Commission Directive 2006/51/EC of  6 June 2006  amending for the purposes of adapting to technical progress Annex I to Directive 2005/55/EC of the European Parliament and of the Council and Annexes IV and V to Directive 2005/78/EC as regards requirements for the emission control monitoring system for use in vehicles and exemptions for gas engines   (Text with EEA relevance)
Date: 2006-06-06
Institutions: European Commission
Subjects: engine, motor vehicle, pollution control measures, reduction of gas emissions, technical regulations

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COMMISSION DIRECTIVE 2006/51/EC

of 6 June 2006

amending for the purposes of adapting to technical progress Annex I to Directive 2005/55/EC of
the European Parliament and of the Council and Annexes IV and V to Directive 2005/78/EC as
regards requirements for the emission control monitoring system for use in vehicles and
exemptions for gas engines

(Text with EEA relevance)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty
Community,

establishing the European

Having regard to Council Directive 70/156/EEC of 6 February
1970 on the approximation of the laws of the Member States
relating to the type approval of motor vehicles and their
trailers (1), and in particular the second indent of Article 13(2)
thereof,

Having regard to Directive 2005/55/EC of
the European
Parliament and of the Council of 28 September 2005, on the
approximation of the laws of the Member States relating to the
measures to be taken against the emission of gaseous and parti-
culate pollutants from compression-ignition engines for use in
vehicles, and the emission of gaseous pollutants from positive
ignition engines fuelled with natural gas or liquefied petroleum
gas for use in vehicles (2), and in particular Article 7 thereof,

Whereas:

(1)

(2)

Directive 2005/55/EC is one of the separate directives in
the context of the Community type approval procedure
laid down by Directive 70/156/EEC.

Commission Directive 2005/78/EC of 14 November
2005 implementing Directive 2005/55/EC of
the
European Parliament and of the Council on the approx-
imation of the laws of the Member States relating to the
measures to be taken against the emission of gaseous and
particulate pollutants from compression-ignition engines

(3)

(4)

(5)

(6)

(7)

liquefied petroleum gas
III,

for use in vehicles, and the emission of gaseous
pollutants from positive ignition engines fuelled with
for use in
natural gas or
IV and VI
vehicles and amending Annexes I,
introduced
thereto
implementing
in relation to the durability of emission
measures
control
a defined
useful period and on-board diagnostic (OBD) systems
for new heavy duty vehicles and engines.

conformity over

amending

systems,

II,
and

in-use

In view of the technical progress it is now appropriate to
introduce improved requirements relating to the verifi-
cation of the operational conditions, failures and demon-
stration of the emission control monitoring system at the
moment of the type approval.

is necessary to ensure that

the
It
emission control monitoring system is not impaired by
a defeat strategy.

the functioning of

Gas engines do not use the exhaust gas recirculation or
selective catalytic reduction technologies in order to fulfil
the current standards for NOx emissions. Therefore, it is
considered that, at this stage, gas engines and vehicles
fuelled with gas
exempted from the
requirements
correct operation of NOx
control measures. The exemption might be revoked
when taking into consideration further emission stages.

should be

to ensure

is appropriate to adjust

the date of application of
It
sections 6.5.3, 6.5.4 and 6.5.5 of Annex I to Directive
2005/55/EC in case of new type approvals.

The Commission intends to review the OBD threshold
limit values in order to adapt them to the technological
progress.

(1) OJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission

2006/28/EC (OJ L 65, 7.3.2006, p. 27).

(2) OJ L 275, 20.10.2005, p. 1. Directive as amended by Commission

Directive 2005/78/EC (OJ L 313, 29.11.2005, p. 1).

(8)

Directives 2005/55/EC and 2005/78/EC should therefore
be amended accordingly.

