Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements
Date: 2006-12-27
Institutions: United Nations Economic Commission for Europe
Subjects: Ecosoc, approval, engine, environmental standard, motor fuel, motor vehicle pollution, technical regulations

27.12.2006

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Official Journal of the European Union

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

Incorporating all valid text up to: 

Revision 3 

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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1.  

1.1. 

1.1.1. 

1.1.2. 

1.1.3. 

1.1.4.  

SCOPE 

This Regulation applies to:  1/ 

Exhaust  emissions  at  normal  and  low  ambient  temperature,  evaporative 
emissions,  emissions  of  crankcase  gases,  the  durability  of  pollution 
control exhaust devices and on-board diagnostic (OBD) systems of motor 
vehicles  equipped  with  positive-ignition  (P.I.)  engines  which  have  at 
least 4 wheels. 

Exhaust emissions, the durability of anti-pollution devices and on-board 
diagnostic (OBD) systems of vehicles of categories M1 and N1 equipped 
with  compression-ignition  (C.I.)  engines  which  have  at  least  4  wheels 
and a maximum mass not exceeding 3,500 kg. 

Exhaust  emissions  at  normal  and  low  ambient  temperature,  evaporative 
emissions,  emissions  of  crankcase  gases,  the  durability  of  pollution 
control  exhaust  devices  and  on-board  diagnostic  (OBD)  systems  of 
hybrid  electric  vehicles  (HEV)  equipped  with  positive-ignition  (P.I.) 
engines and having at least four wheels.  

Exhaust emissions, the durability of anti-pollution devices and on-board 
diagnostic  (OBD)  systems  of  hybrid  electric  vehicles  (HEV)  of 
categories M1 and N1 equipped with compression-ignition (C.I.) engines, 
having 
a  maximum  mass  not 
least 
at 
exceeding 3,500 kg. 

four  wheels 

and 

1.1.5.  

It does not apply to: 

- 

- 

vehicles  with  a  maximum  mass  of  less  than  400  kg  and  to 
vehicles having a maximum design speed of less than 50 km/h; 

vehicles whose unladen mass is not more than 400 kg if they are 
intended  for  carrying  passengers  or  550  kg  if  they  are  intended 
for  carrying  goods  and  whose  maximum  engine  power  does  not 
exceed 15 kW. 

1.1.6. 

At  the  request  of  the  manufacturer,  type  approval  pursuant  to  this 
Regulation  may  be  extended  from  M1  or  N1  vehicles  equipped  with 
compression-ignition engines which have already been typed approved to 
M2 and N2 vehicles having a reference mass not exceeding 2,840 kg and 
meeting the conditions of paragraph 7. (extension of approval). 

1/ Vehicle categories as defined in the Consolidated Resolution on the Construction of 
Vehicles (R.E.3), Annex 7 (document TRANS/WP.29/78/Rev.1/Amend2). 

 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
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1.1.7. 

1.2. 

Vehicles of  category N1 equipped with compression-ignition engines or 
equipped with positive-ignition engines fuelled with NG or LPG are not 
subject  to  this  Regulation  provided  they  have  been  type-approved 
pursuant  to  Regulation  No.  49  as  amended  by  the  last  series  of 
amendments. 

This  Regulation  does  not  apply  to  vehicles  equipped  with  positive-
ignition engines fuelled with NG or LPG used for driving motor vehicles 
of  M1  category  having  a  maximum  mass  exceeding  3,500  kg,  M2,  M3, 
N2, N3 to which Regulation No. 49 is applicable. 

2.  

DEFINITIONS 

For the purposes of this Regulation: 

2.1. 

2.1.1.  

"Vehicle  type"  means  a  category  of  power-driven  vehicles  that  do  not 
differ in such essential respects as: 

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. 

2.2.1. 

2.3. 

2.4. 

"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, 

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

"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); 

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

- C1H1.85 for petrol, 
- C1H1.86 for diesel, 
- C1H2.525 for LPG, 
- C1H4 for NG. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.5. 

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

2.6. 

"Exhaust emissions" means:  

-  
-  

for positive-ignition (P.I.) engines, emissions of gaseous pollutants; 
for  compression-ignition  (C.I.)  engines,  emissions  of  gaseous  and 
particulate pollutants; 

"Evaporative  emissions"  means  the  hydrocarbon  vapours  lost  from  the 
fuel system of a motor vehicle other than those from exhaust emissions; 

"Tank  breathing 
temperature changes in the fuel tank (assuming a ratio of C1H2.33). 

losses"  are  hydrocarbon  emissions  caused  by 

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

"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; 

"Cold start device" means a device that temporarily enriches the air/fuel 
mixture of the engine thus assisting the engine to start; 

"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.; 

2.7. 

2.7.1. 

2.7.2. 

2.8. 

2.9. 

2.10. 

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. 

2.13. 

"Pollution  control  devices"  means  those  components  of  a  vehicle  that 
control and/or limit exhaust and evaporative emissions. 

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

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.14. 

2.15. 

2.16. 

2.16.1. 

2.16.2. 

2.16.3. 

2.17. 

2.18. 

"In-service  test"  means  the  test  and  evaluation  of  conformity  conducted 
in accordance with paragraph 8.2.1. of this Regulation; 

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

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

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 

the device does not function beyond the requirements of engine starting, 
or 

conditions  are  substantially  included  in  the  Type  I  or  Type  VI  test 
procedures. 

"Family  of  vehicles"  means  a  group  of  vehicle  types  identified  by  a 
parent vehicle for the purpose of Annex 12; 

"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. 

 
 
 
 
 
 
 
 
 
 
 
 
                                                 
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2.19.1. 

2.19.2. 

2.19.3. 

2.20. 

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

Limitation of emissions  of gaseous  and particulate  pollutants,  durability 
of pollution control devices and on-board diagnostics of vehicles fuelled 
with diesel fuel (Approval C); 

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); 

that 

trap) 

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

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

2.21. 

Hybrid vehicles (HV) 

2.21.1. 

General definition of hybrid vehicles (HV): 

"Hybrid vehicle (HV)" means a vehicle with at least two different energy 
converters and two different energy storage systems (on vehicle) for the 
purpose of vehicle propulsion. 

2.21.2. 

Definition of hybrid electric vehicles (HEV): 

"Hybrid electric vehicle (HEV)" means a vehicle that, for the purpose of 
mechanical  propulsion,  draws  energy  from  both  of  the  following  on-
vehicle sources of stored energy/power: 

 
 
 
 
 
 
 
 
 
 
 
 
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2.22. 

2.23. 

3. 

3.1. 

- 

- 

a consumable fuel 

an  electrical  energy/power  storage  device  (e.g.:  battery,  capacitor, 
flywheel/generator etc.) 

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

"Bi-fuel  vehicle"  means  a  vehicle  that  can  run  part-time  on  petrol  and 
also part-time on either LPG or NG. 

APPLICATION FOR APPROVAL 

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

3.1.1. 

Should the application concern an on-board diagnostic (OBD) system, it 
shall be accompanied by the additional information required in paragraph 
4.2.11.2.7. of Annex 1, together with: 

3.1.1.1.  

a declaration by the manufacturer of: 

3.1.1.1.1. 

3.1.1.1.2. 

3.1.1.2. 

in  the  case  of  vehicles  equipped  with  positive-ignition  engines,  the 
percentage  of  misfires  out  of  a  total number of firing events that 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; 

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; 

detailed  written  information  fully  describing  the  functional  operation 
characteristics of the OBD system, including a listing of all relevant parts 
of  the  vehicle's  emission  control  system,  i.e.  sensors,  actuators  and 
components, that are monitored by the OBD system; 

3.1.1.3. 

a description of the malfunction indicator (MI) used by the OBD system 
to signal the presence of a fault to a driver of the vehicle; 

 
 
 
 
 
 
 
 
 
 
 
 
 
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3.1.1.4. 

3.1.2. 

3.2. 

3.2.1. 

3.3. 

4.  

4.1. 

copies of other type approvals with the relevant data to enable extensions 
of approvals;  

if applicable, the particulars of the vehicle family as referred to in Annex 
11, Appendix 2. 

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

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

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

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

APPROVAL 

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

4.2. 

An approval number shall be assigned to each type approved.  

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

4.3. 

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

 
 
 
 
 
 
 
 
 
 
 
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4.3.1. 

4.4. 

4.4.1. 

4.4.2. 

4.4.3. 

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

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

a circle surrounding the letter "E" followed by the distinguishing number 
of the country that has granted approval; 3/ 

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

However,  the  approval  mark  shall  contain  an  additional  character  after 
the  letter  "R",  the  purpose  of  which  is  to  distinguish  the  emission  limit 
values  for  which  the  approval  has  been  granted.    For  those  approvals 
issued to indicate compliance with the limits for the Type I test detailed 
in Row A of the table in paragraph 5.3.1.4.1. of this Regulation, the letter 
"R"  will  be  followed  by  the  roman  number  "I".  For  those  approvals 
issued to indicate compliance with the limits for the Type I test detailed 

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  assigned  to  other  countries  in  the  chronological 
order  in  which  they  ratify  or  accede  to  the  Agreement  Concerning  the  Adoption  of 
Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can 
be  Fitted  and/or  be  Used  on  Wheeled  Vehicles  and  the  Conditions  for  Reciprocal 
Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers 
thus assigned shall be communicated by the Secretary-General of the United Nations to 
the Contracting Parties to the Agreement. 

 
 
 
 
 
 
 
                                                 
 
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in Row B in the table to paragraph 5.3.1.4.1. of this Regulation, the letter 
"R" will be followed by the roman number "II".  

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

The approval mark shall be clearly legible and be indelible. 

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

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

4.5. 

4.6. 

4.7. 

4.8. 

5.  

SPECIFICATIONS AND TESTS  

5.1.  

5.1.1. 

5.1.2. 

Note:    As  an  alternative  to  the  requirements  of  this  paragraph,  vehicle 
manufacturers  whose  world-wide  annual  production  is  less  than  10,000 
units  may  obtain  approval  on  the  basis  of  the  corresponding  technical 
requirements  specified  in:  the  California  Code  of  Regulations,  Title  13, 
Paragraphs 1960.1 (f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 
1996 and later model-year vehicles, 1968.1, 1976 and 1975, applicable to 
1995  and  later  model  year  light-duty  vehicles  (California  Code  of 
Regulations is published by Barclays Publishing). 

General 

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

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

 
 
 
 
 
 
 
 
 
 
 
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these  conditions  are  deemed  to  be  met  if  the  provisions  of  paragraphs 
5.3.1.4. and 8.2.3.1. respectively are complied with. 

5.1.2.1. 

The use of a defeat device is prohibited. 

5.1.3.  

Inlet orifices of petrol tanks 

5.1.3.1. 

Subject to paragraph 5.1.3.2., the inlet orifice of the petrol tank shall be 
so designed as to prevent the tank from being filled from a petrol pump 
delivery nozzle which has an external diameter of 23.6 mm or greater. 

5.1.3.2. 

Paragraph 5.1.3.1. shall not apply to a vehicle in respect of which both of 
the following conditions are satisfied, i.e.: 

5.1.3.2.1. 

5.1.3.2.2. 

the  vehicle  is  so  designed  and  constructed  that  no  device  designed  to 
control the emission of gaseous pollutants shall be adversely affected by 
leaded petrol, and; 

the  vehicle  is  conspicuously,  legibly  and  indelibly  marked  with  the 
symbol  for  unleaded  petrol,  specified  in  ISO  2575:1982,  in  a  position 
immediately  visible  to  a  person  filling  the  petrol  tank.  Additional 
markings are permitted. 

5.1.4. 

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

This may be achieved by using one of the following: 

5.1.4.1. 

an automatically opening and closing, non-removable fuel filler cap, 

5.1.4.2. 

5.1.4.3.  

design features which avoid excess evaporative emissions in the case of a 
missing fuel filler cap, 

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

5.1.5. 

Provisions for electronic system security 

5.1.5.1. 

Any vehicle with an emission control computer shall include features to 
deter  modification,  except  as  authorised  by  the  manufacturer.    The 
manufacturer  shall  authorise  modifications  if  these  modifications  are 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

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

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

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. 

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

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

reprogramming.  Manufacturers 

shall 

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

5.1.5.2. 

5.1.5.3. 

5.1.5.4. 

5.1.5.5. 

5.1.6. 

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

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

Type II (carbon monoxide emission at idling speed), 

Type III (emission of crankcase gases), 

Type IV (evaporation emissions), 

Type V (durability of anti-pollution devices), 

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

OBD-test. 

5.2.2. 

Positive  ignition  engine-powered  vehicle  and  hybrid  electric  vehicles 
equipped with positive-ignition engine fuelled with LPG or NG (mono or 
bi-fuel) shall be subjected to the following tests (according to Table 1): 

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

Type II (carbon monoxide emissions at idling speed), 

Type III (emission of crankcase gases), 

Type IV (evaporative emissions), where applicable, 

Type V (durability of anti-pollution devices), 

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

OBD test, where applicable. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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5.2.3. 

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

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

Type V (durability of anti-pollution control devices) 

and, where applicable, OBD test. 

 
 
 
 
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page 15 

Table 1 

Different routes for type approval and extensions 

Type-approval 
test 

Positive-ignition engined vehicles of categories M and N 

Compression-ignition 
vehicles 
engined 
categories M1 and N1 

of 

Type I 

Type II 

Type III 

Type IV 

Type V 

Type VI 

petrol fuelled vehicle 
Yes 
(maximum mass  
 3.5 t) 

Yes 

Yes 

Yes 
(maximum mass  
 3.5 t) 
Yes 
(maximum mass  
 3.5 t) 
Yes 
(maximum mass  
 3.5 t) 

bi-fuel vehicle 
Yes 
(test with both fuel types) 
(maximum mass  3.5 t) 
Yes 
(test with both fuel types) 
Yes 
(test only with petrol) 
Yes 
(test only with petrol) 
(maximum mass  3.5 t) 
Yes 
(test only with petrol) 
(maximum mass  3.5 t) 
Yes 
(maximum mass  3.5 t) 
(test only with petrol) 

mono-fuel vehicle 
Yes 
(maximum mass  
 3.5 t) 

Yes 
(maximum mass 
  3.5 t) 

Yes 

Yes 

- 

- 

- 

- 

Yes 
(maximum mass 
  3.5 t) 

Yes 
(maximum mass  
 3.5 t) 

- 

- 

Extension 

Paragraph 7. 

Paragraph 7. 

Paragraph 7. 

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. 

Paragraph 7.; 
M2 and N2 with a 
reference mass 
 2,840 kg . 
Yes, in accordance with 
paragraph 11.1.5.2..1 or 
11.1.5.2.2. or 11.1.5.2.3. 
or 11.1.5.3. 

5.3.  

Description of tests 

5.3.1.  

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

5.3.1.1. 

Figure 1 illustrates the routes for Type I test. This test shall be carried out 
on  all  vehicles  referred  to  in  paragraph 1.,  having  a  maximum  mass  not 
exceeding 3.5 tonnes. 

5.3.1.2. 

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

5.3.1.2.1.  A test lasting a total of 19 minutes and 40 seconds, made up of two parts, 
One and Two, is performed without interruption. An unsampled period of 

 
 
 
 
 
 
 
 
 
 
 
 
 
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not more than 20 seconds may, with the agreement of the manufacturer, be 
introduced between the end of Part One and the beginning of Part Two in 
order to facilitate adjustment of the test equipment. 

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

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

5.3.1.2.2. 

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

5.3.1.2.3. 

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

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

5.3.1.3. 

5.3.1.4. 

The  test  is  carried  out  using  the  procedure  described  in  Annex  4.  The 
methods used to collect and analyse the gases and to remove and weigh the 
particulates shall be as prescribed. 

Subject to the requirements of paragraph 5.3.1.5. the test shall be repeated 
three  times.  The  results  are  multiplied  by  the  appropriate  deterioration 
factors  obtained  from  paragraph 5.3.6.  and,  in  the  case  of  periodically 
regenerating systems as defined in paragraph 2.20., also must be multiplied 
by the factors Ki obtained from Annex 13. The resulting masses of gaseous 
emissions and, in the case of vehicles equipped with compression-ignition 
engines, the mass of particulates obtained in each test shall be less than the 
limits shown in the table below: 

 
 
 
 
 
 
 
 
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Limit Values 

Mass of 
carbon monoxide 
(CO) 

Mass of 
hydrocarbons 
(HC) 

Mass of  oxides of 
nitrogen (NOx) 

Combined mass of 
hydrocarbons and 
oxides of nitrogen 
(HC + NOx) 

L1 
(g/km) 

L2 
(g/km) 

L3 
(g/km) 

L2 + L3 
(g/km) 

Petrol 

Diesel 

Petrol 

Diesel 

Petrol 

Diesel 

Petrol 

Diesel 

Mass of 
particulate
s 
(1) 
(PM) 
L4 
(g/km) 
Diesel 

Reference 
mass 
(RW) 

(kg) 

All 

RW % 1,305 

1,305 < RW 
% 1,760 

Category 

A(2000) 

M(2) 

Clas
s 
- 

N1(3) 

B(2005) 

M(2) 

N1

(3) 

      (1) 
      (2) 
      (3) 

5.3.1.4.1. 

5.3.1.4.2. 

5.3.1.5. 

I 

II 

III 

- 

I 

II 

III 

2.3 

2.3 

0.64 

0.64 

0.20 

0.20 

4.17 

0.80 

0.25 

1,760 < RW 

5.22 

 All 

RW%1,305 

1.0 

1.0 

0.95 

0.50 

0.50 

0.29 

0.10 

0.10 

1,305 < RW 
% 1,760 

1.81 

0.63 

0.13 

1,760 < RW 

2.27 

0.74 

0.16 

- 

- 

- 

- 

- 

- 

- 

- 

0.15 

0.15 

0.50 

0.50 

0.18 

0.65 

0.21 

0.08 

0.08 

0.78 

0.25 

0.25 

0.10 

0.33 

0.11 

0.39 

- 

- 

- 

- 

- 

- 

- 

- 

0.56 

0.56 

0.05 

0.05 

0.72 

0.07 

0.86 

0.30 

0.30 

0.10 

0.025 

0.025 

0.39 

0.04 

0.46 

0.06 

For compression-ignition engines. 
Except vehicles the maximum mass of which exceeds 2,500 kg. 
And those category M vehicles which are specified in note (2). 

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

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

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

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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5.3.1.5.1. 

5.3.1.5.2. 

Only one test is performed if the result obtained for each pollutant or for 
the combined emission of two pollutants subject to limitation, is less than 
or equal to 0.70 L (i.e. V1 % 0.70 L). 

If the requirement of paragraph 5.3.1.5.1. is not satisfied, only two tests 
are performed if, for each pollutant or for the combined emission of two 
pollutants subject to limitation, the following requirements are met: 

V1 % 0.85 L and V1 + V2 % 1.70 L and V2 % L. 

5.3.2.  

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

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. 

5.3.2.2. 

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. 

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. 

 
 
  
 
 
 
 
 
 
 
 
 
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Figure 1 

Flow chart for Type I type approval 
(see paragraph 5.3.1.) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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5.3.3.2. 

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

5.3.4. 

Type IV test (Determination of evaporative emissions) 

5.3.4.1. 

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

5.3.5. 

5.3.5.1. 

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

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

This test shall be carried out on all M1 and N1 Class I vehicles equipped 
with  a  positive-ignition  engine,  except  vehicles  designed  to  carry  more 
than six occupants and vehicles whose maximum mass exceeds 2,500 kg. 

5.3.5.1.1. 

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

5.3.5.1.2. 

5.3.5.1.3. 

5.3.5.1.4. 

The test consists of the four elementary urban driving cycles of Part One 
of the Type I test. The Part One test is described in Annex 4, Appendix 1 
and  illustrated  in  figures  1/1,  1/2  and  1/3  of  the  Appendix.  The  low 
ambient  temperature  test  lasting  a  total  of  780  seconds  shall  be  carried 
out without interruption and start at engine cranking. 

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

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

 
 
 
 
 
 
 
 
 
 
 
 
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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. The  resulting mass of carbon monoxide 
and hydrocarbon emission shall be less than the limits shown in the table 
below:  

Test temperature 

Carbon monoxide L1 
(g/km) 

266 K (-7 °C) 

15 

Hydrocarbons L2 
(g/km) 

1.8 

5.3.5.2.1. 

5.3.5.2.2. 

the  requirements  of  paragraph 5.3.5.2.,  for  each 
Notwithstanding 
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. 

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

5.3.5.3. 

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

5.3.5.3.1. 

Only one test is performed if the result obtained for each pollutant of the 
first test is less than or equal to 0.70 L. 

5.3.5.3.2. 

If the requirement of paragraph 5.3.5.3.1. is not satisfied, only two tests 
are performed if for each pollutant the result of the first test is less than 
or equal to 0.85 L and the sum of the first two results is less than or equal 
to 1.70 L and the result of the second test is less than or equal to L. 

(V1 £ 0.85 L and V1 + V2 £ 1.70 L and V2 £  L). 

5.3.6. 

Type V test (Durability of anti-pollution devices) 

5.3.6.1. 

This test shall be carried out on all vehicles referred to in paragraph 1 to 
which  the  test  specified  in  paragraph 5.3.1.  applies.  The  test  represents 
an  ageing  test  of  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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5.3.6.1.1. 

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

  Notwithstanding the requirement of paragraph 5.3.6.1., a manufacturer may choose 
to  have  the  deterioration  factors  from  the  following  table  used  as  an 
alternative to testing to paragraph 5.3.6.1. 

Engine Category 
Pollutant 
Positive-ignition 
Engine 
Compression-ignition 
engine 

CO 

1.2 

1.1 

HC 

1.2 

- 

NOx 

1.2 

1 

- 

1 

- 

1.2 

Deterioration factors 

HC + NOx

(1)  Particulates 

(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 the  deterioration  factors  in  the  above 
table with those measured in the Type V test. 

5.3.6.3. 

factors  are  determined  using  either  procedure 

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

5.3.7. 

Emission data required for roadworthiness testing 

5.3.7.1. 

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

5.3.7.2. 

When tested in accordance with Annex 5 (Type II test) at normal idling 
speed: 

(a) 

(b) 

the carbon monoxide content by volume of the exhaust gases 
emitted shall be recorded, 

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) 

(b)  

(c)  
any  

(*) 

the carbon monoxide content by volume of the exhaust gases 
emitted shall be recorded, 

the Lambda value (*) shall be recorded. 

the engine speed during the test shall be  recorded, including 
tolerances. 

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

where: 

 [ ] =  

Concentration in per cent volume 

 K1 =   Conversion 

factor 

to  FID 
measurement  (provided    by  manufacturer  of  measuring 
equipment) 

for  NDIR  measurement 

Hcv  =    Atomic ratio of hydrogen to carbon  - for petrol  1.73 
- for LPG    2.53 
- for NG      4.0 

Ocv  =    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  the  accuracy  of  the  Lambda  value 
recorded  at  the  time  of  type  approval  in  paragraph 5.3.7.3.  as  being 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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representative of typical production vehicles within 24 months of the date 
of  the  granting  of  type  approval  by  the  competent  authority.  An 
assessment  shall  be  made  based  on  surveys  and  studies  of  production 
vehicles. 

5.3.8. 

  OBD - test 

6.  

6.1. 

6.1.1. 

6.1.2. 

6.2. 

6.3. 

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. 

MODIFICATIONS OF THE VEHICLE TYPE 

Every  modification  of  the  vehicle  type  shall  be  notified  to  the 
administrative  department 
type.  The 
that  approved 
department may then either: 

the  vehicle 

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 

require  a  further  test  report  from  the  technical  service  responsible  for 
conducting the tests. 

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

The competent authority issuing the extension of approval shall assign a 
series number to the extension and inform thereof the other Parties to the 
1958 Agreement applying this Regulation by means of a communication 
form conforming to the model in Annex 2 to this Regulation. 

7.  

EXTENSION OF APPROVAL 

In  the  case  of  modifications  of  the  type  approval  pursuant  to  this 
Regulation, the following special provisions shall apply, if applicable. 

7.1.  

Exhaust emission related extensions 
(Type I, Type II and Type VI tests). 

7.1.1.  

Vehicle types of different reference masses 

7.1.1.1. 

Approval granted to a vehicle type may be extended only to vehicle types 
of  a  reference  mass  requiring  the  use  of  the  next  two  higher  equivalent 
inertia categories or any lower equivalent inertia category. 

 
 
 
 
  
 
 
 
 
 
 
 
 
 
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7.1.1.2. 

In the case of vehicles of category N1 and vehicles of category M referred 
to  in  note 2  of  paragraph 5.3.1.4.,  if  the  reference  mass  of  the  vehicle 
type for which extension of the approval is requested requires the use of 
equivalent  inertia  lower  than  that  used  for  the  vehicle  type  already 
approved,  extension  of  the  approval  is  granted  if  the  masses  of  the 
pollutants  obtained  from  the  vehicle  already  approved  are  within  the 
limits  prescribed  for  the  vehicle  for  which  extension  of  the  approval  is 
requested. 

7.1.2.  

Vehicle types with different overall gear ratios 

Approval  granted  to  a  vehicle  type  may  under  the  following  conditions 
be extended to vehicle types which differ from the type approved only in 
respect of their transmission ratios: 

7.1.2.1. 

For each of the transmission ratios used in the Type I and Type VI test, it 
is necessary to determine the proportion, 

7.1.2.2.  

7.1.2.3.  

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

If,  for  each  gear  ratio,  E  <ṥ  8  per  cent,  the  extension  is  granted  without 
repeating the Type I and Type VI tests. 

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

7.1.3.  

Vehicle  types  of  different  reference  masses  and  different  overall 
transmission ratios 

Approval  granted  to  a  vehicle  type  may  be  extended  to  vehicle  types 
differing from the approved type only in respect of their reference mass 
and  their  overall  transmission  ratios,  provided  that  all  the  conditions 
prescribed in paragraphs 7.1.1. and 7.1.2. are fulfilled. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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7.1.4.  

7.2.  

7.2.1. 

7.2.1.1. 

7.2.1.2. 

Note:    When  a  vehicle  type  has  been  approved  in  accordance  with 
paragraphs 7.1.1.  to  7.1.3.,  such  approval  may  not  be  extended  to  other 
vehicle types. 

Evaporative emissions (Type IV test) 

Approval  granted  to  a  vehicle  type  equipped  with  a  control  system  for 
evaporative emissions may be extended under the following conditions: 

The  basic  principle  of  fuel/air  metering  (e.g.  single  point  injection, 
carburetor) shall be the same. 

The shape of the fuel tank and the material of the fuel tank and liquid fuel 
hoses shall be identical. The worst-case family with regard to the cross-
paragraph  and  approximate  hose  length  shall  be  tested.  Whether  non-
identical  vapour/liquid  separators  are  acceptable  is  decided  by  the 
technical  service  responsible  for  the  type  approval  tests.  The  fuel  tank 
volume shall be within a range of $ 10 per cent. The setting of the tank 
relief valve shall be identical. 

7.2.1.3. 

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

7.2.1.4. 

The carburetor bowl fuel volume shall be within a $ 10 millilitre range. 

7.2.1.5. 

7.2.1.6. 

The  method  of  purging  of  the  stored  vapour  shall  be  identical  (e.g.  air 
flow, start point or purge volume over driving cycle). 

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, 
transmissions are allowed; 

two  and 

four  wheel 

(iv)  

different body styles are allowed: 

(v) 

different wheel and tyre sizes are allowed; 

 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
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7.3. 

7.3.1. 

Durability of anti-pollution devices (Type V test) 

Approval granted to a vehicle type may be extended to different vehicle 
types,  provided  that  the  engine/pollution  control  system  combination  is 
identical  to  that  of  the  vehicle  already  approved.  To  this  end,  those 
vehicle types whose parameters described below are identical or remain 
within  the  limit  values  prescribed  are  considered  to  belong  to  the  same 
engine/pollution control system combination. 

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 produce a temperature variation of 
more than 50 K at the inlet of the catalytic converter). 

This  temperature  variation  shall  be  checked  under  stabilised 
conditions at a speed of 120 km/h and the load setting of Type I 
test. 

Air injection: 

with or without 
type 
pumps,...). 

(pulsair,  air 

Exhaust gas recirculation (EGR):  with or without. 

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

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

On-board diagnostics 

Approval granted to a vehicle type with respect to the OBD system may 
be  extended  to  different  vehicle  types  belonging  to  the  same  vehicle-
OBD family as described in Annex 11, Appendix 2. The engine emission 
control system shall be identical to that of the vehicle already approved 
and  comply  with  the  description  of  the  OBD  engine  family  given  in 
following  vehicle 
Annex  11,  Appendix  2, 
characteristics: 

regardless  of 

the 

7.3.1.3. 

7.3.1.4. 

7.4. 

7.4.1. 

engine accessories, 

tyres, 

equivalent inertia, 

cooling system, 

overall gear ratio, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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8. 

8.1. 

8.2. 

transmission type, 

type of bodywork. 

