that does not respect the OBD 
threshold limits in paragraph 3.3.2. 
 L 375/460 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 239 Annex 7 – Appendix 2 
 
4.3. In determining the identified 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 compression-ignition 
engines shall be identified first. 
 
4.4. Prior to or at the time of type-approval , no deficiency shall be granted in respect of 
the requirements of paragraph 6.5., except pa ragraph 6.5.3.4. of Appendix 1 to this 
annex.  This paragraph does not apply to bi-fuelled gas vehicles. 
 
4.5. Bi-fuelled gas vehicles  4.5.1. Notwithstanding the requirements of paragraph 3.9.1., and where requested by the 
manufacturer, the administrative department shall accept the following deficiencies as meeting the requirements of this anne x for the purpose of the type-approval of 
bi-fuelled gas vehicles: 
 
-  erasing of fault codes, distance travelled and freeze-frame information after 
40 engine warm-up cycles, independent  of the fuel currently in use; 
-  activation of the MI on both fuel types (petrol and gas) after the detection of a 
malfunction on one of the fuel types; 
-  de-activation of the MI after three subsequent sequential driving cycles 
without malfunction, i ndependent of the fuel currently in use; 
-  use of two status codes, one for each fuel type. 
 
 Further options may be requested by the manufacturer and granted at the discretion 
of the administrative department. 
 4.5.2. Notwithstanding the requirements of pa ragraph 6.6. of Appendix 1 to this annex, 
and where requested by the manufacturer, the type-approval shall accept the following deficiencies as meeting the requirements of this annex for the evaluation and transmission of diagnostic signals: 
 
 transmission of the diagnostic signals for the fuel currently in use on a single 
source address; 
 evaluation of one set of diagnostic signal s for both fuel types corresponding to 
the evaluation on mono-fuelled gas vehi cles, and independent of the fuel 
currently in use); 
 selection of one set of di agnostic signals (associated to one of the two fuel 
types) by the position of a fuel switch; 
 evaluation and transmission of  one set of diagnostic signals for both fuels in the 
petrol computer independent of the fuel  use.  The as supply system computer 
will evaluate and transmit the gaseous fuel system related diagnostic signals and store status history. 
 
 Further options may be requested by the manufacturer and granted at the discretion 
of the type-approval authority. 27.12.2006 EN Official Journal of the European Union L 375/461
 
     
 
4.6. Deficiency period 
 4.6.1. A deficiency may be car ried-over for a period of two years after the date of type-
approval of the vehicle type unless it can  be adequately demonstrated that 
substantial vehicle hardware modificati ons and additional lead-time beyond two 
years would be necessary to correct the deficiency.  In such a case, the deficiency may be carried-over for a period not exceeding three years. 
 4.6.1.1. In the case of a bi-fuelled gas vehicle, a deficiency granted in accordance with 
paragraph 4.5. may be carried-over for a peri od of three years after the date of type-
approval of the vehicle type unless it can  be adequately demonstrated that 
substantial vehicle hardware  modifications and additi onal lead-time beyond three 
years would be necessary to correct the deficiency.  In such a case, the deficiency may be carried-over for a period not exceeding four years. 
 
4.6.2. A manufacturer may request that the administrative department grant a deficiency 
retrospectively when such a deficiency is discovered after the original type-
approval.  In this case, the deficiency ma y be carried-over for a period of two years 
after the date of notification to the admi nistrative department unless it can be 
adequately demonstrated that substan tial vehicle hardware  modifications and 
additional lead-time beyond two years would be necessary to correct the 
deficiency.  In such a case, the deficiency may be carried-over for a period not 
exceeding three years. 
 
4.7. The authority shall notify its decision in granting a deficiency request to all other 
Parties to the 1958 Agreement applying this Regulation. 
 
5. ACCESS TO OBD INFORMATION 
 5.1. Applications for type-approval or amendment of a type-approval shall be 
accompanied by the relevant information concerning the vehicle OBD system.  This relevant information shall enable manufacturers of replacement or retrofit components to make the parts they manuf acture compatible with the vehicle OBD 
system with a view to fault-free operation assuring the vehicle user against malfunctions.  Similarly, such relevant information shall enable the manufacturers of diagnostic tools and test equipment to make tools and equipment that provide for 
effective and accurate diagnosis of vehicle emission control systems. 
 5.2. Upon request, the administrative depa rtments shall make A ppendix 1 of Annex 2 
containing the relevant information on the OBD system available to any interested 
components, diagnostic tools or te st equipment manufacturer on a non-
discriminatory basis. 
 L 375/462 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 241 Annex 7 – Appendix 2 
 
5.2.1. If a administrative de partment receives a request from any interested components, 
diagnostic tools or test equipment ma nufacturer for information on the OBD 
system of a vehicle that has been ty pe-approved to a previous version of 
Regulation,  
 
 the administrative department shall, with in 30 days, request the manufacturer of 
the vehicle in question the type to make available the information required in paragraph 4.2.11.2.7.6. of Annex 1.  Th e requirement of the second section of 
paragraph 4.2.11.2.7.6. is not applicable; 
 
 the manufacturer shall submit this information to the administrative department within two months of the request; 
 
 the administrative department shall transmit this information to the administrative departments of the Contracting Parties and the administrative department which granted the original type-approval shall attach this information to Annex 1 of the ve hicle type-approval information. 
 
This requirement shall not invalidate any a pproval previously granted pursuant to 
Regulation No. 83 nor prevent extensions to  such approvals under the terms of the 
Regulation under which they were originally granted.
  
 5.2.2. Information can only be requested fo r replacement or service components that are 
subject to UNECE type-approval, or for com ponents that form part of a system that 
is subject to UNECE type-approval. 
 
5.2.3. The request for information must id entify the exact specification of the vehicle 
model for which the information is required.  It must confirm that the information 
is required for the development of replac ement or retrofit parts or components or 
diagnostic tools or test equipment. 
 27.12.2006 EN Official Journal of the European Union L 375/463
 
     
Annex 11 - Appendix 1
 
 
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS 
 
1. INTRODUCTION 
 
This Appendix describes the procedure of the test according to paragraph 3. of 
Annex 11. The procedure describes a met hod for checking the function of the on-
board diagnostic (OBD) system installed on the vehicle by failure simulation of 
relevant systems in the engi ne management or emission c ontrol system. It also sets 
procedures for determining the durability of OBD systems. 
 
The manufacturer shall make available th e defective component s and/or electrical 
devices which would be used to simulate failures. When measured over the Type I 
test cycle, such defective components or devices shall not cause the vehicle 
emissions to exceed the limits of paragraph 3.3.2. by more than 20 per cent. 
 
When the vehicle is tested with the defe ctive component or device fitted, the OBD 
system is approved if the MI is activated.  The OBD system is also approved if the 
MI is activated below the OBD threshold limits. 
 
2. DESCRIPTION OF TEST 
 
2.1.  The testing of OBD systems consists of the following phases: 
 
2.1.1. simulation of malfuncti on of a component of the engi ne management or emission 
control system, 
 
2.1.2. preconditioning of the vehicle with  a simulated malfunction over preconditioning 
specified in paragraph 6.2.1. or paragraph 6.2.2. 
 
2.1.3. driving the vehicle with a simulate d malfunction over the Type I test cycle and 
measuring the emissions of the vehicle, 
 
2.1.4. determining whether the OBD system  reacts to the simulated malfunction and 
indicates malfunction in an appropria te manner to the vehicle driver. 
 
2.2. Alternatively, at the request of th e manufacturer, malfuncti on of one or more 
components may be electronically simula ted according to the requirements of 
paragraph 6. below. 
 