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(9)

The measures provided for in this Regulation are in
accordance with the opinion of the Committee for Adap-
tation to Technical Progress established by Article 13(1)
of Directive 70/156/EEC,

HAS ADOPTED THIS DIRECTIVE:

Article 1

They shall apply those provisions from 9 November 2006.
When Member States adopt
they shall
contain a reference to this Directive or be accompanied by
such a reference on the occasion of their official publication.
Member States shall determine how such reference is to be
made.

those provisions,

2. Member States shall communicate to the Commission the
text of the main provisions of national law which they adopt in
the field covered by this Directive.

Annex I to Directive 2005/55/EC is amended in accordance
with Annex I to this Directive.

Article 4

Article 2

This Directive shall enter into force on the third day following
its publication in the Official Journal of the European Union.

Annex IV to Directive 2005/78/EC is amended in accordance
with Annex II to this Directive.

Article 5

This Directive is addressed to the Member States.

Article 3

the latest,

1. Member States shall adopt and publish, by 8 November
2006 at
the laws, regulations and administrative
provisions necessary to comply with this Directive. They shall
forthwith communicate to the Commission the text of those
provisions and a correlation table between those provisions and
this Directive.

Done at Brussels, 6 June 2006.

For the Commission

Günter VERHEUGEN
Vice-President

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ANNEX I

AMENDMENTS TO DIRECTIVE 2005/55/EC

Annex I is amended as follows:

1. section 2.1 is amended as follows:

(a)

the definition of ‘defeat strategy’ is replaced by the following:

‘ “defeat strategy” means:

— an AECS that reduces the effectiveness of the emission control relative to the BECS under conditions that may

reasonably be expected to be encountered in normal vehicle operation and use,

— a BECS that discriminates between operation on a standardised type-approval test and other operations and
provides a lesser level of emission control under conditions not substantially included in the applicable type-
approval test procedures, or

— an OBD or an emission control monitoring strategy that discriminates between operation on a standardised
type-approval test and other operations and provides a lower level of monitoring capability (timely and
accurately) under conditions not substantially included in the applicable type-approval test procedures;’

(b) in the definition of ‘permanent emission default mode’

default mode’;

‘permanent emission default mode’ is replaced by ‘emission

(c)

the following definition is added:

‘ “emission control monitoring system” means the system that ensures correct operation of the NOx control
measures implemented in the engine system according to the requirements of section 6.5 of Annex I.’;

2.

in the second indent of section 6.1.5.6 ‘permanent emission default modes’ is replaced by ‘emission default modes’.

3. section 6.5 is replaced by the following:

‘6.5.

Requirements to ensure correct operation of NOx control measures

6.5.1.

General

6.5.1.1.

This section is applicable to compression-ignition engine systems irrespective of the technology used to
comply with the emission limit values provided in the tables in section 6.2.1.

6.5.1.2. Application dates

The requirements of sections 6.5.3, 6.5.4 and 6.5.5 shall apply from 9 November 2006 for new type
approvals and from 1 October 2007 for all registrations of new vehicles.

6.5.1.3. Any engine system covered by this section shall be designed, constructed and installed so as to be capable

of meeting these requirements over the useful life of the engine.

6.5.1.4.

Information that fully describes the functional operational characteristics of an engine system covered by
this section shall be provided by the manufacturer in Annex II.

6.5.1.5.

In its application for type-approval, if the engine system requires a reagent, the manufacturer shall specify
the characteristics of all reagent(s) consumed by any exhaust aftertreatment system, e.g. type and concen-
trations, operational temperature conditions, reference to international standards etc.

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6.5.1.6.

Subject to requirements set out in section 6.1, any engine system covered by this section shall retain its
emission control function during all conditions regularly pertaining in the territory of the Community,
especially at low ambient temperatures.

6.5.1.7.

For the purpose of type-approval, the manufacturer shall demonstrate to the Technical Service that for
engine systems that require a reagent, any emission of ammonia does not exceed, over the applicable
emissions test cycle, a mean value of 25 ppm.

6.5.1.8.

For engine systems requiring a reagent, each separate reagent tank installed on a vehicle shall include means
for taking a sample of any fluid inside the tank. The sampling point shall be easily accessible without the
use of any specialised tool or device.