CONFORMITY OF PRODUCTION (COP) 

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

in 

As a general  rule,  conformity of production  with  regard to limitation of 
emissions from the vehicle (test Types I, II, III and IV) is checked based 
on the description given in the communication form and its annexes. 

Conformity of in-service vehicles 

With  reference  to  type  approvals  granted  for  emissions,  these  measures 
shall also be appropriate for confirming the functionality of the emission 
control devices during the normal useful life of the vehicles under normal 
conditions of use (conformity of in-service vehicles properly maintained 
and  used).  For  the  purpose  of  this  Regulation  these  measures  shall  be 
checked for a period of up to 5 years of age or 80,000 km, whichever is 
the sooner, and from 1 January 2005, for a period of up to five years of 
age or 100,000 km, whichever is the sooner. 

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 those defined in Appendix 2 of the 1958 
Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2). 

Figures 4/1 and 4/2, in Appendix 4, illustrate the procedure for in-service 
conformity checking. 

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: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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1. 
2. 
1. 

combustion process (2-stroke, 4-stroke, rotary); 
number of cylinders; 
configuration  of  the  cylinder  block  (in-line,  V,  radial, 
horizontally opposed, other).  The inclination or orientation 
of the cylinders is not a criteria; 

type of cooling system (air, water, oil); 

3.  method of engine fuelling (e.g. indirect or direct injection); 
4. 
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  providing  one  of  the  fuels  is 
common; 

2. 
6. 
7. 
8. 

type of catalytic converter (three-way catalyst or other(s)); 
type of particulate trap (with or without); 
exhaust gas recirculation (with or without); 
engine  cylinder  capacity  of  the  largest  engine  within  the 

family minus 30 per cent. 

8.2.1.2. 

An audit of in-service conformity will be conducted by the administrative 
department  on  the  basis  of  information  supplied  by  the  manufacturer.  
Such information must include, but is not limited to, the following: 

8.2.1.2.1. 

The name and address of the manufacturer. 

8.2.1.2.2. 

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

8.2.1.2.3. 

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

8.2.1.2.4. 

Where  appropriate,  the  list  of  vehicle  types  covered  within  the 
in 
i.e. 
manufacturer’s 
accordance with paragraph 8.2.1.1. 

family  group 

information, 

in-service 

the 

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. 

8.2.1.2.7. 

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). 

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

 
 
 
 
 
 
 
 
 
 
 
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8.2.1.2.8. 

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

8.2.1.2.9. 

The  vehicle  build  period  covered  within  the  manufacturer’s  information 
(e.g. 'vehicles manufactured during the 2001 calendar year'). 

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 and rejection criteria; 

8.2.1.2.10.3.  Test types and procedures used for the programme; 

8.2.1.2.10.4.  The manufacturer’s acceptance/rejection criteria for the in-service family 

group; 

8.2.1.2.10.5.  Geographical  area(s)  within  which  the  manufacturer  has  collected 

information. 

8.2.1.2.10.6.  Sample size and sampling plan used. 

1. 

2. 

The  results  from  the  manufacturer’s  in-service  conformity  procedure, 
including: 

Identification of the vehicles included 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 the sample (including any re-works). 

8.2.1.2.11.4.  Repair history for each vehicle in the sample (where known). 

8.2.1.2.11.5.  Test data, including: 

14. date of test; 
15. location of test; 
16. distance indicated on vehicle odometer; 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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  defined  in  paragraph  8.2.  and  in  a  way 
representative of the manufacturer’s geographic penetration. 

For the purpose of this Regulation, the manufacturer shall not be obliged 
to carry out an audit of in-service conformity for a vehicle type if he can 
demonstrate  to  the  satisfaction  of  the  type-approval  authority  that  the 
annual  worldwide  sales  of  that  vehicle  type  are  less  than  10,000  per 
annum. 

In  the  case  of  vehicles  to  be  sold  within  the  European  Union,  the 
manufacturer  shall  not  be  obliged  to  carry  out  an  audit  in-service 
conformity for a vehicle type if he can demonstrate to the satisfaction of 
the  type-approval  authority  that  the  annual  sales  of  that  vehicle  type  is 
less than 5,000 per annum within the European Union. 

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, the manufacturer shall not undertake any 
adjustment to the vehicles selected. 

For  hybrid  electric  vehicles  (HEV),  the  tests  shall  be  carried  out  under 
the conditions determined in Annex 14: 

- 

- 

For  OVC  vehicles,  the  measurements  of  emissions  of  pollutants 
shall  be  carried  out  with  the  vehicle  conditioned  according  to 
condition B of the Type I test for OVC hybrid vehicles. 

For  NOVC  vehicles,  the  measurements  of  emissions  of  pollutants 
shall be carried out under the same conditions as in the Type I test 
for NOVC vehicles. 

 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
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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  deterioration  factors  are  used  in  the 
same way. The limit values are given in paragraph 5.3.1.4. 

8.2.3.1.1.1. 

In the case of periodically regenerating systems as defined in paragraph 
2.20.,  the  results  shall  be  multiplied  by  the  factors  Ki  obtained  by  the 
procedure  specified  in  Annex  13  at  the  time  when  type  approval  was 
granted. 

At  the  request  of  the  manufacturer,  testing  may  be  carried  out 
immediately after a regeneration has been completed. 

8.2.3.1.2. 

If the authority is satisfied with the production standard deviation given 
by the manufacturer in accordance with paragraph 8.2.1. above, the tests 
are carried out according to Appendix 1. 

If  the  authority  is  not  satisfied  with  the  production  standard  deviation 
given by the manufacturer in accordance with paragraph 8.2.1. above, the 
tests are carried out according to Appendix 2. 

8.2.3.1.3. 

The production of a series is deemed to conform or not to conform on the 
basis of a sampling test of the vehicles once a pass decision is reached for 
all the pollutants or a fail decision is reached for one pollutant, according 
to the test criteria applied in the appropriate Appendix. 

When  a  pass  decision  has  been  reached  for  one  pollutant,  that  decision 
will not be changed by any additional tests carried out to reach a decision 
for the other pollutants. 

If no pass decision is reached for all the pollutants and no fail decision is 
reached  for  one  pollutant,  a  test  is  carried  out  on  another  vehicle  (see 
Figure 2 below). 

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 manufacturer, the tests may be carried out 
on vehicles which have completed: 

- 

a  maximum  of  3,000  km  for  vehicles  equipped  with  a  positive-
ignition engine, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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) 
at "x" km   on the first tested vehicle, 

the pollutant emissions (Type I) will be measured at zero and 

 
 
 
 
 
 
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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) 

(ii) 

the values at 'x' km for the first vehicle, 

the values at zero km multiplied by the evolution coefficient 
for the other vehicles. 

8.2.3.2.3. 

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

(i) 

If a Type III test is to be carried out, it shall be conducted on 
all vehicles selected for the Type I COP test. The conditions 
laid  down in paragraph 5.3.3.2. shall  be  complied  with.    For 
hybrid electric vehicles (HEV),  the  tests  shall  be  carried  out 
under the conditions determined in Annex 14, paragraph 5. 

(ii) 

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

8.2.4. 

8.2.5. 

When  tested  in  accordance  with  Annex  7,  the  average  evaporative 
emissions  for  all  production  vehicles  of  the  type  approved  shall  be  less 
than the limit value in paragraph 5.3.4.2. 

For  routine  end-of-production-line  testing,  the  holder  of  the  approval 
may  demonstrate  compliance  by  sampling  vehicles  which  meet  the 
requirements in paragraph 7. of Annex 7. 

8.2.6. 

On-board diagnostics (OBD) 

If  a  verification  of  the  performance  of  the  OBD  system  is  to  be  carried 
out, it shall be conducted in accordance with the following: 

8.2.6.1.  

When  the  approval  authority  determines  that  the  quality  of  production 
seems  unsatisfactory  a  vehicle  is  randomly  taken  from  the  series  and 
subjected to the tests described in Annex 11, Appendix 1. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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8.2.6.2. 

8.2.6.3. 

8.2.6.4. 

8.2.7. 

For  hybrid  electric  vehicles  (HEV),  the  tests  shall  be  carried  out  under 
the conditions determined in Annex 14, paragraph 9. 

The  production  is  deemed  to  conform  if  this  vehicle  meets  the 
requirements of the tests described in Annex 11, Appendix 1. 

If the vehicle taken from the series does not satisfy the requirements of 
paragraph  8.2.6.1.,  a  further  random  sample  of  four  vehicles  shall  be 
taken  from  the  series  and  subjected  to  the  tests  described  in  Annex  11, 
Appendix 1. The tests may  be carried out on vehicles which have been 
run in for no more than 15,000 km. 

The  production  is  deemed  to  conform  if  at  least  3  vehicles  meet  the 
requirements of the tests described in Annex 11, Appendix 1. 

On  the  basis  of  the  audit  referred  to  in  paragraph  8.2.1.,  the 
administrative department must either: 

- 

- 

-  

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

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

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

In the case that the manufacturer has been permitted to not carry out an 
audit  for  a  particular  vehicle  type  in  accordance  with  paragraph  8.2.2., 
the  administrative  department  may  proceed  to  have  such  vehicle  types 
tested in accordance with Appendix 3. 

8.2.7.1  

8.2.7.2. 

Where Type I tests are considered necessary to check the conformity of 
emission  control  devices  with  the  requirements  for  their  performance 
while  in  service,  such  tests  shall  be  carried  out  using  a  test  procedure 
meeting the statistical criteria defined in Appendix 4. 

The type approval authority, in co-operation with the manufacturer, shall 
select  a  sample  of  vehicles  with  sufficient  mileage  whose  use  under 
normal conditions can be reasonably assured. The manufacturer shall be 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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8.2.7.3. 

consulted on the choice of the vehicles in the sample and be allowed to 
attend the confirmatory checks of the vehicles. 

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

8.2.7.3.1. 

The  test  results  shall  also  be  excluded  from  the  conformity  check  of 
vehicles within the sample: 

(i)  

(ii)  

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 

that  have  been  issued  with  an  approval  certificate  indicating 
compliance  with  the  emission  limits  of  category  B  in  paragraph 
5.3.1.4.  of  the  05  series  of  amendments  to  Regulation  provided 
that  those  vehicles  have  been  regularly  operated  on  petrol  or 
diesel fuel having a sulphur level exceeding 50 mg/kg. 

8.2.7.4. 

Where the type approval authority is not satisfied with the results of the 
tests in accordance with the criteria defined in Appendix 4, the remedial 
measures referred to in Appendix 2 of the 1958 Agreement (E/ECE/324-
E/ECE/TRANS/505/Rev.2) are extended to vehicles in service belonging 
to  the  same  vehicle  type  which  are  likely  to  be  affected  with  the  same 
defects in accordance with paragraph 6. of Appendix 3. 

The  plan  of  remedial  measures  presented  by  the  manufacturer  shall  be 
approved by the type approval authority. The manufacturer is responsible 
for the execution of the remedial plan as approved. 

The type approval authority shall notify its decision to all Parties to the 
Agreement within 30 days. The Parties to the Agreement may require the 
same  plan  of  remedial  measures  be  applied  to  all  vehicles  of  the  same 
type registered in their territory. 

8.2.7.5. 

If a Party to the Agreement has established that a vehicle type does not 
conform  to  the  applicable  requirements  of  Appendix  3,  it  shall  notify 

 
 
 
 
 
 
 
 
 
 
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without delay the Party to the Agreement which granted the original type 
approval in accordance with the requirements of the Agreement. 

Then, subject to the provision of the Agreement, the competent authority 
of the Party to the Agreement which  granted the original type  approval 
shall  inform  the  manufacturer  that  a  vehicle  type  fails  to  satisfy  the 
requirements of these provisions and that certain measures are expected 
of  the  manufacturer.  The  manufacturer  shall  submit  to  the  authority, 
within two months after this notification, a plan of measures to overcome 
the  defects, 
the 
requirements  of  paragraphs  6.1.  to  6.8.  of  Appendix  3.  The  competent 
authority  which  granted  the  original  type  approval  shall,  within  two 
months, consult the manufacturer in order to secure agreement on a plan 
of  measures  and  on  carrying  out  the  plan.  If  the  competent  authority 
which  granted  the  original  type  approval  establishes  that  no  agreement 
can  be  reached,  the  relevant  procedures  to  the  Agreement  shall  be 
initiated. 

the  substance  of  which  should  correspond 

to 

9. 

9.1. 

9.2.  

PENALTIES FOR NON-CONFORMITY OF PRODUCTION 

The  approval  granted  in  respect  of  a  vehicle  type  pursuant  to  this 
amendment,  may  be  withdrawn  if  the  requirements  laid  down  in 
paragraph 8.1. above are not complied with or if the vehicle or vehicles 
taken fail to pass the tests prescribed in paragraph 8.2. above. 

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

10.  

PRODUCTION DEFINITELY DISCONTINUED 

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

 
 
 
 
  
 
 
  
 
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11. 

11.1. 

11.1.1. 

TRANSITIONAL PROVISIONS 

General 

As  from  the  official  date  of  entry  into  force  of  the  05  series  of 
amendments, no Contracting Party applying this Regulation shall refuse 
to grant  approval under  this Regulation as amended by  the 05  series  of 
amendments. 

11.1.2. 

New type approvals 

11.1.2.1. 

Subject  to  the  provisions  of  paragraphs  11.1.4.,  11.1.5.  and  11.1.6., 
Contracting Parties applying this Regulation shall grant approvals only if 
the  vehicle  type  to  be  approved  meets  the  requirements  of  this 
Regulation as amended by the 05 series of amendments.  

For vehicles of category M or vehicles of category N1 these requirements 
shall  apply  from  the  date  of  entry  into  force  of  the  05  series  of 
amendments.   

Vehicles shall satisfy the limits for the Type I test detailed in either Row 
A or Row B of the table in paragraph 5.3.1.4. of this Regulation. 

11.1.2.2. 

Subject  to  the  provisions  of  paragraphs  11.1.4.,  11.1.5.,  11.1.6.  and 
11.1.7.,  Contracting  Parties  applying 
this  Regulation  shall  grant 
approvals only if the vehicle type to be approved meets the requirements 
of this Regulation as amended by the 05 series of amendments.   

For vehicles of category M having a maximum mass less than or equal to 
2,500 kg  or  vehicles  of  category  N1  (Class  I)  these  requirements  shall 
apply from 1 January 2005.   

For  vehicles  of  category  M  having  a  maximum  mass  greater  than 
2,500 kg or vehicles of category N1 (Classes II or III) these requirements 
shall apply from 1 January 2006.    

Vehicles shall satisfy the limits for the Type I test detailed in Row B of 
the table in paragraph 5.3.1.4. of this Regulation. 

11.1.3. 

Limit of validity of existing type approvals 

11.1.3.1. 

Subject  to  the  provisions  of  paragraphs  11.1.4.,  11.1.5.  and  11.1.6., 
approvals  granted  to  this  Regulation,  as  amended  by  the  04 series  of 
amendments, shall cease to be valid from the date of entry into force of 
the  05  series  of  amendments  for  vehicles  of  category  M  having  a 
maximum mass less than or equal to 2,500 kg or vehicles of category N1 

 
 
 
 
 
 
 
 
 
 
 
 
 
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11.1.3.2. 

(Class  I)  and  on  1 January 2002  for  vehicles  of  category  M  having  a 
maximum mass greater than 2,500 kg or vehicles of category N1 (Classes 
II  or  III),  unless  the  Contracting  Party  which  granted  the  approval 
notifies  the  other  Contracting  Parties  applying  this  Regulation  that  the 
vehicle  type  approved  meets  the  requirements  of  this  Regulation  as 
required by paragraph 11.1.2.1. above. 

Subject  to  the  provisions  of  paragraphs  11.1.4.,  11.1.5.,  11.1.6.  and 
11.1.7., approvals granted to this Regulation, as amended by the 05 series 
of  amendments  and  to  the  limit  values  of  Row  A  of  the  table  in 
paragraph 5.3.1.4. of this Regulation, shall cease to be valid on 1 January 
2006  for  vehicles  of  category  M  having  a  maximum  mass  less  than  or 
equal to 2,500 kg or vehicles of category N1 (Class I) and on 1 January 
2007  for  vehicles  of  category  M  having  a  maximum  mass  greater  than 
2,500  kg  or  vehicles  of  category  N1  (Classes II  or  III),  unless  the 
Contracting  Party  which  granted  the  approval  notifies  the  other 
Contracting  Parties  applying  this  Regulation  that  the  vehicle  type 
approved  meets  the  requirements  of  this  Regulation  as  required  by 
paragraph 11.1.2.2. above. 

11.1.4. 

Special provisions 

11.1.4.1. 

Until 1 January 2003, vehicles of category M1, fitted with compression-
ignition  engines  and  having  a  maximum  mass  greater  than  2,000  kg, 
which: 

(i) 
driver), or 

(ii) 

are designed to carry more than six occupants (including the 

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 N1. 

11.1.4.2. 

In  the  case  of  vehicles  equipped  with  direct-injection    compression-
ignition  engines  and  designed  to  carry  more  than  six  occupants 
(including  the  driver),  approvals  granted  in  accordance  with  the 
provision of paragraph 5.3.1.4.1. of this  Regulation, as  amended  by the 
04 series of amendments, shall continue to be valid until 1 January 2002. 

4/ Document TRANS/WP.29/78/Rev.1/Amend.2 

 
 
 
 
 
  
 
 
 
 
                                                 
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11.1.4.3. 

11.1.4.4. 

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. 

As  from  1  January  2002,  the  Type  VI  test  defined  in  Annex  8  is 
applicable  to  new  types  of  vehicle  of  category  M1  and  of  category  N1 
Class  1  and  which  are  equipped  with  a  positive-ignition  engine.  This 
requirement shall not apply to such vehicles equipped to carry more than 
six occupants (including the driver) or to vehicles whose maximum mass 
exceeds 2,500 kg. 

11.1.5. 

On-board diagnostic (OBD) system 

11.1.5.1. 

Vehicles equipped with positive ignition engines 

11.1.5.1.1. 

Vehicles  of  category  M1  and  N1  fuelled  with  petrol  shall  be  equipped 
with  on-board  diagnostic  systems,  as  specified  in  paragraph  3.1.  to 
Annex 11 of this Regulation, on the dates shown in paragraph 11.1.2. 

11.1.5.1.2. 

Vehicles  of  category  M1,  other  than  vehicles  whose  maximum  mass 
exceeds 2,500 kg,  and  N1  class  I,  running  permanently  or  part-time  on 
either  LPG  or NG  fuel  shall  be  equipped  with  on-board  diagnostic 
system from 1 October 2004 for new types and from 1 July 2005 for all 
types. 

Vehicles of category M1 whose maximum mass exceeds 2,500 kg and N1 
classes II and III, running permanently or part-time on either LPG or NG 
fuel  shall  be  equipped  with  on-board  diagnostic  system  from  1  January 
2006 for new types and from 1 January 2007 for all types. 

11.1.5.2. 

Vehicles equipped with compression-ignition engines 

11.1.5.2.1. 

11.1.5.2.2. 

Vehicles of category M1, other than vehicles designed to carry more than 
six  occupants  (including  the  driver)  or  vehicles  whose  maximum  mass 
exceeds 2,500 kg,  shall  be  equipped  with  on-board  diagnostic  system 
from 1 October 2004 for new types and from 1 July 2005 for all types. 

Vehicles  of  category  M1  not  covered  by  paragraph  11.1.5.2.1.,  except 
vehicles  whose  maximum  mass  exceeds  2,500  kg,  and  vehicles  of 
category  N1  class  I,  shall  be  equipped  with  on-board  diagnostic  system 
from  1  January  2005  for  new  types  and  from  1  January  2006  for  all 
types. 

11.1.5.2.3. 

Vehicles of category N1, classes  II  and III, and vehicles of category M1 
whose  maximum  mass  exceeds  2,500  kg,  shall  be  equipped  with  on-

 
 
 
 
 
 
 
 
 
 
 
 
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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 vehicles entering into service prior 
to  the  dates  given  in  the  paragraphs  above  are  fitted  with  on-board 
diagnostic  systems  the  provisions  of  paragraphs  6.5.3.  to  6.5.3.6.  of 
Annex 11, Appendix 1, are applicable. 

11.1.5.3. 

Hybrid  electric  vehicles  (HEV)  shall  comply  with  the  requirements  for 
on-board diagnostic systems as follows: 

11.1.5.3.1.  

 Hybrid electric vehicles (HEV) equipped with positive-ignition engines, 
hybrid  electric  vehicles 
(HEV)  of  category M1  equipped  with 
compression-ignition  engines  and  whose  maximum  mass  does  not 
exceed  2,500  kg,  and  hybrid  electric  vehicles  (HEV)  of  category  N1 
(Class 
engines, 
from 1 January 2005  for  new  types  and  from 1 January 2006  for  all 
types. 

equipped  with 

compression 

ignition 

I) 

11.1.5.3.2. 

Hybrid  electric  vehicles  (HEV)  of  category  N1  (Classes  II  and III), 
equipped with compression-ignition engines, and hybrid electric vehicles 
(HEV)  of  category  M1 equipped with compression-ignition engines and 
whose  maximum  mass  exceeds 2,500 kg,  from 1 January 2006  for  new 
types and from 1 January 2007 for all types. 

11.1.5.4. 

Vehicles of other categories or vehicles of category M1 or N1 not cover 
by the  above may  be equipped with an on-board diagnostic system.   In 
this  case,  they  shall  comply  with  the  OBD  provisions  laid  down  in 
paragraphs 6.5.3. to 6.5.3.6. of Annex 11, Appendix 1. 

11.1.6. 

Approvals to the Regulation as amended by the 04 series of amendments 

11.1.6.1. 

By  exception  to  the  requirements  of  paragraphs  11.1.2.  and  11.1.3. 
Contracting Parties may continue to approve vehicles and may continue 
to  recognise  the  validity  of  existing  approvals  that  indicate  compliance 
with: 

(i)  

the  requirements  of  paragraph  5.3.1.4.1.  of  the  04  series  of 
amendments  to  this  Regulation  provided  that  the  vehicles  are 
intended for export to, or for first use in, countries where the use 
of unleaded petrol is not widely available, and 

(ii)  

the  requirements  of  paragraph  5.3.1.4.2.  of  the  04  series  of 
amendments  to  this  Regulation  provided  that  the  vehicles  are 
intended  for  export  to,  or  for  first  use  in,  countries  where 

 
 
 
 
 
 
 
 
 
 
 
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unleaded petrol having a maximum sulphur level of 50 mg/kg or 
less is not widely available, and 

(iii) 

the  requirements  of  paragraph  5.3.1.4.3.  of  the  04  series  of 
amendments  to  this  Regulation  provided  that  the  vehicles  are 
intended for export to, or for first use in,  countries where diesel 
fuel having a maximum sulphur level of 350 mg/kg or less is not 
widely available. 

11.1.6.2. 

By  way  of  derogation  to  the  obligations  of  Contracting  Parties  to  this 
Regulation, approvals granted to this Regulation, as amended by the 04 
series  of  amendments,  shall  cease  to  be  valid  in  the  European 
Community from: 

(i) 

(ii) 

1  January  2001  for  vehicles  of  category  M  having  a  maximum 
mass  less  than  or  equal  to  2,500  kg  or  vehicles  of  category  N1 
(Class I), and on 

1  January  2002  for  vehicles  of  category  M  having  a  maximum 
mass greater than 2500 kg or vehicles of category N1 (Classes II 
or III),  

unless  the  Contracting  Party  which  granted  the  approval  notifies  the 
other  Contracting  Parties  applying  this  Regulation  that  the  vehicle  type 
approved  meets  the  requirements  of  this  Regulation  as  required  by 
paragraph 11.1.2.1. above. 

11.1.7.  

Approvals to Regulation as amended by 05 series of amendments 

11.1.7.1.  

By  exception  to  the  requirements  of  paragraphs  11.1.2.2.  and  11.1.3.2. 
Contracting Parties may continue to approve vehicles and may continue 
to  recognize  the  validity  of  approvals  granted  to  vehicles  to  the 
requirements of paragraph 5.3.1.4. (concerning category A emissions) of 
the 05 series of amendments to this Regulation provided that the vehicles 
are  intended  for  export  to,  or  for  first  use  in,  countries  where  unleaded 
petrol or diesel fuels having maximum sulphur levels of 50 mg/kg or less 
are not widely available. 

11.1.7.2.  

By  way  of  derogation  to  the  obligations  of  Contracting  Parties  to  this 
Regulation,  approvals  granted  indicating  compliance  with  the  emission 
limits of category A in paragraph 5.3.1.4. of the 05 series of amendments 
to  this  Regulation,  shall  cease  to  be  valid  in  the  European  Community 
from:  

 
 
 
 
  
 
 
 
 
 
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(i)  

(ii)  

1  January  2006  for  vehicles  of  category  M  having  a  maximum 
mass  less  than  or  equal  to  2,500  kg  or  vehicles  of  category  N1 
(Class I), and on 

1  January  2007  for  vehicles  of  category  M  having  a  maximum 
mass greater than 2,500 kg or vehicles of category N1 (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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Appendix 1 

PROCEDURE FOR VERIFYING THE CONFORMITY OF PRODUCTION REQUIREMENTS 

IF THE PRODUCTION STANDARD DEVIATION GIVEN BY THE 
MANUFACTURER IS SATISFACTORY 

1. 

2. 

3. 

This Appendix describes the procedure to be used to verify the production conformity 
for  the  Type  I  test  when  the  manufacturer's  production  standard  deviation  is 
satisfactory. 

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). 

For each of the pollutants given in paragraph 5.3.1.4. of this Regulation, the following 
procedure is used (see Figure 2 of this Regulation). 

Taking: 

L = 

the natural logarithm of the limit value for the pollutant, 

xi = 

s = 

the natural logarithm of the measurement for the i-th vehicle of the sample, 

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: 

n

1
s Å

1
?

i

(

xL
/

)

i

5.  

Then : 

5.1. 

If the test statistic is greater than the pass decision number for the sample size given in 
Table (1/1 below), the pollutant is passed, 

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. 

 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
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Cumulative number 
of tested vehicles (current sample size) 

Pass decision threshold 

Fail decision threshold 

Table 1/1 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

32 

3.327 

3.261 

3.195 

3.129 

3.063 

2.997 

2.931 

2.865 

2.799 

2.733 

2.667 

2.601 

2.535 

2.469 

2.403 

2.337 

2.271 

2.205 

2.139 

2.073 

2.007 

1.941 

1.875 

1.809 

1.743 

1.677 

1.611 

1.545 

1.479 

-2.112 

-4.724 

-4.79 

-4.856 

-4.922 

-4.988 

-5.054 

-5.12 

-5.185 

-5.251 

-5.317 

-5.383 

-5.449 

-5.515 

-5.581 

-5.647 

-5.713 

-5.779 

-5.845 

-5.911 

-5.977 

-6.043 

-6.109 

-6.175 

-6.241 

-6.307 

-6.373 

-6.439 

-6.505 

-6.571 

-2.112 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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. 

2. 

3. 

4. 

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. 

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). 

The measurements of the pollutants given in paragraph 5.3.1.4. of this Regulation are 
considered to be log normally distributed and shall first be transformed by taking their 
natural  logarithms.  Let  m0  and  m  denote  the  minimum  and  maximum  sample  sizes 
respectively (m0 = 3 and m = 32) and let n denote the current sample number. 

If the natural logarithms of the measurements in the series are x1,x2..., xi and L is the 
natural logarithm of the limit value for the pollutant, then define: 

d1 = x1 – L 

d

n

?

and 

V

2
n

?

1
n

1
n

n

Å

i

1
?

n

Å

i

1
?

d

i

*
d

i

/

d

n

2

+

5. 

Table 1/2 shows values of the pass (An) and fail (Bn) decision numbers against current 
sample number.   The test statistic is  the ratio  d n/Vn and shall be used to  determine 
whether the series has passed or failed as follows: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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For mo % n % m 

(i)  Pass the series if 

(ii)  Fail the series if 

d
V

n

n

d
n
V
n



A
n



B

n

(iii) Take another measurement if 

A
n

d
n >>
V
n

B
n

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) 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 

Pass decision threshold 
(An) 
-0.80381 
-0.76339 
-0.72982 
-0.69962 
-0.67129 
-0.64406 
-0.61750 
-0.59135 
-0.56542 
-0.53960 
-0.51379 
-0.48791 
-0.46191 
-0.43573 
-0.40933 
-0.38266 
-0.35570 
-0.32840 
-0.30072 
-0.27263 
-0.24410 
-0.21509 
-0.18557 
-0.15550 
-0.12483 
-0.09354 
-0.06159 
-0.02892 
0.00449 
0.03876 

Fail decision threshold 
(Bn) 
16.64743 
7.68627 
4.67136 
3.25573 
2.45431 
1.94369 
1.59105 
1.33295 
1.13566 
0.97970 
0.85307 
0.74801 
0.65928 
0.58321 
0.51718 
0.45922 
0.40788 
0.36203 
0.32078 
0.28343 
0.24943 
0.21831 
0.18970 
0.16328 
0.13880 
0.11603 
0.09480 
0.07493 
0.05629 
0.03876 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Appendix 3 

IN-SERVICE CONFORMITY CHECK 

1. 