2.3. Manufacturers may request that monitoring take place outside the Type I test cycle 
if it can be demonstrated to the authority that monitoring during conditions 
encountered during the Type I test cy cle would impose restrictive monitoring 
conditions when the vehicle is used in service. L 375/464 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 243 Annex 7 – Appendix 2 
 
 
3. TEST VEHICLE AND FUEL 
 
3.1. Vehicle 
 
The test vehicle shall meet the require ments of paragraph 3.1. of Annex 4. 
 
3.2. Fuel   The appropriate reference fuel as describe d in Annex 10 for petrol and diesel fuels 
and in Annex 10a for LPG and NG fuels must be used for testing.  The fuel type for each failure mode to be tested (described in paragraph 6.3. of this appendix) may be selected by the administrative department from the reference fuels described in Annex 10a in the case of the testing of  a mono-fuelled gas vehicle and from the 
reference fuels described in Annex 10 or A nnex 10a in the case of the testing of a 
bi-fuelled gas vehicle.  The selected fuel type must not be changed during any of the test phases (described in paragraphs 2.1. to 2.3. of this appendix).  In the case of 
the use of LPG or NG as a fuel it is permissible that the engine is started on petrol and switched to LPG or NG after a pre- determined period of time which is 
controlled automatically and not under the control of the driver. 
 
4. TEST TEMPERATURE AND PRESSURE 
 
4.1. The test temperature and pressure shall meet the requirements of the Type I test as 
described in Annex 4. 
 
5. TEST EQUIPMENT 
 
5.1. Chassis dynamometer 
 
The chassis dynamometer shall meet  the requirements of Annex 4. 
 
6. OBD TEST PROCEDURE 
 
6.1. The operating cycle on the chassis dyna mometer shall meet the requirements of 
Annex 4. 
 
6.2. Vehicle preconditioning 
 
6.2.1. According to the engine type and af ter introduction of one of the failure modes 
given in paragraph 6.3., the vehicle shall be preconditioned by driving at least two 
consecutive Type I tests (Parts One and Two).  For compression-ignition engined 
vehicles an additional preconditioning of  two Part Two cycles is permitted. 
 27.12.2006 EN Official Journal of the European Union L 375/465
 
     
6.2.2. At the request of the manufacturer, alternative preconditioning methods may be 
used. 
 
6.3. Failure modes to be tested 
 
6.3.1. Positive-ignition engined vehicles: 
 
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or electronic 
simulation of such a failure. 
 
6.3.1.2. Engine misfire conditions according to  the conditions for misfire monitoring given 
in paragraph 3.3.3.2. of Annex 11. 
 
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor 
or electronic simulation of such a failure. 
 
6.3.1.4. Electrical disconnecti on of any other emission-relate d component connected to a 
power-train management computer (if active on the selected fuel type). 
 
6.3.1.5. Electrical disconnecti on of the electronic evaporative purge control device (if 
equipped and if active on the selected fuel type).  For this specific failure mode, the 
Type I test need not be performed. 
 
6.3.2. Compression-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 particulate trap or, where sensors are an integral 
part of the trap, a defective trap assembly. 
 
6.3.2.3. Electrical disconnecti on of any fuelling system elect ronic fuel quantity and timing 
actuator. 
 
6.3.2.4. Electrical disconnecti on of any other emission-relate d component connected to a 
power-train management computer. 
 
6.3.2.5. In meeting the requirements of para graphs 6.3.2.3. and 6.3.2.4., and with the 
agreement of the approval authority, the manufacturer shall ta ke appropriate steps 
to demonstrate that the OBD system will indicate a fault when disconnection 
occurs.  
 
6.4. OBD system test 
 
6.4.1. Vehicles fitted with positive-ignition engines: L 375/466 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 245 Annex 7 – Appendix 2 
 
 
6.4.1.1. After vehicle preconditioning according to  paragraph 6.2., the test vehicle is driven 
over a Type I test (Parts One and Two). 
 
The MI shall activate before the end of th is test under any of the conditions given 
in paragraphs 6.4.1.2. to 6.4.1.5.  The technical service may substitute those 
conditions by others in accordance with paragraph 6.4.1.6.  However, the total 
number of failures simulated shall not exceed four (4) for the purpose of type 
approval. 
 
6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or electronic 
simulation of a deteriorated or defective catalyst that results in emissions exceeding 
the HC limit given in paragr aph 3.3.2. of Annex 11. 
 
6.4.1.3. An induced misfire condition accordin g to the conditions for misfire monitoring 
given in paragraph 3.3.3.2. of Annex 11 that results in emissions exceeding any of 
the limits given in paragraph 3.3.2. of Annex 11. 
 
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or 
electronic simulation of a dete riorated or defective oxygen sensor that results in 
emissions exceeding any of the limits given in paragraph 3.3.2. of Annex 11. 
 
6.4.1.5. Electrical disconnecti on of the electronic evaporative purge control device (if 
equipped and if active on the selected fuel type). 
 
6.4.1.6. Electrical disconnection of any ot her emission-related po wer-train component 
connected to a computer that results in emissions exceeding any of the limits given 
in paragraph 3.3.2. of this annex (i f active on the selected fuel type). 
 
6.4.2. Vehicles fitted with compression-ignition engines: 
 
6.4.2.1. After vehicle preconditioning according to  paragraph 6.2., the test vehicle is driven 
over a Type I test (Parts One and Two). 
 
The MI shall activate before the end of th is test under any of the conditions given 
in paragraphs 6.4.2.2. to 6.4.2.5.  The technical service may substitute those 
conditions by others in accordance with paragraph 6.4.2.5.  However, the total 
number of failures simulated shall not exceed four for the purposes of type 
approval. 
 
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective catalyst or 
electronic simulation of a deteriorated or defective catalyst that results in emissions 
exceeding limits given in paragraph 3.3.2. of Annex 11. 
 27.12.2006 EN Official Journal of the European Union L 375/467
 
     
6.4.2.3. Where fitted, total remo val of the particulate trap or  replacement of the particulate 
trap with a defective particulate trap m eeting the conditions of paragraph 6.3.2.2. 
above that results in emissions exceeding the limits given in paragraph 3.3.2. of 
Annex 11. 
 
6.4.2.4. With reference to paragraph 6.3.2.5., disconnection of any fuelling system 
electronic fuel quantity and timing actuator that results in emissions exceeding any 
of the limits given in para graph 3.3.2. of Annex 11. 
 
6.4.2.5. With reference to paragraph 6.3.2. 5., disconnection of any other emission-related 
power-train component connected to a com puter that results in emissions exceeding 
any of the limits given in paragraph 3.3.2. of Annex 11. 
 
6.5. Diagnostic signals 
 
6.5.1.1. Upon determination of the first malf unction of any component or system, 'freeze-
frame' engine conditions present at the time shall be stored in computer memory. 
Should a subsequent fuel system or mi sfire malfunction occur, any previously 
stored freeze-frame conditions shall be replaced by the fuel system or misfire 
conditions (whichever occurs first).  Stor ed engine conditions shall include, but are 
not limited to calculated load value, engine speed, fuel trim value(s) (if available), 
fuel pressure (if available), vehicle speed (if available), coolant temperature, intake 
manifold pressure (if available), closed - or open-loop operation (if available) and 
the fault code which caused the data to be stored.  The manufacturer shall choose 
the most appropriate set of  conditions facilitating effec tive repairs for freeze-frame 
storage.  Only one frame of data is re quired.  Manufacturers may choose to store 
additional frames provided that at least the required frame can be read by a generic 
scan tool meeting the specifications of paragr aphs 6.5.3.2. and 6.5.3.3.  If the fault 
code causing the conditions to be stored is erased in accordance with paragraph 3.7. 
of Annex 11, the stored engine conditions may also be erased. 
 