6.5.2.

Maintenance requirements

6.5.2.1.

The manufacturer shall furnish or cause to be furnished to all owners of new heavy-duty vehicles or new
heavy-duty engines written instructions that shall state that if the vehicle emission control system is not
functioning correctly, the driver shall be informed of a problem by the malfunction indicator (MI) and the
engine shall consequentially operate with a reduced performance.

6.5.2.2.

The instructions will indicate requirements for the proper use and maintenance of vehicles, including where
relevant the use of consumable reagents.

6.5.2.3.

The instructions shall be written in clear and non-technical language and in the language of the country in
which a new heavy-duty vehicle or new heavy-duty engine is sold or registered.

6.5.2.4.

The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between
normal maintenance intervals and shall indicate a likely rate of reagent consumption according to the type
of new heavy-duty vehicle.

6.5.2.5.

The instructions shall specify that use of and refilling of a required reagent of the correct specifications
when indicated is mandatory for the vehicle to comply with the certificate of conformity issued for that
vehicle or engine type.

6.5.2.6.

The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any
reagent if it is required for the reduction of pollutant emissions and that, in consequence, any favourable
conditions for the purchase or operation of the vehicle obtained in the country of registration or other
country in which the vehicle is used may become invalid.

6.5.3.

Engine system NOx control

6.5.3.1.

Incorrect operation of the engine system with respect to NOx emissions control (for example due to lack of
any required reagent, incorrect EGR flow or deactivation of EGR) shall be determined through monitoring
of the NOx level by sensors positioned in the exhaust stream.

6.5.3.2. Any deviation in NOx level more than 1,5 g/kWh above the applicable limit value given in table 1 of
section 6.2.1 of Annex I, shall result in the driver being informed by activation of the MI as referred to in
section 3.6.5 of Annex IV to Directive 2005/78/EC.

6.5.3.3.

In addition, a non-erasable fault code identifying the reason why NOx exceeds the levels specified in section
6.5.3.2 shall be stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for at least
400 days or 9 600 hours of engine operation.

The reasons for the NOx exceedance shall, at a minimum, and where applicable, be identified in the cases of
empty reagent tank, interruption of reagent dosing activity, insufficient reagent quality, too low reagent
consumption,
incorrect EGR flow or deactivation of the EGR. In all other cases, the manufacturer is
permitted to refer to a non-erasable fault code “high NOx

— root cause unknown”.

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6.5.3.4.

6.5.3.5.

If the NOx level exceeds the OBD threshold limit values given in the table in Article 4(3), a torque limiter
shall reduce the performance of the engine according to the requirements of section 6.5.5 in a manner that
is clearly perceived by the driver of the vehicle. When the torque limiter is activated the driver shall
continue to be alerted according to the requirements of section 6.5.3.2 and a non-erasable fault code
shall be stored in accordance with section 6.5.3.3.

In the case of engine systems that rely on the use of EGR and no other aftertreatment system for NOx
emissions control, the manufacturer may utilise an alternative method to the requirements of section
6.5.3.1 for the determination of the NOx level. At the time of type approval the manufacturer shall
demonstrate that the alternative method is equally timely and accurate in determining the NOx level
compared to the requirements of section 6.5.3.1 and that it triggers the same consequences as those
referred to in sections 6.5.3.2, 6.5.3.3 and 6.5.3.4.

6.5.4.

Reagent control

6.5.4.1.

For vehicles that require the use of a reagent to fulfil the requirements of this section, the driver shall be
informed of the level of reagent in the on-vehicle reagent storage tank through a specific mechanical or
electronic indication on the vehicle’s dashboard. This shall include a warning when the level of reagent goes:

— below 10 % of the tank or a higher percentage at the choice of the manufacturer, or

— below the level corresponding to the driving distance possible with the fuel reserve level specified by the

manufacturer.

The reagent indicator shall be placed in close proximity to the fuel level indicator.

6.5.4.2.