INTRODUCTION 

This  Appendix  sets  out  the  criteria  referred  to  in  paragraph  8.2.7.  of  this  Regulation 
regarding  the  selection  of  vehicles  for  testing  and  the  procedures  for  the  in-service 
conformity control. 

2. 

SELECTION CRITERIA  

The criteria for acceptance of a selected vehicle are defined in paragraphs 2.1. to 2.8. of 
this  Appendix.    Information  is  collected  by  vehicle  examination  and  an  interview  with 
the owner/driver. 

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. 

The vehicle shall have been in service for at least 15,000 km or 6 months, whichever is 
the later, and for no more than 80,000 km or 5 years, whichever is the sooner. 

There  shall  be  a  maintenance  record  to  show  that  the  vehicle  has  been  properly 
maintained,  e.g.  has  been  serviced 
the  manufacturer's 
recommendations. 

in  accordance  with 

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. 

There shall have been no unauthorised major repair to the engine or major repair of the 
vehicle.  

The lead content and sulphur content of a fuel sample from the vehicle tank shall meet 
applicable standards and there shall be no evidence of misfuelling. Checks may be done 
in the exhaust, etc 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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2.7. 

2.8. 

There  shall  be  no  indication  of  any  problem  that  might  jeopardise  the  safety  of 
laboratory personnel. 

All  anti-pollution  system  components  on  the  vehicle  shall  be  in  conformity  with  the 
applicable type approval. 

3. 

DIAGNOSIS AND MAINTENANCE 

Diagnosis  and  any  normal  maintenance  necessary  shall  be  performed  on  vehicles 
accepted  for  testing,  prior  to  measuring  exhaust  emissions,  in  accordance  with  the 
procedure laid down in paragraphs 3.1. to 3.7. below. 

3.1. 

3.2. 

The  following  checks  shall  be  carried  out:  checks  on  air  filter,  all  drive belts,  all  fluid 
levels, radiator cap, all vacuum hoses  and  electrical wiring  related to the  anti-pollution 
system  for  integrity;  checks  on  ignition,  fuel  metering  and  anti-pollution  device 
components for maladjustments and/or tampering. All discrepancies shall be recorded. 

The OBD system shall be checked for proper functioning.  Any malfunction indications 
in the OBD memory shall be recorded and the requisite repairs shall be carried out. If the 
OBD  malfunction  indicator  registers  a  malfunction  during  a  preconditioning  cycle,  the 
fault  may  be  identified  and  repaired.    The  test  may  be  re-run  and  the  results  of  that 
repaired vehicle used. 

3.3. 

The  ignition  system  shall  be  checked  and  defective  components  replaced,  for  example 
spark plugs, cables, etc. 

3.4. 

The compression shall be checked.  If the result is unsatisfactory the vehicle is rejected. 

3.5. 

3.6. 

3.7. 

3.8. 

The engine parameters shall be checked to the manufacturer's specifications and adjusted 
if necessary. 

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. 

Upon acceptance of the vehicle, the fuel shall be replaced with appropriate emission test 
reference fuel, unless the manufacturer accepts the use of market fuel. 

In  the  case  of  vehicles  equipped  with  periodically  regenerating  systems  as  defined  in 
paragraph 2.20., it shall be established that the vehicle is not approaching a regeneration 
period.  (The manufacturer must be given the opportunity to confirm this). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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  emissions  measurement,  then  a  further  test  must  be  carried 
out to ensure that regeneration has been completed.  A complete new test shall then be 
performed, and the first and second test results not taken into account. 

3.8.2.  As  an  alternative  to  paragraph  3.8.1.,  if  the  vehicle  is  approaching  a  regeneration  the 
manufacturer  may  request  that  a  specific  conditioning  cycle  is  used  to  ensure  that 
regeneration (e.g. this may involve high speed, high load driving). 

The  manufacturer  may  request  that  testing  may  be  carried  out  immediately  after 
regeneration  or  after  the  conditioning  cycle  specified  by  the  manufacturer  and  normal 
test preconditioning. 

4. 

IN-SERVICE TESTING 

4.1. 

4.2. 

4.3. 

4.4. 

When  a  check  on  vehicles  is  deemed  necessary,  emission  tests  in  accordance  with 
Annex 4  to  this  Regulation  are  performed  on  pre-conditioned  vehicles  selected  in 
accordance with the requirements of paragraphs 2. and 3. of this Appendix. 

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. 

The  OBD  system  may  be  checked,  for  example,  for  levels  of  emissions  above  the 
applicable  limit  values  with  no  malfunction indication,  systematic  erroneous  activation 
of  the  malfunction  indication  and  identified  faulty  or  deteriorated  components  in  the 
OBD system. 

If a component or system operates in a manner not covered by the particulars in the type 
approval  certificate  and/or  information  package  for  such  vehicle  types  and  such 
deviation  has  not  been  authorised  under  the  1958  Agreement,  with  no  malfunction 
indication by the OBD, the component or system shall not be replaced prior to emission 
testing, unless it is determined that the component or system has been tampered with or 
abused in such a manner that the OBD does not detect the resulting malfunction. 

5. 

EVALUATION OF RESULTS  

5.1. 

The  test  results  are  submitted  to  the  evaluation  procedure  in  accordance  with 
Appendix 4. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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5.2. 

Test results shall not be multiplied by deterioration factors.  

5.3. 

In the case of periodically regenerating systems as defined in paragraph 2.20., the results 
shall  be  multiplied  by  the  factors Ki  obtained  at  the  time  when  type  approval  was 
granted. 

6. 

PLAN OF REMEDIAL MEASURES  

6.1. 

When more than one vehicle is found to be an outlying emitter that either, 

-  meets  the  conditions  of  paragraph  3.2.3.  of  Appendix  4  and  where  both  the 
administrative department and the manufacturer agree that the excess emission is due 
to the same cause, or 

-  meets  the  conditions  of  paragraph  3.2.4.  of  Appendix  4  where  the  administrative 

department has determined that the excess emission is due to the same cause, 

the  administrative  department  must  request  the  manufacturer  to  submit  a  plan  of 
remedial measures to remedy the non-compliance. 

The  plan  of  remedial  measures  shall  be  filed  with  the  type approval  authority  not  later 
than  60  working  days  from  the  date  of  the  notification  referred  to  in  paragraph  6.1. 
above.  The type approval authority shall within 30 working days declare its approval or 
disapproval  of  the  plan  of  remedial  measures.    However,  where  the  manufacturer  can 
demonstrate,  to  the  satisfaction  of  the  competent  type  approval  authority,  that  further 
time is required to investigate the non-compliance in order to submit a plan of remedial 
measures, an extension is granted. 

The  remedial  measures  shall  apply  to  all  vehicles  likely  to  be  affected  by  the  same 
defect. The need to amend the type approval documents shall be assessed. 

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. 

in 
The  plan  of  remedial  measures  shall 
paragraphs 6.5.1. to 6.5.11.  The manufacturer shall assign a unique identifying name or 
number to the plan of remedial measures. 

the  requirements  specified 

include 

6.2. 

6.3. 

6.4. 

6.5. 

6.5.1.  A description of each vehicle type included in the plan of remedial measures. 

6.5.2.  A description of the specific modifications, alterations, repairs, corrections, adjustments, 
or  other  changes  to  be  made  to  bring  the  vehicles  into  conformity  including  a  brief 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 the manufacturer informs the vehicle owners. 

6.5.4.  A description of the proper maintenance or use, if any, which the manufacturer stipulates 
as  a  condition  of  eligibility  for  repair  under  the  plan  of  remedial  measures,  and  an 
explanation  of  the  manufacturer's  reasons  for  imposing  any  such  condition.  No 
maintenance or use  conditions may be imposed unless it is demonstrably  related to the 
non-conformity and the remedial measures. 

6.5.5.  A description of the procedure to be followed by vehicle owners to obtain correction of 
the non-conformity.  This shall include a date after which the remedial measures may be 
taken, the estimated time for the workshop to perform the repairs and where they can be 
done.   The repair shall  be done expediently,  within  a  reasonable  time  after  delivery  of 
the vehicle. 

6.5.6.  A copy of the information transmitted to the vehicle owner. 

6.5.7.  A  brief  description  of  the  system  which  the  manufacturer  uses  to  assure  an  adequate 
supply of component or systems for fulfilling the remedial action.  It shall be indicated 
when  there  will  be  an  adequate  supply  of  components  or  systems  to  initiate  the 
campaign. 

6.5.8.  A copy of all instructions to be sent to those persons who are to perform the repair. 

6.5.9.  A  description  of  the  impact  of  the  proposed  remedial  measures  on  the  emissions,  fuel 
consumption,  derivability,  and  safety  of  each  vehicle  type,  covered  by  the  plan  of 
remedial measures with data, technical studies, etc. which support these conclusions. 

6.5.10.  Any  other  information,  reports  or  data  the  type  approval  authority  may  reasonably 

determine is necessary to evaluate the plan of remedial measures. 

6.5.11.  Where the plan of remedial measures includes a recall, a description of the method for 
recording the repair shall be submitted to the type approval authority.  If a label is used, 
an example of it shall be submitted. 

6.6. 

6.7. 

The manufacturer may be required to conduct reasonably  designed and necessary tests 
on components and vehicles incorporating a proposed change, repair, or modification to 
demonstrate the effectiveness of the change, repair, or modification. 

The  manufacturer  is  responsible  for  keeping  a  record  of  every  vehicle  recalled  and 
repaired  and  the  workshop  which  performed  the  repair.    The  type  approval  authority 
shall  have  access  to  the  record  on  request  for  a  period  of  5  years  from  the 
implementation of the plan of remedial measures. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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6.8. 

The  repair  and/or  modification  or  addition  of  new  equipment  shall  be  recorded  in  a 
certificate supplied by the manufacturer to the vehicle owner. 

 
 
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Appendix 4 

1. 

2. 

3. 

3.1. 

3.2. 

3.2.1. 

3.2.2. 

STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY TESTING 

This Appendix describes the procedure to be used to verify the in-service conformity 
requirements for the Type I test. 

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). 

PROCEDURE  TO  BE  FOLLOWED  WITH  OUTLYING  EMITTERS  IN  THE 
SAMPLE 1/ 

With a minimum sample size of three and a maximum sample size as determined by 
the  procedure  of  paragraph 4.,  a  vehicle  is  taken  at  random  from  the  sample  and  the 
emissions  of  the  regulated  pollutants  are  measured  to  determine  if  it  is  an  outlying 
emitter. 

A  vehicle  is  said  to  be  an  outlying  emitter  when  the  conditions  given  in  either 
paragraph 3.2.1. or paragraph 3.2.2. are met. 

In the case of a vehicle that has been type-approved according to the limit values given 
in row A of the table in paragraph 5.3.1.4., an outlying emitter is a vehicle where the 
applicable limit value for any regulated pollutant is exceeded by a factor of 1.2. 

In the case of a vehicle that has been type-approved according to the limit values given 
in row B of the table in paragraph 5.3.1.4., an outlying emitter is a vehicle where the 
applicable limit value for any regulated pollutant is exceeded by a factor of 1.5. 

3.2.3. 

In the specific case of a vehicle with a measured 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 determined 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
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3.2.3.1. 

If the vehicle meets the conditions of this paragraph, the cause of the excess emission 
must be determined and another vehicle is then taken at random from the sample. 

3.2.3.2.  Where more than one vehicle meets the condition of this paragraph, the administrative 
department  and  the  manufacturer  must  determine  if  the  excess  emission  from  both 
vehicles is due to the same cause or not. 

3.2.3.2.1.  If  the  administrative  department  and  the  manufacturer  both  agree  that  the  excess 
emission is due to the same cause, the sample is regarded as having failed and the plan 
of remedial measures outlined in paragraph 6. of Appendix 3 applies. 

3.2.3.2.2.  If the administrative department and the manufacturer can not agree on either the cause 
of the excess emission from an individual vehicle or whether the causes for more than 
one vehicle are the same, another vehicle is taken at random from the sample, unless 
the maximum sample size has already been reached. 

3.2.3.3.  When  only  one  vehicle  meeting  the  conditions  of  this  paragraph  has  been  found,  or 
when more than one vehicle has been found and the administrative department and the 
manufacturer  agree  it  is  due  to  different  causes,  another  vehicle  is  taken  at  random 
from the sample, unless the maximum sample size has already been reached. 

3.2.3.4. 

If  the  maximum  sample  size  is  reached  and  not  more  than  one  vehicle  meeting  the 
requirements of this paragraph has been found where the excess emission is due to the 
same cause, the sample is regarded as having passed with regard to the requirements of 
paragraph 3. of this Appendix. 

3.2.3.5. 

If, at any time, the initial sample has been exhausted, another vehicle is added to the 
initial sample and that vehicle is taken. 

3.2.3.6.  Whenever  another  vehicle  is  taken  from  the  sample,  the  statistical  procedure  of 

paragraph 4. of this Appendix is applied to the increased sample. 

3.2.4. 

In the specific case of a vehicle with a measured emission for any regulated pollutant 
within the "failure zone" 3/ 

3.2.4.1. 

If  the  vehicle  meets  the  conditions  of  this  paragraph,  the  administrative  department 
shall determine the cause of the excess emission and another vehicle is then taken at 
random from the sample. 

value for the same regulated pollutant shall be below a level that is determined from the product 
of the limit value for the same regulated 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  determined as follows.   The measured value for any 
regulated pollutant exceeds a level that is determined from the product of the limit value for the 
same regulated pollutant given in row A of the table in paragraph 5.3.1.4. multiplied by a factor 
of  2.5. 

 
 
 
 
 
 
 
 
 
 
 
                                                                                                                                                               
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3.2.4.2.  Where  more  than  one  vehicle  meets  the  condition  of  this  paragraph,  and  the 
administrative  department  determines  that  the  excess  emission  is  due  to  the  same 
cause, the manufacturer shall be informed that the sample is regarded as having failed, 
together with the reasons for that decision, and the plan of remedial measures outlined 
in paragraph 6. of Appendix 3 applies. 

3.2.4.3.  When  only  one  vehicle  meeting  the  conditions  of  this  paragraph  has  been  found,  or 
when  more  than  one  vehicle  has  been  found  and  the  administrative  department  has 
determined that it is due to different causes, another vehicle is taken at random from 
the sample, unless the maximum sample size has already been reached. 

3.2.4.4. 

If  the  maximum  sample  size  is  reached  and  not  more  than  one  vehicle  meeting  the 
requirements of this paragraph has been found where the excess emission is due to the 
same cause, the sample is regarded as having passed with regard to the requirements of 
paragraph 3. of this Appendix. 

3.2.4.5. 

If, at any time, the initial sample has been exhausted, another vehicle is added to the 
initial sample and that vehicle is taken. 

3.2.4.6.  Whenever  another  vehicle  is  taken  from  the  sample,  the  statistical  procedure  of 

paragraph 4. of this Appendix is applied to the increased sample. 

3.2.5. 

Whenever a vehicle is not found to be an outlying emitter, another vehicle is taken at 
random from the sample. 

4.  

4.1. 

PROCEDURE  TO  BE  FOLLOWED  WITHOUT  SEPARATE  EVALUATION  OF 
OUTLYING EMITTERS IN THE SAMPLE 

With  a  minimum  sample  size  of  three  the  sampling  procedure  is  set  so  that  the 
probability of a batch passing a test with 40 per cent of the production defective is 0.95 
(producer's risk = 5 per cent) while the probability of a batch being accepted with 75 
per cent of the production defective is 0.15 (consumer's risk = 15 per cent). 

4.2. 

For each of the pollutants given in the  table of paragraph  5.3.1.4.  of this Regulation, 
the following procedure is used (see Figure 4/2 below). 

 
 
 
 
 
 
 
 
 
 
 
 
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where: 

L  = 

the limit value for the pollutant, 

xi = 

the value of the measurement for the i-th vehicle of the  sample, 

n = 

the current sample number. 

4.3. 

The  test  statistic  quantifying  the  number  of  non-conforming  vehicles,  i.e.  xi  >  L,  is 
computed for the sample. 

4.4. 

Then: 

(i) 

(ii) 

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, 

If  the  test  statistic  equals  or  exceeds  the  fail  decision  number  for  the  sample 
size given in the following table, a fail decision is reached for the pollutant, 

(iii)  Otherwise,  an  additional  vehicle  is  tested  and  the  procedure  is  applied  to  the 

sample with one extra unit. 

In the following table the pass and fail decision numbers are computed in accordance 
with the International Standard ISO 8422:1991. 

A  sample  is  regarded  as  having  passed  the  test  when  it  has  passed  both  the 
requirements of paragraphs 3. and 4. of this appendix. 

 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

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E/ECE/TRANS/505   
Regulation No. 83 
page 61 

L 375/283

TABLE FOR ACCEPTANCE/REJECTION SAMPLING PLAN BY ATTRIBUTES 

Table 4/1 

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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 62 

Figure 4/1 

In-service conformity checking - audit procedure 

START 

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.) 

NO 

Does 
the TAA 1/ 
decide to audit the 
manufacturer’s compliance 
data for this vehicle type or 
family? 

In-house in-
service 
conformity report 
for approved 
vehicle type or 
family 

Manufacturer 
files report for 
future 
reference 

TAA 1/ reviews 
manufacturer’s in-service 
conformity report 

YES 

Manufacturer submits in-
service conformity report to 
TAA 1/ for audit 

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.) 

YES 

Process Completed. 
No further action 
required. 

NO 

Does TAA 1/ 
decide that 
information is 
insufficient to reach a 
decision? 

YES 

NO 

Figure 4/2 
TAA 1/ begins formal in-service 
compliance surveillance programme 
on suspect vehicle type (as 
described in Appendix 3) 

Manufacturer 
provides or 
obtains 
additional 
information or 
test data. 

Manufacturer 
compiles new 
in-service 
conformity 
report. 

go to Figure 
4/2 

1/  In this case, TAA means the administrative department that granted the type-approval. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

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E/ECE/TRANS/505   
Regulation No. 83 
page 63 

L 375/285

In-service conformity testing - selection and test of vehicles 

NO, or UNCERTAIN 

 
 
 
 
 
 
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E/ECE/TRANS/505   
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 information shall be supplied. 

1. 

1.1. 

1.2. 

1.3. 

GENERAL 

Make (name of undertaking):.......................................................................................  

Type and commercial description (mention any variants): ..........................................  

Means of identification of type, if marked on the vehicle: ..........................................  

1.3.1. 

Location of that mark:  .................................................................................................  

1.4. 

1.5. 

1.6. 

2. 

2.1. 

2.2. 

3. 

3.1. 

3.2. 

4. 

4.1. 

Category of vehicle:  ....................................................................................................  

Name and address of manufacturer:.............................................................................  

Name and address of manufacturer's authorized representative  
where appropriate:........................................................................................................  

GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE 

Photographs and/or drawings of a representative vehicle:...........................................  

Powered axles (number, position, interconnection):....................................................  

MASSES (kilograms) (refer to drawing where applicable) .........................................  

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, tools, spare wheel and driver):  .....................................  

Technically permissible maximum laden mass as stated by the manufacturer:...........  

DESCRIPTION OF ENERGY CONVERTERS 

Engine Manufacturer:...................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 65 

L 375/287

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 firing 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. 

4.2.3. 

4.2.4. 

Fuel: diesel/petrol/LPG/NG 1/ 

Research octane number (RON): .................................................................................  

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): 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 system: 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-injection/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: 

...................................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

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Regulation No. 83 
page 67 

L 375/289

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  (single/multi-point)/direct  injection/other 
(specify) 

Control unit - type (or No.): 
Fuel regulator - type: 
Air-flow sensor - type: 
Fuel distributor - type: 
Pressure regulator - type: 

) 
) 
) 
) information to be given 
) in the case of continuous 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 68 

Micro-switch - type: 
Idle adjusting screw - type: 
Throttle housing - type: 
Water temperature sensor - type: 
Air temperature sensor - type: 
Air temperature switch - type: 

) injection; 
) in the case of other 
) systems, equivalent 
) details 
) 
) 

Electromagnetic interference protection. 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/..........................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

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Regulation No. 83 
page 69 

L 375/291

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. 

4.2.7. 

Cooling system: liquid/air 1/ .....................................................................................  

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 pipes 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):  ...................................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 equivalent 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 gases (description and drawings): ..........................  

4.2.11.2.  

Additional  pollution  control  devices  (if  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 converters and elements: ..........................................................  

4.2.11.2.1.2.  

Dimensions and shape of the catalytic 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 (structure and material): .........................................................................  

4.2.11.2.1.7.  

Cell density:............................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Regulation No. 83 
page 71 

L 375/293

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 determine the number of cycles between 

two cycles where regenerative phases  occur:....................................................... . 

4.2.11.2.1.10.3.  Parameters to determine 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 system 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  description  of  the 
devices and their state of tune: 

Drawing of the evaporative control system: .............................................................  

Drawing of the carbon canister: ................................................................................  

Drawing of the fuel tank with indication of capacity and material:..........................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 (reference 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 determine the number of cycles between two 

cycles where regenerative phases occur: ..................................................................  

4.2.11.2.5.4.3.  Parameters to determine the 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 system 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 malfunction indicator (MI): ...................  

4.2.11.2.7.2.  

List and purpose of all components 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  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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L 375/295

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  number  of  driving  cycles  or  statistical 
method):  .............................................................................................................  

4.2.11.2.7.5.  

List of all OBD output codes and formats 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 intellectual 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  describing  all  sensed  components  with  the 
strategy for fault detection and MI activation (fixed 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 format 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 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 vehicle types that use a communication link 
in accordance with ISO 15765-4 ‘Road vehicles – Diagnostics on Controller 
Area Network (CAN) – Part 4: Requirements 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. 

 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 74 

4.2.11.2.7.6.4. 

  The information required by this paragraph 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 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 

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 adjustment 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):   

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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page 75 

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4.2.13.2.3.  

Emission-related adjustment 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. 
4.3.1. 

4.3.2. 
4.3.2.1. 
4.3.2.1.1. 
4.3.2.1.2. 
4.3.2.1.3. 

4.3.3. 

4.3.3.1. 
4.3.3.2. 
4.3.3.3. 
4.3.3.4. 
4.3.3.5. 
4.3.3.6. 
4.3.4. 
4.3.4.1. 
4.3.4.2. 
4.3.4.3. 
4.3.4.3.1. 
4.3.4.4. 
4.3.4.5. 
4.3.4.5.1. 
4.3.4.5.2. 
4.3.4.5.3. 
4.3.5. 
4.3.5.1. 
4.3.5.2. 
4.3.5.3. 
4.3.6. 

Hybrid Electric Vehicle:  
Category of Hybrid Electric vehicle  
Vehicle Charging  1/ 
Operating mode switch :  
Selectable modes  
Pure electric:  
Pure fuel consuming:  
Hybrid modes:  

yes/no  1/ ..............................................  
Off Vehicle Charging/Not Off .............   
..............................................................  
with/without  1/ ....................................  
..............................................................  
yes/no  1/ ..............................................  
yes/no  1/ ..............................................  
yes/no  1/ ..............................................  
(if yes, short description) .....................  

Description of the energy storage device: (battery, capacitor,  
flywheel/generator ...) ...............................................................................................  
Make: ........................................................................................................................  
Type: .........................................................................................................................  
Identification number: ...... ........................................................................................  
Kind of electrochemical couple: ...... ........................................................................  
Energy: ..........  (for battery: voltage and capacity Ah in 2 h, for capacitor: J, ...)....  
Charger: on board/ external/ without  1/ 
Electric machines (describe each type of electric machine separately) 
Make: ........................................................................................................................  
Type: .........................................................................................................................  
Primary use: traction motor / generator 
When used as traction motor: monomotor/ multimotors (number): .........................  
Maximum power: ........................ kW  
Working principle:  ...................................................................................................  
direct current/ alternating current/ number of phases:  .............................................  
separate excitation/ series/ compound  1/..................................................................  
synchronous / asynchronous  1/ ................................................................................  
Control unit ...............................................................................................................  
Make: ........................................................................................................................  
Type: .........................................................................................................................  
Identificatio n number: ...... .......................................................................................  
Power controller ........................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 76 

4.3.6.1. 
4.3.6.2. 
4.3.6.3. 
4.3.7. 
4.3.8. 

5.  

5.1.  

Make: ........................................................................................................................  
Type: .........................................................................................................................  
Identification number: ...... ........................................................................................  
Vehicle electric range ...... km  (according Annex 7 of Regulation No. 101): .........  
Manufacturer’s recommendation for preconditioning : ...... .....................................  

TRANSMISSION 

Clutch (type):.............................................................................................................  

5.1.1.  

Maximum torque conversion: ...................................................................................  

5.2.  

5.2.1.  

5.2.2. 

5.2.3.  

5.3. 

Gearbox:  ...................................................................................................................  

Type: 

...................................................................................................................  

Location relative to the engine:.................................................................................  

Method of control:.....................................................................................................  

Gear ratios .................................................................................................... ………. 

 
 
 
 
 
 
 
 
 
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page 77 

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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.  

6.1.  

6.1.1.  

SUSPENSION...........................................................................................................  

Tyres and wheels.......................................................................................................
...................................................................................................................................
...................................................................................................................................
...................................................................................................................................  

Tyre/wheel  combination(s)  (for  tyres  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: .......................................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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.  

7.  

7.1. 

Tyre pressure(s) recommended by the manufacturer: 
kPa 

BODYWORK 

Number of seats:........................................................................................................  

____________ 
1/ 

Strike out what does not apply. 

2/ 

3/ 

4/ 

Specify the tolerance. 

This value shall be rounded-off to the nearest tenth of a millimetre. 

This value shall be calculated with ̸ = 3.1416 and rounded-off to the nearest cm3. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 vehicle type (M1, N1, 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 switch 

: with/without  2/  

2.  

3.  

4.  

Engine fuel requirements: petrol/diesel/LPG/CNG: 2/ .........................................................  

Trade name or mark of the vehicle: ......................................................................................  

Vehicle type: .................... Engine type: .........................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 80 

5.  

6.  

7.  

Manufacturer’s name and address:..................................................................................  

If applicable, name and address of manufacturer's representative: 

Unladen mass of the vehicle: ..........................................................................................  

7.1. 

Reference mass of the vehicle:........................................................................................  

8.  

9.  

Maximum mass of the vehicle: .......................................................................................  

Number of seats (including the driver): ..........................................................................  

10.  

Transmission 

10.1. 

Manual or automatic or continuously 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 used for the Type I test: ..........................................  
Wheel drive: front, rear, 4 x 4: 2/ .............................................................................  

11. 

12. 

13. 

14. 

15. 

Vehicle submitted for test on: ...........................................................................................  

Technical service conducting approval tests:....................................................................  

Date of report issued by that service: ................................................................................  

Number of report issued by that service: ..........................................................................  

Approval granted/refused/extended/withdrawn: 2/...........................................................  

16.  

Test results: .......................................................................................................................  

 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
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page 81 

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16.1. 

Test Type I:  ......................................................................................................................  

Pollutant 

CO 
(g/km) 

HC 
(g/km) 

NOx 
(g/km) 

HC + NOx (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  gases  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 chargeable (OVC) Hybrid Electric Vehicle:  

16.1.2.1. 

Repeat the table for the both test conditions 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. 

16.3. 

16.4. 

16.5. 

Test Type II: 2/ 
CO: ............... per cent at idling speed:  ...........................................................min -1 
(measured at the exhaust). 

Test Type III: 2/ ........................................................................................................  

Test Type IV: 2/..............................................................................................  g/test 

Test Type V:  Durability...........................................................................................  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 components 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 statistical method): ..  

16.7.5. 

List of all OBD output codes and formats used (with explanation of each): ...........  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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17. 

Emissions data required for roadworthiness testing  ................................................  

Test 

CO value 
(per cent vol.) 

Lambda (1) 

Engine speed 
(min -1) 

Engine oil 
temperature 
(°C) 

Low idle test 

High idle test 

N/A 

(1) Lambda formula: see paragraph 5.3.7.3. of this Regulation 

18.  

19. 

20.  

21.  

Position of approval mark on vehicle: ......................................................................  

Place: ........................................................................................................................  

Date:..........................................................................................................................  

Signature:..................................................................................................................  

_____________________ 

Distinguishing number of the country which has granted/extended/refused/withdrawn the 

1/   
approval (see approval provisions in the Regulation). 

2/     Strike out what does not apply. 

In  the  case  of  vehicles  equipped  with  automatic-shift  gearboxes,  give  all  pertinent 

3/    
technical data. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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EN

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
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  document  in  Annex  1  of  this  Regulation,  the 
information in this appendix is 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.  Such information need not be supplied by the vehicle manufacturer if it is covered by 
intellectual  property  rights  or  constitutes  specific  know-how  of  the  manufacturer  or  the  OEM 
supplier(s). 