6.5.1.2. If available, the following signals in addition to the required freeze-frame 
information shall be made  available on demand thr ough the serial port on the 
standardised data link connector, if the information is available to the on-board 
computer or can be determined using information available to the on-board 
computer: diagnostic trouble codes, engine  coolant temperature, fuel control 
system status (closed-loop, open-loop, ot her), fuel trim, ignition timing advance, 
intake air temperature, manifold air pressure, air flow rate, engine speed, throttle 
position sensor output value, secondary air status (upstream, downstream or 
atmosphere), calculated load value, vehicle speed and fuel pressure. 
 
The signals shall be provided in standard  units based on the specifications given in 
paragraph 6.5.3.  Actual signals shall be clearly identified separately from default 
value or limp-home signals. 
 L 375/468 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 247 Annex 7 – Appendix 2 
 
6.5.1.3. For all emission control systems fo r which specific on-board  evaluation tests are 
conducted (catalyst, oxygen sensor, etc.),  except misfire detection, fuel system 
monitoring and comprehensive component monitoring, the results of the most 
recent test performed by the vehicle and the limits to which the system is compared 
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.  For the 
monitored components and systems excepte d above, a pass/fail indication for the 
most recent test results shall be ava ilable through the data link connector. 
 
6.5.1.4. The OBD requirements to which the vehicle is certified (i.e. Annex 11 or the 
alternative requirements specified in para graph 5.) and the major emission control 
systems monitored by the OBD system consis tent with paragraph 6.5.3.3. 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. From 1 January 2003 for new types and from 1 January 2005 for all types of 
vehicles entering into service, the software calibration identification number shall 
be made available through the serial port  on the standardised data link connector.  
The software calibration identification numbe r shall be provided in a standardised 
format. 
 
6.5.2.  The emission control diagnostic syst em is not required to evaluate components 
during malfunction if such ev aluation would result in a risk  to safety or component 
failure. 
 
6.5.3. The emission control diagnostic syst em must provide for standardised and 
unrestricted access and conf orm with the following ISO standards and/or SAE 
specification. 
 6.5.3.1. One of the following standards with th e restrictions as descri bed must be used as 
the on-board to off-board communications link: 
  ISO 9141 - 2: 1994 (amended 1996) "Road Vehicles – Diagnostic Systems – Part 
2: CARB requirements for interc hange of digital information"; 
  SAE J1850: March 1998 Class B Data  Communication Network Interface". 
Emission-related messages must use the cyclic redundancy check and the three-
byte header and not use inter-byte separation or checksums; 
  ISO 14230 – Part 4 "Road Vehicles – Keyword protocol 2000 for diagnostic 
systems – Part 4: Requirements for emission-relate systems"; 
  ISO DIS 15765-4 "Road vehicles – Diagnostics on Controller Area Network 
(CAN) – Part 4: Requirements for emissions-related systems", dated 1 
November 2001. 27.12.2006 EN Official Journal of the European Union L 375/469
 
      6.5.3.2. Test equipment and diagnostic tool s needed to communicate with OBD systems 
must meet or exceed the functional speci fication given in ISO DIS 15031-4 "Road 
vehicles – Communication be tween vehicle and external test equipment for 
emissions-related diagnostics – Part 4:  External test equipment", dated 1 
November 2001. 
 6.5.3.3. Basic diagnostic data, (as specified in  paragraph 6.5.1.) and bi-directional control 
information must be provided using the format and units described in 
ISO DIS 15031-5 "Road vehicles – Communi cation between vehicle and external 
test equipment for emissions-related di agnostics – Part 5: Emissions-related 
diagnostic services", dated 1 November 2001, and must be available using a diagnostic tool meeting the requirements of ISO DIS 15031-4. 
  The vehicle manufacturer shall provide to a national standardisation body the 
details of any emission-relate d diagnostic data, e.g. PID’s, OBD monitor Id’s, Test 
Id’s not specified in ISO DIS 15031-5 but related to this Regulation. 
 6.5.3.4. When a fault is registered, the ma nufacturer must identify the fault using an 
appropriate fault code  consistent with those given in Section 6.3. of ISO DIS 
15031-6 “Road vehicles – Communication be tween vehicle and external test 
equipment for emissions-related diagnostic s – Part 6: Diagnostic trouble code 
definitions”, relating to “emi ssion related system diagnostic trouble codes”.  If such 
identification is not possible, the manuf acturer may use diagnostic trouble codes 
according to Sections 5.3. and 5.6. of IS O DIS 15031-6.  The fault codes must be 
fully accessible by standardised diagnostic equipment complying with the provisions of paragraph 6. 5.3.2. of this annex. 
  The vehicle manufacturer shall provide to a national standardisation body the 
details of any emission-relate d diagnostic data, e.g. PID’s, OBD monitor Id’s, Test 
Id’s not specified in ISO DIS 15031-5 but related to this Regulation. 
 6.5.3.5. The connection interface between the vehicle and the diagnostic tester must be 
standardised and must meet all th e requirements of ISO DIS 15031-3 "Road 
vehicles – Communication be tween vehicle and external test equipment for  
emissions-related diagnostics – Part 3: Di agnostic connector a nd related electrical 
circuits: specification and use", dated 1 November 2001.  The installation position 
must be subject to agreement of the administrative department such that it is readily accessible by service personnel but prot ected from tampering by non-qualified 
personnel. 
 6.6. Specific requirements regarding the tr ansmission of diagnostic signals from bi-
fuelled gas vehicles. 
 L 375/470 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 249 Annex 7 – Appendix 2 
 
  For bi-fuelled gas vehicles, where the di agnostic signals of the different fuel 
systems are stored in the same computer, the diagnostic signals for the 
operation on petrol and for the opera tion on gas shall be evaluated and 
transmitted independently of each other. 
 
  For bi-fuelled gas vehicles, where the di agnostic signals of the different fuel 
systems are stored in the separate computers, the diagnostic signals for the operation on petrol and for the opera tion on gas shall be evaluated and 
transmitted from the computer specific to the fuel. 
 
  On a request from a diagnostic tool, the diagnostic signals for the vehicle 
operating on petrol shall be transmitted on one source address and the diagnostic signals for the vehicle operating on gas shall be transmitted on another source address.  The use of  source addresses is described in 
ISO DIS 15031-5 "Road vehicles – Co mmunication between vehicles and 
external test equipment for emissions-related diagnos tics – Part 5: Emissions-
related diagnostic services",  dated 1 November 2001." 
  27.12.2006 EN Official Journal of the European Union L 375/471
 
      
Annex 11 - Appendix 2
 
 
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY 
 
1. PARAMETERS DEFINING THE OBD FAMILY 
 
The OBD family may be defined by basi c design parameters which shall be 
common to vehicles within the family. In some cases there may be interaction of 
parameters. These effects shall also be taken into consideration to ensure that only 
vehicles with similar exhaust emission characteristics are included within an OBD 
family. 
 
2. To this end, those vehicle types whose parameters described below are identical are 
considered to belong to the same engine/emission control/OBD system 
combination. 
 
Engine: 
 
(a) Combustion process (i.e. positive-ignition, compression-ignition, two-stroke, 
four-stroke), 
 
(b) method of engine fuelling (i.e. carburettor or fuel injection). 
 
Emission control system: 
 
(a) type of catalytic converter (i.e. oxida tion, three-way, heated catalyst, other), 
 
(b) type of particulate trap, 
 
(c) secondary air injection (i.e. with or without), 
 
(d) exhaust gas recirculation (i.e. with or without) 
 
OBD parts and functioning. 
 
the methods of OBD functional mon itoring, malfunction detection and 
malfunction indication to the vehicle driver. 
 
 L 375/472 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 251 Annex 7 – Appendix 2 
 
Annex 12  
 
GRANTING OF AN ECE TYPE APPROVAL FOR A VEHICLE 
FUELLED BY LPG OR NATURAL GAS (NG) 
 
1. INTRODUCTION 
 
This annex describes the special requirement s that apply in the case of an approval 
of a vehicle that runs on LPG or natura l gas (NG), or that can run either on 
unleaded or LPG or natural gas, in so far as the testing on LPG or natural gas is 
concerned. 
 