The driver shall be informed, according to the requirements of section 3.6.5 of Annex IV to Directive
2005/78/EC, if the reagent tank becomes empty.

6.5.4.3. As soon as the reagent tank becomes empty, the requirements of section 6.5.5 shall apply in addition to the

requirements of section 6.5.4.2.

6.5.4.4. A manufacturer may choose to comply with the sections 6.5.4.5 to 6.5.4.12 as an alternative to complying

with the requirements of section 6.5.3.

6.5.4.5.

Engine systems shall include a means of determining that a fluid corresponding to the reagent characteristics
declared by the manufacturer and recorded in Annex II to this Directive is present on the vehicle.

6.5.4.6.

If the fluid in the reagent tank does not correspond to the minimum requirements declared by the
manufacturer as recorded in Annex II to this Directive the additional requirements of section 6.5.4.12
shall apply.

6.5.4.7.

Engine systems shall include a means for determining reagent consumption and providing off-board access
to consumption information.

6.5.4.8. Average reagent consumption and average demanded reagent consumption by the engine system either over
the previous complete 48 hour period of engine operation or the period needed for a demanded reagent
consumption of at least 15 litres, whichever is longer, shall be available via the serial port of the standard
diagnostic connector as referred to in section 6.8.3 of Annex IV to Directive 2005/78/EC.

6.5.4.9.

In order to monitor reagent consumption, at least the following parameters within the engine shall be
monitored:

— level of reagent in on-vehicle storage tank,

— flow of reagent or injection of reagent as close as technically possible to the point of injection into an

exhaust aftertreatment system.

6.5.4.10. Any deviation more than 50 % in average reagent consumption and average demanded reagent
consumption by the engine system over the period defined in section 6.5.4.8 shall result in application
of the measures laid down in section 6.5.4.12.

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6.5.4.11.

In the case of interruption in reagent dosing activity the measures laid down in section 6.5.4.12 shall apply.
This is not required where such interruption is demanded by the engine ECU because engine operating
conditions are such that the engine’s emission performance does not require reagent dosing, provided that
the manufacturer has clearly informed the approval authority when such operating conditions apply.

6.5.4.12. Any failure detected with respect to sections 6.5.4.6, 6.5.4.10 or 6.5.4.11 shall trigger the same conse-

quences in the same order as those referred to in sections 6.5.3.2, 6.5.3.3 or 6.5.3.4.

6.5.5.

Measures to discourage tampering of exhaust aftertreatment systems

6.5.5.1. Any engine system covered by this section shall include a torque limiter that will alert the driver that the
engine system is operating incorrectly or the vehicle is being operated in an incorrect manner and thereby
encourage the prompt rectification of any fault(s).

6.5.5.2.

The torque limiter shall be activated when the vehicle becomes stationary for the first time after the
conditions of either sections 6.5.3.4, 6.5.4.3, 6.5.4.6, 6.5.4.10 or 6.5.4.11 have occurred.

6.5.5.3. Where the torque limiter comes into effect, the engine torque shall not, in any case, exceed a constant value

of:

— 60 % of the engine maximum torque for vehicles of category N3 > 16 tonnes, M1 > 7,5 tonnes, M3/III

and M3/B > 7,5 tonnes,

— 75 % of the engine maximum torque for vehicles of category N1, N2, N3 ≤ 16 tons, 3,5 < M1 ≤ 7,5

tonnes, M2, M3/I, M3/II, M3/A and M3/B ≤ 7,5 tonnes.

6.5.5.4.

Requirements for documentation and the torque limiter are set out in sections 6.5.5.5 to 6.5.5.8.

6.5.5.5. Detailed written information fully describing the functional operation characteristics of the emission control
monitoring system and the torque limiter shall be specified according to the documentation requirements of
section 6.1.7.1.(b). Specifically, the manufacturer shall provide information on the algorithms used by the
ECU for relating the NOx concentration to the specific NOx emission (in g/kWh) on the ETC in accordance
with section 6.5.6.5.