Upon request, this appendix will be made available to any interested 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  demonstration  cycle  used  for  the  original  type 

approval of the vehicle for the component monitored by the OBD system. 

3.  A  comprehensive  document  describing  all  sensed  components  with  the  strategy  for  fault 
detection and MI activation (fixed 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  format  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 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  vehicle 
types  that  use  a  communication  link  in  accordance  with  ISO 15765-4  ‘Road  vehicles  – 
Diagnostics  on  Controller  Area  Network  (CAN)  –  Part  4:  Requirements  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. 

This information may be defined in the form of a table, as follows: 

Component 

Fault 
code 

Monitoring 
strategy 

Catalyst 

P0420 

Oxygen 
sensor 1 and 
2 signals 

MI 
activation 
criteria 

3rd cycle 

Fault 
detection 
criteria 
Difference 
between 
sensor 1 and 
sensor 2 
signals 

Secondary 
parameters 

Precondi-tioning 

Demonstration 
test 

Engine speed, 
engine load, A/F 
mode, catalyst 
temperature 

Two Type I 
cycles 

Type I 

 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 85 
Annex 2 – Appendix 1 

L 375/307

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 engine with petrol (unleaded) or with 
unleaded petrol and either LPG or NG. 

The above approval mark affixed to a vehicle in conformity with paragraph 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 for 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 paragraph 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
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amendments incorporated and satisfying the limits for 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 paragraph 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 for 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 paragraph 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 for 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. 

 
 
 
 
 
 
 
 
 
 
 
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L 375/309

The above approval mark affixed to a vehicle in conformity with paragraph 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 for 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 paragraph 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 for 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.

 
 
 
 
 
 
 
 
 
 
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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 paragraph 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  the  extra-urban  cycle  (Part  Two)  when  the 
manufacturer's  instructions  recommend  starting  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-automatic-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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.3.3.  

2.3.4. 

2.3.5. 

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-change  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  speed.  The  tolerances  given  in  paragraph 2.4. 
below shall apply. 

Vehicles equipped with an overdrive which the 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). 

  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,  during  steady  speed,  and  during  deceleration 
when  the  vehicle's  brakes  are  used.  If  the  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 seconds allowed includes the time for changing gear 
and, if necessary, a certain amount of latitude to catch up with the cycle. 

 
 
 
 
 
 
 
 
 
  
 
                                                 
L 375/312

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27.12.2006

3.1.1.  

3.1.2.  

3.1.3. 

3.1.4.  

3.1.5.  

3.1.6.  

The vehicle shall be presented in good mechanical condition. It shall have been run-
in and driven at least 3,000 km before the test. 

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. 

The tightness of the intake system may be checked to ensure that carburation is not 
affected by an accidental intake of air. 

The settings of the engine and of the vehicle'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  content  of  the  exhaust  gases),  for  the 
cold start device and for the exhaust gas cleaning system. 

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. 

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 appropriate reference fuel must comply 
with the specifications given in paragraph 1. of Annex 10 or, in the case of gaseous 
reference fuels, either paragraph 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 appropriate reference fuel must comply 
with the specifications given in paragraph 2. of Annex 10 or, in the case of gaseous 
reference fuels, either paragraph 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. 

 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 91 
Annex 2 – Appendix 1 

L 375/313

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 
characteristics provide a fixed load curve shape, 

load  curve, 

i.e.  a  dynamometer  whose  physical 

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 dynamometer 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  simulate  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  read  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  parts  (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  vehicle  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 

 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
L 375/314

EN

Official Journal of the European Union

27.12.2006

4.1.5.1. 

4.1.5.2. 

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. 

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 which 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 sampler (CVS) system.  This requires that the vehicle exhaust 
be continuously diluted with ambient air under 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  sample  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  proportional  part  flow  throughout  the  test  and 
determining 
accordance  with 
the 
paragraph 4.3.1.1. 

gravimetrically 

quantity 

thereof 

in 

4.2.2.  

4.2.3. 

The flow through the system shall be sufficient to eliminate water condensation at all 
conditions which may occur during a test, as defined in Appendix 5 to this annex. 

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 homogeneous at point S2 of the sampling probe. 

4.2.5. 

The probe shall extract a true sample of the diluted exhaust gases. 

4.2.6. 

The system shall be free of gas leaks.  The design and materials shall be such that the 
system  does  not  influence  the  pollutant  concentration  in  the  diluted  exhaust  gas. 

 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 93 
Annex 2 – Appendix 1 

L 375/315

Should  any  component  (heat  exchanger,  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. 

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. 

the  exhaust(s)  of 

Static  pressure  variations  at 
the  vehicle  shall  remain 
within $ 1.25 kPa of the static pressure variations 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-pressure  shall  be  measured  in  the  exhaust 
pipe as near as possible to its end or in an extension having the same diameter. 

The various valves used to direct the exhaust  gases  shall  be of a quick-adjustment, 
quick-acting type. 

The gas samples are collected in sample bags 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. 

4.2.7. 

4.2.8. 

4.2.9. 

4.2.10. 

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 (CO2 )analysis: 
Analysers shall be of the non-dispersive infra-red (NDIR) absorption type. 

Hydrocarbons (HC) analysis - spark-ignition engines: 
The analyser shall be of the flame ionisation (FID) type calibrated with propane gas 
expressed equivalent to carbon atoms (C1). 

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 (C1). 

Nitrogen oxide (NOx) analysis: 
The analyser shall be either of the chemi-luminescent (CLA) or of the non-dispersive 
ultra-violet resonance absorption (NDUVR) type, both with an NOx-NO converter. 

 
 
 
 
 
 
 
 
 
 
 
 
L 375/316

EN

Official Journal of the European Union

27.12.2006

Particulates - Gravimetric determination of the particulates collected: 

These particulates shall in each case be collected 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 

Vmix  

M 

Mlimit  

m 

d 

: 

: 

: 

: 

: 

: 

flow through filters; 

flow through tunnel; 

particulate mass (g/km); 

limit mass of particulates (limit mass in force, g/km); 

mass of particulates collected by filters (g); 

distance corresponding to the operating cycle km). 

The  particulates  sample  rate  (Vep/Vmix)  shall  be  adjusted  so  that  for  M  =  Mlimit,  
1 % m  % 5 mg (when 47 mm diameter filters are used). 

The filter surface shall consist of a material that is hydrophobic and inert towards 
the  components  of  the  exhaust  gas  (fluorocarbon  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 95 
Annex 2 – Appendix 1 

L 375/317

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 before the analysers unless shown to have no 
effect on the pollutant content of the gas stream. 

4.3.2.  

Particular requirements 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 determined 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  (FH)  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 probe 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  drawn  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  immediately  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  filters  shall  be  conditioned  (as  regards  temperature  and 
humidity)  in  an  open  dish  which  has  been  protected  against  dust  ingress  for  at 

 
 
 
 
 
 
 
 
 
 
L 375/318

EN

Official Journal of the European Union

27.12.2006

least 8  and  for  not  more  than  56  hours  before  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  testing  and  at  least  once  every  six  months  for  verifying 
conformity of production. 

The calibration method to be used is described in Appendix 6 to this annex for the 
analysers referred to in paragraph 4.3.1. above. 

4.4. 

4.4.1. 

Volume measurement 

The method of measuring total dilute exhaust 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  which  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  high  flow-rate  encountered  in  constant 
volume  sampler  testing.  The  device  shall  be  of  certified  accuracy  traceable  to  an 
approved national or international standard. 

 
 
 
 
 
 
 
 
 
 
 
 
Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 97 
Annex 2 – Appendix 1 

L 375/319

27.12.2006

EN

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 CO2, $ 0.1 ppm NO); 

purified synthetic air: 
(purity:  Ṡ  1  ppm  C,  1  ppm  CO,  400  ppm  CO2,  0.1  ppm  NO);  oxygen  content 
between 18 and 21 per cent volume; 

purified oxygen: (purity > 99.5 per cent vol. O2); 

purified hydrogen (and mixture containing helium): 
(purity $ 1 ppm C, $ 400 ppm CO2). 

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 chemical compositions shall be available: 

C8 H8 and purified synthetic air (see paragraph 4.5.1. of this annex); 

CO and purified nitrogen; 

CO2 and purified nitrogen; 

NO and purified nitrogen.  (The  amount of NO2  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/320

EN

Official Journal of the European Union

27.12.2006

The concentrations specified in Appendix 6 to this annex may also be obtained by 
means of a gas divider, diluting with purified N2 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. 

5.1. 

PREPARING THE TEST 

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 reference mass within the following limits: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 99 
Annex 2 – Appendix 1 

L 375/321

Reference mass of vehicle RW(kg) 

Equivalent inertia I (kg) 

RW % 480 

480 < RW % 540 

540 < RW % 595 

595 < RW % 650 

650 < RW % 710 

710 < RW % 765 

765 < RW % 850 

850 < RW % 965 

965 < RW % 1080 

1080 < RW % 1190 

1190 < RW % 1305 

1305 < RW % 1420 

1420 < RW % 1530 

1530 < RW % 1640 

1640 < RW % 1760 

1760 < RW % 1870 

1870 < RW % 1980 

1980 < RW % 2100 

2100 < RW % 2210 

2210 < RW % 2380 

2380 < RW % 2610 

2610 < RW 

455 

510 

570 

625 

680 

740 

800 

910 

1020 

1130 

1250 

1360 

1470 

1590 

1700 

1810 

1930 

2040 

2150 

2270 

2270 

2270 

If  the  corresponding  equivalent  inertia  is  not  available  on  the  dynamometer,  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/322

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27.12.2006

The  method  used  and  the  values  obtained  (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 shall be used. Three consecutive cycles shall be driven. The 
dynamometer setting shall be indicated in paragraphs 5.1. and 5.2. above. 

5.3.1.1. 

5.3.1.2. 

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. 

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. 

For positive-ignition engined vehicles fuelled 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 that 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. 

 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

6. 

6.1. 

6.1.1. 

6.1.2. 

6.1.3. 

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 101 
Annex 2 – Appendix 1 

L 375/323

PROCEDURE FOR BENCH TESTS 

Special conditions for carrying out the cycle 

During the test, the test cell temperature 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 H

2

0/kg dry air) 

The  vehicle  shall  be  approximately  horizontal  during  the  test  so  as  to  avoid  any 
abnormal distribution of the fuel. 

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  following 
characteristics:  

the  blower  shall  have 

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. vans, 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 against time or collected by the data-acquisition 
system so that the correctness of the cycles performed can be assessed. 

6.2. 

Starting-up the engine 

6.2.1. 

The  engine  shall  be  started  up  by  means  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/324

EN

Official Journal of the European Union

27.12.2006

6.3. 

Idling 

6.3.1. 

Manual-shift  or  semi-automatic  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. 

6.4.2. 

Accelerations  shall  be  so  performed  that  the  rate  of  acceleration  is  as  constant  as 
possible throughout the operation. 

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 requirements for manual-shift gearboxes. 

6.5. 

Decelerations 

6.5.1. 

All  decelerations  of  the  elementary  urban  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. 

6.5.3. 

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. 

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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 103 
Annex 2 – Appendix 1 

L 375/325

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  throttle  shall  be  avoided  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. 

7.1. 

PROCEDURE FOR SAMPLING AND ANALYSIS 

Sampling 

Sampling shall begin (BS) before or at the initiation of the engine start up procedure 
and end on conclusion of the final idling period 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 elementary urban cycle (Part One). 

7.2. 

Analysis 

7.2.1. 

7.2.2. 

7.2.3. 

7.2.4. 

The exhaust gases contained in the bag shall 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  gases  and  shall  there  be  conditioned  for 
between 2 and 36 hours and then be weighed. 

Prior to each sample analysis, the analyser range to be used for each pollutant shall 
be set to zero with the appropriate zero gas. 

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. 

The  analysers'  zeros  shall  then  be  rechecked.  If  the  reading  differs  by  more  than  2 
per cent of the range from that set in paragraph 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 shall 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/326

EN

Official Journal of the European Union

27.12.2006

7.2.7. 

7.2.8. 

At all points in this paragraph, the flow-rates and pressures of the various gases shall 
be the same as those used during calibration of the analysers. 

The  figure  adopted  for  the  content  of  the  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 the volumetric concentration 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 (CH1.85) 
for diesel (CHl.86) 
for LPG (CH2.525) 
or NG (CH4) 

d = 0.619 g/1 
d = 0.619 g/1 
d = 0.649 g/l 
d = 0.714 g/l 

In the case of nitrogen oxides (NOx): 

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, m1 by 
the first filter, m2 by the second filter: 

if 0.95 (m1 + m2) % m1,  m = m1, 
if 0.95 (m1 + m2) > m1,  m = m1 + m2, 
if m2 > m1, 

the test is cancelled. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 105 
Annex 2 – Appendix 1 

L 375/327

Appendix  8  to  this  annex  gives  calculations,  followed  by  examples,  used  to 
determine the mass emissions of gaseous and particulate pollutants. 

 
 
L 375/328

EN

Official Journal of the European Union

27.12.2006

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  One  (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 

Idling, vehicle moving, clutch engaged on one 
combination 

Gear-changing 

Accelerations 

Steady-speed periods 

Decelerations 

60 

9 

8 

36 

57 

25 

195 

30.8 

4.6 

4.1 

18.5 

29.2 

12.8 

100 

2.2. 

Breakdown by use of gears 

Time (s) 

 per cent 

Idling 

Idling,  vehicle  moving,  clutch  engaged  on  one 
combination 

Gear-changing 

First gear 

Second gear 

Third gear 

60 

9 

8 

24 

53 

41 

195 

30.8 

4.6 

4.1 

12.3 

27.2 

21 

100 

35.4 

35.4 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 107 
Annex 2 – Appendix 1 

L 375/329

2.3. 

General information: 

Average speed during test : 
Effective running time : 
Theoretical distance covered per cycle : 
Equivalent distance for the four cycles : 

19 km/h 
195 s 
1.013 km 
4.052 km 

 
 
 
 
L 375/330

EN

Official Journal of the European Union

27.12.2006

Figure 1/1 

Operating cycle for the Type I test 

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27.12.2006

EN

Official Journal of the European Union

L 375/331

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L 375/332

EN

Official Journal of the European Union

27.12.2006

(
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27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 111 
Annex 2 – Appendix 1 

L 375/333

Figure 1/2 

Elementary urban cycle for the Type I test 

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V

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/334

EN

Official Journal of the European Union

27.12.2006

3. 

EXTRA-URBAN CYCLE (Part Two) 

(See Figure 1/3 and Table 1.3.) 

3.1. 

Breakdown by phases: 

Time (s) 

per cent 

Idling: 

Idling, vehicle moving, clutch 
engaged on one combination: 

Gear-shift: 

Accelerations: 

Steady-speed periods: 

Decelerations: 

20 

20 

6 

103 

209 

42 

400 

5.0 

5.0 

1.5 

25.8 

52.2 

10.5 

100 

3.2. 

Breakdown by use of gears: 

Time (s) 

per cent 

Idling: 

Idling, vehicle moving, clutch 
engaged on one combination: 

Gear-shift: 

First gear: 

Second-gear 

Third gear: 

Fourth gear: 

Fifth gear: 

20 

20 

6 

5 

9 

8 

99 

233 

400 

5.0 

5.0 

1.5 

1.3 

2.2 

2 

24.8 

58.2 

100 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 113 
Annex 2 – Appendix 1 

L 375/335

3.3. 

General information 

Average speed during test: 
Effective running time: 
Theoretical distance covered per cycle: 
Maximum speed: 
Maximum acceleration: 
Maximum deceleration: 

62.6 km/h 
400 s 
6.955 km 
120 km/h 
0.833 m/s2 
-1.389 m/s2 

 
 
 
L 375/336

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Official Journal of the European Union

27.12.2006

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27.12.2006

EN

Official Journal of the European Union

L 375/337

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L 375/338

EN

Official Journal of the European Union

27.12.2006

Figure 1/3 

Extra-urban cycle (Part Two) for the Type I test 

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27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 117 
Annex 2 – Appendix 1 

L 375/339

1.  

1.1.  

1.2.  

1.2.1. 

1.2.2. 

2. 

2.1.  

Annex 4 - Appendix 2 

CHASSIS DYNAMOMETER 

DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED LOAD CURVE 

Introduction 

In the event that the total resistance to progress on the road cannot be reproduced 
on  the  chassis  dynamometer  between  speeds  of  10 km/h  and  120 km/h,  it  is 
recommended that a chassis dynamometer having the characteristics defined below 
should be used. 

Definition 

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. 

The  load  absorbed  by  the  brake  and  the  chassis  dynamometer  internal  frictional 
effects between the speeds of 0 and 120 km/h is as follows:  

F = (a + b.V2) Ṡ$ 0.1.F80   (without being negative)  

where:  

total load absorbed by the chassis dynamometer (N)  
F  = 
value equivalent to rolling resistance (N)  
a  = 
value equivalent to coefficient of air resistance (N/(km/h)2)  
b  = 
V  = 
speed (km/h)  
F80 =  load at 80 km/h (N). 

METHOD OF CALIBRATING THE DYNAMOMETER 

Introduction 

This Appendix describes the method 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/340

EN

Official Journal of the European Union

27.12.2006

The kinetic energy of the rollers is dissipated by the power-absorption unit and by 
the  frictional  effects.  This  method  disregards  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 km/h as a function of the load absorbed. 

The following procedure shall be used (see also Figure 2/1): 

2.2.1. 

2.2.2. 

2.2.3. 

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. 

Place the vehicle on the dynamometer or devise some other method of starting-up 
the dynamometer. 

Use the flywheel or any other system of inertia simulation for the particular inertia 
class to be used. 

 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 119 
Annex 2 – Appendix 1 

L 375/341

Figure 2/1 

Diagram illustrating the power absorbed by the chassis dynamometer 

Ş = F = a + b · V2 

Ƴ  = (a + b V2) - 0.1 · F80 

® = (a + b · V2) + 0.1 · F80 

2.2.4. 

2.2.5. 

2.2.6. 

2.2.7. 

2.2.8. 

Bring the dynamometer to a speed of 80 km/h. 

Note the load indicated Fi (N) 

Bring the dynamometer to a speed of 90 km/h. 

Disconnect the device used to start-up the dynamometer. 

Note  the  time  taken  by  the  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/342

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Official Journal of the European Union

27.12.2006

2.2.11. 

Calculate the load absorbed using the formula:  

where:  

F 
Mi 

Ț V 
t 

= 
= 

= 
= 

load absorbed (N)  
equivalent inertia in kg (excluding the inertial effects of  
  the free rear roller)  
Speed deviation in m/s ( 10 km/h = 2.775 m/s)  
time taken by the roller to pass from 85 km/h to 75 km/h.  

Figure 2/2 shows the load indicated at 80 km/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. 

2.3. 

The  requirements  of  paragraphs  2.2.3.  to  2.2.12.  above  shall  be  repeated  for  all 
inertia classes to be used. 

Calibration of the load indicator as a function 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 121 
Annex 2 – Appendix 1 

L 375/343

2.4. 

2.4.1. 

2.4.2. 

2.4.3. 

2.4.4. 

2.4.5. 

2.5. 

3.  

3.1. 

Verification  of  the  load-absorption  curve  of  the  dynamometer  from  a  reference 
setting at a speed of 80 km/h 

Place the vehicle on the dynamometer or devise some other method of starting-up 
the dynamometer. 

Adjust the dynamometer to the absorbed load (F) at 80 km/h. 

Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h. 

Draw  the  curve  F(V)  and  verify  that  it  corresponds  to  the  requirements  of 
paragraph 1.2.2. of this Appendix. 

Repeat the procedure set out in paragraphs 2.4.1. to 2.4.4. above for other values of 
power F at 80 km/h and for other values of inertias. 

The same procedure shall be used for force or torque calibration.  

SETTING OF THE DYNAMOMETER 

Setting method 

3.1.1. 

Introduction 

This method is not a preferred method and shall be used only with fixed load curve 
shape  dynamometers  for  determination  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 paragraph 4. of Appendix 3 to this annex are met. 

3.1.3.2. 

3.1.3.3. 

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. 

Repeat procedure set out in paragraph 3.1.3.2. above three times in each direction.  
All six runs must be completed within four hours. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/344

EN

Official Journal of the European Union

27.12.2006

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 
Appendix 3 to this annex. 

the  operations  specified 

in  paragraphs 5.1.2.2.1. 

to  5.1.2.2.4.  of 

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  from  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  the  load  exerted  at  the  driving  wheels  at  a 
constant speed of 80 km/h, in accordance with the following table:  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 123 
Annex 2 – Appendix 1 

L 375/345

3.2.2. 

In  the  case  of  vehicles  other  than  passenger  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. 

 
 
 
 
 
 
 
 
L 375/346

EN

Official Journal of the European Union

27.12.2006

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  conditions  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 shall be constant to within $ 0.1 per cent and shall not 
exceed 1.5 per cent. 

3. 

3.1. 

ATMOSPHERIC CONDITIONS 

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 velocity 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. 

4.1. 

VEHICLE PREPARATION 1/ 

Selection of the test vehicle 

For  HEV,  and  until  uniform 

1/ 
the 
manufacturer  will  agree  with  the  technical  service  concerning  the  status  of  the  vehicle  when 
performing the test as defined in this appendix. 

technical  provisions  have  been  established, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
27.12.2006

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Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 125 
Annex 2 – Appendix 1 

L 375/347

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,  the  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 shall 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/348

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Official Journal of the European Union

27.12.2006

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. 

Preparation for the test 

The vehicle shall be loaded to its reference 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. 

In the case of road tests, the windows of the vehicle shall be closed.  Any covers of 
air climatisation systems, headlamps, etc. shall be in the non-operating position. 

The vehicle shall be clean. 

Immediately  prior  to  the  test,  the  vehicle  shall  be  brought  to  normal  running 
temperature in an appropriate manner. 

METHODS 

Energy variation during coast-down method 

4.4. 

4.4.1. 

4.4.2. 

4.4.3. 

4.4.4. 

5. 

5.1. 

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 (t1) for the vehicle to decelerate from speed 

V2 = V + ȚV   km/h   to   V1 = V - ȚV   km/h 

5.1.1.2.4. 

Perform the same test in the opposite direction: t2 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 127 
Annex 2 – Appendix 1 

L 375/349

5.1.1.2.5. 

Take the average T of the two times t1 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

Å

i

1
?

(
Ti
2)
T
/
1
n
/

n 

t 

t /

n

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

3.2 

2.8 

2.6 

2.5 

2.4 

2.3 

2.3 

2.2 

2.2 

2.2 

2.2 

2.2 

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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/350

EN

Official Journal of the European Union

27.12.2006

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: 

PCorrected  =  K . PMeasured  

K = 

R

R
R
T

]
1

-

*
tK
R

/

t

0

_
+

-

R

AERO
R
T

Æ
ÇÇ
.
È

p
0
p

Ö
××
Ø

where: 

RR 
RAERO  
RT 
KR 

t 
t0 
ʼ 
ʼ0 

=  
=  
=  
=  

= 
= 
= 
= 

rolling resistance at speed V  
aerodynamic drag at speed V  
total driving resistance = RR + RAERO 
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 
road test ambient temperature in °C 
reference ambient temperature = 20 °C  
air density at the test conditions  
air density at the reference conditions (20 °C, 100 kPa)  

The ratios RR/RT and RAERO/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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 129 
Annex 2 – Appendix 1 

L 375/351

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. 

5.1.2.2.5. 

5.1.2.2.6. 

Bring  the  vehicle  and  dynamometer  to  operating  temperature  in  a  suitable 
manner. 

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. 

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  V2  to  V1  and  reproducing  the 
same time on the dynamometer by the following relationship:  

K = value specified in paragraph 5.1.1.2.8. above. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/352

EN

Official Journal of the European Union

27.12.2006

5.1.2.2.7. 

5.2. 

5.2.1. 

The power Pa 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.  

Torque measurements method at constant speed 

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  Ct  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 Ct 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 Ct1 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 Ct1 and Ct2, i.e. Ct. 

5.2.1.2.7. 

The  average  torque  CT  determined  on  the  track  shall  be  corrected  to  the 
reference ambient conditions as follows: 

CTcorrected  =  K . CTmeasured  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 131 
Annex 2 – Appendix 1 

L 375/353

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. 

5.2.2.2.4. 

Adjust the power absorption unit to reproduce the corrected total track torque 
indicated in paragraph 5.2.1.2.7. above. 

Proceed  with  the  same  operations  as  in  paragraph  5.1.2.2.7.,  for  the  same 
purpose. 

 
 
 
 
 
 
 
 
 
 
 
 
L 375/354

EN

Official Journal of the European Union

27.12.2006

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 specifications according to paragraph 3. below. 

2.  

2.1. 

PRINCIPLE 

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 = Im+ F1 /ʱ 

 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 133 
Annex 2 – Appendix 1 

L 375/355

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  make  it  possible  to  determine  the  total 
inertia I with a relative error (ÇI/I) of less than ± 2 per cent. 

3.  

3.1. 

SPECIFICATION 

The  mass  of  the  simulated  total  inertia  I  shall  remain  the  same  as  the  theoretical 
value of the equivalent inertia (see paragraph 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. 

4. 

4.1. 

4.2. 

The  limit  given  in  paragraph  3.1.1.  above  is  brought  to  $ 50 per  cent  for  one 
second when starting and, for vehicles with manual transmission, for two seconds 
during gear changes. 

VERIFICATION PROCEDURE 

Verification  is  carried  out  during  each  test  throughout  the  cycle  defined  in 
paragraph 2.1. of Annex 4. 

However,  if  the  requirements  of  paragraph  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
L 375/356

EN

Official Journal of the European Union

27.12.2006

Annex 4 - Appendix 5 

DEFINITION OF GAS-SAMPLING SYSTEMS 

INTRODUCTION 

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. 

In  its  communications,  the  laboratory  shall  mention  the  system  of  sampling  used 
when performing the test. 

CRITERIA  RELATING  TO  THE  VARIABLE-DILUTION  SYSTEM  FOR 
MEASURING EXHAUST-GAS EMISSIONS 

1.  

1.1.  

1.2. 

2. 

2.1.  

Scope 

This section shall specify the operating characteristics of an exhaust-gas sampling 
system  intended  to  be  used  for  measuring  the  true  mass  emissions  of  a  vehicle 
exhaust in accordance with the provisions of this Regulation. 

The  principle  of  variable-dilution  sampling  for  measuring  mass  emissions  shall 
require three conditions to be satisfied: 

2.1.1. 

2.1.2. 

2.1.3. 

The  vehicle  exhaust  gases  shall  be  continuously  diluted  with  ambient  air  under 
specified conditions; 

The total volume of the mixture of exhaust gases and dilution air shall be measured 
accurately; 

A continuously proportional sample of the diluted exhaust gases and the dilution air 
shall be collected for analysis. 

Mass  gaseous  emissions  shall  be  determined  from  the  proportional  sample 
concentrations  and  the  total  volume  measured  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. 

 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 135 
Annex 2 – Appendix 1 

L 375/357

2.2. 

Technical summary 

Figure 5/1 gives a schematic diagram of the sampling system. 

2.2.1.1. 

2.2.2. 

The vehicle exhaust gases shall be diluted with a sufficient amount of ambient air 
to prevent any water condensation in the sampling and measuring system. 

The  exhaust-gas  sampling  system  shall  be  so  designed  as  to  make  it  possible  to 
measure the average volume concentrations of the CO2, CO, HC and NOx, 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.  

2.2.6. 

2.2.7. 

2.2.8. 

2.2.9. 

The  system  shall  enable  the  total  volume  of  the  diluted  exhaust  gases  to  be 
measured. 

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. 

If  the  vehicle  tested  is  equipped  with  an  exhaust  system  with  several  outlets,  the 
connecting tubes shall be connected by a manifold installed as near as possible to 
the vehicle. 

The gas samples shall be collected in sampling bags of adequate capacity so as not 
to  hinder  the  gas  flow  during  the  sampling  period.  These  bags  shall  be  made  of 
materials  which  will  not  affect  the  concentration  of  pollutant  gases  (see 
paragraph 2.3.4.4. below). 

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). 

 
 
 
 
 
 
 
 
 
 
 
L 375/358

EN

Official Journal of the European Union

27.12.2006

Figure 5/1 

Diagram of a variable-dilution system for measuring exhaust gas emissions 

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27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 137 
Annex 2 – Appendix 1 

L 375/359

2.3. 

Specific requirements 

2.3.1. 

Exhaust-gas collection and dilution device 

2.3.1.1. 

The connecting tube between the vehicle 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 exhaust 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  the  effects  on  the  conditions  at  the  exhaust 
outlet and to limit the drop in pressure inside 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 CO2 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  operating  conditions.  If  the  device  cannot  compensate  for 
variations in the temperature of the mixture 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. 

 
 
 
 
 
 
 
  
 
 
 
 
 
L 375/360

EN

Official Journal of the European Union

27.12.2006

If  necessary,  a  cyclone  separator  may  be  used  to  protect  the  volume  measuring 
device. 