In the case of LPG and natural gas there is on the market a large variation in fuel 
composition, requiring the fuelling system to adapt its fuelling rates to these 
compositions.  To demonstrate this capability, the vehicle has to be tested in the 
test Type I on two extreme reference fuels and demonstrate the self-adaptability of 
the fuelling system.  Whenever the self adaptability of a fuelling system has been 
demonstrated on a vehicle, such a vehicle may be considered as a parent of a 
family.  Vehicles that comply with the requirements of members of that family, if 
fitted with the same fuelling system, need to be tested on only one fuel. 
 
2. DEFINITIONS 
 
For the purpose of this annex: 
 
2.1. A "parent vehicle " means a vehicle that is selected to act as the vehicle on which 
the self-adaptability of a fuelling system is going to be demonstrated, and to which 
the members of a family refer.  It is possi ble to have more than one parent vehicle 
in a family. 
 
2.2. Member of the family 
 
2.2.1. A "member of the family " is a vehicle that shares the following essential 
characteristics with its parent(s): 
 
(a) It is produced by the same manufacturer; 
 
(b) It is subject to the same emission limits; 
 
(c) If the gas fuelling system has a central metering for the whole engine: 
 
It has a certified power output between 0. 7 and 1.15 times that of the parent 
vehicle. 27.12.2006 EN Official Journal of the European Union L 375/473
 
     
 
If the gas fuelling system has an individual metering per cylinder: 
 
It has a certified power output per cyli nder between 0.7 and 1.15 times that of 
the parent vehicle. 
 
(d) If fitted with a catalyst, it has the same type of catalyst i.e. three way, 
oxidation, de-NO x. 
 
(e) It has a gas fuelling system (including the pressure regulator) from the same 
system manufacturer and of the same type: induction, vapour injection (single 
point, multipoint), liquid injec tion (single point, multipoint). 
 
(f) This gas fuelling system is controlled by an ECU of the same type and 
technical specification, cont aining the same software  principles and control 
strategy. 
 
2.2.2. With regard to requirement (c):  in  the case where a demonstration shows two gas-
fuelled vehicles could be me mbers of the same family with the exception of their 
certified power output, respectiv ely 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. 
 
3. GRANTING OF A TYPE APPROVAL 
 
Type approval is granted subject  to the following requirements: 
 
3.1. Exhaust emissions appr oval of a parent vehicle 
 
The parent vehicle should demonstrate its capability to adapt to any fuel 
composition that may occur across the market.  In the case of LPG there are 
variations in C3/C4 composition.  In the case of natural gas there are generally two 
types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a 
significant spread within both ranges; they differ significantly in Wobbe index.  
These variations are reflected in the reference fuels. 
 
3.1.1. The parent vehicle(s) shall be tested in the test Type I on the two extreme reference 
fuels of Annex 10a. 
 
3.1.1.1. If the transition from one fuel to anot her is in practice aided through the use of a 
switch, this switch shall not be used durin g type approval.  In such a case on the 
manufacturer's request and with the agreement of the technical service the pre-
conditioning cycle referred to in paragra ph 5.3.1. of Annex 4 may be extended. 
 L 375/474 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 253 Annex 7 – Appendix 2 
 
3.1.2. The vehicle(s) is (are) considered to  conform if, with both reference fuels, the 
vehicle complies with the emission limits. 
3.1.3. The ratio of emission results "r" should be determined for each pollutant as shown 
below: 
  
Type(s) of fuel  
Reference fuels  
Calculation of "r" 
 
LPG and petrol 
(Approval B)  
Fuel A 
 
or LPG only 
(Approval D)  
Fuel B  
 
 
 
 
NG and petrol 
(Approval B)  
Fuel G 20 
 
or NG only 
(Approval D)  
Fuel G 25  
 
 
 
 
3.2. Exhaust emissions approval of a member of the family: 
 
For a member of the family a test Type I shall be performed with one reference 
fuel.  This reference fuel may be either reference fuel.  The vehicle is considered to 
comply if the following requirements are met: 
 
3.2.1. The vehicle complies with the defin ition of a family member as defined under 
paragraph 2.2. above. 
 
3.2.2. If the test fuel is reference fuel A for LPG or G20 for NG, the emission result shall 
be multiplied by the relevant factor "r" if r > 1;  if r < 1, no correction is needed. 
 
If the test fuel is reference fuel B for LPG or G25 for NG, the emission result shall 
be divided by the relevant factor "r" if r < 1;  if r > 1, no correction is needed. 
 
3.2.3. The vehicle shall comply with the emission limits valid for the relevant category 
for both measured and calculated emissions. 
 
3.2.4. 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, sh all first be averaged; the "r" factor shall 
then be calculated from these averaged results. 27.12.2006 EN Official Journal of the European Union L 375/475
 
     
 
4. GENERAL CONDITIONS 
 
4.1. Tests for conformity of production may be performed with a commercial fuel of 
which the C3/C4 ratio lies between those of the reference fuels in the case of LPG, 
or of which the Wobbe index lies between those of the extreme reference fuels in 
the case of NG.  In that case a fuel analysis needs to be present. 
 
 L 375/476 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 255 Annex 7 – Appendix 2 
 
Annex 13  
 
EMISSIONS TEST PROCEDURE FOR A VEHICLE EQUIPPED WITH 
A PERIODICALLY REGENERATING SYSTEM 
 1. INTRODUCTION   This annex defines the specific provisions  regarding type-approval of a vehicle 
equipped with a periodically regenerating system  as defined in paragraph 2.20. of this 
Regulation. 
 2. SCOPE AND EXTENSION OF THE TYPE APPROVAL  2.1. Vehicle family groups equipped with periodically regenerating system
 
 
The procedure applies to vehicles equipped w ith a periodically regenerating system as 
defined in paragraph 2.20. of this Regulation.   For the purpose of this annex vehicle 
family groups may be established.  Accordin gly, those vehicle types with regenerative 
systems, whose parameters described below are identical, or within the stated tolerances, shall be considered to belong to the same family with respect to 
measurements specific to the define d periodically regenerating systems. 
 
2.1.1. Identical parameters are:  
Engine: 
 
(a) Combustion process.     Periodically regenerating system (i.e. catalyst, particulate trap):  (a) Construction (i.e. type of enclosure, ty pe of precious metal, type of substrate, 
cell density), 
(b) Type and working principle, (c) Dosage and additive system, (d) Volume ±10 per cent, (e) Location (temperature ±50 °C at 120 km/h or 5 per cent difference of max. 
 temperature / pressure).  
2.2. Vehicle types of different reference masses
 
 
The K i factors developed by the procedures in  this annex  for type approval of a 
vehicle type with a periodically regenerating system as defined in paragraph 2.20. of 
this Regulation, may be extende d to other vehicles in the family group with a reference 
mass within the next two higher equivalent inertia classes or any lower equivalent inertia. 27.12.2006 EN Official Journal of the European Union L 375/477
 
      3. TEST PROCEDURE  
The vehicle may be equipped with a switch capable of preventing or permitting the regeneration process provided that this ope ration has no effect on original engine 
calibration.  This switch shall be permitted only for the purpose of preventing regeneration during loading of the regenera tion system and during the pre-conditioning 
cycles. However, it shall not be used durin g the measurement of emissions during the 
regeneration phase; rather the emission test shall be carried out with the unchanged 
Original Equipment Manufacturer's (OEM) control unit. 
 3.1. Exhaust emission measurement between tw o cycles where regenerative phases occur
 