6.5.5.6.

The torque limiter shall be deactivated when the engine speed is at idle if the conditions for its activation
have ceased to exist. The torque limiter shall not be automatically deactivated without the reason for its
activation being remedied.

6.5.5.7. Deactivation of the torque limiter shall not be feasible by means of a switch or a maintenance tool.

6.5.5.8.

The torque limiter shall not apply to engines or vehicles for use by the armed services, by rescue services
and by fire-services and ambulances. Permanent deactivation shall only be done by the engine or vehicle
manufacturer, and a special engine type within the engine family shall be designated for proper identifi-
cation.

6.5.6.

Operating conditions of the emission control monitoring system

6.5.6.1.

The emission control monitoring system shall be operational,

— at all ambient temperatures between 266 K and 308 K (– 7 °C and 35 °C),

— at all altitudes below 1 600 m,

— at engine coolant temperatures above 343 K (70 °C).

This section does not apply in the case of monitoring for reagent level in the storage tank where moni-
toring shall be conducted under all conditions of use.

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6.5.6.2.

The emission control monitoring system may be deactivated when a limp-home strategy is active and which
results in a torque reduction greater than the levels indicated in section 6.5.5.3 for the appropriate vehicle
category.

6.5.6.3.

If an emission default mode is active, the emission control monitoring system shall remain operational and
comply with the provisions of section 6.5.

6.5.6.4.

The incorrect operation of NOx control measures shall be detected within four OBD test cycles as referred
to in the definition given in section 6.1 of Appendix 1 of Annex IV to Directive 2005/78/EC.

6.5.6.5. Algorithms used by the ECU for relating the actual NOx concentration to the specific NOx emission (in

g/kWh) on the ETC shall not be considered to be a defeat strategy.

6.5.6.6.

If an AECS that has been approved by the type-approval authority in accordance with section 6.1.5.
becomes operational, any increase in NOx due to the operation of the AECS may be applied to the
appropriate NOx level referred to in section 6.5.3.2. In all such cases, the influence of the AECS on the
NOx threshold shall be described in accordance with section 6.5.5.5.

6.5.7.

Failure of the emission control monitoring system

6.5.7.1.

The emission control monitoring system shall be monitored for electrical failures and for removal or
deactivation of any sensor that prevents it from diagnosing an emission increase as required by sections
6.5.3.2 and 6.5.3.4.

Examples of sensors that affect the diagnostic capability are those directly measuring NOx concentration,
urea quality sensors, and sensors used for monitoring reagent dosing activity, reagent
level, reagent
consumption or EGR rate.

6.5.7.2.

If a failure of the emission control monitoring system is confirmed, the driver shall be immediately alerted
by the activation of the warning signal according to section 3.6.5 of Annex IV to Directive 2005/78/EC.

6.5.7.3.

The torque limiter shall be activated in accordance with section 6.5.5 if the failure is not remedied within
50 hours of engine operation.

The period laid down in the first subparagraph shall be reduced to 36 hours from the dates specified in
Article 2(7) and 2(8).

6.5.7.4. When the emission control monitoring system has determined the failure has ceased to exist, the fault
code(s) associated with that failure may be cleared from the system memory, except in the cases referred to
in section 6.5.7.5, and the torque limiter, if applicable, shall be deactivated according to section 6.5.5.6.

Fault code(s) associated with a failure of the emission control monitoring system shall not be capable of
being cleared from the system memory by any scan tool.

6.5.7.5.

in
In the case of the removal or deactivation of elements of the emission control monitoring system,
accordance with section 6.5.7.1, a non-erasable fault code shall be stored in accordance with section 3.9.2
of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9 600 hours of engine operation.

6.5.8.

Demonstration of the emission control monitoring system

6.5.8.1. As part of the application for type-approval provided for in section 3, the manufacturer shall demonstrate
the conformity of the provisions of this section by tests on an engine dynamometer in accordance with
sections 6.5.8.2 to 6.5.8.7.