  A temperature sensor shall be installed immediately before the volume measuring device. This 
temperature sensor shall have an accuracy and a precision of ± 1 K and a response 
time  of  0.1 s  at  62  per  cent  of  a  given  temperature  variation  (value  measured  in 
silicone oil). 

2.3.3.3. 

2.3.3.4. 

The  pressure  measurements  shall  have  a  precision  and  an  accuracy  of  ± 0.4 kPa 
during the test. 

The  measurement  of  the  pressure  difference  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 deviate from the average by more than $ 2 per cent. 

2.3.4.1.3. 

The sampling rate shall not fall below 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 contaminated by exhaust gases from the mixing area. 

2.3.4.2.3.  

The sampling rate for the dilution air shall 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 operations 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). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 139 
Annex 2 – Appendix 1 

L 375/361

2.3.4.3.4. 

Flow  control  valves  and  flow-meters  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 sealing themselves automatically on the bag 
side. Other systems may be used for conveying the samples to the analyser (three-
way stop valves, for example). 

2.3.4.3.6. 

The  various  valves  used  for  directing  the  sampling  gases  shall  be  of  the  quick-
adjusting and quick-acting type. 

2.3.4.4. 

Storage of the sample 

2.4.  

2.4.1. 

2.4.2. 

2.4.3. 

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  pollutant  gases  by  more  than 2  per  cent 
after 20 minutes. 

Additional sampling unit for the testing of vehicles equipped with a compression-
ignition engine 

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. 

In order to reduce heat losses in the 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. 

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. Quick-acting valves shall be located both up 
and downstream of the two filters in the direction of flow. 

The configuration of the sample probe shall be as indicated in Figure 5/2. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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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 filter mount shall be at least five probe 
diameters, but shall not exceed 1,020 mm. 

The sample gas flow measuring unit shall consist of pumps, gas flow regulators and 
flow measuring units. 

The  hydrocarbon  sampling  system  shall  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. 

All heated parts shall be maintained at a temperature of 463 K (190 °C) $ 10 K by 
the heating system. 

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 the flow rate in the system is constant and 
the sampling rate accordingly proportional. 

2.4.6. 

2.4.7. 

2.4.8. 

2.4.9. 

 
 
 
 
 
 
 
 
 
 
 
 
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page 141 
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Figure 5/2 

Particulate sampling probe configuration 

 
 
 
 
 
 
 
 
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3.  

3.1.  

3.1.1.  

3.1.2. 

DESCRIPTION OF THE DEVICES 

Variable dilution device with positive displacement pump 
(PDP-CVS) (Figure 5/3) 

The  positive  displacement  pump  -  constant  volume  sampler  (PDP-CVS)  satisfies 
the  requirements  of  this  Annex  by  metering  the  flow  of  gas  through  the  pump  at 
constant temperature  and pressure. The total volume is measured by  counting the 
revolutions  made  by  the  calibrated  positive  displacement  pump.  The  proportional 
sample is achieved by sampling with pump, flow-meter and flow control valve at a 
constant flow rate. 

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  components  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  sandwiched  between  two  layers  of  paper,  and 
shall  be  used  to  reduce  and  stabilise  the  hydrocarbon  concentrations  of  ambient 
emissions in the dilution air; 

3.1.3.2. 

A mixing chamber (M) in which exhaust gas and air are mixed homogeneously; 

3.1.3.3. 

3.1.3.4. 

3.1.3.5. 

A heat exchanger (H) of a capacity sufficient 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; 

A temperature control system (TC), used 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; 

The positive displacement pump (PDP), producing a  constant-volume flow of the 
air/exhaust-gas  mixture;  the  flow  capacity  of  the  pump  shall  be  large  enough  to 
eliminate  water  condensation  in  the  system  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 

 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
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page 143 
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3.1.3.5.2.  

sufficient to ensure that the CO2 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.  

3.1.3.7.  

3.1.3.8.  

3.1.3.9. 

A  temperature  sensor  (T1),(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; 

A  pressure  gauge  (G1),(accuracy  and  precision  $ 0.4 kPa),  fitted  immediately 
upstream  of  the  positive  displacement  pump  and  used  to  register  the  pressure 
gradient between the gas mixture and the ambient air; 

Another  pressure  gauge  (G2),accuracy  and  precision  $ 0.4  kPa),  fitted  so  that  the 
differential pressure between pump inlet and pump outlet can be registered; 

Two sampling probes (S1 and S2) 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 S1 and S2 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  elements  (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); 

 
 
 
 
 
 
 
 
 
 
 
 
 
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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 
laminated 
the  chemical  composition  of 
polyethylene/polyamide films, or fluorinated polyhydrocarbons); 

the  gas  samples  (for 

instance: 

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 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  within  the  dotted  lines  in  Figure  5/3  shall  be  used  when 
testing compression-ignition-engined vehicles: 

Fh 

S3 

Vh 

Q 

is a heated filter, 

is a hydrocarbon sampling point, 

is a heated multi-way valve, 

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 maintained at 463 K (190 °C) ± 10 K. 

Particulate sampling system: 

S4 

Fp 

Sampling probe in the dilution tunnel, 

Filter unit consisting of two series-mounted filters; switching arrangement 
for further parallel-mounted pairs of filters, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3.2.  

3.2.1. 

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page 145 
Annex 2 – Appendix 1 

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Sampling line, 

Pumps, flow regulators, flow measuring units. 

Critical-flow venturi dilution device (CFV-CVS) (Figure 5/4) 

The use of a critical-flow venturi in connection with the CVS sampling procedure 
is based on the principles of flow mechanics 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 sampling venturi ensures the proportionality 
of  the  gas  samples  taken.  As  both  pressure  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. 

 
 
 
 
 
 
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Figure 5/3 

Constant volume sampler with positive displacement pump (PDP-CVS) 

E

B

Q

C

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Figure 5/4 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 147 
Annex 2 – Appendix 1 

L 375/369

Constant volume sampler with critical-flow venturi (CFV-CVS System) 

E

B

Q

t
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V

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R

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  components  such  as  instruments,  valve,  solenoids,  and 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

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, which 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 background 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. 

3.2.3.5. 

Two sampling probes (S1 and S2) for taking samples of the dilution air, as well as 
of the diluted exhaust gas; 

A sampling critical-flow venturi (SV), to take proportional samples of the diluted 
exhaust gas at sampling probe S2 ; 

3.2.3.6. 

A filter (F), to extract solid particles from the gas flows diverted for analysis; 

3.2.3.7. 

3.2.3.8. 

Pumps (P), to collect part of the flow of air and diluted exhaust gas in bags during 
the test; 

A  flow  controller  (N),  to  ensure  a  constant  flow  of  the  gas  samples  taken  in  the 
course of the test from sampling probe S1; 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  and  monitoring  the  flow  of  gas  samples  during 
tests; 

3.2.3.11. 

Quick-acting solenoid valves (V), to divert 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 149 
Annex 2 – Appendix 1 

L 375/371

the  chemical  composition  of 
polyethylene/polyamide films, or fluorinated poly-hydrocarbons); 

the  gas  samples  (for 

instance: 

laminated 

3.2.3.14. 

A pressure gauge (G), which shall 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 CO2 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  dotted  lines  of  Figure  5/4  shall  be  used 
when testing compression-ignition-engined vehicles. 

Fh 

S3 

Vh 

Q 

is a heated filter, 

is a hydrocarbon sample, 

is a heated multi-way valve, 

is  a  quick  connector  to  allow  the  ambient  air  sample  BA  to  be 
analysed on the HFID, 

HFID 

is a heated flame ionisation analyser, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

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 described in paragraph 3.1.3. of this Appendix 
will  be  required  to  ensure  constant  flow  through  the  venturi  (Mv)  and  thus 
proportional flow through S3 particulate sampling system. 

S4 

Fp  

Sampling probe in dilution tunnel, 

Filter  unit,  consisting  of  two  series-mounted  filters;  switching  unit  for 
further parallel-mounted pairs of filters, 

Sampling line, 

Pumps, flow regulators, flow measuring units. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 151 
Annex 2 – Appendix 1 

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Annex 4 - Appendix 6 

METHOD OF CALIBRATING THE EQUIPMENT 

ESTABLISHMENT OF THE CALIBRATION CURVE 

Each  normally  used  operating  range  is  calibrated  in  accordance  with  the 
requirements of paragraph 4.3.3. of Annex 4 by the following procedure: 

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. 

The  calibration  curve  is  calculated  by  the  least  squares  method.    If  the  resulting 
polynomial  degree  is  greater  than  3,  the  number  of  calibration  points  shall  be  at 
least equal to this polynomial degree plus 2. 

The calibration curve shall not differ by more than $ 2 per cent from the nominal 
value of each calibration gas. 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

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. 

1.7. 

1.7.1. 

1.7.2.  

If  it  can  be  shown  to  the  satisfaction  of  the  technical  service  that  alternative 
technology  (e.g.  computer,  electronically  controlled  range  switch,  etc.)  can  give 
equivalent accuracy, then these alternatives may be used. 

Verification of the calibration 

Each  normally  used  operating  range  shall  be  checked  prior  to  each  analysis  in 
accordance with the following: 

The calibration shall be checked by using a zero gas and a span gas whose nominal 
value is within 80-95 per cent of the supposed value to be analysed. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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1.7.3.  

1.7.4. 

2. 

2.1.  

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  the  case,  a  new  calibration  curve  shall  be 
established in accordance with paragraph 1 of this appendix. 

After testing, zero gas and the same span 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. 

CHECKING FOR FID HYDROCARBON RESPONSE 

Detector response optimisation 

The FID shall be adjusted, as specified by the instrument manufacturer. Propane in 
air should be used, to optimise the response, on the most common operating range. 

2.2.  

Calibration of the HC analyser 

The  analyser  should  be  calibrated  using  propane  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 different hydrocarbons and recommended limits 

The  response  factor  (Rf),  for  a  particular  hydrocarbon  species  is  the  ratio  of  the 
FID C1 reading to the gas cylinder concentration, expressed as ppm C1. 

The  concentration  of  the  test  gas  shall  be  at  a  level  to  give  a  response  of 
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  expressed  in  volume.  In  addition,  the  gas  cylinder  shall  be 
pre-conditioned for 24 hours at a temperature 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 

 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 153 
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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 paragraph 2.3. above. The 
test gas to be used and recommended response factor range is: 

Propane and nitrogen: 

0.95 < Rf < 1.05 

3.  

EFFICIENCY TEST OF THE NOx CONVERTER 

The efficiency of the converter used for the conversion of NO2 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. 

Calibrate  the  analyzer  in  the  most  common  operating  range  following  the 
manufacturer's  specifications  using  zero  and  span  gas  (the  NO  content  of  which 
shall amount to about 80 per cent of the operating range and the NO2 concentration 
of the gas mixture shall be less than 5 per cent of the NO concentration). The NOx 
analyser  shall  be  in  the  NO  mode  so  that  the  span  gas  does  not  pass  through  the 
converter. Record the indicated concentration. 

Via a T-fitting, oxygen or synthetic air is added continuously to the span gas flow 
until  the  concentration  indicated  is  about  10  per  cent  less  than  the  indicated 
calibration  concentration  given  in  paragraph  3.1.  above.  Record  the  indicated 
concentration (C). The ozonator is kept deactivated throughout this process. 

The  ozonator  is  now  activated  to  generate  enough  ozone  to  bring  the  NO 
concentration  down  to  20  per  cent  (minimum  10  per  cent)  of  the  calibration 
concentration  given 
indicated 
concentration (d). 

in  paragraph  3.1. 

above.  Record 

the 

The  NOx  analyser  is  then  switched  to  the  NOx  mode,  which  means  that  the  gas 
mixture  (consisting  of  NO,  NO2,  O2  and  N2  )  now  passes  through  the  converter. 
Record the indicated concentration (a). 

3.1. 

3.2. 

3.3. 

3.4.  

 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
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Official Journal of the European Union

27.12.2006

3.5.  

The ozonator is now deactivated. The mixture of gases described in paragraph 3.2. 
above  passes  through  the  converter  into  the  detector.  Record  the  indicated 
concentration (b). 

Figure 6/1 

Diagram of NOx converter efficiency devices 

O2 or Air supply 

Flow-control  valvu 

Flowmeter 

VARIAC 

Flow control solenoid valve 

Ozonator 

Analyser inlet connector 

NO/NO2 supply 

3.6. 

With the ozonator deactivated, the flow of oxygen or synthetic air is also shut off.  
The NO2 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 NOx converter is calculated as follows: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 155 
Annex 2 – Appendix 1 

L 375/377

3.8.  

3.9.  

4.  

4.1. 

4.1.1. 

4.1.2.  

4.2. 

4.2.1. 

4.2.2. 

4.2.2.1. 

The efficiency of the converter shall not be less than 95 per cent. 

The efficiency of the converter shall be tested at least once a week. 

CALIBRATION OF THE CVS SYSTEM 

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 control parameters of the system measured and related to 
the flows. 

Various  types  of  flow-meter  may  be  used,  e.g.  calibrated  venturi,  laminar  flow-
meter,  calibrated  turbine-meter,  provided  that  they  are  dynamic  measurement 
systems and can meet the requirements of paragraphs 4.4.1. and 4.4.2. of Annex 4. 

The  following  paragraphs  give  details  of  methods  of  calibrating  PDP  and  CFV 
units, using a laminar flow-meter, which gives the required accuracy, together with 
a statistical check on the calibration validity. 

Calibration of the positive displacement pump (PDP) 

The following calibration procedure outlines the equipment, the test configuration 
and  the  various  parameters  which  are  measured  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-meter 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  versus  a  correlation  function  which  is  the 
value  of  a  specific  combination  of  pump  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. 

This calibration procedure is based on  the measurement of the  absolute  values of 
the pump and flow-meter parameters that relate the flow rate at each point. Three 
conditions  shall  be  maintained  to  ensure  the  accuracy  and  integrity  of  the 
calibration curve: 

The pump pressures shall be measured at tappings on the pump rather than at the 
external piping on the pump inlet and outlet. 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; 

 
 
 
 
 
  
 
 
 
 
 
 
 
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4.2.2.2. 

4.2.2.3. 

4.2.3. 

4.2.3.1. 

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; 

All  connections  between  the  flow-meter  and  the  CVS  pump  shall  be  free  of  any 
leakage. 

During an exhaust emission test, the measurement of these same pump parameters 
enables the user to calculate the flow rate from the calibration equation. 

Figure  6/2  of  this  appendix  shows  one  possible  test  set-up.  Variations  are 
permissible,  provided  that  they  are  approved  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 shall be found within the limits of precision 
given: 

barometric pessure (corrected)(Pb) 

 0.03 kPa 

ambient temperature (T) 

air temperature at LFE (ETI) 

 0.2 K 

 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 157 
Annex 2 – Appendix 1 

L 375/379

  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 calibration configuration 

EPI

EDP

1
2
3
4
5
6

Filter

ETI

LFE

6
5
4
3
2
1

0
1
2
3
4
5

PTI

Temperature
indicator

PTO

Variable-flow
restrictor

Surge  control
valve (snubber)

PTI

PPO

Revolutions
elapsed time

n
t

Manometer

 
 
 
 
 
 
 
 
 
 
L 375/380

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Official Journal of the European Union

27.12.2006

4.2.4. 

Data analysis 

4.2.4.1.  

4.2.4.2. 

The air flow rate (Qs) at each test point is calculated in standard m3/min. from the 
flow-meter data using the manufacturer's prescribed method. 

The air flow-rate is then converted to pump flow (V0) in m3/rev at absolute pump 
inlet temperature and pressure. 

where: 

V0 = pump flow rate at Tp and Pp 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 pump speed pressure variations at the pump 
and the pump slip rate, the correlation function (x0)  between the pump speed (n), 
the  pressure  differential  from  pump  inlet  to  pump  outlet  and  the  absolute  pump 
outlet pressure is then calculated as follows: 

where: 

x0 = correlation function, 

ȚPp = pressure differential from pump inlet to pump outlet (kPa) 

Pe = absolute outlet pressure (PPO + Pb)(kPa). 

A  linear  least-square  fit  is  performed  to  generate  the  calibration  equations  which 
have the formulae: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 159 
Annex 2 – Appendix 1 

L 375/381

V0 = D0 - M (x0) 

n = A - B (ȚPp) 

D0,  M, A and B are the slope-intercept constants describing the lines. 

Figure 6/3 

CFV-CVS calibration configuration 

EPI

EDP

1
2
3
4
5
6

Filter

6
5
4
3
2
1

0
1
2
3
4
5

Variable-flow
restrictor

ETI

LFE

Thermometer

Vacuum
gauge

Surge  control
valve 

Manometer

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 (D0) 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 V0.  Values of M will 
vary from one pump to another. Calibration is performed at pump start-up and after 
major maintenance. 

 
 
 
 
 
 
 
 
 
 
 
 
L 375/382

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Official Journal of the European Union

27.12.2006

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 inlet 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. 

4.3.3. 

The  manufacturer's  recommended  procedure  shall  be  followed  for  calibrating 
electronic portions of the CFV. 

Measurements for flow calibration of the critical flow venturi are required and the 
following data shall be found within the limits of precision given: 

barometric pressure (corrected) (Pb) 

$ 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 (Qs)  

CFV inlet depression (PPI) 

temperature at venturi inlet (Tv) 

$ 0.5 per cent, 

$Ṟ0.02 kPa, 

$ 0.2 K. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 161 
Annex 2 – Appendix 1 

L 375/383

4.3.4. 

4.3.5. 

4.3.6. 

The equipment shall be set up as shown 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. 

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. 

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 (Qs) 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    Kv  as  a  function  of  venturi  inlet  pressure.  For  sonic  flow,  Kv   will  have  a 
relatively  constant  value.  As  pressure  decreases  (vacuum  increases)  the  venturi 
becomes unchoked and Kv decreases. The resultant Kv changes are not permissible. 

For a minimum of eight points in the critical region, calculate an  average Kv and 
the standard deviation. 

If  the  standard  deviation  exceeds  0.3  per  cent  of  the  average  Kv,  take  corrective 
action. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Official Journal of the European Union

27.12.2006

Annex 4 - Appendix 7 

TOTAL SYSTEM VERIFICATION 

1. 

2. 

2.1. 

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  gas  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. 

Metering a constant flow of pure gas (CO or C3H8) 
using a critical flow orifice device 

A known quantity of pure gas (CO or C3H8) 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 corrected. 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 samples which was known beforehand. 

3.  

Metering a limited quantity of pure gas (CO or C3H8) 
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  cylinder  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  exhaust  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. 

 
 
 
 
 
 
 
 
 
  
 
  
 
 
 
 
27.12.2006

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Official Journal of the European Union

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E/ECE/TRANS/505   
Regulation No. 83 
page 163 
Annex 4 – Appendix 7 

L 375/385

Annex 4 - Appendix 8 

CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS 

1. 

GENERAL PROVISIONS 

Mass emissions of gaseous pollutants shall be calculated by means of the following 
equation: 

where: 

(1)

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 

 =  

Ci 

 =  

humidity  correction  factor  used  for  the  calculation  of  the  mass 
emissions  of  oxides  of  nitrogen.  There  is  no  humidity  correction  for 
HC and CO, 

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. 

1.2.1. 

VOLUME DETERMINATION 

Calculation  of  the  volume  when  a  variable  dilution  device  with  constant  flow 
control by orifice or venturi is used 

Record continuously the parameters showing 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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The  volume  of  diluted  exhaust  gas  measured  in  systems  comprising  a  positive 
displacement pump is calculated with the following formula: 

V = Vo · 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 exhaust-gas volume to standard conditions 

The diluted exhaust-gas volume is corrected by means of the following formula: 

in which: 

where: 

(2) 

(3) 

PB = 

barometric pressure in the test room in kPa, 

P1 = 

Tp = 

vacuum at the inlet to the positive displacement pump in kPa relative to 
the ambient barometric pressure, 

average  temperature  of  the  diluted  exhaust  gas  entering  the  positive 
displacement pump during the test (K). 

1.3. 

CALCULATION  OF 
POLLUTANTS IN THE SAMPLING BAG 

THE  CORRECTED  CONCENTRATION  OF 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 165 
Annex 4 – Appendix 7 

L 375/387

(4) 

where: 

Ci = 

Ce = 

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, 

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 =        

DF =         

DF =             

In these equations: 

CCO2 

 =   

CHC 

CCO 

= 

= 

for petrol and diesel (5a)     

for LPG 

(5b)     

For NG  

(5c) 

concentration  of  CO2  in  the  diluted  exhaust  gas 
contained  in  the  sampling  bag,  expressed  in  per  cent 
volume, 

concentration  of  HC  in  the  diluted  exhaust  gas 
contained  in  the  sampling  bag,  expressed  in  ppm 
carbon equivalent, 

concentration  of  CO  in  the  diluted  exhaust  gas 
contained in the sampling bag, expressed in ppm. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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: 

(6) 

in which: 

where: 

H  = 

absolute humidity expressed in grams of water per kilogram of dry air, 

Ra = 

Pd = 

relative humidity of the ambient air expressed as a percentage, 

saturation vapour pressure at ambient 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: PB = 101.33 kPa, 

relative humidity: Ra = 60 per cent, 

saturation vapour pressure: Pd = 2.81 kPa of H2O at 23 °C. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 167 
Annex 4 – Appendix 7 

L 375/389

1.5.1.2.  

Volume measured and reduced to standard conditions (para. 1.) 

V = 51.961 m3 

1.5.1.3.  

Analyser readings: 

Diluted exhaust sample 
92 ppm 
470 ppm 
70 ppm 
1.6 per cent by volume 

HC (1) 
CO 
NOx 
CO2 
(1) in ppm carbon equivalent 

Dilution-air sample 
3.0 ppm 
0 ppm 
0 ppm 
0.03 per cent by volume 

1.5.2. 

Calculations 

1.5.2.1. 

Humidity correction factor (kH) (see formula 6): 

 H =10.5092 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/390

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1.5.2.2. 

Dilution factor (DF) (see formula (5)) 

1.5.2.3.  

Calculation of the corrected concentration of pollutants in the sampling bag: 

HC, mass emissions (see formulae (4) and (1)) 

Ci 

= Ce - Cd     

Ci 

Ci 

= 92 - 3 (1-)    

= 89.371    

MHC 

= CHC . Vmix . QHC .

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 = 

88.2
d

g/km 

CO, mass emissions (see formula (1)) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 169 
Annex 4 – Appendix 7 

L 375/391

MCO  = CCO . Vmix . QCO .

1
d

QCO = 1.25 

MCO  = 470 · 51.961 · 1.25 · 10-6 · 

1
d

MCO = 

5.30
d

g/km 

NOx mass emissions (see formula (1)) 

MNOx = CNOx · Vmix · QNOx · kH · 

1
d

QNOx 

= 2.05 

MNOx = 70 · 51.961 · 2.05 · 0.9934 · 10-6 · 

1
d

MNOx =  

14.7
d

  g/km 

2. 

SPECIAL PROVISIONS FOR VEHICLES EQUIPPED WITH COMPRESSION-
IGNITION ENGINES 

2.1. 

Determination of HC for compression-ignition engines 

To calculate HC-mass emission for compression-ignition engines, the average HC 
concentration is calculated as follows: 

where: 

(7) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Ce  

= 

= 

integral of the recording of the heated FID over the 
test (t2-t1) 

concentration  of  HC  measured  in  the  diluted 
exhaust  in  ppm  of  Ci  is  substituted  for  CHC  in  all 
relevant equations. 

2.2. 

Determination of particulates 

Particulate emission Mp (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  gases  (see  para.  1.1.),  under  standard 

conditions, 

Vep =  Volume  of  exhaust  gas  flowing  through  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 171 
Annex 4 – Appendix 7 

L 375/393

Annex 5 

TYPE II TEST 
(Carbon monoxide emission test at idling speed) 

1. 

INTRODUCTION 

This annex describes the procedure for the Type II test defined in paragraph 5.3.2. 
of this Regulation. 

2.  

2.1. 

2.2.  

CONDITIONS OF MEASUREMENT 

The  fuel  shall  be  the  reference  fuel,  specifications  for  which  are  given  in 
Annexes 10 and 10a to this Regulation. 

During the test, the environmental temperature 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. 

2.4. 

In the case of vehicles with manually-operated or semi-automatic-shift gearboxes, 
the test shall be carried out with the gear lever in the "neutral" position and with the 
clutch engaged. 

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 the 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  requires  the  removal  of  the  set-stops,  an 
operation which cannot normally be performed 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. 

 
 
 
  
 
  
 
 
 
 
 
 
 
 
 
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2.5.2.  

Determination of measurement points 

2.5.2.1. 

2.5.2.2. 

2.5.2.3. 

A  measurement  at  the  setting  in  accordance  with  the  conditions  fixed  by  the 
manufacturer is performed first; 

For each adjustment component with a continuous variation, a sufficient number of 
characteristic positions shall be determined. 

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 accordance 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 kept 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 adjustment components shall be limited: 

2.5.2.5.1. 

on the one hand, by the larger of the 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 smallest of the following three values: 

the  highest  speed  the  engine  can  attain  by  activation  of  the  idling  speed 
components; 
the speed recommended by the manufacturer, plus 250 revolutions per minute; 
the cut-in speed of automatic clutches. 

2.5.2.6. 

In  addition,  settings  incompatible  with  correct  running  of  the  engine  shall  not  be 
adopted as measurement settings.  In particular,  when the engine is  equipped with 
several carburettors all the carburettors shall have the same setting. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 173 
Annex 4 – Appendix 7 

L 375/395

3.  

3.1. 

3.2. 

SAMPLING OF GASES 

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. 

The  concentration  in  CO  (CCO)  and  CO2  (CCO2)  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 CCO (see paragraph 3.2.) measured according to the formulae 
contained in paragraph 3.3. need not be corrected if the total of the concentrations 
measured (CCO + CCO2) is for four-stroke engines at least: 

(per cent vol.) 

-  
-  
-  

for petrol  15 per cent 
for LPG  13.5 per cent 
11.5 per cent 
for NG 

 
 
 
 
 
  
 
 
 
 
L 375/396

EN

Official Journal of the European Union

27.12.2006

Annex 6 

TYPE III TEST 
(Verifying emissions of crankcase gases) 

1. 

INTRODUCTION 

This annex describes the procedure for the Type III test defined in paragraph 5.3.3. 
of this Regulation. 

GENERAL PROVISIONS 

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. 

The  engines  tested  shall  include  leak-proof  engines  other  than  those  so  designed 
that even a slight leak  may  cause unacceptable  operating faults (such as flat-twin 
engines). 

TEST CONDITIONS 

Idling shall be regulated in conformity with the manufacturer's recommendations. 

The  measurement  shall  be  performed  in  the  following  three  sets  of  conditions  of 
engine operation: 

2.  

2.1. 

2.2. 

3.  

3.1. 

3.2. 

Condition Number 
1 
2 
3 

Vehicle speed (km/h) 
Idling 
50 $ 2 (in 3rd gear or "drive") 
50 $ 2 (in 3rd gear or "drive") 

Condition Number 
1 
2 

3 

Power absorbed by the brake 
Nil 
That corresponding to the setting for 
Type I test at 50 km/h 
That for conditions No. 2, multiplied 
by a factor of 1.7 

 
 
 
 
 
 
 
 
 
 
  
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 175 
Annex 4 – Appendix 7 

L 375/397

4.  

4.1. 

5.  

5.1. 

5.2. 

5.3. 

5.4. 

5.5. 

5.6. 

5.7. 

6. 

6.1. 

6.2. 

6.3. 

6.4. 

TEST METHOD 

For the operation conditions as listed in paragraph 3.2. above, reliable function of 
the crankcase ventilation system shall be checked. 

METHOD  OF  VERIFICATION  OF  THE  CRANKCASE  VENTILATION 
SYSTEM 

The engine's apertures shall be left as found. 

The pressure in the crankcase shall be measured at an appropriate location. It shall 
be measured at the dip-stick hole with an inclined-tube manometer. 

The  vehicle  shall  be  deemed  satisfactory  if,  in  every  condition  of  measurement 
defined in paragraph 3.2. above, the pressure measured in the  crankcase  does not 
exceed the atmospheric pressure prevailing at the time of measurement. 

For  the  test  by  the  method  described  above,  the  pressure  in  the  intake  manifold 
shall be measured to within $1 kPa. 

The  vehicle  speed  as  indicated  at  the  dynamometer  shall  be  measured  to 
within $ 2 km/h. 

The pressure measured in the crankcase shall be measured to within $ 0.01 kPa. 

If  in  one  of  the  conditions  of  measurement  defined  in  paragraph 3.2.  above,  the 
pressure measured in the crankcase exceeds the atmospheric pressure, an additional 
test  as  defined  in  paragraph 6.  below  shall  be  performed  if  so  requested  by  the 
manufacturer. 

ADDITIONAL TEST METHOD 

The engine's apertures shall be left as found. 

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. 