 
Average emissions between regeneration phase s and during loading of the regenerative 
device shall be determined from the arithmetic mean of several approximately equidistant (if more than 2) Type I operatin g cycles or equivalent  engine test bench 
cycles.  As an alternative  the manufactur er may provide data to show that the 
emissions remain constant ( $15 per cent) between regeneration phases.  In this case, 
the emissions measured during the regular Type I test may be used.  In any other case emissions measurement for at least two Type I operating cycles or equivalent engine test bench cycles must be completed: one  immediately after regeneration (before new 
loading) and one as close as possible prio r to a regeneration pha se.  All emissions 
measurements and calculations shall be carried out according to Annex 4, paragraphs 5., 6., 7. and 8. 
 3.1.2. The loading process and K
i determination shall be made during the Type I operating 
cycle, on a chassis dynamometer or on an  en gine test bench using an equivalent test 
cycle. These cycles may be run continuously (i.e. without the need to switch the engine 
off between cycles).  After any number of completed cycles, the vehicle may be removed from the chassis dynamometer, and the test continued at a later time.  
 3.1.3. The number of cycles (D) between two cycles where regeneration phases occur, the 
number of cycles over which emissions measurements are made (n), and each 
emissions measurement (M’
sij) shall be reported in Anne x 1, items 4.2.11.2.1.10.1. 
to 4.2.11.2.1.10.4. or 4.2.11.2.5.4.1. to 4.2.11.2.5.4.4. as applicable. 
 3.2. Measurement of emissions during regeneration
 
 3.2.1. Preparation of the vehicle, if required,  for the emissions test during a  regeneration 
phase, may be completed using the preparation cycles in paragraph 5.3. of Annex 4 or 
equivalent engine test bench cycles, depe nding on the loading procedure chosen in 
paragraph 3.1.2. above. 
 3.2.2. The test and vehicle conditions for the Ty pe I test described in Annex 4  apply before 
the first valid emission test is carried out. L 375/478 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 257 Annex 7 – Appendix 2 
 
 3.2.3. Regeneration must not occur during the preparation of the vehicle.  This may be 
ensured by one of the following methods: 
 3.2.3.1. A "dummy" regenerating system or partial system may be fitted for the pre-
conditioning cycles. 
 3.2.3.2. Any other method agreed between the ma nufacturer and the type approval authority. 
 3.2.4. A cold-start exhaust emission test incl uding a regeneration proc ess shall be performed 
according to the Type I operating cycle, or equivalent engine test bench cycle.  If the emissions tests between two cycles where regeneration phases occur are carried out on an engine test bench, the emissions test including a regeneration phase shall also be 
carried out on an engine test bench. 
 3.2.5. If the regeneration process requires more  than one operating cycle, subsequent test 
cycle(s) shall be driven imme diately, without switching the engine off, until complete 
regeneration has been achieved (each cycle sh all be completed).  The time necessary to 
set up a new test should be as short as possibl e (e.g. particular matter filter change).  
The engine must be switched off during this period.  
 3.2.6. The emission values during regeneration (M
ri) shall be calculated according to 
Annex 4, paragraph 8.  The number of ope rating cycles (d) measured for complete 
regeneration shall be recorded. 
 3.3. Calculation of the combined exhaust emissions
 
 
nM
Mn
jsij
siÅ
??1'
 n  2;   dM
Md
jrij
riÅ
??1'
 
 
ÞÝÜ
ÎÍÌ
--?dDd MD MMri si
pi* * 
 
where for each pollutant (i) considered: 
 
M’sij = mass emissions of pollutant (i) in g/ km over one Type I operating cycle (or 
 equivalent engine test benc h cycle) without regeneration 
M’rij = mass emissions of pollutant (i) in g/ km over one Type I operating cycle (or 
equivalent engine test bench cycle) during regeneration.  (when n > 1, the 
first Type I test is run cold, and subsequent cycles are hot) 
 M si = mean mass emission of pollutant (i) in g/km without regeneration 
 M ri = mean mass emission of pollutant (i) in g/km during regeneration 
 M pi = mean mass emission of pollutant (i) in g/km 27.12.2006 EN Official Journal of the European Union L 375/479
 
     
n = number of test points at which em issions measurements (Type I operating 
cycles or equivalent engi ne test bench cycles) are made between two cycles 
where regenerative phases occur,  2 
d =  number of operating cycles required for regeneration D = number of operating cycles between two cycles where regenerative phases 
occur 
 
For exemplary illustration of measurement parameters see Figure 8/1.  
Number of cyclesMriEmission [g/km]
D d*+ *+]_
*+dDdMDMMri si
pi-·-·?
sipi
iMMK?
Mpi
Msi
M,
sij
 
   Figure 8/1
: Parameters measured during emissions  test during and between cycles where 
regeneration occurs (schematic example, the emissions during ‘D’ may increase or decrease) 
 3.4. Calculation of the regeneration factor K for each pollutant (i) considered
 
 
Ki = M pi / M si 
 
Msi, M pi and K i results shall be recorded in the test report delivered by the 
technical service.  K
i may be determined following the completion of a single sequence. 
  
 L 375/480 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 259 Annex 7 – Appendix 2 
 
Annex 14  
 
EMISSIONS TEST PROCEDURE FOR HYBR ID ELECTRIC VEHICLES (HEV) 
 1. INTRODUCTION  1.1. This annex defines the specific provisi ons regarding type-approval of a hybrid 
electric vehicle (HEV) as defined in pa ragraph 2.21.2. of this Regulation. 
 1.2. As a general principle, for the tests of Type I, II, III, IV, V, VI and OBD, hybrid 
electric vehicles shall be tested accord ing to Annex 4, 5, 6, 7, 9, 8 and 11 
respectively, unless modified by this annex. 
 
1.3. For the Type I test only, OVC vehicles (a s categorized in paragraph 2.) shall be 
tested according to condition A and to c ondition B.  The test results under both 
conditions A and B and the weighted values  shall be reported in the communication 
form. 
 1.4. The emissions test results shall comp ly with the limits under all specified test 
conditions of this Regulation. 
 2. CATEGORIES OF HYBRID ELECTRIC VEHICLES  
Vehicle 
charging Off-Vehicle Charging (1) 
(OVC) Not Off-Vehicle Charging (2) 
(NOVC) 
Operating mode 
switch Without With Without With 
 
 (1) also known as "externally chargeable" 
 (2) also known as "not externally chargeable" 
 
3. TYPE I TEST METHODS 
 3.1. EXTERNALLY CHARGEABLE (OVC HEV) WITHOUT AN OPERATING 
MODE SWITCH 
 3.1.1. Two tests shall be perform ed under the following conditions: 
 
 Condition A
: test shall be carried out with a fully charged electrical 
energy/power storage device. 
 
 Condition B : test shall be carried out with an electrical energy/power storage 
device in minimum state of ch arge (maximum discharge of 
capacity). 
 27.12.2006 EN Official Journal of the European Union L 375/481
 
      The profile of the state of charge (SOC) of the electrical energy/power storage 
device during different stages of the Ty pe I test is given in Appendix 1. 
 3.1.2. Condition A  3.1.2.1. The procedure shall start with the discharge of the electrical energy/power storage 
device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.): 
  - at a steady speed of 50 km/h until the fuel consuming engine of the HEV 
starts up, 
  - or, if a vehicle cannot reach a stead y speed of 50 km/h without starting up 
the fuel consuming engine, the speed shall be reduced until the vehicle can run a lower steady speed where the fuel  consuming engine does not start up 
for a defined time/distance (to be specified between technical service and manufacturer), 
  - or with manufacturer’s recommendation.  
 The fuel consuming engine shall be  stopped within 10 seconds of it being 
automatically started. 
 