6.5.8.2.

The compliance of an engine family or an OBD engine family to the requirements of this section may be
demonstrated by testing the emission control monitoring system of one of the members of the family (the
parent engine), provided the manufacturer demonstrates to the type approval authority that the emission
control monitoring systems are similar within the family.

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This demonstration may be performed by presenting to the type-approval authorities such elements as
algorithms, functional analyses, etc.

The parent engine is selected by the manufacturer in agreement with the type approval authority.

6.5.8.3.

The testing of the emission control monitoring system consists of the following three phases:

S e l e c t i o n :

An incorrect operation of the NOx control measures or a failure of the emission control monitoring system
is selected by the authority within a list of incorrect operations provided by the manufacturer.

Q u a l i f i c a t i o n :

The influence of the incorrect operation is validated by measuring the NOx level over the ETC on an engine
test bed.

D e m o n s t r a t i o n :

The reaction of the system (torque reduction, warning signal, etc.) shall be demonstrated by running the
engine on four OBD test cycles.

6.5.8.3.1. For the selection phase, the manufacturer shall provide the type approval authority with a description of the
monitoring strategies used to determine potential
incorrect operation of any NOx control measure and
potential failures in the emission control monitoring system that would lead either to activation of the
torque limiter or to activation of the warning signal only.

Typical examples of incorrect operations for this list are an empty reagent tank, an incorrect operation
leading to an interruption of reagent dosing activity, an insufficient reagent quality, an incorrect operation
leading to low reagent consumption, an incorrect EGR flow or a deactivation of the EGR.

A minimum of two and a maximum of three incorrect operations of the NOx control system or failures of
the emission control monitoring system shall be selected by the type approval authority from this list.

6.5.8.3.2. For the qualification phase, the NOx emissions shall be measured over the ETC test cycle, according to the
provisions of Appendix 2 to Annex III. The result of the ETC test shall be used to determine in which way
the NOx control monitoring system is expected to react during the demonstration process (torque reduction
and/or warning signal). The failure shall be simulated in a way that the NOx level does not exceed by more
than 1 g/kWh any of the threshold levels given in sections 6.5.3.2 or 6.5.3.4.

Emissions qualification is not required in case of an empty reagent tank or for demonstrating a failure of
the emission control monitoring system.

The torque limiter shall be deactivated during the qualification phase.

6.5.8.3.3. For the demonstration phase, the engine shall be run over a maximum of four OBD test cycles.

No failure other than the ones which are being considered for demonstration purposes shall be present.

6.5.8.3.4. Prior to starting the test sequence of section 6.5.8.3.3, the emission control monitoring system shall be set

to a “no failure” status.

6.5.8.3.5. Depending on the NOx level selected, the system shall activate a warning signal and in addition,

if
the detection sequence. The detection

applicable,
sequence may be stopped once the NOx control monitoring system has properly reacted.

the torque limiter at any time before the end of

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6.5.8.4.

6.5.8.5.

In the case of an emission control monitoring system principally based on monitoring the NOx level by
sensors positioned in the exhaust stream, the manufacturer may choose to directly monitor certain system
functionalities (e.g. interruption of dosing activity, closed EGR valve) for the determination of compliance.
In that case, the selected system functionality shall be demonstrated.

The level of torque reduction required in section 6.5.5.3 by the torque limiter shall be approved together
with the general engine performance approval in accordance with Directive 80/1269/EC. For the demon-
stration process, the manufacturer shall demonstrate to the type-approval authority the inclusion of the
correct torque limiter into the engine ECU. Separate torque measurement during the demonstration is not
required.

6.5.8.6. As an alternative to sections 6.5.8.3.3 to 6.5.8.3.5, the demonstration of the emission control monitoring
system and the torque limiter may be performed by testing a vehicle. The vehicle shall be driven on the
road or on a test track with the selected incorrect operations or failures of the emission control monitoring
system to demonstrate that
the torque limiter will operate in
accordance with the requirements of section 6.5, and, in particular, those in sections 6.5.5.2. and 6.5.5.3.

the warning signal and activation of

6.5.8.7.