The  bag  shall  be  closed  before  each  measurement.  It  shall  be  opened  to  the 
crankcase  for  five  minutes  for  each  condition  of  measurement  prescribed  in 
paragraph 3.2. above. 

The  vehicle  shall  be  deemed  satisfactory  if,  in  every  condition  of  measurement 
defined in paragraph 3.2. above, no visible inflation of the bag occurs. 

 
  
 
  
 
 
 
 
 
 
 
  
 
 
 
 
L 375/398

EN

Official Journal of the European Union

27.12.2006

6.5.  

6.5.1. 

6.5.2. 

6.5.3. 

Remark 

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: 

Before the test, all apertures other than that required for the recovery of the gases 
shall be closed; 

The  bag  shall  be  placed  on  a  suitable  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. 

 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 177 
Annex 4 – Appendix 7 

L 375/399

TYPE III TEST 

See detail (i)

See detail (i)

(a) Direct recycling at slight vacuum

Crankcase

(b) Indirect recycling at slight vacuum

Take-off

Bag

(i) Connection of take-off bag

Control valve

Vent

Control valve

See detail (i)

(c) D ouble-circuit direct recycling

(d) Venting of crankcase w ith control

valve (the bag must be connected to the vent)

 
 
 
L 375/400

EN

Official Journal of the European Union

27.12.2006

Annex 7 

TYPE IV TEST 
(Determination of evaporative emissions from vehicles 
with positive-ignition engines) 

1. 

INTRODUCTION 

This  annex  describes 
paragraph 5.3.4. of this Regulation. 

the  procedure  of 

the  Type  IV 

test  according 

to 

This  procedure  describes  a  method  for  the  determination  of  the  loss  of 
hydrocarbons  by  evaporation  from  the  fuel  systems  of  vehicles  with  positive-
ignition engines. 

2. 

DESCRIPTION OF TEST 

2.1. 

2.2. 

2.3. 

3. 

3.1. 

3.1.1. 

The  evaporative  emissions  test  (Figure  7/1  below)  is  designed  to  determine 
hydrocarbon  evaporative  emissions  as  a  consequence  of  diurnal  temperatures 
fluctuation, hot soaks during parking, and urban driving. The test consists of these 
phases: 

Test preparation including an urban (Part One) and extra-urban (Part Two) driving 
cycle, 

Hot soak loss determination, 

Diurnal loss determination. 

Mass emissions of hydrocarbons from the hot soak and the diurnal loss phases are 
added up to provide an overall result for the test. 

VEHICLE AND FUEL 

Vehicle 

The vehicle shall be in good mechanical condition and have been run in and driven 
at least 3,000 km before the test.  The evaporative emission control system shall be 
connected  and  have  been  functioning  correctly  over  this  period  and  the  carbon 
canister(s)  shall  have  been  subject  to  normal  use,  neither  undergoing  abnormal 
purging nor abnormal loading. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

3.2. 

3.2.1. 

4. 

4.1. 

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 179 
Annex 4 – Appendix 7 

L 375/401

Fuel 

The  appropriate  reference  fuel  shall  be  used,  as  defined  in  Annex  10  to  this 
Regulation. 

TEST EQUIPMENT FOR EVAPORATIVE TEST 

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  vehicle  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 hydrocarbons.  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 provide a smooth temperature pattern that has 
a  minimum  of  overshoot,  hunting,  and  instability  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-volume 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 

 
 
 
 
 
 
 
  
 
 
 
 
 
L 375/402

EN

Official Journal of the European Union

27.12.2006

integrity  of  the  enclosure  as  specified  in  Appendix 1  to  this  annex  over  the 
specified temperature range. 

Any  method  of  volume  accommodation  shall  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  latching  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 barometric pressure variation during testing. 

4.2.2. 

Fixed-volume enclosure 

4.2.2.1. 

4.2.2.2. 

The fixed-volume enclosure shall be constructed with rigid panels that maintain a 
fixed enclosure volume, and meet the requirements below. 

The enclosure shall be equipped with an outlet flow stream that withdraws air at a 
low, constant rate from the enclosure throughout the test. An inlet flow stream may 
provide make-up air to balance the outgoing flow with incoming ambient air. Inlet 
air  shall  be  filtered  with  activated  carbon  to  provide  a  relatively  constant 
hydrocarbon  level.  Any  method  of  volume  accommodation  shall  maintain  the 
differential  between  the  enclosure  internal  pressure  and  the  barometric  pressure 
between 0 and -5 kPa. 

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 and 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 181 
Annex 4 – Appendix 7 

L 375/403

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) 

 
 
L 375/404

EN

Official Journal of the European Union

27.12.2006

Repeated diurnal heat 
builds to 2-gram 
breakthrough Tstart 
=293K (20°C) 
ȚT = 15K 

Max 
1h 

12 to 
36h 

Max 
2 min 

6 to 
36h 

Max 
7min 

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 
Tstart = 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. 
Tstart = 293 K to 303 (20°- 30°C) 

Type 1:  one Part 1 

Tmin = 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.  
2.  

Evaporative emission control families - details clarified. 
Exhaust emissions may be measured during Type I test drive but these are not used for legislative purposes. 
Exhaust emission legislative test remains separate. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 183 
Annex 4 – Appendix 7 

L 375/405

4.3. 

Analytical systems 

4.3.1. 

Hydrocarbon analyser 

4.3.1.1. 

4.3.1.2. 

4.3.1.3. 

The atmosphere within the chamber is monitored using a hydrocarbon detector of 
the flame ionisation detector (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. 

The  hydrocarbon  analyser  shall  have  a  response  time  to  90  per  cent  of  final 
reading of less than 1.5 seconds. Its stability shall be better than 2 per cent of full 
scale at zero and at 80 $ 20 per cent of full scale over a 15-minute period for all 
operational ranges. 

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 give best resolution over 
the measurement, calibration and leak checking procedures. 

4.3.2. 

Hydrocarbon analyser data recording system 

4.3.2.1. 

4.4. 

4.4.1. 

4.4.2. 

The hydrocarbon analyser shall be fitted with a device to record electrical signal 
output either by strip chart recorder or other 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  diurnal  emission  test  (including  beginning 
and  end  of  sampling  periods  along  with  the  time  elapsed  between  start  and 
completion of each test). 

Fuel tank heating (only applicable for gasoline canister load option) 

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. 

The tank heating device shall 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 

 
 
 
 
 
 
 
 
  
  
 
L 375/406

EN

Official Journal of the European Union

27.12.2006

controlling the fuel temperature to $ 1.5 K of the required temperature during the 
tank heating process. 

Temperature recording 

The temperature in the chamber is recorded 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 enclosure from the vertical centre line of 
each side wall at a height of 0.9 ± 0.2 m. 

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). 

Temperatures  shall,  throughout  the  evaporative  emission  measurements,  be 
recorded or entered into a data processing system at a frequency of at least once 
per minute. 

The accuracy of the temperature recording system shall be within $ 1.0 K and the 
temperature shall be capable of being resolved to $ 0.4 K. 

The  recording  or  data  processing  system  shall  be  capable  of  resolving  time 
to $ 15 seconds. 

Pressure recording 

The  difference  Țp  between  barometric  pressure  within  the  test  area  and  the 
enclosure 
the  evaporative  emission 
measurements, be recorded or entered into a data processing system at a frequency 
of at least once per minute. 

internal  pressure  shall, 

throughout 

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. 

The  recording  or  data  processing  system  shall  be  capable  of  resolving  time 
to $ 15 seconds. 

Fans 

By the use of one or more fans or blowers with the SHED door(s) open it shall be 
possible to reduce the hydrocarbons concentration in the chamber to the ambient 
hydrocarbon level. 

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 

4.5. 

4.5.1. 

4.5.2. 

4.5.3. 

4.5.4. 

4.5.5. 

4.6.  

4.6.1. 

4.6.2. 

4.6.3. 

4.7. 

4.7.1. 

4.7.2. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 185 
Annex 4 – Appendix 7 

L 375/407

4.8. 

4.8.1. 

4.8.2. 

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. 

Gases 

The following pure gases shall be available for calibration and operation: 
Purified synthetic air:  (purity < 1 ppm C1 equivalent, 
%1 ppm CO, %400 ppm CO2, %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 C1 equivalent hydrocarbon, less than 400 ppm CO2), 

Propane (C3H8): 

99.5 per cent minimum purity. 

Butane (C4H10): 

98 per cent minimum purity, 

Nitrogen (N2): 

98 per cent minimum purity. 

Calibration  and  span  gases  shall  be  available  containing  mixtures  of  propane 
(C3H8) and purified synthetic air. The true concentrations of a calibration gas shall 
be  within 2 per cent  of  the  stated  figures.  The  accuracy  of  the  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. 

5.1. 

TEST PROCEDURE 

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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/408

EN

Official Journal of the European Union

27.12.2006

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, 

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. 

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. 

(d) 

(e) 

5.1.2. 

5.1.3. 

The  vehicle  is  taken  into  the  test  area  where  the  ambient  temperature  is 
between 293 and 303 K (20 and 30 °C). 

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 vehicle. Special care shall be taken during this 
step to avoid damage to components and the integrity of the fuel system. 

5.1.3.2. 

The weight of the canister shall be checked. 

5.1.3.3.  

5.1.3.4. 

5.1.3.5.  

5.1.3.6. 

5.1.3.7.  

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). 

The  fuel  temperature  in  the  fuel  tank  shall  be  between  183  K  and  287  K 
(10 and 14 °C). 

The  (external)  fuel  tank  is  heated  from  288  K  to  318  K  (15 to 45 °C)  (1 °C 
increase every 9 minutes). 

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  heating  to  318  K  (45  °C),  the  procedure 
from paragraph 5.1.3.3. above shall be repeated until breakthrough occurs. 

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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 187 
Annex 4 – Appendix 7 

L 375/409

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 preconditioned separately. 

5.1.4.1. 

Canister emissions are measured 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  using  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  purged  for  several  minutes  immediately  before 
the test until a stable background is obtained.  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.  

5.1.5.2. 

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  abnormally  load  the 
evaporative  control  devices  fitted  to  the  vehicle.    Removal  of  the  fuel  cap  is 
normally sufficient to achieve this. 

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  being  refuelled  the  vehicle  shall  be  placed,  with  the  engine 
shut off, in the evaporative emission enclosure. The fuel tank temperature sensor 

 
 
 
 
 
 
 
 
 
 
 
 
 
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EN

Official Journal of the European Union

27.12.2006

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. 

The  fuel  may  be  artificially  heated  to  the  starting  diurnal  temperature  of  293 K 
(20 °C) $ 1 K. 

When  the  fuel  temperature  reaches  at  least  292  K  (19 °C),  the  following  steps 
shall be taken immediately: the purge blower shall be turned off; enclosure doors 
closed  and  sealed;  and  measurement  initiated  of  the  hydrocarbon  level  in  the 
enclosure. 

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  shall  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. 

5.1.5.4. 

5.1.5.5. 

5.1.5.6. 

Tr = To + 0.2333 · t 

where: 

Tr = required temperature (K); 

To = initial temperature (K); 

t  = time from start of the tank heat build in minutes. 

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 temperature 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  the  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 189 
Annex 4 – Appendix 7 

L 375/411

5.1.6.2. 

The  evaporative  emission  canister  shall  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 mixture 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 breakthrough, 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 normal operating condition. 

5.1.7.  

Fuel drain and refill 

5.1.7.1. 

5.1.7.2. 

5.2. 

5.2.1. 

5.3. 

5.3.1. 

The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). This 
shall  be  done  so  as  not  to  abnormally  purge  or  abnormally  load  the  evaporative 
control devices fitted to the vehicle. Removal of the fuel cap is normally sufficient 
to achieve this. 

tank(s) 

The  fuel 
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. 

is  (are)  refilled  with 

test  fuel  at  a 

Preconditioning drive 

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. 

Soak 

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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Official Journal of the European Union

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5.4.1.  

5.4.2. 

5.5. 

5.5.1. 

5.5.2. 

5.5.3. 

5.5.4. 

5.5.5. 

5.5.6. 

After conclusion of the soak period the vehicle is driven through a complete Type 
I test drive as described in Annex 4 (cold start urban and extra urban test). Then 
the  engine  is  shut  off.  Exhaust  emissions  may  be  sampled  during  this  operation 
but the results shall not be used for the purpose of exhaust emission type approval. 

two  minutes  of  completing 

Within 
in 
paragraph 5.4.1. above the vehicle is driven a further conditioning drive consisting 
of  one  urban  test  cycle  (hot  start)  of  a  Type I  test.    Then  the  engine  is  shut  off 
again.  Exhaust emissions need not be sampled during this operation. 

test  drive  specified 

the  Type  I 

Hot soak evaporative emissions test 

Before the completion of the test run the measuring chamber shall be purged for 
several minutes until a stable hydrocarbon background is obtained. The enclosure 
mixing fan(s) shall also be turned on at this time. 

The  hydrocarbon  analyser  shall  be  zeroed  and  spanned  immediately  prior  to  the 
test. 

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  before  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. 

The vehicle shall be pushed or otherwise moved into the measuring chamber with 
the engine switched off. 

The  enclosure  doors  are  closed  and  sealed  gas-tight  within  two  minutes  of  the 
engine being switched off and within seven minutes of the end of the conditioning 
drive. 

The start of a 60 $ 0.5 minute hot soak period begins when the chamber is sealed. 
temperature  and  barometric  pressure  are 
The  hydrocarbon  concentration, 
measured to give the initial readings CHCi, Pi and Ti for the hot soak test.  These 
figures are used in the evaporative emission calculation, paragraph 6. 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  zeroed  and  spanned  immediately  before  the 
end of the 60 $ 0.5 minute test period. 

 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
27.12.2006

EN

5.5.8. 

5.6. 

5.6.1. 

5.7. 

5.7.1.  

5.7.2. 

5.7.3. 

5.7.4. 

5.7.5. 

5.7.6. 

Official Journal of the European Union

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E/ECE/TRANS/505   
Regulation No. 83 
page 191 
Annex 4 – Appendix 7 

L 375/413

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 CHCf, Pf and Tf for the hot soak test 
used for the calculation in paragraph 6. below. 

Soak 

The test vehicle shall be pushed or otherwise moved to the soak area without use 
of  the  engine  and  soaked  for  not  less  than  6 hours  and  not  more  than  36  hours 
between the end of the hot soak test and the start of the diurnal emission test.  For 
soaked  at 
least  6 hours  of 
at 
293 $ 2 K (20 $ 2 °C). 

the  vehicle 

this  period 

shall  be 

Diurnal test 

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 Tstart = 0, as specified in paragraph 5.7.6. 
below. 

The  measuring  chamber  shall  be  purged  for  several  minutes  immediately  before 
the test until a stable background is obtainable.  The chamber mixing fan(s) shall 
also be switched on at this time. 

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 the fuel tank of the test vehicle. 

The  hydrocarbon  analyser  shall  be  zeroed  and  spanned  immediately  before  the 
test. 

The enclosure doors shall be closed and gas-tight sealed. 

Within  10  minutes  of  closing  and  sealing 
the  hydrocarbon 
concentration,  temperature  and  barometric  pressure  are  measured  to  give  the 
initial readings CHCi, Pi and Ti  for the diurnal test. This is the point where time 
Tstart = 0. 

the  doors, 

5.7.7. 

The  hydrocarbon  analyser  shall  be  zeroed  and  spanned  immediately  before  the 
end of the test. 

 
 
 
 
 
 
 
 
 
 
 
 
L 375/414

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Official Journal of the European Union

27.12.2006

5.7.8. 

6. 

6.1. 

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 concentration, temperature  and barometric 
pressure are measured to give the final readings CHCf, Pf and Tf for the diurnal test 
used for the calculation in paragraph 6. This completes the evaporative emission 
test procedure. 

CALCULATION 

The  evaporative  emission  tests  described  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  = 

MHC,i 

= 

CHC 

V 

= 

= 

mass  of  hydrocarbon  exiting  the  enclosure,  in  the  case  of 
fixed-volume  enclosures 
testing 
(grams). 

for  diurnal  emission 

mass  of  hydrocarbon  entering  the  enclosure,  in  the  case  of 
fixed-volume  enclosures 
testing 
(grams). 

for  diurnal  emission 

measured  hydrocarbon  concentration 
(ppm volume in C1 equivalent), 

in 

the  enclosure 

net  enclosure  volume  in  cubic  metres  corrected  for  the 
volume  of  the  vehicle,  with  the  windows  and  the  luggage 
compartment  open.  If  the  volume  of  the  vehicle  is  not 
determined a volume of 1.42 m3 is subtracted. 

T 

=  

ambient chamber temperature, in K, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 193 
Annex 4 – Appendix 7 

L 375/415

P 

H/C 

k 

where: 

i 

f 

H/C 

H/C 

= 

= 

= 

= 

= 

= 

= 

barometric pressure in kPa, 

hydrogen to carbon ratio, 

1.2 . (12 + H/C); 

is the initial reading, 

is the final reading, 

is taken to be 2.33 for diurnal test losses, 

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 = MDI + MHS 

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). 

CONFORMITY OF PRODUCTION 

For  routine  end-of-production-line  testing,  the  holder  of  the  approval  may 
demonstrate  compliance  by  sampling  vehicles  which  shall  meet  the  following 
requirements. 

Test for leakage 

Vents to the atmosphere from the emission control system shall be isolated. 

A pressure of 370 $ 10 mm of H2O shall be applied to the fuel system. 

The pressure shall be allowed to stabilise prior to isolating the fuel system from 
the pressure source. 

7. 

7.1. 

7.2. 

7.2.1. 

7.2.2. 

7.2.3. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/416

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27.12.2006

7.2.4. 

7.3. 

7.3.1. 

7.3.2. 

7.3.3. 

7.3.4. 

7.3.5. 

7.3.6. 

7.4. 

7.4.1. 

7.4.2. 

7.4.3. 

7.4.4. 

7.4.4.1. 

Following  isolation  of  the  fuel  system,  the  pressure  shall  not  drop  by  more 
than 50 mm of H2O in five minutes. 

Test for venting 

Vents to the atmosphere from the emission control shall be isolated. 

A pressure of 370 $ 10 mm of H2O shall be applied to the fuel system. 

The pressure shall be allowed to stabilise prior to isolating the fuel system from 
the pressure source. 

The venting outlets from the emission control systems to the atmosphere shall be 
reinstated to the production condition. 

The  pressure  of  the  fuel  system  shall  drop  to  below  100  mm  of  H20  in  not  less 
than 30 seconds but within two minutes. 

At  the  request  of  the  manufacturer  the  functional  capacity  for  venting  can  be 
demonstrated by equivalent alternative procedure. The specific procedure should 
be  demonstrated  by  the  manufacturer  to  the  technical  service  during  the  type 
approval procedure. 

Purge test 

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 shall be connected via a switching valve to 
the purge inlet, or alternatively. 

The manufacturer may use a flow meter of his own choosing, if acceptable to the 
competent authority. 

The  vehicle  shall  be  operated  in  such  a  manner  that  any  design  feature  of  the 
purge system that could restrict purge operation is detected and the circumstances 
noted. 

Whilst the engine is operating within the bounds noted in paragraph 7.4.3. above, 
the air flow shall be determined by either: 

The device indicated in paragraph 7.4.1. above being 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 system within one minute shall be observed; 
or 

 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 195 
Annex 4 – Appendix 7 

L 375/417

7.4.4.2. 

7.4.4.3. 

7.5. 

7.5.1. 

7.5.2. 

7.6. 

if an alternative flow measuring device is used, a reading of no less than 1.0 litre 
per minute shall be detectable. 

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. 

The competent authority which has granted type approval may at any time verify 
the conformity control methods applicable to each production unit. 

The inspector shall take a sufficiently large sample from the series. 

The  inspector  may  test  these  vehicles  by  application  of  paragraph 8.2.5.  of  this 
Regulation. 

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. 

 
 
 
 
 
 
 
 
L 375/418

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Official Journal of the European Union

27.12.2006

Annex 7 - Appendix 1 

CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION TESTING 

1. 

1.1. 

1.2. 

2. 

2.1. 

CALIBRATION FREQUENCY AND METHODS 

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 are described in this Appendix. 

Normally the series of temperatures which are mentioned first shall be used. The 
series of temperatures within square brackets may alternatively be used. 

CALIBRATION OF THE ENCLOSURE 

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 enclosure shall be latched to a fixed volume 
when the enclosure is held at an ambient 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. 

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. 

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. 

2.1.2. 

2.1.3. 

2.2. 

Determination of chamber background emissions 

This  operation  determines  that  the  chamber  does  not  contain  any  materials  that 
emit  significant  amounts  of  hydrocarbons.  The  check  shall  be  carried  out  at  the 
enclosure's  introduction  to  service,  after  any  operations  in  the  enclosure  which 
may affect background emissions and at a frequency of at least once per year. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

2.2.1. 

2.2.2. 

2.2.3. 

2.2.4. 

2.2.5. 

2.2.6. 

2.2.7. 

2.2.8. 

2.2.9. 

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 197 
Annex 4 – Appendix 7 

L 375/419

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. 

Fixed volume enclosures shall be operated 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. 

The  enclosure  may  be  sealed  and  the  mixing  fan  operated  for  a  period  of  up 
to 12 hours before the 4-hour background sampling period begins. 

The analyser (if required) shall be calibrated, then zeroed and spanned. 

The enclosure shall be purged until a stable hydrocarbon reading is obtained, and 
the mixing fan turned on if not already on. 

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. 

The enclosure is allowed to stand undisturbed with the mixing fan on for a period 
of four hours. 

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 CHCf, Pf, Tf. 

The change in mass of hydrocarbons in the enclosure shall be calculated over the 
time  of 
in  accordance  with  paragraph 2.4.  below  and  shall 
not exceed 0.05 g. 

test 

the 

2.3. 

Calibration and hydrocarbon retention test of the chamber 

The calibration and hydrocarbon retention test in the chamber provides a check on 
the  calculated  volume  in  paragraph 2.1.  above  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  thereafter.    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. 

 
 
 
 
 
 
 
 
 
 
 
 
L 375/420

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27.12.2006

2.3.1. 

2.3.2. 

2.3.3. 

2.3.4. 

2.3.5. 

2.3.6. 

2.3.7. 

2.3.8. 

2.3.9. 

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. 

On  variable-volume  enclosures,  the  enclosure  shall  be  latched  to  the  nominal 
volume  position.    On  fixed-volume  enclosures  the  outlet  and  inlet  flow  streams 
shall be closed. 

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)]. 

the 

enclosure 

(35 $ 2 °C) 
When 
[309 K $ 2 K (36 $ 2 °C)], 
the  background 
concentration, temperature and barometric pressure measured. These are the initial 
readings CHCi, Pi, Ti used in the enclosure calibration. 

308  K  $ 2 K 
is  sealed  and 

at 
stabilises 
the  enclosure 

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. 

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 CHCf, Pf, Tf for the calibration of the enclosure as well as 
the initial readings CHCi, Pi, Ti for the retention check. 

Based on the readings taken according to paragraphs 2.3.4. and 2.3.6. above and 
the  formula  in  paragraph 2.4.  below,  the  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. 

For variable-volume enclosures the enclosure shall be unlatched from the nominal 
volume  configuration.  For  fixed-volume  enclosures,  the  outlet  and  inlet  flow 
streams shall be opened. 

The process is then begun of cycling 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.  (Tolerances  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 CHCf, Pf, Tf for the hydrocarbon retention check. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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page 199 
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2.3.11. 

Using  the  formula  in  paragraph 2.4.  below,  the  hydrocarbon  mass  is  then 
calculated  from  the  readings  taken  in  paragraphs 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  background  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 

V 

T 

P 

K 

where: 

hydrocarbon  concentration  in  the  enclosure  (ppm    carbon 
(Note: ppm carbon = ppm propane x 3)), 

enclosure volume in cubic metres, 

ambient temperature in the enclosure, (K), 

barometric pressure, (kPa), 

17.6; 

i  is the initial reading, 
f   is the final reading. 

3. 

CHECKING OF FID HYDROCARBON ANALYZER 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 response on the most common operating range. 

3.2. 

Calibration of the HC analyser 

The analyser should be calibrated using propane 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)  for  a  particular  hydrocarbon  species  is  the  ratio  of  the 
FID  C1  reading  to  the  gas  cylinder  concentration,  expressed  as  ppm  C1.    The 
concentration  of  the  test  gas  shall  be  at  a  level  to  give  a  response  of 
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  expressed  in  volume.  In  addition  the  gas  cylinder  shall  be 
preconditioned for 24 hours at a temperature 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 taken 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.  The 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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4.2. 

4.3. 

4.4. 

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. 

The  calibration  curve  shall  not  differ  by  more  than  2  per  cent  from  the  nominal 
value of each calibration gas. 

Using  the  coefficients  of  the  polynomial  derived  from  paragraph 3.2.  above,  a 
table of indicated reading against true concentration shall be drawn up in steps of 
no greater than 1 per cent of full scale.  This is to be carried out for each analyser 
range calibrated.  The table shall also contain other relevant data such as: 

(a) 

date  of  calibration,  span  and  zero  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. 

 
 
 
  
 
 
 
 
 
 
 
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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 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24/0 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

Test 

0/24 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

Temperature 
(°Ci) 

Time (hours) 

Temperature 
(°Ci) 

20.0

20.2

20.5

21.2

23.1

25.1

27.2

29.8

31.8

33.3

34.4

35.0

34.7

33.8

32.0

30.0

28.4

26.9

25.2

24.0

23.0

22.0

20.8

20.2

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

35.6

35.3

34.5

33.2

31.4

29.7

28.2

27.2

26.1

25.1

24.3

23.7

23.3

22.9

22.6

22.2

22.5

24.2

26.8

29.6

31.9

33.9

35.1

35.4

35.6

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Annex 8 

TYPE VI TEST 
(Verifying the average exhaust emissions of carbon monoxide 
and hydrocarbons after a cold start 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. 

TEST EQUIPMENT 

Summary 

This chapter deals with the equipment needed for low ambient temperature exhaust 
emission  tests  of  positive-ignition  engined  vehicles.    Equipment  required  and 
specifications  are  equivalent  to  the  requirements  for  the  Type  I  test  as  specified  in 
Annex  4,  with  appendices,  if  specific  requirements  for  the  Type  VI  test  are  not 
prescribed.    Paragraphs  2.2.  to  2.6.  describe  deviations  applicable  to  Type  VI  low 
ambient temperature testing. 

2. 

2.1. 

2.1.1. 

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 vehicle 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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  capacity  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  controlled  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. 

2.4.2. 

The provisions of paragraph 4.3. of  Annex 4 apply, but only  for carbon  monoxide, 
carbon dioxide, and hydrocarbon testing. 

For calibrations of the analytical equipment 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. 

3. 

3.1. 

3.1.1. 

For  equipment  used  for  the  measurement  of  volume,  temperature,  pressure  and 
humidity the provisions in paragraphs 4.4. and 4.6. of Annex 4 apply. 

TEST SEQUENCE AND FUEL 

General requirements 

The  test  sequence  in  Figure  8/1  shows  the  steps  encountered  as  the  test  vehicle 
undergoes  the  procedures  for  the  Type  VI  test.  Ambient  temperature  levels 
encountered by the test vehicle 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 temperature 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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 and 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  dynamometer  the  provisions  of  paragraph  5.1.  of 
Annex 4 apply. 

 
 
 
 
 
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Figure 8/1 

Procedure for low ambient temperature test 

 
 
 
 
 
 
 
 
 
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3.4. 

Test fuel 

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3.4.1. 

The test fuel must comply with the specifications given in paragraph 3. of Annex 10. 

4. 

4.1. 

4.1.1. 

VEHICLE PRECONDITIONING  

Summary 

To  ensure  reproducible  emission  tests,  the  test  vehicles  shall  be  conditioned  in  a 
uniform  manner.  The  conditioning  consists  of  a  preparatory  drive  on  a  chassis 
dynamometer  followed  by  a  soak  period  before  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 the 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  shall  neither  be  abnormally  purged  nor 
abnormally loaded. 

4.2.2. 

The vehicle is moved to the test cell and placed on the chassis dynamometer. 

4.2.3. 

4.2.4. 

4.2.5. 

4.2.6. 

4.2.7. 

The preconditioning consists of the driving cycle according to Annex 4, Appendix 1, 
Figure 1/1, Parts One and Two. At the request of the manufacturer, vehicles with a 
positive-ignition engine may be preconditioned with one Part One and two Part Two 
driving cycles. 

During the preconditioning the test cell temperature shall remain relatively constant 
and not be higher than 303 K (30 °C) 

The  drive-wheel  tyre  pressure  shall  be  set  in  accordance  with  the  provisions  of 
paragraph 5.3.2 of Annex 4. 

Within  ten  minutes  of  completion  of  the  preconditioning,  the  engine  shall  be 
switched off. 

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  additional  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  preconditioning  shall  be 
recorded in the test report. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 period 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 monitored, 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 this 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  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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(-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  engine  shut-down  make  a  complete  low 
ambient  temperature  test,  with  a  total  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  dioxide.  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. 