3.1.2.2. Conditioning of vehicle  3.1.2.2.1. For compression-ignition engined vehicles the Part Two cycle described in 
Appendix 1 of Annex 4 shall be used.  Th ree consecutive cycles shall be driven 
according to paragraph 3.1.2.5.3. below. 
 3.1.2.2.2. Vehicles fitted with positive-ign ition engines shall be preconditioned with one 
Part One and two Part Two driving cycles according to paragraph 3.1.2.5.3. below. 
 3.1.2.3. After this preconditioning, and before testing, the vehicle sh all be kept in a room in   
which the temperature remains relativel y constant between 293 and 303 K (20 °C 
and 30 °C).  This conditioning shall be carried out for at least six hours and 
continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in paragraph 3.1.2.4. below. 
 L 375/482 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 261 Annex 7 – Appendix 2 
 
3.1.2.4. During soak, the electrical ener gy/power storage device shall be charged: 
  (a) with the on board charger if fitted, or    (b) with an external charger recommended by the manufacturer, using the normal 
overnight charging procedure. 
  This procedure excludes all types of special charges that could be automatically or 
manually initiated like, for instance, the equalization charges or the servicing charges. 
  The manufacturer shall declare that during the test, a special charge procedure has 
not occurred. 
 3.1.2.5. Test procedure   3.1.2.5.1. The vehicle shall be started up by th e means provided for normal use to the driver.  
The first cycle starts on the initiation of the vehicle start-up procedure. 
 3.1.2.5.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up 
procedure and end on conclusion of the fina l idling period in the extra-urban cycle 
(Part Two, end of sampling (ES)). 
 3.1.2.5.3. The vehicle shall be driven according to  Annex 4, or in case of special gear shifting 
strategy according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles an d indicated by a technical gear shift instrument 
(for drivers information).  For these vehicles the gear shifting points prescribed in Annex 4, Appendix 1 are not applied.  Fo r the pattern of the operating curve the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 
 3.1.2.5.4. The exhaust gases shall be analyzed according to Annex 4.  3.1.2.6. The test results shall be compared to the limits prescribed in paragraph 5.3.1.4. of 
this Regulation and the average emission of  each pollutant for Condition A shall be 
calculated (M1
i). 
 3.1.3. Condition B  3.1.3.1. Conditioning of vehicle  3.1.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in 
Appendix 1 of Annex 4 shall be used.  Th ree consecutive cycles shall be driven 
according to paragraph 3.1.3.4.3. below. 
 27.12.2006 EN Official Journal of the European Union L 375/483
 
     3.1.3.1.2. Vehicles fitted with positive-ign ition engines shall be preconditioned with one 
Part One and two Part Two driving cycles according to paragraph 3.1.3.4.3. below. 
 3.1.3.2. The electrical energy/power storage de vice of the vehicle shall be discharged while 
driving (on the test track, on a chassis dynamometer, etc.): 
  - at a steady speed of 50 km/h until the fuel consuming engine of the HEV starts 
up, 
  - or if a vehicle can not reach a steady speed of 50 km/h without starting up the 
fuel consuming engine, the speed shall be reduced until the vehicle can run a lower steady speed where the fuel consum ing engine just does not start up for a 
defined time/distance (to be specified between technical service and manufacturer), 
  - or with manufacturer’s recommendation.   The fuel consuming engine shall be  stopped within 10 seconds of it being 
automatically started. 
 
3.1.3.3. After this preconditioning , and before testing, the vehicl e shall be kept in a room in 
which the temperature remains relativel y constant between 293 and 303 K (20 °C 
and 30 °C).  This conditioning shall be carried out for at least six hours and 
continue until the engine oil temperature and coolant, if any, are within ± 2 K of the 
temperature of the room. 
 3.1.3.4. Test procedure  3.1.3.4.1. The vehicle shall be started up by th e means provided for normal use to the driver.  
The first cycle starts on the initiation of the vehicle start-up procedure. 
 3.1.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up 
procedure and end on conclusion of the fina l idling period in the extra-urban cycle 
(Part Two, end of sampling (ES)). 
 3.1.3.4.3. The vehicle shall be driven according to  Annex 4, or in case of special gear shifting 
strategy according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles an d indicated by a technical gear shift instrument 
(for drivers information).  For these vehicles the gear shifting points prescribed in Annex 4, Appendix 1 are not applied.  Fo r the pattern of the operating curve the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 
 3.1.3.4.4. The exhaust gases shall be analyzed according to Annex 4.  L 375/484 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 263 Annex 7 – Appendix 2 
 
3.1.3.5. The test results shall be compared to the limits prescribed in paragraph 5.3.1.4. of 
this Regulation and the average emission of  each pollutant for Condition B shall be 
calculated (M2 i). 
 3.1.4. Test results  3.1.4.1. For communication, the weighted values shall be calculated as below: 
 
 M
i = ( De C M1 i + Dav C M2 i )  / ( De + Dav ) 
 
 Where:   M
i = mass emission of the pollutant i in grams per kilometre. 
 M1 i = average mass emission of the pollutant i in grams per kilometre with 
a fully charged electrical energy/power storage device calculated in paragraph 3.1.2.6. 
 M2
i = average mass emission of the pollutant i in grams per kilometre with 
an electrical energy/power storage device in minimum state of charge (maximum discharge of capacity) calculated in paragraph 3.1.3.5. 
 De = vehicle electric range, according to the procedure described in 
Regulation No. 101, Annex 7, where the manufacturer must provide the means for performing the measur ement with the vehicle running 
in pure electric mode. 
 Dav = 25 km (average distance between two battery recharges)  3.2. EXTERNALLY CHARGEABLE (OVC HEV) WITH AN OPERATING MODE 
SWITCH 
 3.2.1. Two tests shall be perform ed under the following conditions: 
 3.2.1.1. Condition A: test shall be carri ed out with a fully charged electrical 
energy/power storage device. 
 3.2.1.2. Condition B: test shall be carried out with an electrical energy/power storage 
device in minimum state of ch arge (maximum discharge of 
capacity) 
 27.12.2006 EN Official Journal of the European Union L 375/485
 
      3.2.1.3. The operating mode switch shall be positioned according the table below: 
 
        Hybrid-  
          modes 
Battery  
state  
of charge -Pure electric  -Hybrid 
 
 
Switch in position -Pure fuel 
 consuming -Hybrid  
 
 
Switch in position -Pure electric 
-Pure fuel  consuming 
-Hybrid 
 
Switch in position -Hybrid mode n (1) 
...... -Hybrid mode m (1) 
 
 
Switch in position 
Condition A  
Fully charged Hybrid Hybrid Hybrid Most electric hybrid 
mode (2) 
Condition B Min. state of charge Hybrid Fuel consuming Fuel consuming Most fuel consuming 
mode (3) 
 
(1) For instance: sport, economic, urban, extra-urban position ... (2) Most electric hybrid mode
: 
 The hybrid mode which can be proven to have the highest electricity consumption 
of all selectable hybrid modes when te sted in accordance with condition A of 
paragraph 4. of Annex 10 to Regulation No. 101, to be established based on 
information provided by the manufacturer and in agreement with the technical 
service. 
(3) Most fuel consuming mode : 
 The hybrid mode which can be proven to have the highest fuel consumption of all 
selectable hybrid modes when tested in accordance with condition B of paragraph 4. of Annex 10 to Regulation No. 101, to be established based on 
information provided by the manufacturer and in agreement with the technical 
service. 
 3.2.2. Condition A  3.2.2.1. If the pure electric range of the vehi cle is higher than one complete cycle, on the 
request of the manufacturer, the Type I test may be carried out in pure electric mode.  In this case, engine preconditioni ng prescribed in paragraph 3.2.2.3.1. 
or 3.2.2.3.2. can be omitted. 
 3.2.2.2. The procedure shall start with the discharge of the electrical energy/power storage 
device of the vehicle while driving with the switch in pure electric position (on the 
test track, on a chassis dynamometer, etc.) at a steady speed of 70 per cent ± 5 per cent of the maximum thirty minutes speed of the vehicle (determined according to Regulation No. 101). 
  Stopping the discharge occurs: 
 
- when the vehicle is not able to run at 65 per cent of the maximum thirty 
minutes speed; or L 375/486 EN Official Journal of the European Union 27.12.2006
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Regulation No. 83 page 265 Annex 7 – Appendix 2 
 
 
- when an indication to stop the vehi cle is given to the driver by the 
standard on-board inst rumentation, or  
 
- after covering the distance of 100 km. 
 If the vehicle is not equipped with a pure electric mode, the electrical energy/power storage device discharge sha ll be achieved by driving the vehicle 
(on the test track, on a chassis dynamometer, etc.):  -  at a steady speed of 50 km/h until the fuel consuming engine of the 
HEV starts up, or 
 - if a vehicle cannot reach a steady speed of 50 km/h without starting up 
the fuel consuming engine, the speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine does not start up for a defined time/distance (to be specified between technical 
service and manufacturer), or 
 - with manufacturer’s recommendation. 
 