If the storage in the computer memory of a non-erasable fault code is required for complying with the
requirements of section 6.5, the following three conditions shall be met by the end of demonstration
sequence:

— that it is possible to confirm via the OBD scan tool the presence in the OBD computer memory of the
appropriate non-erasable fault code described in section 6.5.3.3 and that it can be shown to the
satisfaction of the type approval authority that the scan tool cannot erase it, and,

— that it is possible to confirm the time spent during the detection sequence with the warning signal
activated by reading the non-erasable counter referred to in section 3.9.2 of Annex IV to Directive
2005/78/EC, and that it can be shown to the satisfaction of the type approval authority that the scan
tool cannot erase it, and,

— that the type-approval authority has approved the elements of design showing that this non-erasable
information is stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for a
minimum of 400 days or 9 600 hours of engine operation.’

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ANNEX II

AMENDMENTS TO DIRECTIVE 2005/78/EC

1. Annex IV is amended as follows:

(a)

in section 3.6.4 ‘permanent emission default mode’ is replaced by ‘emission default mode’;

(b) in the second paragraph of section 3.7 ‘permanent emission default mode’ is replaced by ‘emission default mode’;

(c) section 3.8.3. is replaced by the following:

‘3.8.3.

In the case of MI activation due to incorrect operation of the engine system with respect to NOx control
measures, or incorrect reagent consumption and dosing activity, the MI may be switched back to the
previous state of activation if the conditions given in section 6.5.3., 6.5.4 and 6.5.7. of Annex I to
Directive 2005/55/EC no longer apply.’;

(d) section 3.9.2. is replaced by the following:

‘3.9.2. From 9 November 2006 for new type approvals and from 1 October 2007 for all registrations, in the case
of a non-erasable fault code being generated according to sections 6.5.3 or 6.5.4 of Annex I to Directive
2005/55/EC, the OBD system shall retain a record of the fault code and the hours run by the engine
during the MI activation for at least 400 days or 9 600 hours of engine operation.

Any such fault code and the corresponding hours run by the engine during MI activation shall not be
erased through use of any external diagnostic or other tool as referred to in section 6.8.3 of this Annex.’

2. Annex V is amended as follows:

(a) point 2 is replaced by the following:

‘2. Example of applying requirements set out in this Directive and Directive 2005/55/EC for the third approval
(with, as yet, no extension) corresponding to application date B1 with OBD stage I, issued by the United
Kingdom:

e11*2005/55*2005/78B*0003*00’;

(b) point 3 is replaced by the following:

‘3. Example of applying requirements set out in Directives 2005/55/EC and amending Directive 2006/51/EC for
the second extension to the fourth approval corresponding to application date B2, with OBD stage II, issued by
Germany:

e1*2005/55*2006/51F*0004*02’;

7.6.2006

EN

Official Journal of the European Union

L 152/21

(c)

the following point 4 is added:

‘4. Table showing the characters to be used in accordance with the different implementation dates set out in

Directive 2005/55/EC:

Character

Row (*)

OBD Stage I (**)

OBD Stage II

Durability and in-use

NOx control (***)

A

B

C

D

E

F

G

H

I

J

K

A

B1(2005)

B1(2005)

B2(2008)

B2(2008)

B2(2008)

B2(2008)

C

C

C

C

—

YES

YES

YES

YES

—

—

YES

YES

—

—

—

—

—

—

—

YES

YES

—

—

YES

YES

—

YES

YES

YES

YES

YES

YES

YES

YES

YES

YES

—

—

YES

—

YES

—

YES

—

YES

—

YES

(*) In accordance with table I, section 6 of Annex I to Directive 2005/55/EC.
(**) In accordance with Article 4 of Directive 2005/55/EC, gas engines are excluded from OBD stage I.
(***) In accordance with section 6.5 of Annex I to Directive 2005/55/EC.’