5.2.1.3. 

For  front-engined  vehicles,  the  fan  shall  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. 

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 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: 

(i) 

area:  at least 0.2 m2, 

 
 
 
 
 
 
 
 
 
 
 
 
 
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(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 vehicles (e.g. vans, off-road) the height of 
the cooling fan may be modified. 

5.2.1.4. 

The  vehicle  speed  as  measured  from  the  dynamometer  roll(s)  shall  be  used 
(paragraph 4.1.4.4. of Annex 4). 

5.2.3. 

5.2.4. 

5.2.5. 

5.2.6. 

5.2.7. 

5.2.8. 

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. 

Humidity  in  the  air  shall  be  kept  low  enough  to  prevent  condensation  on  the 
dynamometer roll(s). 

The dynamometer shall be thoroughly warmed as recommended by the dynamometer 
manufacturer,  and  using  procedures  or  control  methods  that  assure  stability  of  the 
residual frictional power. 

The time between dynamometer warming and the start of the emission test shall be 
no longer than 10 minutes if the dynamometer 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. 

If the dynamometer power is to be adjusted manually, it shall be set within one hour 
prior to the exhaust emission test phase.  The 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. 

Before the emission test driving schedule 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 heating and defrosting devices shall be shut off. 

5.2.10. 

The total driving distance or roller revolutions measured are recorded. 

5.2.11. 

A four-wheel drive vehicle shall be tested 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 primary designed driving mode. 

5.3. 

Performing the test 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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5.3.1. 

5.3.2. 

5.3.3. 

6. 

6.1. 

6.1.1. 

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. 

For  the  analysis  of  the  sampled  emissions  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. 

For the calculations of the mass emissions the provisions of paragraph 8. of Annex 4 
apply. 

OTHER REQUIREMENTS 

Irrational emission control strategy 

Any irrational emission control strategy which results in a reduction in effectiveness 
of the emission control system under normal operating conditions at low temperature 
driving, so far as not covered by the standardised emission tests, may be considered a 
defeat device. 

 
 
 
 
 
 
 
 
 
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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. 

TEST VEHICLE 

The  vehicle  shall  be  in  good  mechanical  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. 

FUEL 

The durability test is conducted with a suitable commercially available fuel. 

VEHICLE MAINTENANCE AND ADJUSTMENTS 

Maintenance,  adjustments  as  well  as  the  use  of  the  test  vehicle's  controls  shall  be 
those recommended by the manufacturer. 

VEHICLE  OPERATION  ON  TRACK,  ROAD  OR  ON  CHASSIS 
DYNAMOMETER 

2. 

2.1. 

3. 

4. 

5. 

5.1. 

Operating cycle 

During operation on track, road or on roller test bench, the distance shall be covered 
according to the driving schedule (Figure 9/1) described below: 

5.1.1. 

the durability test schedule is composed of 11 cycles covering 6 kilometres each, 

5.1.2. 

during  the  first  nine  cycles,  the  vehicle  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, 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 213 
Annex 7 – Appendix 2 

L 375/435

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 seconds 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 

1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 

Cycle speed 
in km/h 

64 
48 
64 
64 
56 
48 
56 
72 
56 
89 
113 

 
 
 
 
 
 
 
 
 
 
 
 
L 375/436

EN

Official Journal of the European Union

27.12.2006

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 approved by the technical service in advance 
of the test and shall have substantially the 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  manufacturer  has  chosen,  the  modified  durability  test 
shall be conducted until the vehicle has covered a minimum of 80,000 km. 

 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 215 
Annex 7 – Appendix 2 

L 375/437

5.4. 

Test equipment 

5.4.1. 

Chassis dynamometer 

5.4.1.1. 

5.4.1.2. 

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. 

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  enable  the  vehicle  to  operate  at  temperatures 
similar to those obtained on road (oil, water, exhaust system, etc.). 

5.4.1.4. 

Certain other test bench 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 necessary, to a different bench 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 every 10,000 km (± 400 km) or more frequently, at 
regular intervals until having covered 80,000 km, exhaust emissions 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 those laid down in paragraph 5.3.1.4. of this 
Regulation. 

In the case of vehicles equipped with periodically regenerating systems as defined in 
paragraph  2.20.  of  this  Regulation,  it  shall  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 (including preconditioning) shall be performed, and the first 
result not taken into account. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/438

EN

Official Journal of the European Union

27.12.2006

All exhaust emissions results shall be plotted as a function of the running distance on 
the system rounded to the nearest kilometre and the best fit straight line fitted by the 
method of least squares shall be drawn through all these data points. 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 actual data point is below the limit. 

 A  multiplicative  exhaust  emission  deterioration  factor  shall  be  calculated  for  each 
pollutant as follows: 

where: 

Mi1  =  mass emission of the pollutant i in g/km interpolated to 6,400 km, 

Mi2  =  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  dividing  one  by  the  other  to  determine  the 
deterioration  factor.    The  result  shall  be  rounded  to  three  places  to  the  right  of  the 
decimal point. 

If a deterioration factor is less than one, it is deemed to be equal to one. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 217 
Annex 7 – Appendix 2 

L 375/439

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 

Parameter 

Unit 

Research octane number, RON 
Motor octane number, MON 
Density at 15 °C 
Reid vapour pressure 
Distillation: 
- initial boiling point 
- evaporated at 100 °C 
- evaporated at 150 °C 
- final boiling point 
Residue 
Hydrocarbon analysis: 
- olefins 
- aromatics 
- benzene 
- saturates 
Carbon/hydrogen ratio 
Induction period 2/ 
Oxygen content 
Existent gum 
Sulphur content 3/ 

kg/m3 
kPa 

°C 
per cent v/v 
per cent v/v 
°C 
per cent v/v 

per cent v/v 
per cent v/v 
per cent v/v 
per cent v/v 

min. 
per cent m/m 
mg/ml 
mg/kg 

Class I copper corrosion 
Lead content 
Phosphorus content 

mg/l 
mg/l 

Limits 1/ 
minimum  maximum 
95.0 
85.0 
748 
56.0 

- 
- 
762 
60.0 

24 
49.0 
81.0 
190 
- 

- 
28.0 
- 
- 
report 
480 
- 
- 
- 

- 
- 
- 

40 
57.0 
87.0 
215 
2 

10 
40.0 
1.0 
balance 
report 
- 
2.3 
0.04 
100 

1 
5 
1.3 

Test Method 

EN 25164 
EN 25163 
ISO 3675 
EN 12 

EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 

ASTM D 1319 
ASTM D 1319 
pr. EN 12177 
ASTM D 1319 

EN-ISO 7536 
EN 1601 
EN-ISO 6246 
pr.  EN 
14596 
EN-ISO 2160 
EN 237 
ASTM D 3231 

ISO/DIS 

___________________ 
1/  The values quoted in the specifications are “true values”.  In establishment of their limit values 
the terms of ISO 4259 “Petroleum products – Determination and application of precision data 
in relation to methods of test” have been applied and in fixing a minimum value, a minimum 
difference of 2R above zero has been taken into account; in fixing a maximum and minimum 
value, the minimum difference is 4R (R = reproducibility). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/440

EN

Official Journal of the European Union

27.12.2006

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. 

 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 219 
Annex 7 – Appendix 2 

L 375/441

1.2.  TECHNICAL  DATA  ON  THE  REFERENCE  FUEL  TO  BE  USED  FOR  TESTING 

VEHICLES EQUIPPED WITH DIESEL ENGINE 

Type:  Diesel fuel 

Parameter 

Unit 

kg/m3 

°C 
°C 
°C 
°C 
°C 
mm2/s 
per cent m/m 
mg/kg 

Cetane number 2/ 
Density at 15 °C 
Distillation: 
 50 per cent point 
 95 per cent point 
- final boiling point 
Flash point 
CFPP 
Viscosity at 40 °C 
Polycyclic aromatic hydrocarbons 
Sulphur content 3/ 
Copper corrosion 
Conradson carbon residue (10 per 
cent DR) 
Ash content 
Water content 
Neutralisation (strong acid) number  mg KOH/g 
Oxidation stability 4/ 
New and better method for poly-
cyclic aromatics under 
development 

per cent m/m 
per cent m/m 

per cent m/m 

per cent m/m 

mg/ml 

Limits 1/ 

minimum 
52.0 
833 

maximum 
54.0 
837 

Test Method 

EN-ISO 5165 
EN-ISO 3675 

245 
345 
- 
55 
- 
2.5 
3 
- 
- 

- 

- 
- 
- 
- 

- 

- 
350 
370 
- 
-5 
3.5 
6.0 
300 
1 

0.2 

0.01 
0.02 
0.02 
0.025 

EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN 22719 
EN 116 
EN-ISO 3104 
IP 391 
Pr. EN-ISO/DIS 14596 
EN-ISO 2160 

EN-ISO 10370 

EN-ISO 6245 
EN-ISO 12937 
ASTM D 974-95 
EN-ISO 12205 

- 

EN 12916 

__________________ 
1/ 
The values quoted in the specifications are “true values”.  In establishment of their limit 
values the terms of ISO 4259 “Petroleum products – Determination and application of precision 
data in relation to methods of test” have been applied and in fixing a minimum value, a minimum 
difference of 2R above zero has been taken into account; in fixing a maximum and minimum 
value, the minimum difference is 4R (R = reproducibility) 

Notwithstanding this measure, which is 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  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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/442

EN

Official Journal of the European Union

27.12.2006

ISO 4259  may  be  used  to  resolve  such  disputes  provided  replicate  measurements,  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. 

Even though oxidation stability is controlled, it is likely that shelf life will be limited.  

4/ 
Advice should be sought from the supplier as to storage conditions and life 

 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 221 
Annex 7 – Appendix 2 

L 375/443

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 

Parameter 

Unit 

Research octane number, RON 
Motor octane number, MON 
Density at 15 °C 
Reid vapour pressure 

kg/m3 
kPa 

Limits 1/ 

minimum 
95.0 
85.0 
740 
56.0 

maximum 
- 
- 
754 
60.0 

Test Method 

EN 25164 
EN 25163 
ISO 3675 
PrEN 
(DVPE) 

ISO  13016-1 

Distillation: 
- Evaporated at 70 °C 
- Evaporated at 100 °C 
- Evaporated at 150 °C 
- final boiling point 
Residue 
Hydrocarbon analysis: 
Olefins 
Aromatics 
Saturates 
Benzene 
Carbon/hydrogen ratio 
Induction period 2/ 
Oxygen content 
Existent gum 
Sulphur content 3/ 
Copper corrosion 
Lead content 
Phosphorus content 

per cent v/v 
per cent v/v 
per cent v/v 
°C 
per cent v/v 

per cent v/v 
per cent v/v 
per cent v/v 
per cent v/v 

minutes 
per cent m/m 
mg/ml 
mg/kg 

mg/l 
mg/l 

24.0 
50.0 
83.0 
190 
- 

- 
29.0 
Report 
- 
Report 
480 
- 
- 
- 
- 
- 
- 

40.0 
58.0 
89.0 
210 
2.0 

10.0 
35.0 

1.0 

- 
1.0 
0.04 
10 
class 1 
5 
1.3 

EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 

ASTM D 1319 
ASTM D 1319 
ASTM D 1319 
pr. EN 12177 

EN-ISO 7536 
EN 1601 
EN-ISO 6246 
ASTM D 5453 
EN-ISO 2160 
EN 237 
ASTM D 3231 

____________ 
1/  The  values  quoted  in  the  specifications  are  “true  values”.  In  establishment  of  their  limit 
values the terms of ISO 4259 “Petroleum products – Determination and application of precision 
data in relation to methods of test” have been applied and in fixing a minimum value, a minimum 
difference  of  2R  above  zero  has  been  taken  into  account;  in  fixing  a  maximum  and  minimum 
value, the minimum difference is 4R (R = reproducibility). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/444

EN

Official Journal of the European Union

27.12.2006

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. 

 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 223 
Annex 7 – Appendix 2 

L 375/445

2.2.  TECHNICAL  DATA  ON  THE  REFERENCE  FUEL  TO  BE  USED  FOR  TESTING 

VEHICLES EQUIPPED WITH DIESEL ENGINE 

Type:  Diesel fuel 

Parameter 

Unit 

Cetane number 2/ 
Density at 15°C 
Distillation: 
 50 per cent point 
 95 per cent point 
- Final boiling point 
Flash point 
CFPP 
Viscosity at 40 °C 
Polycyclic aromatic hydrocarbons 
Sulphur content 3/ 
Copper corrosion 
Conradson carbon residue (10 per 
cent DR) 
Ash content 
Water content 
Neutralisation (strong acid) 
number 
Oxidation stability 4/ 
Lubricity (HFRR wear scan 
diameter at 60 °C) 
FAME 

kg/m3 

°C 
°C 
°C 
°C 
°C 
mm2/s 
per cent m/m 
mg/kg 

per cent m/m 

per cent m/m 
per cent m/m 

mg KOH/g 

mg/ml 
om 

Prohibited 

Limits 1/ 

minimum  maximum 
52.0 
833 

54.0 
837 

245 
345 
- 
55 
- 
2.3 
3.0 
- 
- 

- 

- 
- 

- 

- 
- 

- 
350 
370 
- 
-5 
3.3 
6,0 
10 
Class 1 

0.2 

0.01 
0.02 

0.02 

0.025 
400 

Test Method 

EN-ISO 5165 
EN-ISO 3675 

EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN 22719 
EN 116 
EN-ISO 3104 
IP 391 
ASTM D 5453 
EN-ISO 2160 

EN-ISO 10370 

EN-ISO 6245 
EN-ISO 12937 

ASTM D 974 

EN-ISO 12205 
CEC F-06-A-96 

_____________ 
1/  The  values  quoted  in  the  specifications  are  "true  values".    In  establishment  of  their  limit 
values the terms of ISO 4259 "Petroleum products – Determination and application of precision 
data in relation to methods of test" have been applied and in fixing a minimum value, a minimum 
difference  of  2R  above  zero  has  been  taken  into  account;  in  fixing  a  maximum  and  minimum 
value, the minimum difference is 4R (R = reproducibility). 

Notwithstanding this measure, which is 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/446

EN

Official Journal of the European Union

27.12.2006

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  measurements,  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 supplier as to storage conditions and life 

 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 225 
Annex 7 – Appendix 2 

L 375/447

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 

Parameter 

Unit 

Research octane number, RON 
Motor octane number, MON 
Density at 15 °C 
Reid vapour pressure 

kg/m3 
kPa 

Limits 1/ 

minimum 
95.0 
85.0 
740 
56.0 

maximum 
- 
- 
754 
95.0 

Distillation: 
- Evaporated at 70 °C 
- Evaporated at 100 °C 
- Evaporated at 150 °C 
- final boiling point 
Residue 
Hydrocarbon analysis: 
Olefins 
Aromatics 
Saturates 
Benzene 
Carbon/hydrogen ratio 
Induction period 2/ 
Oxygen content 
Existent gum 
Sulphur content 3/ 
Copper corrosion 
Lead content 
Phosphorus content 

per cent v/v 
per cent v/v 
per cent v/v 
°C 
per cent v/v 

per cent v/v 
per cent v/v 
per cent v/v 
per cent v/v 

minutes 
per cent m/m 
mg/ml 
mg/kg 

mg/l 
mg/l 

24.0 
50.0 
83.0 
190 
- 

- 
29.0 
Report 
- 
Report 
480 
- 
- 
- 
- 
- 
- 

40.0 
58.0 
89.0 
210 
2.0 

10.0 
35.0 

1.0 

- 
1,0 
0.04 
10 
Class 1 
5 
1.3 

Test Method 

13016-1 

EN 25164 
EN 25163 
ISO 3675 
prEN 
(DVPE) 

ISO 

EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 

ASTM D 1319 
ASTM D 1319 
ASTM D 1319 
pr. EN 12177 

EN-ISO 7536 
EN 1601 
EN-ISO 6246 
ASTM D 5453 
EN-ISO 2160 
EN 237 
ASTM D 3231 

_____________ 
1/ 
The  values  quoted  in  the  specifications  are  “true  values”.    In  establishment  of  their  limit 
values the terms of ISO 4259 “Petroleum products – Determination and application of precision 
data in relation to methods of test” have been applied and in fixing a minimum value, a minimum 
difference  of  2R  above  zero  has  been  taken  into  account;  in  fixing  a  maximum  and  minimum 
value, the minimum difference is 4R (R = reproducibility). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/448

EN

Official Journal of the European Union

27.12.2006

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. 

The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise 

2/ 
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. 

 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 227 
Annex 7 – Appendix 2 

L 375/449

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 
Composition: 
C3-content 
C4-content 
< C3 , >C4  
Olefins 
Evaporation residue 
Water at 0C 
Total sulphur content 
Hydrogen sulphide 
Copper strip corrosion 
Odour 
Motor octane number 

Unit 

Fuel A 

Fuel B 

Test method 
ISO 7941 

per cent vol  30 ± 2 
per cent vol  balance 
per cent vol  max. 2 
per cent vol  max. 12 
max. 50 
mg/kg 
free 
max. 50 
none 
Class 1 
characteristic  characteristic 
min. 89 

85 ± 2 
balance 
max. 2 
max. 15 
max. 50 
free 
max. 50 
none 
class 1 

min. 89 

mg/kg 

rating 

ISO 13757 
visual inspection 
EN 24260 
ISO 8819 
ISO 6251 1/ 

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 such 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

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: 
C3-content 
C4-content 
< C3 , >C4  
Olefins 
Evaporation residue 
Water at 0 C 
Total sulphur content 
Hydrogen sulphide 
Copper strip corrosion 
Odour 
Motor octane number 

per cent vol 
per cent vol 
per cent vol 
per cent vol 
mg/kg 

mg/kg 

Rating 

30 ± 2 
balance 
max. 2 
max. 12 
max. 50 
free 
max. 10 
none 
class 1 
characteristic 
min. 89 

85 ± 2 
balance 
max. 2 
max. 15 
max. 50 
free 
max. 10 
none 
class 1 
characteristic 
min. 89 

ISO 7941 

ISO 13757 
Visual inspection 
EN 24260 
ISO 8819 
ISO 6251 1/ 

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 such compounds for the sole purpose of biasing the 
test method is prohibited 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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EN

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E/ECE/TRANS/505   
Regulation No. 83 
page 229 
Annex 7 – Appendix 2 

L 375/451

1.2. 

TECHNICAL DATA OF THE NG REFERENCE FUELS 

Characteristics 

Units 

Basis 

Limits 

min. 

max. 

Test Method 

Reference fuel G20 
Composition: 
Methane 
Balance 1/ 
N2 
Sulphur content 
Wobbe Index (net) 
Reference fuel G25 
Composition: 
Methane 
Balance 1/ 
N2 
Sulphur content 
Wobbe Index (net) 

- 

per cent mole 100 
per cent mole
per cent mole
mg/m3  2/ 
MJ/m3  3/ 

- 
48.2 

- 

per cent mole 86 
per cent mole
per cent mole 14 
mg/m3  2/ 
MJ/m3  3/ 

- 
39.4 

99 
- 

- 
47.2 

84 
- 
12 
- 
38.2 

100 
1 

10 
49.2 

88 
1 
16 
10 
40.6 

ISO 6974 
ISO 6974 
ISO 6974 
ISO 6326-5 

ISO 6974 
ISO 6974 
ISO 6974 
ISO 6326-5 

____________ 
1/   

Inerts (different from N2) + C2 +C2+ 

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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Annex 11 

ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES 

1. 

INTRODUCTION 

This annex applies to the functional aspects of on-board diagnostic (OBD) system for 
the emission control of motor vehicles. 

2. 

DEFINITIONS 

For the purposes of this annex: 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

2.7. 

2.8. 

"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. 

"Vehicle  type"  means  a  category  of  power-driven  vehicles  which  do  not  differ  in 
such essential engine and OBD system characteristics. 

"Vehicle family" means a manufacturer's grouping of vehicles which, through their 
to  have  similar  exhaust  emission  and  OBD  system 
design,  are  expected 
characteristics. Each vehicle of this family shall have complied with the requirements 
of this Regulation as defined in Appendix 2 to this annex. 

"Emission  control  system"  means  the  electronic  engine  management  controller  and 
any emission-related component in the exhaust or evaporative system which supplies 
an input to or receives an output from this controller. 

"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 OBD system, or the OBD system itself. 

"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 

"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. 

"Engine  misfire"  means  lack  of  combustion  in  the  cylinder  of  a  positive-ignition 
engine due to absence of spark, poor fuel metering, poor compression or any other 
cause.  In  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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 231 
Annex 7 – Appendix 2 

L 375/453

2.9. 

2.10. 

2.11. 

2.12. 

2.13. 

2.14. 

2.15. 

2.16. 

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. 

"Type  I  test"  means  the  driving  cycle  (Parts  One  and  Two)  used  for  emission 
approvals, as detailed in Annex 4, Appendix 1. 

 A  "driving  cycle"  consists  of  engine  start-up,  driving  mode  where  a  malfunction 
would be detected if present, and engine shut-off. 

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). 

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. 

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 proportion of engine capacity that is being used 
(with wide open throttle as 100 per cent);  

"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  vehicle  to  a  level  above  the  limits  given  in 
paragraph 3.3.2. of this annex. 

"Power take-off unit" means an engine-driven output provision for the purposes of 
powering auxiliary, vehicle mounted, equipment. 

"Access"  means  the  availability  of  all  emission-related  OBD  data  including  all 
fault codes required for the inspection, diagnosis, servicing or repair of emissions-
related  parts  of  the  vehicle,  via  the  serial  interface  for  the  standard  diagnostic 
connection (pursuant to Appendix 1 to this annex, paragraph 6.5.3.5.). 

2.17. 

"Unrestricted" means: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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2.17.1. 

2.17.2. 

2.18. 

2.19. 

2.20. 

3. 

3.1. 

access not dependent on an access code obtainable only from the manufacturer, or 
a similar device, or 

access allowing evaluation of the data produced  without the need for any unique 
decoding information, unless that information itself is standardised. 

"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 harmonisation in the motor vehicle industry, and 
whose use is expressly permitted in this Regulation. 

"Repair  information"  means  all  information  required  for  diagnosis,  servicing, 
inspection,  periodic  monitoring  or  repair  of  the  vehicle  and  which  the 
manufacturers provide for their authorised dealers/repair shops.  Where necessary, 
such  information  shall  include  service  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 shall not be improperly withheld. 

"Deficiency"  means,  in  respect  of  vehicle  OBD  systems,  that  up  to  two  separate 
components  or  systems  that  are  monitored  contain  temporary  or  permanent 
operating  characteristics  that  impair  the  otherwise  efficient  OBD  monitoring  of 
those components or systems or do not meet all of the other detailed requirements 
for  OBD.    Vehicles  may  be  type-approved,  registered  and  sold  with  such 
deficiencies according to the requirements of paragraph 4. of this annex. 

REQUIREMENTS AND TESTS 

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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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EN

3.1.1. 

3.1.2. 

Official Journal of the European Union

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E/ECE/TRANS/505   
Regulation No. 83 
page 233 
Annex 7 – Appendix 2 

L 375/455

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 paragraph 6.5.3.4. of Appendix 1 to this annex. 

No  later  than  three  months  after  the  manufacturer  has  provided  any  authorised 
dealer  or  repair  shop  with  repair  information,  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, constructed and installed in a vehicle as to 
enable  it  to  comply  with  the  requirements  of  this  annex  during  conditions  of 
normal use. 

3.2.1. 

Temporary disablement of the OBD system 

3.2.1.1. 

3.2.1.2. 

A manufacturer may disable the OBD system if its ability to monitor is affected by 
low fuel levels. Disablement shall not occur when the fuel tank level is above 20 
per cent of the nominal capacity of the fuel tank. 

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  manufacturer  submits  data  and/or  an  engineering  evaluation 
which  adequately  demonstrate  that  monitoring  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  evaluation  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 misfire 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. 

 
 
 
 
 
 
 
 
 
 
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3.2.2.2. 

3.3. 

3.3.1. 

When a manufacturer can demonstrate to the authority that the detection of higher 
levels  of  misfire  percentages  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. 

Description of tests 

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) 

all 
RM < 1305 
1305 < RM ṥ 
< 1760 
1760 < RM 

Mass of carbon 
monoxide 
(CO) 
L1 
(g/km) 

Mass of total 
hydrocarbons 
(THC) 
L2 
(g/km) 

Mass of oxides 
of nitrogen 
(NOx) 
L3 
(g/km) 

Petrol 
3.20 
3.20 
5.80 

Diesel 
3.20 
3.20 
4.00 

Petrol 
0.40 
0.40 
0.50 

Diesel 
0.40 
0.40 
0.50 

Petrol 
0.60 
0.60 
0.70 

Diesel 
1.20 
1.20 
1.60 

Mass of 
particulates (1) 
(PM) 
L4 
(g/km) 
Diesel 
0.18 
0.18 
0.23 

7.30 

4.80 

0.60 

0.60 

0.80 

1.90 

0.28 

Category 
M(2) 

N1(3) 

Class 
- 
I 
II 

III 

(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  paragraph 3.3.2.  the  OBD  system  shall,  at  a 
minimum, monitor for: 

 
 
 
 
 
 
 
 
 
 
 
   
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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page 235 
Annex 7 – Appendix 2 

L 375/457

3.3.3.1. 

reduction in the efficiency of the catalytic 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  powertrain  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 paragraph 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  system  electronic  fuel  quantity  and  timing  actuator(s)  is/are 
monitored for circuit continuity and total functional failure; 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3.3.4.4. 

3.3.4.5. 

3.3.5. 

3.4.  

3.5. 

3.5.1. 

3.5.2. 

Other emission control system components or systems, or emission-related power-
train  components  or  systems,  which  are  connected  to  a computer,  the  failure  of 
which  may  result 
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  manifold  pressure  (and  relevant  sensors  to  enable  these 
functions to be carried out). 

in  exhaust  emissions  exceeding 

limits  given 

the 

Unless  otherwise  monitored,  any  other  emission-related  power-train  component 
connected to a computer shall be monitored for circuit continuity. 

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. 

A  sequence  of  diagnostic  checks  shall  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 way that they all occur under normal driving 
as represented by the Type I test. 

Activation of malfunction indicator (MI) 

The  OBD  system  shall  incorporate  a  malfunction  indicator  readily  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  emission-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. 

For strategies requiring more than two preconditioning cycles for MI activation, the 
manufacturer must provide data 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  emission  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 requirements 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. 

 
 
 
 
 
 
 
 
 
 
 
 
                                                 
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Regulation No. 83 
page 237 
Annex 7 – Appendix 2 

L 375/459

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  after  engine  starting  if  no  malfunction  has 
previously been detected. 

The  OBD  system  must  record  fault  code(s)  indicating  the  status  of  the 
 emission control system.  Separate status codes must be used to identify correctly 
 functioning  emission  control  systems  and  those  emission  control  systems  which 
need further vehicle operation to be fully evaluated.  If the MI is activated due to 
deterioration or malfunction 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. 

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/ 

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. 

Extinguishing the MI 

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 the 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  driving  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. 

For  all  other  malfunctions,  the  MI  may  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. 

3.6. 

3.6.1. 

3.6.2. 

3.7. 

3.7.1. 

3.7.2. 

3.8. 

Erasing a fault code 

This requirement is only applicable from 1 January 2003 to new types of vehicles with an 

2/ 
electronic speed input to the engine management.  It applies to all vehicles entering into service 
from 1 January 2005. 

 
 
 
 
 
 
 
 
 
 
 
                                                 
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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 indicator (MI) (see paragraph 3.5. of this annex); 
fault code storage (see paragraph 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. 

REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-BOARD 
DIAGNOSTIC SYSTEMS 

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. 

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,  technical  feasibility,  lead  time  and  production 
cycles  including  phase-in  or  phase-out  of  engines  or  vehicle  designs  and 
programmed upgrades of computers, the extent 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. 

The authority will not accept any deficiency request that includes the complete lack 
of a required diagnostic monitor. 

The authority will not accept any deficiency request that does not respect the OBD 
threshold limits in paragraph 3.3.2. 

4. 

4.1. 

4.2. 

4.2.1. 

4.2.2. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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EN

4.3. 

4.4. 

4.5. 

4.5.1. 

4.5.2. 

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Regulation No. 83 
page 239 
Annex 7 – Appendix 2 

L 375/461

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. 

Prior to or at the time of type-approval, no deficiency shall be granted in respect of 
the requirements of paragraph 6.5., except paragraph 6.5.3.4. of Appendix 1 to this 
annex.  This paragraph does not apply to bi-fuelled gas vehicles. 

Bi-fuelled gas vehicles 

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 annex 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, independent 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. 

Notwithstanding  the  requirements  of  paragraph  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 signals for both fuel types corresponding to 
the  evaluation  on  mono-fuelled  gas  vehicles,  and  independent  of  the  fuel 
currently in use); 

selection  of  one  set  of  diagnostic  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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4.6. 