The fuel consuming engine shall be stopped within 10 seconds of it being automatically started. 
 3.2.2.3. Conditioning of vehicle  3.2.2.3.1. For compression-ignition engined vehicles the Part Two cycle described in 
Appendix 1 to the Annex 4 shall be used.  Three consecutive cycles shall be driven according to paragraph 3.2.2.6.3. below. 
 3.2.2.3.2. Vehicles fitted with positive-ign ition engines shall be preconditioned with one 
Part One and two Part Two driving cycles according to paragraph 3.2.2.6.3. below. 
 3.2.2.4. After this preconditioning , and before testing, the vehicl e shall be kept in a room in 
which the temperature remains relativel y constant between 293 and 303 K (20 °C 
and 30 °C).  This conditioning shall be carried out for at least six hours and 
continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room, and the electrical energy/power storage device is fully charged as a result of the charging prescribed in paragraph 3.2.2.5. 
 3.2.2.5. During soak, the electrical ener gy/power storage device shall be charged: 
  (a) with the on board charger if fitted, or   27.12.2006 EN Official Journal of the European Union L 375/487
 
      (b)  with an external charger recommended by the manufacturer, using the 
normal overnight charging procedure. 
  This procedure excludes all types of special charges that could be automatically or 
manually initiated like, for instance, the equalisation charges or the servicing charges. 
  The manufacturer shall declare that during the test, a special charge procedure has 
not occurred. 
 3.2.2.6. Test procedure  3.2.2.6.1. The vehicle shall be started up by th e means provided for normal use to the driver.  
The first cycle starts on the initiation of the vehicle start-up procedure. 
 3.2.2.6.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up 
procedure and end on conclusion of the fina l idling period in the extra-urban cycle 
(Part Two, end of sampling (ES)). 
 3.2.2.6.3. The vehicle shall be driven according to  Annex 4, or in case of special gear shifting 
strategy according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles an d indicated by a technical gear shift instrument 
(for drivers information).  For these vehicles the gear shifting points prescribed in Annex 4, Appendix 1 are not applied.  Fo r the pattern of the operating curve the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 
 3.2.2.6.4. The exhaust gases shall be analysed according to Annex 4.  3.2.2.7. The test results shall be compared to the limits prescribed in paragraph 5.3.1.4. of 
this Regulation and the average emission of  each pollutant for Condition A shall be 
calculated (M1
i). 
 3.2.3. Condition B  3.2.3.1. Conditioning of vehicle 
 
3.2.3.1.1. For compression-ignition engined vehicles the Part Two cycle described in 
Appendix 1 to the Annex 4 shall be used.  Three consecutive cycles shall be driven according to paragraph 3.2.3.4.3. below. 
 3.2.3.1.2. Vehicles fitted with positive-ign ition engines shall be preconditioned with one 
Part One and two Part Two driving cycles according to paragraph 3.2.3.4.3. below. 
 3.2.3.2. The electrical energy/power storage device of the vehicle shall be discharged 
according to paragraph 3.2.2.2. L 375/488 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 267 Annex 7 – Appendix 2 
 
 3.2.3.3. After this preconditioning , and before testing, the vehicl e shall be kept in a room in 
which the temperature remains relativel y constant between 293 and 303 K (20 °C 
and 30 °C).  This conditioning shall be carried out for at least six hours and 
continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room. 
 
3.2.3.4. Test procedure   3.2.3.4.1. The vehicle shall be started up by the means provided for normal use to the driver.          
The first cycle starts on the initiation of the vehicle start-up procedure. 
 3.2.3.4.2. Sampling shall begin (BS) before or at the initiation of the vehicle start up 
procedure          
  and end on conclusion of the final idling pe riod in the extra-urban cycle (Part Two, 
end of sampling (ES)). 
 3.2.3.4.3. The vehicle shall be driven according to  Annex 4, or in case of special gear shifting 
strategy according to the manufacturer's instructions, as incorporated in the drivers' 
handbook of production vehicles an d indicated by a technical gear shift instrument 
(for drivers information).  For these vehicles the gear shifting points prescribed in 
Annex 4, Appendix 1 are not applied.  Fo r the pattern of the operating curve the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 
 3.2.3.4.4. The exhaust gases shall be analysed according to Annex 4.  3.2.3.5. The test results shall be compared to the limits prescribed in paragraph 5.3.1.4. of 
this Regulation and the average emission of  each pollutant for Condition B shall be 
calculated (M2
i). 
 3.2.4. Test results  3.2.4.1. For communication, the weighted values shall be calculated as below: 
 
M
i = ( De C M1 i + Dav C M2 i ) / ( De + Dav ) 
 
Where : 
Mi = mass emission of the pollutant i in grams per kilometre  
M1 i = average mass emission of the pollutant i in grams per kilometre with a 
fully charged electrical energy/power storage device calculated in paragraph 3.2.2.7. 
M2
i = average mass emission of the pollutant i in grams per kilometre with an 
electrical energy/power storage device in minimum state of charge (maximum discharge of capacity) calculated in paragraph 3.2.3.5. 27.12.2006 EN Official Journal of the European Union L 375/489
 
     
De = vehicle electric range with the switch in pure electric position, 
according to the procedure described in Regulation No. 101, Annex 7.  If there is not a pure electric pos ition, the manufacturer must provide 
the means for performing the measurem ent with the vehicle running in 
pure electric mode. 
Dav = 25 km (average distance between two battery recharge). 
 3.3. NOT EXTERNALLY CHARGEABLE (NOTOVC HEV) WITHOUT AN 
OPERATING MODE SWITCH 
 3.3.1. These vehicles shall be tested according to Annex 4.  3.3.2. For preconditioning, at least two consecutive complete driving cycles (one 
Part One and one Part Two) are carried out without soak. 
 3.3.3. The vehicle shall be driven according to Anne x 4, or in case of special gear shifting      
strategy according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles an d indicated by a technical gear shift instrument 
(for drivers information).  For these vehicles the gear shifting points prescribed in Annex 4, Appendix 1 are not applied.  Fo r the pattern of the operating curve the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 
 3.4. NOT EXTERNALLY CHARGEABLE (NOTOVC HEV) WITH AN 
OPERATING MODE SWITCH 
 3.4.1. These vehicles are preconditioned and tested in hybrid mode according to Annex 4.  
If several hybrid modes are available, the test shall be carried out in the mode that is automatically set after turn on of the ig nition key (normal mode).  On the basis of 
information provided by the manufacturer, the Technical Service will make sure 
that the limit values are met in all hybrid modes. 
 3.4.2. For preconditioning, at least two consecutive complete driving cycles (one 
Part One and one Part Two) sha ll be carried out without soak. 
 3.4.3. The vehicle shall be driven according to Annex 4, or in case of special gear shifting 
strategy according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles an d indicated by a technical gear shift instrument 
(for drivers information).  For these vehicles the gear shifting points prescribed in Annex 4, Appendix 1 are not applied.  Fo r the pattern of the operating curve the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 
 4. TYPE II TEST METHODS  L 375/490 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 269 Annex 7 – Appendix 2 
 
4.1. The vehicles shall be tested according to Annex 5 with the fuel consuming engine 
running.  The manufacturer shall provide a "service mode" that makes execution of 
this test possible. 
  If necessary, the special procedure provided for in paragraph 5.1.6. to the 
Regulation shall be used. 
 5. TYPE III TEST METHODS  5.1. The vehicles shall be tested according to Annex 6 with the fuel consuming engine 
running.  The manufacturer shall provide a "service mode" that makes execution of 
this test possible. 
 5.2. The tests shall be carried out only for conditions 1 and 2 of the paragraph 3.2. of 
Annex 6.  If for any reasons it is not po ssible to test on condition 2, alternatively 
another steady speed condition (with fuel consuming engine running under load) 
should be carried out. 
 6. TYPE IV TEST METHODS  
6.1. The vehicles shall be tested according to Annex 7. 
 6.2. Before starting the test procedure (parag raph 5.1. of Annex 7), the vehicles shall be 
preconditioned as follows: 
 6.2.1. For OVC vehicles:  6.2.1.1. OVC vehicles wit hout an operating mode switch
: the procedure shall start with the 
discharge of the electrical energy/power storage device of the vehicle while driving (on the test track, on a chassis dynamometer, etc.): 
  - at a steady speed of 50 km/h until the fuel consuming engine of the HEV 
starts up, or 
  - if a vehicle cannot reach a steady speed of 50 km/h without starting up the 
fuel consuming engine, the speed shall be reduced until the vehicle can run a lower steady speed where the fuel consuming engine just does not start up for a defined time/distance (to be specified between technical service and manufacturer), or 
  - with manufacturer’s recommendation.   The fuel consuming engine shall be stopped within 10 seconds of it being 
automatically started. 
 27.12.2006 EN Official Journal of the European Union L 375/491
 
     6.2.1.2. OVC vehicles with  an operating mode switch
: the procedure shall start with the 
discharge of the electrical energy/power storage device of the vehicle while driving with the switch in pure electric position (on the test track, on a chassis dynamometer, etc.) at a steady speed of 70 per cent ± 5 per cent from the 
maximum thirty minutes speed of the vehicle. 
  Stopping the discharge occurs:   -  when the vehicle is not able to run at 65 per cent of the maximum thirty 
minutes speed, or  
  -  when an indication to stop the vehicle is given to the driver by the standard 
on-board instrumentation, or  
   -  after covering the distance of 100 km.  
 If the vehicle is not equipped with a pure electric mode, the electrical energy/power 
storage device discharge shall be conducted with the vehicle driving (on the test 
track, on a chassis dynamometer, etc.): 
 
 - at a steady speed of 50 km/h until the fuel consuming engine of the HEV 
starts up, or 
 
-  if a vehicle cannot reach a steady speed of 50 km/h without starting up the 
fuel consuming engine, the speed shall be reduced until the vehicle can run 
a lower steady speed where the fuel consuming engine does not start up for a defined time/distance (to be spec ified between technical service and 
manufacturer), or 
  - with manufacturer’s recommendation.   The engine shall be stopped within 10 s econds of it being automatically started. 
 6.2.2. For NOVC vehicles:  6.2.2.1. NOVC vehicles without an operating mode switch
: the procedure shall start with a 
preconditioning of at least two consecutive complete driving cycles (one Part One and one Part Two) without soak. 
 6.2.2.2. NOVC vehicles with an operating mode switch
: the procedure shall start with a 
preconditioning of at least two consecutive complete driving cycles (one Part One and one Part Two) without soak, performed  with the vehicle running in hybrid 
mode.  If several hybrid modes are available, the test shall be carried out in the mode which is automatically set after turn on of the ignition key (normal mode). 
 L 375/492 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 271 Annex 7 – Appendix 2 
 
6.3. The preconditioning drive and the dynamometer test shall be carried out according 
to paragraphs 5.2. and 5.4. of Annex 7: 
 6.3.1. For OVC vehicles
: under the same conditions as specified by condition B of the 
Type I test (paragraphs 3.1.3. and 3.2.3.). 
 6.3.2. For NOVC vehicles
: under the same conditions as in the Type I test. 
 7. TYPE V TEST METHODS  7.1. The vehicles shall be tested according to Annex 9.  7.2. For OVC vehicles:   It is allowed to charge the electrical energy/power storage device twice a day 
during mileage accumulation. 
 For OVC vehicles with an operating mode  switch, mileage accumulation should be 
driven in the mode which is automatically set after turn on of the ignition key (normal mode). 
 During the mileage accumulation a change into another hybrid mode is allowed if 
necessary in order to continue the mileage accumulation after agreement of the technical service. 
 The measurements of emissions of pollu tants shall be carried out under the same 
conditions as specified by condition B of  the Type I test (paragraphs 3.1.3. 
and 3.2.3.). 
 7.3. For NOVC vehicles:   For NOVC vehicles with an operating mode switch, mileage accumulation shall be 
driven in the mode which is automatically set after turn on of the ignition key (normal mode). 
  The measurements of emissions of pollu tants shall be carried out in the same 
conditions as in the Type I test. 
 8. TYPE VI TEST METHODS  8.1. The vehicles shall be tested according to Annex 8.  8.2. For OVC vehicles, the measurements of emissions of pollutants shall be carried out 
under the same conditions as specified for condition B of the Type I test 
(paragraphs 3.1.3. and 3.2.3.). 
 8.3. For NOVC vehicles, the m easurements of emissions of pollutants shall be carried 
out under the same conditions as in the Type I test. 27.12.2006 EN Official Journal of the European Union L 375/493
 
      9. ON BOARD DIAGNOSTICS (OBD) TEST METHODS  9.1. The vehicles shall be tested according to Annex 11.  9.2. For OVC vehicles, the measurements of emissions of pollutants shall be carried out 
under the same conditions as specified  for condition B of the Type I test
 
(paragraphs  3.1.3. and 3.2.3.). 
 9.3. For NOVC vehicles, the m easurements of emissions of pollutants shall be carried 
out under the same conditions as in the Type I test. 
 L 375/494 EN Official Journal of the European Union 27.12.2006
E/ECE/324                  Rev.1/Add.82/Rev.3  
E/ECE/TRANS/505   
Regulation No. 83 page 273 Annex 7 – Appendix 2 
 
Annex 14, Appendix 1 , 
 Electrical energy/power storage device State Of Charge (SOC) profile for OVC HEV Type I test  Condition A of the Type I test
 
 
(1) (2) (3)                (4) (5)SOC100 %
minimum
 
 
Condition A: (1) initial electrical energy/power storage device state of charge (2) discharge according to paragraph 3.1.2.1. or 3.2.2.1. (3) vehicle conditioning according to paragraph 3.1.2.2. or 3.2.2.2. (4) charge during soak according to paragraphs 3.1.2.3. and 3.1.2.4., or paragraphs 3.2.2.3. 
and 3.2.2.4. 
(5) test according to paragraph 3.1.2.5. or 3.2.2.5.  Condition B of the Type I test
 
 
 
(1) (2) (3)                (4) (5)SOC100 %
minimum
 
Condition B: (1) initial state of charge (2) vehicle conditioning according to paragraph 3.1.3.1. or 3.2.3.1. (3) discharge according to paragraph 3.1.3.2. or 3.2.3.2. (4) soak according to paragraph 3.1.3.3. or 3.2.3.3. (5) test according to paragraph 3.1.3.4. or 3.2.3.4.  
_____ 27.12.2006 EN Official Journal of the European Union L 375/495