4.6.1. 

4.6.1.1. 

4.6.2. 

4.7. 

5. 

5.1. 

5.2. 

Deficiency period 

A deficiency may be carried-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  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. 

In  the  case  of  a  bi-fuelled  gas  vehicle,  a  deficiency  granted  in  accordance  with 
paragraph 4.5. may be carried-over for a period 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  additional  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. 

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 may be carried-over for a period of two years 
after  the  date  of  notification  to  the  administrative  department  unless  it  can  be 
adequately  demonstrated  that  substantial  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. 

The authority shall notify its decision in granting a deficiency request to all other 
Parties to the 1958 Agreement applying this Regulation. 

ACCESS TO OBD INFORMATION 

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 manufacture 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. 

Upon request, the administrative departments shall make Appendix 1 of  Annex 2 
containing the relevant information on the OBD system available to any interested 
components,  diagnostic 
test  equipment  manufacturer  on  a  non-
discriminatory basis. 

tools  or 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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5.2.1. 

If a administrative department receives a request from any interested components, 
diagnostic  tools  or  test  equipment  manufacturer  for  information  on  the  OBD 
system  of  a  vehicle  that  has  been  type-approved  to  a  previous  version  of 
Regulation,  

the administrative department shall, within 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.    The  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 
the 
administrative  departments  of  the  Contracting  Parties  and  the  administrative 
department  which  granted 
this 
information to Annex 1 of the vehicle type-approval information. 

type-approval  shall  attach 

the  original 

information 

transmit 

this 

to 

5.2.2. 

5.2.3. 

This requirement shall not invalidate any  approval 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.  

Information can only be requested for replacement or service components that are 
subject to UNECE type-approval, or for components that form part of a system that 
is subject to UNECE type-approval. 

The  request  for  information  must  identify  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 replacement  or retrofit parts or components or 
diagnostic tools or test equipment. 

 
 
 
 
 
 
 
 
 
 
 
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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 method for checking the function of the on-
board  diagnostic  (OBD)  system  installed  on  the  vehicle  by  failure  simulation  of 
relevant systems in the engine management or emission control system. It also sets 
procedures for determining the durability of OBD systems. 

The manufacturer shall make available the defective components 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 defective 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. 

DESCRIPTION OF TEST 

The testing of OBD systems consists of the following phases: 

simulation of malfunction of a component of the engine management or emission 
control system, 

preconditioning  of  the  vehicle  with  a  simulated  malfunction  over  preconditioning 
specified in paragraph 6.2.1. or paragraph 6.2.2. 

driving  the  vehicle  with  a  simulated  malfunction  over  the  Type  I  test  cycle  and 
measuring the emissions of the vehicle, 

determining  whether  the  OBD  system  reacts  to  the  simulated  malfunction  and 
indicates malfunction in an appropriate manner to the vehicle driver. 

Alternatively,  at  the  request  of  the  manufacturer,  malfunction  of  one  or  more 
components  may  be  electronically  simulated  according  to  the  requirements  of 
paragraph 6. below. 

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  cycle  would  impose  restrictive  monitoring 
conditions when the vehicle is used in service. 

2. 

2.1.  

2.1.1. 

2.1.2. 

2.1.3. 

2.1.4. 

2.2. 

2.3. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3. 

3.1. 

TEST VEHICLE AND FUEL 

Vehicle 

The test vehicle shall meet the requirements of paragraph 3.1. of Annex 4. 

3.2. 

Fuel 

The appropriate reference fuel as described 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 Annex 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. 

TEST TEMPERATURE AND PRESSURE 

The test temperature and pressure shall meet the requirements of the Type I test as 
described in Annex 4. 

TEST EQUIPMENT 

Chassis dynamometer 

The chassis dynamometer shall meet the requirements of Annex 4. 

OBD TEST PROCEDURE 

The  operating  cycle  on  the  chassis  dynamometer  shall  meet  the  requirements  of 
Annex 4. 

Vehicle preconditioning 

According  to  the  engine  type  and  after  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. 

4. 

4.1. 

5. 

5.1. 

6. 

6.1. 

6.2. 

6.2.1. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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. 

6.3.1.2. 

6.3.1.3. 

6.3.1.4. 

6.3.1.5. 

Replacement  of  the  catalyst  with  a  deteriorated  or  defective  catalyst  or  electronic 
simulation of such a failure. 

Engine misfire conditions according to the conditions for misfire monitoring given 
in paragraph 3.3.3.2. of Annex 11. 

Replacement of the oxygen sensor with a deteriorated or defective oxygen sensor 
or electronic simulation of such a failure. 

Electrical  disconnection  of  any  other  emission-related  component  connected  to  a 
power-train management computer (if active on the selected fuel type). 

Electrical  disconnection  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. 

6.3.2.2. 

6.3.2.3. 

6.3.2.4. 

6.3.2.5. 

Where fitted, replacement of the catalyst with a deteriorated or defective catalyst or 
electronic simulation of such a failure. 

Where fitted, total removal of the particulate trap or, where sensors are an integral 
part of the trap, a defective trap assembly. 

Electrical disconnection of any fuelling system electronic fuel quantity and timing 
actuator. 

Electrical  disconnection  of  any  other  emission-related  component  connected  to  a 
power-train management computer. 

In  meeting  the  requirements  of  paragraphs 6.3.2.3.  and  6.3.2.4.,  and  with  the 
agreement of the approval authority, the manufacturer shall take 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: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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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 this 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. 

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 paragraph 3.3.2. of Annex 11. 

An  induced  misfire  condition  according  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. 

Replacement of an oxygen sensor with a deteriorated or defective oxygen sensor or 
electronic  simulation  of  a  deteriorated  or  defective  oxygen  sensor  that  results  in 
emissions exceeding any of the limits given in paragraph 3.3.2. of Annex 11. 

Electrical  disconnection  of  the  electronic  evaporative  purge  control  device  (if 
equipped and if active on the selected fuel type). 

Electrical  disconnection  of  any  other  emission-related  power-train  component 
connected to a computer that results in emissions exceeding any of the limits given 
in paragraph 3.3.2. of this annex (if active on the selected fuel type). 

6.4.1.2. 

6.4.1.3. 

6.4.1.4. 

6.4.1.5. 

6.4.1.6. 

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 this 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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6.4.2.3. 

6.4.2.4. 

6.4.2.5. 

Where fitted, total removal of the particulate trap or replacement of the particulate 
trap  with  a  defective  particulate  trap  meeting  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. 

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 paragraph 3.3.2. of Annex 11. 

With  reference  to  paragraph 6.3.2.5.,  disconnection  of  any  other  emission-related 
power-train component connected to a computer 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. 

6.5.1.2. 

Upon determination of the first malfunction 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  misfire  malfunction  occur,  any  previously 
stored  freeze-frame  conditions  shall  be  replaced  by  the  fuel  system  or  misfire 
conditions (whichever occurs first).  Stored 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 effective repairs for freeze-frame 
storage.  Only one frame of data is required.  Manufacturers may choose to store 
additional frames provided that at least the required frame can be read by a generic 
scan tool meeting the specifications of paragraphs 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. 

If  available,  the  following  signals  in  addition  to  the  required  freeze-frame 
information  shall  be  made  available  on  demand  through  the  serial  port  on  the 
standardised  data  link  connector,  if  the  information  is  available  to  the  on-board 
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,  other),  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
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6.5.1.3. 

6.5.1.4. 

6.5.1.5. 

6.5.2.  

6.5.3. 

For  all  emission  control  systems  for  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  excepted  above,  a  pass/fail  indication  for  the 
most recent test results shall be available through the data link connector. 

The  OBD  requirements  to  which  the  vehicle  is  certified  (i.e.  Annex  11  or  the 
alternative requirements specified in paragraph 5.) and the major emission control 
systems monitored by the OBD system consistent 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. 

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 number shall be provided in a standardised 
format. 

The  emission  control  diagnostic  system  is  not  required  to  evaluate  components 
during malfunction if such evaluation would result in a risk to safety or component 
failure. 

The  emission  control  diagnostic  system  must  provide  for  standardised  and 
unrestricted  access  and  conform  with  the  following  ISO  standards  and/or  SAE 
specification. 

6.5.3.1. 

One of the following standards with the restrictions as described 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 interchange 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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6.5.3.2. 

6.5.3.3. 

6.5.3.4. 

6.5.3.5. 

Test  equipment  and  diagnostic  tools  needed  to  communicate  with  OBD systems 
must meet or exceed the functional specification given in ISO DIS 15031-4 "Road 
vehicles  –  Communication  between  vehicle  and  external  test  equipment  for 
emissions-related  diagnostics  –  Part  4:  External  test  equipment",  dated  1 
November 2001. 

Basic diagnostic data,  (as specified in paragraph  6.5.1.) and bi-directional control 
information  must  be  provided  using 
in 
ISO DIS 15031-5  "Road  vehicles  –  Communication  between  vehicle  and  external 
test  equipment  for  emissions-related  diagnostics  –  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  format  and  units  described 

The  vehicle  manufacturer  shall  provide  to  a  national  standardisation  body  the 
details of any emission-related 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. 

When  a  fault  is  registered,  the  manufacturer  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  between  vehicle  and  external  test 
equipment  for  emissions-related  diagnostics  –  Part  6:  Diagnostic  trouble  code 
definitions”, relating to “emission related system diagnostic trouble codes”.  If such 
identification  is  not  possible,  the  manufacturer  may  use  diagnostic  trouble  codes 
according to Sections 5.3. and 5.6. of ISO 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-related 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. 

The  connection  interface  between  the  vehicle  and  the  diagnostic  tester  must  be 
standardised  and  must  meet  all  the  requirements  of  ISO DIS 15031-3  "Road 
vehicles  –  Communication  between  vehicle  and  external  test  equipment  for  
emissions-related diagnostics – Part 3: Diagnostic connector and 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  protected  from  tampering  by  non-qualified 
personnel. 

6.6. 

Specific  requirements  regarding  the  transmission  of  diagnostic  signals  from  bi-
fuelled gas vehicles. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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For bi-fuelled gas vehicles, where the diagnostic signals of the different fuel 
systems  are  stored  in  the  same  computer,  the  diagnostic  signals  for  the 
operation  on  petrol  and  for  the  operation  on  gas  shall  be  evaluated  and 
transmitted independently of each other. 

For bi-fuelled gas vehicles, where the diagnostic signals of the different fuel 
systems  are  stored  in  the  separate  computers,  the  diagnostic  signals  for  the 
operation  on  petrol  and  for  the  operation  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  –  Communication  between  vehicles  and 
external test equipment for emissions-related diagnostics – Part 5: Emissions-
related diagnostic services", dated 1 November 2001." 

 
 
 
 
 
 
 
 
 
 
 
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Annex 11 - Appendix 2 

ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY 

1. 

PARAMETERS DEFINING THE OBD FAMILY 

The  OBD  family  may  be  defined  by  basic  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 
the  same  engine/emission  control/OBD  system 
considered 
combination. 

to  belong 

to 

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. oxidation, 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  monitoring,  malfunction  detection  and 
malfunction indication to the vehicle driver. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 251 
Annex 7 – Appendix 2 

L 375/473

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 requirements that apply in the case of an approval 
of  a  vehicle  that  runs  on  LPG  or  natural  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. 

2.2. 

2.2.1. 

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 possible to have more than one parent vehicle 
in a family. 

Member of the family 

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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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If the gas fuelling system has an individual metering per cylinder: 

It has a certified power output per cylinder between 0.7 and 1.15 times that of 
the parent vehicle. 

(d) 

If  fitted  with  a  catalyst,  it  has  the  same  type  of  catalyst  i.e.  three  way, 
oxidation, de-NOx. 

(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 injection (single point, multipoint). 

(f)  This  gas  fuelling  system  is  controlled  by  an  ECU  of  the  same  type  and 
technical  specification,  containing  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 members of the same family with the exception of their 
certified power output, respectively P1 and P2 (P1 < P2), and both are tested as if 
were  parent  vehicles  the  family  relation  will  be  considered  valid  for  any  vehicle 
with a certified power output between 0.7 P1 and 1.15 P2. 

3. 

GRANTING OF A TYPE APPROVAL 

Type approval is granted subject to the following requirements: 

3.1. 

Exhaust emissions approval 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. 

3.1.1.1. 

The parent vehicle(s) shall be tested in the test Type I on the two extreme reference 
fuels of Annex 10a. 

If the transition from one fuel to another is in practice aided through the use of a 
switch, this switch shall not be used during 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 paragraph 5.3.1. of Annex 4 may be extended. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 253 
Annex 7 – Appendix 2 

L 375/475

3.1.2. 

3.1.3. 

The  vehicle(s)  is  (are)  considered  to  conform  if,  with  both  reference  fuels,  the 
vehicle complies with the emission limits. 
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) 

or LPG only 
(Approval D) 

NG and petrol 
(Approval B) 

or NG only 
(Approval D) 

Fuel A 

Fuel B 

Fuel G 20 

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: 

The  vehicle  complies  with  the  definition  of  a  family  member  as  defined  under 
paragraph 2.2. above. 

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. 

The  vehicle  shall  comply  with  the  emission  limits  valid  for  the  relevant  category 
for both measured and calculated emissions. 

If repeated tests are made on the same engine the results on reference fuel G20, or 
A, and those on reference fuel G25, or B, shall first be averaged; the "r" factor shall 
then be calculated from these averaged results. 

3.2.1. 

3.2.2. 

3.2.3. 

3.2.4. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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4. 

4.1. 

GENERAL CONDITIONS 

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. 

 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 255 
Annex 7 – Appendix 2 

L 375/477

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 with 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.  Accordingly, 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 defined periodically regenerating systems. 

2.1.1. 

Identical parameters are: 

Engine: 

(a) 

Combustion process.  

Periodically regenerating system (i.e. catalyst, particulate trap): 

(a) 

(b) 
(c) 
(d) 
(e) 

Construction (i.e. type of enclosure, type of precious metal, type of substrate, 
cell density), 
Type and working principle, 
Dosage and additive system, 
Volume ±10 per cent, 
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  Ki  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 extended to other vehicles in the family group with a reference 
mass  within  the  next  two  higher  equivalent  inertia  classes  or  any  lower  equivalent 
inertia. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3. 

TEST PROCEDURE 

The  vehicle  may  be  equipped  with  a  switch  capable  of  preventing  or  permitting  the 
regeneration  process  provided  that  this  operation  has  no  effect  on  original  engine 
calibration.    This  switch  shall  be  permitted  only  for  the  purpose  of  preventing 
regeneration during loading of the regeneration system and during the pre-conditioning 
cycles. However, it shall not be used during 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 two cycles where regenerative phases occur 

Average emissions between regeneration phases and during loading of the regenerative 
device  shall  be  determined  from  the  arithmetic  mean  of  several  approximately 
equidistant  (if  more  than  2)  Type  I  operating  cycles  or  equivalent  engine  test  bench 
cycles.    As  an  alternative    the  manufacturer  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  prior  to  a  regeneration  phase.    All  emissions 
measurements  and  calculations  shall  be  carried  out  according  to  Annex  4, 
paragraphs 5., 6., 7. and 8. 

3.1.2. 

3.1.3. 

The loading process and Ki determination shall be made during the Type  I operating 
cycle, on a chassis dynamometer or on an  engine 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.  

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  Annex  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,  depending  on  the  loading  procedure  chosen  in 
paragraph 3.1.2. above. 

3.2.2. 

The test and vehicle conditions for the Type I test described in Annex 4  apply before 
the first valid emission test is carried out. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 257 
Annex 7 – Appendix 2 

L 375/479

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 manufacturer and the type approval authority. 

3.2.4. 

3.2.5. 

A cold-start exhaust emission test including a regeneration process 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. 

If  the  regeneration  process  requires  more  than  one  operating  cycle,  subsequent  test 
cycle(s) shall be driven immediately, without switching the engine off, until complete 
regeneration has been achieved (each cycle shall be completed).  The time necessary to 
set up a new test should be as short as possible  (e.g. particular matter filter change).  
The engine must be switched off during this period.  

3.2.6. 

The  emission  values  during  regeneration  (Mri)  shall  be  calculated  according  to 
Annex 4,  paragraph  8.    The  number  of  operating  cycles  (d)  measured  for  complete 
regeneration shall be recorded. 

3.3. 

Calculation of the combined exhaust emissions 

n

Å
?? 1

j

M

'
sij

n

n  2;   

M

ri

d

Å
?? 1

j

M

'
rij

d

M

si

M

pi

?

Ì
Í
Î

si

*

dMDM
-
dD
-

*

ri

Ü
Ý
Þ

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 bench 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) 
Msi =  mean mass emission of pollutant (i) in g/km without regeneration 
Mri =  mean mass emission of pollutant (i) in g/km during regeneration 
Mpi =  mean mass emission of pollutant (i) in g/km 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/480

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27.12.2006

n = 

d =  
D = 

number of test points at which emissions measurements (Type I operating 
cycles or equivalent engine test bench cycles) are made between two cycles 
where regenerative phases occur,  2 
number of operating cycles required for regeneration 
number of operating cycles between two cycles where regenerative phases 
occur 

For exemplary illustration of measurement parameters see Figure 8/1. 

Emission [g/km]

]
+ *
*
-·
dMDM
*
+dD
-

·

si

ri

_
+

M ri

K ?

M
i M

pi

si

M pi

M

pi

?

M si

,

M

sij

D

d

Number of cycles

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 = Mpi / Msi 

Msi, Mpi and Ki results shall be recorded in the test report delivered by the 
technical service. 

Ki may be determined following the completion of a single sequence. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 259 
Annex 7 – Appendix 2 

L 375/481

Annex 14 

EMISSIONS TEST PROCEDURE FOR HYBRID ELECTRIC VEHICLES (HEV) 

INTRODUCTION 

This  annex  defines  the  specific  provisions  regarding  type-approval  of  a  hybrid 
electric vehicle (HEV) as defined in paragraph 2.21.2. of this Regulation. 

As a general principle, for the tests of Type I, II, III, IV, V, VI and OBD, hybrid 
electric  vehicles  shall  be  tested  according  to  Annex  4,  5,  6,  7,  9,  8  and  11 
respectively, unless modified by this annex. 

For  the  Type  I  test  only,  OVC  vehicles  (as  categorized  in  paragraph 2.)  shall  be 
tested  according  to  condition A  and  to  condition B.    The  test  results  under  both 
conditions A and B and the weighted values shall be reported in the communication 
form. 

The  emissions  test  results  shall  comply  with  the  limits  under  all  specified  test 
conditions of this Regulation. 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

2. 

CATEGORIES OF HYBRID ELECTRIC VEHICLES 

Vehicle 
charging 
Operating mode 
switch 

Off-Vehicle Charging (1) 
(OVC) 

Not Off-Vehicle Charging (2) 
(NOVC) 

Without 

With 

Without 

With 

(1) also known as "externally chargeable" 
(2) also known as "not externally chargeable" 

TYPE I TEST METHODS 

EXTERNALLY  CHARGEABLE  (OVC  HEV)  WITHOUT  AN  OPERATING 
MODE SWITCH 

3. 

3.1. 

3.1.1. 

Two tests shall be performed 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  charge  (maximum  discharge  of 
capacity). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
L 375/482

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The  profile  of  the  state  of  charge  (SOC)  of  the  electrical  energy/power  storage 
device during different stages of the Type 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 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. 

3.1.2.2. 

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.    Three  consecutive  cycles  shall  be  driven 
according to paragraph 3.1.2.5.3. below. 

3.1.2.2.2. 

Vehicles  fitted  with  positive-ignition  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 shall be kept in a room in   
which the temperature remains relatively 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 261 
Annex 7 – Appendix 2 

L 375/483

3.1.2.4. 

During soak, the electrical energy/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 the 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. 

3.1.2.5.3. 

Sampling  shall  begin  (BS)  before  or  at  the  initiation  of  the  vehicle  start  up 
procedure and end on conclusion of the final idling period in the extra-urban cycle 
(Part Two, end of sampling (ES)). 

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 and 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.    For  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 (M1i). 

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.    Three  consecutive  cycles  shall  be  driven 
according to paragraph 3.1.3.4.3. below. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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3.1.3.1.2. 

Vehicles  fitted  with  positive-ignition  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 device 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 consuming engine just does not start up for a 
defined 
technical  service  and 
manufacturer), 

time/distance  (to  be  specified  between 

- 

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 vehicle shall be kept in a room in 
which the temperature remains relatively 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 the 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. 

3.1.3.4.3. 

Sampling  shall  begin  (BS)  before  or  at  the  initiation  of  the  vehicle  start  up 
procedure and end on conclusion of the final idling period in the extra-urban cycle 
(Part Two, end of sampling (ES)). 

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 and 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.    For  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Regulation No. 83 
page 263 
Annex 7 – Appendix 2 

L 375/485

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 (M2i). 

3.1.4. 

Test results 

3.1.4.1. 

For communication, the weighted values shall be calculated as below: 

Mi = ( De C M1i + Dav C M2i )  / ( De + Dav ) 

Where: 

Mi 
M1i 

=  mass emission of the pollutant i in grams per kilometre. 
= 

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. 
average mass emission of the pollutant i in grams per kilometre with 
an  electrical  energy/power  storage  device  in  minimum  state  of 
in 
charge 
paragraph 3.1.3.5. 
vehicle  electric  range,  according  to  the  procedure  described  in 
Regulation No. 101, Annex 7, where the manufacturer must provide 
the means for performing the measurement with the vehicle running 
in pure electric mode. 
25 km (average distance between two battery recharges) 

(maximum  discharge  of 

calculated 

capacity) 

M2i 

= 

De 

= 

Dav 

= 

3.2. 

EXTERNALLY  CHARGEABLE  (OVC  HEV)  WITH  AN  OPERATING  MODE 
SWITCH 

3.2.1. 

Two tests shall be performed under the following conditions: 

3.2.1.1. 

Condition A: 

test  shall  be  carried  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  charge  (maximum  discharge  of 
capacity) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

3.2.1.3. 

The operating mode switch shall be positioned according the table below: 

        Hybrid-  
          modes 

-Pure electric 

-Hybrid 

-Pure fuel 
 consuming 
-Hybrid  

-Pure electric 
-Pure fuel 
 consuming 
-Hybrid 

Switch in position 
Hybrid 

Switch in position 
Hybrid 

Switch in position 
Hybrid 

Hybrid 

Fuel consuming 

Fuel consuming 

Battery  
state  
of charge 
Condition A  
Fully charged 
Condition B 
Min.  state  of 
charge 

-Hybrid mode n (1) 
...... 
-Hybrid mode m (1) 

Switch in position 
Most electric hybrid 
mode (2) 
Most fuel consuming 
mode (3) 

(1) 
(2) 

(3) 

For instance: sport, economic, urban, extra-urban position ... 
Most electric hybrid mode: 
The hybrid mode which can be proven to have the highest electricity consumption 
of  all  selectable  hybrid  modes  when  tested  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. 
Most fuel consuming mode: 
The hybrid mode which can be proven to have the highest fuel consumption of all 
selectable  hybrid  modes  when 
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. 

tested 

3.2.2. 

Condition A 

3.2.2.1. 

3.2.2.2. 

If the pure electric range of the vehicle 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  preconditioning  prescribed  in  paragraph  3.2.2.3.1. 
or 3.2.2.3.2. can be omitted. 

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 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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E/ECE/TRANS/505   
Regulation No. 83 
page 265 
Annex 7 – Appendix 2 

L 375/487

- 

- 

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  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-ignition  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 vehicle shall be kept in a room in 
which the temperature remains relatively 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 energy/power storage device shall be charged: 

(a)  with the on board charger if fitted, or  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

(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 the 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. 

3.2.2.6.3. 

Sampling  shall  begin  (BS)  before  or  at  the  initiation  of  the  vehicle  start  up 
procedure and end on conclusion of the final idling period in the extra-urban cycle 
(Part Two, end of sampling (ES)). 

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 and 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.    For  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 (M1i). 

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-ignition  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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

EN

Official Journal of the European Union

E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 267 
Annex 7 – Appendix 2 

L 375/489

3.2.3.3. 

After this preconditioning, and before testing, the vehicle shall be kept in a room in 
which the temperature remains relatively 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 period 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 and 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.    For  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 (M2i). 

3.2.4. 

Test results 

3.2.4.1. 

For communication, the weighted values shall be calculated as below: 

Mi  = 

( De C M1i + Dav C M2i ) / ( De + Dav ) 

Where : 
Mi  =  mass emission of the pollutant i in grams per kilometre  
M1i  = 

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. 
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. 

M2i  = 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

De  = 

Dav  = 

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  position,  the  manufacturer  must  provide 
the means for performing the measurement with the vehicle running in 
pure electric mode. 
25 km (average distance between two battery recharge). 

NOT  EXTERNALLY  CHARGEABLE  (NOTOVC  HEV)  WITHOUT  AN 
OPERATING MODE SWITCH 

These vehicles shall be tested according to Annex 4. 

For  preconditioning,  at  least  two  consecutive  complete  driving  cycles  (one 
Part One and one Part Two) are carried out without soak. 

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 and 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.    For  the  pattern  of  the  operating  curve  the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 

NOT  EXTERNALLY  CHARGEABLE 
OPERATING MODE SWITCH 

(NOTOVC  HEV)  WITH  AN 

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 ignition 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. 

For  preconditioning,  at  least  two  consecutive  complete  driving  cycles  (one 
Part One and one Part Two) shall be carried out without soak. 

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 and 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.    For  the  pattern  of  the  operating  curve  the 
description according to paragraph 2.3.3. in Annex 4 shall apply. 

3.3. 

3.3.1. 

3.3.2. 

3.3.3. 

3.4. 

3.4.1. 

3.4.2. 

3.4.3. 

4. 

TYPE II TEST METHODS 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 269 
Annex 7 – Appendix 2 

L 375/491

4.1. 

5. 

5.1. 

5.2. 

6. 

6.1. 

6.2. 

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. 

TYPE III TEST METHODS 

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. 

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 possible to test on condition 2, alternatively 
another  steady  speed  condition  (with  fuel  consuming  engine  running  under  load) 
should be carried out. 

TYPE IV TEST METHODS 

The vehicles shall be tested according to Annex 7. 

Before starting the test procedure (paragraph 5.1. of Annex 7), the vehicles shall be 
preconditioned as follows: 

6.2.1. 

For OVC vehicles: 

6.2.1.1. 

OVC vehicles without 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. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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27.12.2006

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  specified  between  technical  service  and 
manufacturer), or 

- 

with manufacturer’s recommendation. 

The engine shall be stopped within 10 seconds of it being automatically started. 

6.2.2. 

For NOVC vehicles: 

6.2.2.1. 

6.2.2.2. 

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. 

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). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
27.12.2006

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E/ECE/TRANS/505   
Regulation No. 83 
page 271 
Annex 7 – Appendix 2 

L 375/493

6.3. 

6.3.1. 

The preconditioning drive and the dynamometer test shall be carried out according 
to paragraphs 5.2. and 5.4. of Annex 7: 

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. 

7.1. 

7.2. 

TYPE V TEST METHODS 

The vehicles shall be tested according to Annex 9. 

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  pollutants  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  pollutants  shall  be  carried  out  in  the  same 
conditions as in the Type I test. 

TYPE VI TEST METHODS 

The vehicles shall be tested according to Annex 8. 

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.). 

For NOVC vehicles, the measurements of emissions of pollutants shall be carried 
out under the same conditions as in the Type I test. 

8. 

8.1. 

8.2. 

8.3. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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9. 

9.1. 

9.2. 

9.3. 

ON BOARD DIAGNOSTICS (OBD) TEST METHODS 

The vehicles shall be tested according to Annex 11. 

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.). 

For NOVC vehicles, the measurements of emissions of pollutants shall be carried 
out under the same conditions as in the Type I test. 

 
 
 
 
 
 
 
 
 
 
 
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E/ECE/324                  Rev.1/Add.82/Rev.3 
E/ECE/TRANS/505   
Regulation No. 83 
page 273 
Annex 7 – Appendix 2 

L 375/495

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 

100 %

C
O
S

minimum

(1)

(2)

(3)

               (4)

(5)

Condition A: 
(1) 
(2) 
(3) 
(4) 

(5) 

initial electrical energy/power storage device state of charge 
discharge according to paragraph 3.1.2.1. or 3.2.2.1. 
vehicle conditioning according to paragraph 3.1.2.2. or 3.2.2.2. 
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. 
test according to paragraph 3.1.2.5. or 3.2.2.5. 

Condition B of the Type I test 

100 %

C
O
S

minimum

(1)

(2)

(3)

               (4)

(5)

Condition B: 
(1) 
(2) 
(3) 
(4) 
(5) 

initial state of charge 
vehicle conditioning according to paragraph 3.1.3.1. or 3.2.3.1. 
discharge according to paragraph 3.1.3.2. or 3.2.3.2. 
soak according to paragraph 3.1.3.3. or 3.2.3.3. 
test according to paragraph 3.1.3.4. or 3.2.3.4. 

_____